HomeMy WebLinkAbout4A Spring Lake Ridge Report
Phone 952.447.9800 / Fax 952.447.4245 / www.cityofpriorlake.com
4646 Dakota Street SE
Prior Lake, MN 55372
PLANNING COMMISSION AGENDA REPORT
MEETING DATE: JANUARY 13, 2020
AGENDA #: 4A
PREPARED BY: JEFF MATZKE, PLANNER
PRESENTED BY: JEFF MATZKE
AGENDA ITEM:
CONSIDER THE SPRING LAKE RIDGE PRELIMINARY PLAT AND
PRELIMINARY PLANNED UNIT DEVELOPMENT PLAN
DISCUSSION: Introduction
Winkler Land Company, on behalf of the property owner, has applied for
approval of a Preliminary Plat and Preliminary Planned Unit Development
(PUD) Plan to be known as Spring Lake Ridge to be developed as a 101-lot,
low density residential subdivision. The subject site is located east of County
Highway 17 (CSAH 17), south of County Highway 12 (CSAH 12) and west of
Sunset Avenue.
History
The Winkler Land Company submitted two separate concept plans to the City
in the Summer of 2019. Residents, the Planning Commission, City Council
provided feedback on the concept plans, including comments on docks, traffic,
lot design, and water quality impacts.
Current Circumstances
The current proposal calls for a 101-lot single-family subdivision and PUD on
the site with a mix of housing product types and lot sizes. The area
encompasses land with wooded areas to the south, various wetlands, and open
field areas in the north and east.
The following paragraphs outline the physical characteristics of the existing site,
the Comprehensive Plan and zoning designations, and a description of some of
the specifics of the site.
PHYSICAL SITE CHARACTERISTICS:
Total Site Area: The total development site area consists of approximately 83
acres.
Topography: This area has relatively level topography, with elevations ranging
from the 912’ MSL along the eastern property line adjacent to Spring Lake to
956’ MSL in the southwestern portion of the site.
Wetlands: Several wetlands exist on the proposed site. The developer
proposes impacts to the wetland at the existing field crossing (proposed
collector road crossing) which will be evaluated under the regulations of the
Wetland Conservation Act.
Access: The main access to the site is currently from a single driveway on
Sunset Avenue and from field access points along Hwy 17 and Sunset Avenue.
2030 Comprehensive Plan Designation: This property is designated for Low
Density Residential uses on the 2030 Comprehensive Plan Land Use Map.
Zoning: The site is presently zoned R-1, Low Density Residential.
PROPOSED PLAN
Phasing: The developer expects to complete this project in two or three
phases, beginning in 2019.
Lots: The development plan calls for 101 lots to be constructed of detached
single-family housing styles. Requested PUD modifications to the typical lot
minimum sizes and widths are as follows:
Proposed
House style
Number
of Lots
Min. / Avg. Lot Area
(12,000 sq ft. required)
Min. Lot Width
(86 feet required)
65’ lot 49 7,800 / 9,461 sq. ft. 65 feet
75’ lot 30 9,309 / 9,904 sq ft. 75 feet
86’ lot 22 11,940 / 13,214 sq. ft. 86 feet
Density: Density of the development is based on the net area of the site, which
is approximately 54 acres. There are a total of 101 units proposed, for an overall
net density of approximately 2 units per acre. This is consistent with the density
in the R-1 district.
Building Setbacks: The developer requests the following building setbacks
including PUD modifications to the side yard and side yard abutting a street:
Open Space/Sidewalks/Trails: While no active park is proposed with the
development a significant amount of open space (over 31 acres) is proposed,
mainly around the wetlands and adjacent to the shore of Spring Lake. This
meets 50% of the total project area that is required for Shoreland District PUDs.
A network of public trails and sidewalks are proposed throughout the site
including connections to a future County Hwy 17 regional trail corridor,
connection to County Hwy 12, a sidewalk along the west side of the collector
road, and a sidewalk along the west side of existing Sunset Avenue.
Tree Replacement: There are many significant trees on this site particularly in
the south half of the site. The project area contains more than 11,500 inches of
significant trees. Approximately 8,600 inches of trees will be removed, of which,
approximately 2,500 inches are being removed for public infrastructure and are
Setbacks Required
(R-1 Zoning)
Proposed
Front 25’ 25’
Side 10’ 7.5’
Rear 25’ 25’
Side yard (abutting street) 25’ 20’
not required to be mitigated. The developer can remove 35% of remaining
inches prior to mitigation. Therefore, they must mitigate for just over 3,000
inches of tree removal. In accordance with the City Code the developer must
replace inches removed at ½ inch for every 1 inch to be mitigated. The
developer will be planting over 1,500 inches of trees throughout the site. The
City Staff continues to have conversations with the developer to design the
landscape plan so that the installation and the long-term maintenance and
future preservation of these trees on both private and public land is achieved.
The developer has indicated to City Staff that a revised plan could incorporate
placement of additional trees within open spaces and rear yards where feasible.
Shoreland District/Impervious Surface: The maximum impervious surface
proposed is 30% of each lot area. Impervious surface coverage is further limited
to 25% of each tier area in a Shoreland District PUD.
Traffic Study/Streets: A County Hwy 17 corridor study was conducted in 2008.
The study indicates that no road connections will be allowed from the adjacent
properties when development occurs. The Prior Lake City Council adopted this
study in 2008 (Resolution 08-162). Because of this a traffic study (funded by the
developer and prepared by the City’s traffic consultant) was required and is
included with this report. During the concept plan review, vehicular traffic and
pedestrian safety were cited as concerns by both the residents and the City
Council. The study identifies the need for a 36-foot wide collector street within
the development that would be a supporting roadway to County Hwy 17,
extending from County Hwy 12 to State Hwy 13. The development plan reflects
this roadway design within the site and expands the existing Sunset Avenue
from a 32-foot roadway to a 36-foot roadway in the area along the City owned
wetland complex north of the development site.
Sanitary Sewer / Water Mains: Sanitary sewer and watermains will be
extended from Sunset Avenue in the roadways throughout the
development. With the additional sanitary sewer service flow it may be
necessary to connect the sanitary sewer main to the previously installed larger
lift station at the intersection of Hwy 12 and Sunset Avenue. This conversion of
sewer lift stations is being evaluated by the City engineers at this time.
Grading / Storm water: The site is very complex from a grading and storm
water perspective. The developer is considering to grade the northern half of
the site with the first phase of development and grade the southern portion of
the site at the time of future phases. For water quality purposes, multiple storm
water basins are necessary to meet the City’s water quality and runoff
requirements. Basins will pretreat the stormwater runoff of the development
prior to flow into the area wetlands and Spring Lake.
Fees and Assessments: This development will be subject to the standard
development fees including park dedication and trunk street and utility service
charges. A park dedication fee will not be collected for PID 259080022 per a
previous City purchase agreement.
Conclusion
The Spring Lake Ridge development, as proposed, is a very complex and
unique project. The developer and City Staff have met numerous times to
discuss the many aspects of the site. Since the concept plan review by the City
Council in the Summer of 2019 the developer has made significant changes to
the development plan including:
· Elimination of the proposed residential dock complex (except for one
single family dock) and elimination of private HOA association shoreline
area.
· Funding of a traffic study for the area to be prepared by the City traffic
consultant.
· Increasing the pedestrian safety along existing Sunset Avenue with the
proposed sidewalk along the west side of the street.
· Reduction in the number of lots along the proposed collector road.
As noted in the attached City Staff memorandums, the developer must refine
the plans to assure compliance with the Public Works Design Manual
requirements and City Zoning Ordinance; however, City Staff has discussed
these comments with the developer and they are prepared to address the
comments in plan revisions prior to review by the City Council. The Minnesota
Department of Natural Resources (DNR) and Scott County Highway
Department have also reviewed the plans and have indicated general support
of the project.
The Planning Commission should weight the amount of modifications requested
(lot size/width and setbacks) versus the amount of PUD benefits proposed
above standard development requirements and whether they believe a superior
development is demonstrated through the PUD process than the what a
standard development may provide.
If the Planning Commission feels the PUD benefits are adequate, City Staff
does advise the Planning Commission consider the following conditions with
any recommendation of the Spring Lake Ridge Preliminary Plat and PUD Plan:
· The developer shall revise the plans according to the January 3, 2020
City Engineering & Public Works Dept. Memorandum
· The developer shall revise the plans according to the December 18,
2019 City Community & Economic Development Dept. Memorandum
· The developer shall obtain a grading permit from the City Engineering
Department prior to any grading or tree removal on the site.
· The Developer shall obtain the required permits from other state or local
agencies prior to applicable on the site
If the Planning Commission is in favor of the development plan but feels the
PUD benefits are not adequate, please advise the developer and City Staff with
direction on the issues at hand and what possible adjustments could be made
to the PUD plan that could be considered.
ISSUES: PUD’s provide a flexible approach to development that allows creative, efficient,
and effective use of land. A PUD tends to preserve more unique features on
site and provides more open space. Despite smaller lots in this plan, the overall
net housing density remains low (2 units per acre).
The developer identifies what they believe are PUD benefits in the included
narrative. City Staff have reviewed this list and believe that the PUD benefits
should include only the following:
· Dedication of public open space along the shoreline of Spring Lake
thereby eliminating the future existence of any private docks along
Spring Lake with the exception of one single family residential lot.
· Dedication of public open space within the central wetland areas which
are utilized for snowmobile trails from Spring Lake to the Hwy 17
corridor.
· Dedication of 1 acre of additional right-of-way along Hwy 17.
· Installation of public trails and sidewalks (and regular maintenance by
the HOA in some cases) along the collector road, existing Sunset
Avenue, connection through the City wetland complex property to Hwy
12, and extending to the Hwy 17 corridor.
One of the items that the developer felt was a public benefit was is the
construction of a 36-foot-wide collector street not only within the development
but extending north to County Highway 12. This work would be completed at
the developer cost; however, city staff felt the street widening would be required
whether the developer pursued a standard development or PUD and thus, city
staff did not identify this additional cost as a public benefit.
The PUD must be reviewed based on the criteria found in Section 1106 of the
Zoning Ordinance:
(1) Provides a flexible approach to development which is in harmony with the
purpose and intent of the City's Comprehensive Plan and Zoning
Ordinance.
(2) More creative, efficient and effective use of land, open space and public
facilities through mixing of land uses.
(3) Create a sense of place and provide more interaction among people;
(4) Increase transportation options, such as walking, biking or bussing;
(5) Provide opportunities for life cycle housing to all ages.
(6) Provide more efficient and effective use of streets, utilities, and public
facilities that support high quality land use development at a lesser cost.
(7) Enhanced incorporation of recreational, public and open space components
in the development which may be made more useable and be more suitably
located than would otherwise be provided under conventional development
procedures. The PUD district also encourages the developer to convey
property to the public, over and above required dedications, by allowing a
portion of the density to be transferred to other parts of the site.
(8) Preserves and enhances desirable site characteristics and open space, and
protection of sensitive environmental features including, but not limited to,
steep slopes, wetlands, and trees. Where applicable, the PUD should also
encourage historic preservation, re-use and redevelopment of existing
buildings.
(9) High quality of design compatible with surrounding land uses, including both
existing and planned.
ALTERNATIVES: 1. Motion and a second to recommend approval of the Preliminary Plat and
Preliminary Planned Unit Development Plan for Spring Lake Ridge subject
to the listed conditions, or others that may be added or modified by the
Planning Commission.
2. Motion and a second to recommend denial of the Preliminary Plat and
Preliminary Planned Unit Development Plan for Spring Lake Ridge based
upon findings of fact.
3. Motion and a second to table this item to a future Planning Commission
meeting and provide the applicant with direction on the issues that have
been discussed.
RECOMMENDED
MOTION:
As determined by the Planning Commission. The Planning Commission should
weight the amount of modifications requested (lot size/width and setbacks)
versus the amount of PUD benefits proposed above standard development
requirements and whether they believe a superior development is demonstrated
through the PUD process than the what a standard development may provide.
ATTACHMENTS: 1. Location Map
2. Development Plans – November 20, 2019
3. Applicant Narrative
4. Engineering/Public Works/WSB Memorandum – January 3, 2020
5. Community Development Dept. Memorandum – January 9, 2019
6. WSB Traffic Study
7. January 7, 2020 resident letter - Crowhurst
Spring Lake
Ü
Spring Lake Ridge Preliminary Plat Location Map
UP P E R P R I O R L A K E
G D(9 04 )
SP R I NG L A K E
G D(9 12 .8 )
LO W ER P R IO R L A K E
G D(9 04 )
PI K E
LA K ENE
(8 20 .5 )
MYS T IC
LA K ENE
HA A S
LA K ENE
(9 07 .3 )
BL I N D
LA K ERD
(9 48 .7 )
AR T I C
LA K ENE
(9 06 .7 )
MA RK L E Y
LA K ERD
( )
HO W A RD L A KE
NE(9 57 .3 )
CR Y S T A L L A K E
NE(9 43 .3 )
RI C E L A K E
NE(9 45 )
CL E A R Y L A K E
NE
CA MP B E L L
LA K ENE
(N o t E s t ab .)
SUBJECTPROPERTY
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Marschall Road
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Spring Lake
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W
D e pve elom tn C o .
I N K L E R
(952)-432-7101
Prior Lake, Minnesota
SPRING LAKE RIDGE
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
11-20-2019 LAKEVILLE, MINNESOTA 55044
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Surveyor
under the laws of the State of Minnesota 42299
Peter J. Hawkinson
00-SURV-119034-PREPLAT.DWG
PRELIMINARY PLAT 3.10
00-ENG-119034-SHEET-OPEN SPACE
4.30OPEN SPACE CALCULATION
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-OPEN SPACE
4.31IMPERVIOUS AREA CALCULATION
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
TIER 2TIER 1TIER 3TIER 4267'267'267'200'00-ENG-119034-SHEET-PUD
4.32PUD DENSITY CALCULATION
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-SSWR
5.10PRELIMINARY SANITARY &
WATERMAIN PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-SSWR
5.11PRELIMINARY SANITARY &
WATERMAIN PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-STRM
5.20PRELIMINARY STORM SEWER PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-STRM
5.21PRELIMINARY STORM SEWER PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-STRM
5.22PRELIMINARY STORM SEWER PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-STRM
5.23PRELIMINARY STORM SEWER PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
SETBACKS
FRONT 25'
SIDE 7.5'
CORNER 20'
REAR 25'
MIN. WETLAND BUFFER 20'
MIN. NO GRADE ZONE 10'
LOW FLOOR 3' + OHW
2' + HWL
LOW OPENING 2' + EOF
FILTRATION ELEV 3' + SHWT
00-ENG-119034-SHEET-GRAD-OVR
6.10OVERALL GRADING PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
·
·
·
·
·
·
·
·
·
·
·
·
00-ENG-119034-SHEET-SEED
6.40PRELIMINARY SEEDING PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
00-ENG-119034-SHEET-WETL
7.10PRELIMINARY WETLAND BUFFER
PLAN
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
35OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
11-20-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 11-20-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
c
OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
11-20-2019 LAKEVILLE, MINNESOTA 55044
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Landscape Architect
under the laws of the State of Minnesota 44763
Jennifer L. Thompson
00-PLAN-119034-SHEET-LAND.DWG
411-20-19
TLM
TLM
L1LANDSCAPE PLAN
c
OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
11-20-2019 LAKEVILLE, MINNESOTA 55044
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Landscape Architect
under the laws of the State of Minnesota 44763
Jennifer L. Thompson
00-PLAN-119034-SHEET-TREE.DWG
511-18-19
TLM
TLM
T1TREE PRESERVATION PLAN
TREE PRESERVATION NOTES
c
OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
11-20-2019 LAKEVILLE, MINNESOTA 55044
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Landscape Architect
under the laws of the State of Minnesota 44763
Jennifer L. Thompson
00-PLAN-119034-SHEET-TREE.DWG
511-18-19
TLM
TLM
T2TREE PRESERVATION PLAN
TREE PRESERVATION NOTES
GUIDED
LOW
DENSITY
GUIDED
MEDIUM
DENSITY
GUIDED
MEDIUM
DENSITY
GUIDED
RETAIL
GENERAL
BUSINESS
DENSITY
119034-EXHIB- FUT SSWR
1
I hereby certify that this plan was prepared by
me or under my direct supervision and that I
am a duly Licensed Professional Engineer
under the laws of the State of Minnesota
c
1OFSPRING LAKE RIDGE
PRIOR LAKE, MINNESOTA
WINKLER DEVELOPMENT
10519 165TH STREET WEST
XX-XX-2019
NAP
NCR
Name
Reg. No.Date
Revisions
1. 4-15-2019 Benchmark Date
Designed
Drawn
2019 Pioneer Engineering, P.A.
Mendota Heights, MN 55120
2422 Enterprise Drive (651) 681-1914
Fax: 681-9488www.pioneereng.com
LANDSCAPE ARCHITECTSLAND SURVEYORSLAND PLANNERSCIVIL ENGINEERS
47504 XX-XX-2019
Brian N. Molinaro
LAKEVILLE, MINNESOTA 55044
GHOST PLAT
FUTURE SANITARY SEWER LAYOUT
Page 1
SPRING LAKE RIDGE
Prior Lake, MN
Preliminary PUD and Preliminary Plat
Application Narrative
Background
Winkler Land Company, LLC is proposing a 101 lot single family residential subdivision
to be called Spring Lake Ridge on property located west of Spring Lake and Sunset
Avenue, east of Marschall Road (County Road 17) and south of 170th Street (County
Road 12) and the City owned wetland complex that the City constructed a few years ago
with the reconstruction of 170th Street and Sunset Avenue. The property consists of two
parcels with PID numbers of 259080022 (Petersen Property) and 259080010 (Geister
property). The property consists of 83 gross acres and has 1,893 feet of lake frontage on
Spring Lake. The acreage includes a large area located below the ordinary high water
level of Spring Lake, so once that area is excluded there is approximately 64 acres
remaining, of which 14.95 acres are delineated wetlands. Large wooded areas are located
on the property mixed in with the wetlands which are spread throughout the site. Tillable
crop land also exists within the property. The Peterson property consists of an existing
residence and outbuildings, which are proposed to be removed as part of this
development. The Geister property also includes approximately 24 acres on the west side
of Marschall Road that will be split from this property through an administrative
subdivision and waiver of platting. The applications to split the property have been
applied for along with the preliminary plat and PUD and the property on the west side of
Marschall Road will be retained by the seller.
Since this property has frontage on Spring Lake, the property is located in the Shoreland
Overlay District for Spring Lake, so City shoreland regulations will apply to this
development. As part of the approval process Winkler Land Company is proposing to
plat the property under the Planned Unit Development (PUD) process. Since the property
is located in the shoreland overlay area, shoreland regulations require any residential
PUD to preserve at least 50% of the total project area as open space. The development
will preserve 32.23 acres of open space, which is just over 50% of the total project area,
through a combination of private open space and public open space. If the property was
platted under standard R-1 Low Density Residential Use District standards, far less open
space would be preserved since these areas would be included within individual lots. The
most important part of the open space dedication is the lakeshore on Spring Lake and
almost all of the lake frontage area will be included in the public open space dedication.
The only area of lake frontage not being preserved as open space is a small area of
frontage along the south end of the existing Sunset Avenue that will be included in part of
a individual lot. No boat slips are being proposed as part of this development but one
private dock for the lot that includes the lake frontage at the south end of Sunset Avenue
is proposed.
Page 2
Other features of the development will include monument signage at the north end of the
Periwinkle Way extension through the development. They will be located in outlots that
will be owned and maintained by a homeowners association. Another outlot along
Marschall Road will be owned by the homeowners association and will include extensive
landscaping to screen the lots from Marschall Road. A public trail will be located along
Marschall Road per city plans and a connection from this trail will be made to Periwinkle
Way along the stormwater ponds and wetlands and a connection is proposed to the north
to the existing sidewalks and trails on Shoreline Boulevard.
Single Family Lots
Of the proposed 101 lots within the development 22 are proposed at 86 feet wide; 30 lots
are proposed at 75 feet wide; and 49 lots are proposed at 65 feet wide. The side yard
setbacks are proposed at 7.5 feet and the front and rear yard setbacks are proposed at 25
feet. The side yard of corner lots are proposed at 20 feet. It is expected that different price
points for the homes will be in place due to the different lot sizes. The builder(s) have not
been determined yet at this time, but it is expected that once the project receives
preliminary approvals, the builder(s) will be locked in at that point.
It is expected the house prices will range approximately from $400,000 to $500,000 for
the 65 foot wide lots $450,000 to $550,000 for the 75 foot lots and $500,000 to
$650,000+ for the 86 foot wide lots.
It is anticipated that this will be a 2-3 phase development, with development starting on
the north end of the development and moving south. As mentioned earlier, an association
will be put in place to maintain some of the open space areas where trees have been
planted for screening purposes and the area of the monument signs.
PUD Design vs. Standard R-1 Design
The proposed PUD design consists of a total of 101 lots of varying lot widths and square
footages as mentioned above. To compare the PUD design with a standard R-1 design, a
concept plan consisting of 90 lots was prepared that were all based on the standard 86
foot wide and 12,000 square foot criteria in the R-1 District. The PUD design includes
eleven additional lots or an 12% increase in the number of proposed lots. As for the
development itself the PUD design is a much better development due to the fact it sets
aside over 50% of the property as open space, while the standard R-1 design utilizes just
about all the upland as either lot area or ponding. The PUD design also preserves many
more trees than the standard R-1 design and with the exception of the one lake lot at the
end of the existing Sunset Avenue, all the lakeshore located on Spring Lake is being
dedicated to the City of Prior Lake. In the R-1 design it is also possible for the lots that
front Spring Lake to acquire a dredging permit and extend long docks to gain access to
Spring Lake through the cattails, just as some of the existing homes to the south of the
development do now. In the PUD design this is not possible since the lakeshore is being
preserved and deeded to the City. In fact the area being dedicated in the rear of the lots on
the east side of Periwinkle Way averages about 100 feet in width, which will create a
natural buffer that helps filter runoff as it flows to Spring Lake.
Page 3
Planned Unit Development (PUD) Benefits
PUD Benefits
Since the development is proposed as a PUD, public benefits are required as part of the
approval as a trade off for additional density. These PUD benefits are described below.
Spring Lake Lakeshore and Open Space Dedication
Since this project is being proposed under a PUD in the shoreland area, open space is
required as part of the approval. In the case of Spring Lake Ridge, over 50% of the total
project area is being preserved as open space. This open space consists of lakeshore on
Spring Lake, wooded areas, wetland and upland areas that will include useable open
space and ponding. The most important part of the open space dedication is the
dedication of the Spring Lake frontage to the City of Prior Lake. This dedication put the
lakeshore in public ownership to preserve this area as open space with no future
development possibilities. This will prevent any lots from placing docks in the cattails or
any boat slips from being installed. Due to the fact the lots adjacent to the lakeshore no
longer have direct access to the lake, there is a significant reduction in value of these lots.
There is also a large loss of revenue if no boat slips are allowed for the sale to the
homeowners in the neighborhood.
As part of the PUD a reduction in lot sizes for some of the lots was requested in exchange
for the PUD benefits. By reducing the lot sizes it allows for additional lots to be platted,
but even though there are additional lots being platted more open space is being
preserved than would be preserved if this site was developed as a straight R-1 zoning
development. By allowing the smaller lots sizes and additional density, Winkler Land
Company was able to preserve more land and unique natural features like a large buffer
between the lots and lakeshore, large areas of trees which will buffer the rear yards of the
lots from other lots and Marschall Road for greater privacy and larger than required
buffers to the existing wetlands. In all, the proposal has more lots but is a much better
layout with more desirable lots. Because these lots are more desirable, they will create
higher property values and a larger tax base.
Additional Right of Way Dedication for Marschall Road (County Road 17)
As part of any subdivision that abuts existing roadways, right of way is typically
dedicated as part of the final plat. In the case of Spring Lake Ridge the property abuts
Marschall Road on the west side of the property. Marschall Road, otherwise known as
County Road 17, is planned for a right of way corridor that is 150 feet in width per Scott
County. The potential long range plan for Marschall Road is for the roadway to be
classified as some type of Expressway, which would require a 200 foot wide right of way
corridor or 100 feet on each side of the centerline of the road. At this time the existing
right of way is 100 feet meaning an additional 25 feet of right of way dedication would
be required along Marschall Road per current standards. As part of the PUD, an
additional 25 feet of right of way is being dedicated over and above the required 25 feet
for a total of 100 feet of right of way on the east side of Marschall Road. The additional
25 feet of right of way that is being dedicated totals 0.99 acres of land that would
otherwise have to be purchased and therefore is a PUD benefit of the project.
Page 4
Public Trail and Sidewalk Installation and Maintenance
As part of the design of the project, a trail is being constructed along Marschall Road
with a connecting trail through the middle of the project connecting to Periwinkle Way
and to the existing trail and sidewalk on Shoreline Boulevard to the north. A sidewalk
connection will also be made along the west side of Sunset Avenue and Periwinkle Way
from Shoreline Blvd. south through the development. Another sidewalk will be installed
along the west side of the existing section of Sunset Avenue that now becomes a cul-de-
sac off of Periwinkle Way. These trail and sidewalk improvements will provide an
important connection that benefits the Spring Lake Ridge neighborhood as well as the
existing residents on Sunset Avenue. By providing a trail system that will connect this
area with the existing trail on 170th Street and a sidewalk along the west side of Sunset
Avenue, it allows the children currently living on Sunset Avenue to use the sidewalk to
get to the bus stop and keep them off the street. Trails are a highly sought after amenity
by residents and provide the City an alternative to automobile traffic. These trails
increase the value of the neighborhoods and better the quality of life in the City and
therefore is a PUD benefit of the project.
Even though trails and sidewalks are considered a PUD benefit, maintenance of can
become a issue due to costs. Maintenance of the trail is proposed to be provided by the
homeowners association that will be created with the development. Maintenance will
include mowing along the edges of the trail in the summer and plowing the trail in the
winter. Sealcoating, crack sealing and reconstruction of this trail will not be part of the
homeowners association responsibilities and still be the City's responsibility. Since the
trail along Marschall Road is planned to be more regional in nature as further
development happens to the south and west, it is proposed that the trail section along
Marschall Road is maintained by the City once the connection is made further to the
south. The section of trail connecting to Periwinkle Way will still be maintained by the
homeowners association. The association will also maintain the sections of sidewalk
along the west side of Periwinkle Way that do not have lots adjacent to the sidewalk.
Once again the sidewalk will be maintained in the same manner as the trail. This includes
sections of sidewalk extending from Shoreline Boulevard south to Periwinkle Way and
along any open space outlots. This is a substantial PUD benefit by the City not having to
maintain these sections of trails and sidewalks.
Association maintenance on outlots and trees
As part of the development it is proposed that certain outlots in the plat will be owned
and maintained by the homeowners association. Oulots A, C and D will be landscaped
with substantial tree planting and the homeowners association will maintain these areas.
This will include mostly mowing around the edges of trees along the boulevard areas of
the streets such as Periwinkle Way.
Lot Sizes on Periwinkle Way
In the original concept plan, 65 foot lots were proposed along Periwinkle Way and along
Marschall Road. Due to comments from the City Council and residents, the lots on
Periwinkle Way have been enlarged to 75 wide lots. This reduced the total number of lots
Page 5
in this area and reduced the number of driveways on Periwinkle Way, which is a
considered a minor collector type roadway. The developer is also constructing Periwinkle
Way as a 36 foot wide street, which is larger than a typical street and absorbing those
costs as part of the development, a PUD benefit of the project.
Sunset Avenue Street and Cul-de-sac Size
When the City reconstructed Sunset Avenue a few years back the street and cul-de-sac
was not constructed to City standards. As part of this development the cul-de-sac will be
enlarged to City standards and the section of Sunset Avenue from Shoreline boulevard to
Periwinkle Way will be enlarged from 32 feet wide to 36 feet wide to meet minor
collector street standards, the same standards being used to construct Periwinkle Way.
Both property owners paid large assessments at the time of reconstruction and now as
part of the development, Sunset Avenue will be redone to meet City specs at the cost of
the developer, which is a PUD benefit.
Multiple Housing Price Points
A goal of the City is to create different housing types and pricing throughout the City.
While this site may not accommodate every type of housing such as townhomes or
apartments, the site will accommodate different single family housing price points due to
the difference in lot sizes. When looking at the site, it was noticed that the southern end
of the project is mostly wooded and overlooks Spring Lake. It was also noticed that the
north/central part of the site was mostly farmed with very few trees and backed directly
up to Marschall Road, a busy county highway. When designing lots you typically look
for amenities that can increase the value of that lot like wooded areas or views. With that
in mind, it was determined that the southern end of the site made perfect sense for a
larger single family lots which would allow for higher house values. It also made sense
that the open fields backing up to Marschall Road was a better fit for a smaller lot and
lower house value due to the proximity to Marschall Road. The PUD allows us to
increase the density along Marschall Road where there are no trees and reduce density in
the wooded areas which creates wooded and private backyards, and in the case of some
lots, views of Spring Lake. This diversity of lots allows for different price points within
the neighborhood, which expands the buyer pool for the development. For instance the
smaller lots may be perfect for that first time homebuyer who is currently renting or that
buyer looking to move up from a townhouse. These buyers many times consist of the
family with young children. The larger lots may be that buyer or family with older
children who already own a house and is looking for more amenities with the house and
neighborhood or a house with larger square footage or lot. By allowing two single family
product types, this development fits perfectly with the life cycle housing goal of the City
and therefore is a PUD benefit of the project.
Lift Station Upgrades
Another possible PUD benefit is the upgrade of the lift station located at Sunset Avenue
and Shoreline Boulevard. At this time we do not know what may be needed in regards to
the lift station but it may be possible, depending on what is needed, that Winkler Lane
Company could help with the costs of any lift station improvements. This will have to be
determined at a later date.
C:\Users\jmatzke\AppData\Local\Microsoft\Windows\INetCache\Content.Outlook\00IUD45S\FINAL - Spring Lake Ridge - Preliminary Plat Review Memo
010320.docx701 XENIA AVENUE S | SUITE 300 | MINNEAPOLIS, MN | 55416 | 763.541.4800 | WSBENG.COMMemorandum
To: Nick Monserud, Assistant City Engineer
Pete Young, Water Resources Engineer
From: Kris Keller, Stephanie Thulien, Chuck Rickert - WSB
Date: January 3, 2020
Re: Spring Lake Ridge Development
City Project No. DEV19-00000X
WSB Project No. 10704-000
We have reviewed the Preliminary Plat/PUD amendment Submittal documents submitted for the
Spring Lake Ridge Development dated November 20, 2019 as prepared by Pioneer Engineering.
We have the following engineering comments with regards to the preliminary plat submittal;
General
1. Submit for and provide copies to the City of any required permits from regulatory
agencies (MCES, Minnesota Pollution Control Agency, Minnesota Department of Health,
NPDES, etc.)
2. The final plat plans shall follow the requirements of the Public Works Design Manual
(PWDM).
Plat
1. Provide a list of Outlots to be dedicated to the City and which will be HOA maintained.
2. Remove Outlots C and D.
3. Extend lot lines to Right-of-way through Outlot C.
4. Outlot A – extend property lines to new right-of-way line and existing property line.
5. Extend Lots 43 & 44 property lines so that Lots 48 and 49 share a common lot line.
6. Remove Lot 93.
7. ROW along Sunset Circle should be evenly spaced to 10’ off of the back of the existing
curb for the length of the road.
8. Revise ROW at the end of Sunset Circle to allow for the installation of a City standard
cul-de-sac.
Stormwater Management
1. Provide a SWPPP meeting the requirements of the NPDES Construction Stormwater
Permit. The SWPPP must be reviewed and approved by the City before an Excavating
and Grading Permit is issued.
Spring Lake Ridge
January 3,2020
Page 2
2. The picture provided on the front of the Stormwater Management Plan is not the correct
site.
3. Impervious areas listed in the tables provided in the Stormwater Management Plan are
not consistent with those listed in the HydroCAD model or page 4.31 of the plans.
Confirm impervious areas and recalculate the water quality volume required.
4. Drainage areas listed in table provided in the Water Quality section do not match the
values listed in HydroCAD. Please confirm correct values and revise.
5. Provide calculations or show 2.5” event in HydroCAD to confirm the 2.5” event runoff
values for the required pond treatment volume.
6. The table showing values for the NPDES Basin Water Quality Volume Discharge
Requirement is not populated. Please update.
7. Confirm the proposed box culvert beneath Sunset Ave is an adequate size to maintain
hydraulic connection for Wetland 2. Consider MnDNR comments relating to culvert style.
8. Modify the filtration areas for Basin 200P and 400P to eliminate the small slivers off the
larger basin. These will have issues with constructability for how small they are and have
future maintenance issues.
9. All low floor elevations must be 2 feet above the HWL of the stormwater basin and
filtration basin and 3 feet above the OHW. Lots 41, 42, 93, 94, 99, 100, and 101 currently
do not meet the minimum low floor elevation requirement.
10. Low opening elevations must be 2 feet above any EOF elevations. Lots 43, 52, and 53
currently do not meet the minimum low opening elevation requirement.
11. The EOF of the ponds should be at least 1 foot higher than the HWL. The top berm
elevation should be at least 2 feet higher than the HWL. Ponds 100P, 200P, and 300P
require a higher EOF elevation.
12. The table provided in the Proposed Development section of the Stormwater Management
Plan should include offsite areas to show consistency with the HydroCAD model. Confirm
all values are consistent with the model and provided figure.
13. The volume control requirement for Prior Lake is 1.0 inch of runoff from new impervious
surfaces. In the Volume Control section, 1.1 is used.. Note that filtration is being used,
not infiltration (table on Page 10 and within the HydroCAD model).
14. Consider using the curve number reductions provided in the Public Works Design Manual
towards meeting the volume control requirement. These methods include tree plantings,
native grass buffers, porous pavements, impervious disconnections, green roofs, and soil
amendments.
15. Provide water quality calculations confirming the water quality requirement of 60% TP
and 90% TSS removal is met.
16. Provide storm sewer calculations confirming that the facilities are designed to hand a 10-
year, 24-hour Atlas 14 rainfall event.
17. Provide drainage calculations to show the sizing of pipes and catch basin interception
analysis. Catch basins can receive a maximum of 3 cfs and multiple catch basins may be
required at low points.
18. Provide additional draintile and draintile stubs to allow for lots to be able to connect
sumps or private draintile.
Spring Lake Ridge
January 3,2020
Page 3
19. Revise Section I.C. of the Stormwater Management Report to note that the site does not
discharge to a special water. The site does discharge to an impaired water (Spring Lake)
and therefore the BMPs listed in Sections 23.9 and 23.10 of the Construction Stormwater
General Permit will apply.
20. Provide the total amount of land disturbance for the proposed project, and if it exceeds 50
acres, note that the SWPPP for the project has a mandatory MPCA SWPPP review.
21. Provide existing and proposed hydrology and water quality calculations specific to the
area draining to the off-site wetland on City property (north of pond 300P).
Grading
1. Provide spot elevations between lots such that drainage is not directed towards the
proposed building pads.
2. Provide additional easement to accommodate where surface drainage flows across an
adjacent lot.
3. Provide how Jonni Way will transition from the temporary turnaround condition to the
permanent drive through condition with lots 64 and 65.
4. Show/grade access routes to BMP’s for maintenance equipment.
Utilities
1. A detail review will take place once final plat (plan and profile) has been submitted.
Below are general comments regarding the utility plans that were submitted with the
preliminary plat.
2. Provide how the flows from the proposed development will impact the capacity of the
existing lift station. Replacement pumps may be required to accommodate the additional
flows.
3. Maintain 10’ minimum horizontal separation between watermain and both sanitary and
storm sewers (e.g. storm sewer crossing Jonni Way)
4. Verify hydrant spacing to provide adequate fire protection to all proposed lots.
5. Describe the proposed connection to the existing watermain.
6. Provide an additional gate valve on the southwestern leg of the watermain at the eastern
intersection of Ridgeline Way and Sunset Ave.
7. Shift the gate valve from the southwestern leg to the northeastern leg of the watermain at
the intersection of Jonni Way and Sunset Ave.
8. Provide for the additional restoration with the installation of additional services for lot 97
on Sunset Circle.
Streets/Transportation
1. A detail review will take place once final plat (plan and profile) has been submitted.
Below are general comments regard the street plans/site plans that were submitted with
the preliminary plat.
Spring Lake Ridge
January 3,2020
Page 4
2. Widen the existing Sunset Avenue from CSAH 12 (170th Street) to where the new street
begins from 32 feet to 36 feet, allowing parking on one side. Sidewalk is required to be
installed on this portion of Sunset.
3. Provide an additional 16 feet of right of way on the existing Sunset Avenue from CSAH
12 (170th Street) to where the new street begins.
4. As traffic continues to increase on the new Collector street and Sunset Avenue review
the operation and safety at the intersections of Sunset Avenue at the Collector street and
CSAH 12 (170th Street) at Sunset Avenue for future traffic control changes. Specifically, if
traffic congestion, crashes or speed of traffic become issues roundabouts may be
considered.
5. Provide a temporary cul-de-sac at the end of Jonni Way. Cul-de-sac will have curb/gutter
and will be built to the City’s standard street section. Provide necessary easements for
temporary cul-de-sac.
6. Provide a letter from the Geotechnical Engineer, that the City’s standard street section
will accommodate a 9-ton road design for Sunset Avenue for the proposed area and the
existing portion of Sunset Ave. to be a collector or any modifications to the standard
street section needed. The letter shall also verify that local streets will meet a 7-ton road
design.
7. Sunset Circle should be constructed to the City standard cul-de-sac. Tapers do not need
to be as pronounced as in our detail, but radius shall meet our standards.
8. Sunset Avenue shall have B618 curb.
Miscellaneous
1. Show or propose how trails and sidewalks will be extended to connect with existing trails
or stubbed to the development limits.
2. Trails along CSAH 17 shall be extended the length of the property.
3. The City currently has Sunset Avenue and Sunset Trail. We are not in favor or a 3rd
street with the name “Sunset”. This is confusing for EMS, Public Works, etc.
4. Remove Lot 93.
5. HOA documents shall identify the HOA’s responsibility to maintain all boulevard trees and
landscaping on public property/ROW and maintain trails/sidewalks within the
development. A maintenance agreement will be required as well.
6. Driveways can not be wider than 24’ within ROW.
7. Please explain further the stormwater benefit identified as one of your PUD benefits. The
City would only consider stormwater a benefit if basins were oversized and a credit
system established with Prior Lake Spring Lake Watershed District for future City re-
construction projects.
PLSLWD Comments
1. PLSLWD Rules require filtration of the runoff volume from the 2-yr, 24-hour event.
2. Biofiltration basins should not be modeled as infiltration basins.
Spring Lake Ridge
January 3,2020
Page 5
3. The Biofiltration Media should be amended so it is not a source of Phosphorous. At a
minimum, at least half the organic leaf compost should be substituted for peat. Our
recommendation is an 80% (sand), 10% (compost), 10% (peat) media.
4. Biofiltration media beds on portions of Ponds 200 and 400 are very narrow making
construction difficult if not infeasible.
5. Consider Pond 400 outfall/outlet location modifications to minimize water quality short-
circuiting.
6. PLSLWD’s Comprehensive Wetland Plan ranks Wetland 1 and Wetland 2 as High for
downstream water quality. Development of this site should consider potential
enhancements of these wetlands to increase flood storage and water quality benefit via
outlet modification/restriction and/or expansion of storage while maintaining compliance
with City hydroperiod standards for wetlands.
7. The proposed plan routes an additional 4.75 acres north to the existing Highway 12/17
Wetland Enhancement Project. Evaluation of the effect of this additional runoff is required
to verify no adverse impact to the treatment function of the basin or the intended
hydrologic regime and plant species establishment.
8. PLSLWD is not interested in obtaining conservation easements within platted lots
identified on Sheet 4.30.
DNR Comments
1. Nearly the entire platted area falls within the shoreland overlay for Spring Lake (70-54).
The current plat looks to meet all density standards for a shoreland PUD and it appears
that 50% of the area is designated to “open space”.
2. OHW elevation seems off with the lidar topography provided. However, the placement of
the OHW is conservative and shouldn’t lie further landward than indicated on the plat.
3. Additional hydrologic analysis should be provided from Marschall Road to Spring Lake
where it narrows and crosses the new Sunset Avenue next to lot 76. The BFE of 914
seems accurate, however there is a concern that the area around Sunset Avenue
crossing will be impacted by the wetland area that flows through to the lake. The aerial
photography of lot 76 appears to be wet even though it didn’t get delineated as a wetland.
There is a concern that there is existing tile drainage in that area that could fail and
impact lots 75/76 to be wetter than expected.
4. Disappointed to see so much forest cleared. A good diversity and a variety of tree sizes
for resilience of the area should be provided. DNR forestry staff to review the
replacement planting list.
5. Although the Sunset Avenue Crossing will not need a DNR public waters permit, DNR
would like to review and comment on any proposed design. Would like to see offset
culverts through that crossing, or a bottomless culvert or bridge.
6. Wetlands should be monumented and signed so that lawns don’t creep into wetland. That
will be especially important for those lots that are near the Spring Lake wetland (72-76).
7. What is the difference between “outlot” and conservation easement and who will hold the
land ownership? There seems to be some space between the outlet edges and the
edges of the individual lots. Is that true or does each outlot abut the individual lots?
Please confirm.
Phone 952.447.9800 / Fax 952.447.4245 / www.cityofpriorlake.com
Memo
The Community Development Department has reviewed the Preliminary Plat and PUD plans for
the subject project with a plan date of 11-20-2019 and we have the following comments.
General
1. Development Fees – The following development fees are to be collected prior to
recording of any approved 2020 final plat application: Park Dedication of unit(s) at
$3,750 per unit, Trunk Water ($7,640/net acre), Trunk Sanitary Sewer ($4,530/net acre),
Trunk Storm Sewer ($4,160/net acre), $9,000 Water Connection Fee, $9,000 Sewer
Connection Fee, and a 4% administrative fee and 5% construction observation fee based
on the total estimated construction costs (which include landscaping, streets, public trails,
and public utilities). A park dedication fee will not be collected for PID 259080022 per a
previous City purchase agreement.
2. The City Council will need to weight the amount of modifications (lot size and setbacks)
requested verses the amount of PUD Benefits proposed above standard development
requirements.
a. PUD benefits proposed:
i. Spring Lake Lakeshore Dedication and Open Space – over 50% open
space is provided including Spring Lake public shoreline except for
one residential lot
ii. County Right of Way – 1 acre of land (25-foot width)
iii. Public Trail System – Construction of the trail along Hwy 17 may be
viewed as a PUD Benefit. Construct the trail north to Hwy 12 through
the City property. Routine maintenance without long-term
repair/replacement of the interior trail between Marschall Road and
Sunset Avenue may not constitute a PUD Benefit for this trail
segment. Additional sidewalk along existing Sunset Avenue may be a
benefit.
b. Additional PUD Benefits to consider – City Council has mentioned (at the
concept plan review) traffic calming measures along the collector road and
larger lots sizes of a minimum 75 feet throughout the development,
snowmobile trail improvements
3. Warranty Deeds – Submit draft warranty deeds for future public ownership Outlots with
Final Plat application.
Date: January 8, 2019
To: John Anderson and Bart Winkler, Winkler LLC
From: Jeff Matzke, Planner
Subject: Spring lake Ridge Preliminary Plat and PUD
City Project #DEV19-000020
Preliminary Plat/Site Plan
4. Outlots – Outlots A, C, and D are proposed for private HOA outlots. Outlots B, E, and F
are proposed for public outlots. Prepare exhibit and information explaining HOA
maintenance areas and proposed expectations of sidewalks/trails/trees in outlot areas.
5. Conservation Area – A conservation area is indicated on page 4.30 in the rear yard of
Lots 65-71 but is not indicated on the preliminary plat (page 3.12), consider removing
conservation area from this location and including other conservation areas within public
dedicated outlots.
6. Lot area – Net area includes all private lots, private outlots, and local street right of way,
adjust table accordingly.
7. PUD Zoning Modifications – In addition to other proposed public improvement
modifications, the developer requests modifications to the typical R-1 zoning
requirements in the following areas:
a. Lot size – Min. proposed – 7,651 sq. ft.
Min. required (R-1) – 12,000 sq. ft.
b. Lot width - Min. proposed – 49 lots at 65 feet, 30 lots at 75 feet
Min. required – 86 ft.
c. Side Setback – Min proposed – 7.5 feet, Min. required – 10 feet
d. Side yard abutting a street (Corner lot) – Min proposed – 20 feet,
Min. required – 25 feet
8. Setback Table
a. Front and Rear Setbacks – Revise to indicate 25 feet rather than 20 feet
b. Lake Setback – Revise to indicate 75 feet rather than 50 feet
c. Decks and Eves – How far are decks proposed to be allowed in setbacks under
the setback table?
d. Cantilever/Eves – Establish a maximum cantilever/eve allowed without
inclusion of impervious surface
9. Impervious Surface – indicate impervious surface values based on tiering for a PUD
much like the PUD density calculation on page 4.32
Grading Plan
10. Retaining walls – Walls exceeding 4 feet in height will require a building permit
application.
Tree Preservation/Landscape Plan
11. Tree placement – On landscape plan/details plan, indicate note that placement of all trees
shall be a minimum of 5 feet from front property lines within front yards.
12. Tree replacement formula – Total tree replacement inches as proposed is 1,509 inches.
The total proposed inches on the landscape plan is 1,168 inches. Provide further details
to the incorporation of tree plantings on the landscape plan that will be able to be
maintained for future years.
13. Final tree locations – Tree locations may be subject to change depending on field
construction of public/private utilities and maintenance access locations for ponding and
utilities.
TRAFFIC IMPACT STUDY
SPRING LAKE RIDGE
DEVELOPMENT
October 23, 2019
Prepared for:
City of Prior Lake
17073 Adelmann Street SE
Prior Lake, MN 55372
WSB PROJECT NO. 14828-000
TRAFFIC IMPACT STUDY
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000
SPRING LAKE RIDGE DEVELOPMENT
FOR THE
CITY OF PRIOR LAKE, MINNESOTA
October 23, 2019
Prepared By:
CERTIFICATION
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000
I hereby certify that this plan, specification, or report was prepared by me
or under my direct supervision and that I am a duly licensed professional
engineer under the laws of the State of Minnesota.
Charles T. Rickart, PE
Date: October 23, 2019 Lic. No. 26082
TABLE OF CONTENTS
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000
TITLE SHEET
CERTIFICATION SHEET
TABLE OF CONTENTS
INTRODUCTION / BACKGROUND ............................................................................................ 1
EXISTING CONDITIONS ............................................................................................................ 2
A. Roadway Characteristics ..................................................................................... 2
B. Traffic Counts ...................................................................................................... 2
C. Crash History ....................................................................................................... 2
TRAFFIC PROJECTIONS .......................................................................................................... 3
A. Background (Non-Development) Traffic Growth ................................................... 3
B. Development Site Trip Generation ....................................................................... 3
C. Traffic Distribution ................................................................................................ 4
D. Projected Traffic Volumes .................................................................................... 4
TRAFFIC IMPACT ANALYSIS ................................................................................................... 5
A. Methodology ........................................................................................................ 5
B. Existing Level of Service Summary ...................................................................... 6
C. Forecasted Traffic Operations .............................................................................. 6
ROADWAY CONFIGURATION / SITE PLAN REVIEW .............................................................. 8
A. Existing Conditions .............................................................................................. 8
B. Proposed Roadway Configuration ........................................................................ 8
C. Traffic Control Options ......................................................................................... 8
CONCLUSIONS / RECOMMENDATIONS ................................................................................ 11
LIST of FIGURES and TABLES
Table 1 – Estimated Existing Site Trip Generation ...................................................................... 4
Table 2 – Existing (2019) Level of Service .................................................................................. 6
Table 3 – Forecasted 2021 No-Build Level of Service ................................................................. 7
Table 4 – Forecasted 2040 No-Build Level of Service ................................................................. 7
Table 5 – Forecasted 2021 Build Level of Service ...................................................................... 7
Table 6 – Forecasted 2040 Build Level of Service ...................................................................... 7
Figure 8 – Level of Service Ranges ............................................................................................ 5
APPENDIX
Figure 1 - Project Location Map
Figure 2 – Proposed Site Plan
Figure 3 – Existing (2019) Traffic Conditions
Figure 4 – Projected 2021 No-Build Traffic Conditions
Figure 5 – Projected 2021 Build Traffic Conditions
Figure 6 – Projected 2040 No-Build Traffic Conditions
Figure 7 – Projected 2040 Build Traffic Conditions
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 1
INTRODUCTION / BACKGROUND
The purpose of the study is to document the impact the proposed Spring Lake Ridge development will
have on the existing and future roadway network. The proposed development is located east of CSAH 17
adjacent to Spring Lake, in the City of Prior Lake. The site location is shown on Figure 1 in the appendix.
The development is planned to include approximately 101 residential lots. The project is anticipated to be
the initial phase in the development of the property located between CSAH 12 (170th Street) and TH 13
adjacent to CSAH 17. Access to the site will be from the existing Sunset Avenue to CSAH 12 (170th
Street). The proposed site plan is shown on Figure 2 in the appendix.
In 2009, Scott County prepared a Corridor Study for County Road 17 that documented the short -term and
long-term vision for the corridor including the local supporting roadway network. In the area of the
proposed Spring Lake Ridge development, CSAH 17 is anticipated to be upgraded in the future to a four-
lane rural cross section in a 200-foot right-of-way. Base on the Scott County Transportation Plan, CSAH
17 is planned to be transferred from the Count y to the State and would be re-designated as a Principal
Arterial. In addition, the Study identified a proposed north/south Collector roadway between CSAH 12
(170th Street) and TH 13 as part of the CSAH 17 supporting roadway network.
The traffic impacts of the proposed site development were evaluated for the existing (2019), future 2021
and future 2040 conditions. The analysis was prepared to document the existing and future
transportation and access needs for the roadways adjacent to the Spring Lake Ridge development.
Preliminary alternative alignments will be evaluated to determine what would provide the City and
development the most efficient and beneficial roadway system for the area. The evaluation include d:
• Documenting the traffic needs based on the area traffic generation
• Determining possible impacts to existing and future area properties
• Insuring that the proposed roadway network fits into the City’s transportation vision for the area
• The need/benefit of a 36 foot wide roadway cross section for a Collector roadway as outlined in
the City’s Transportation Plan.
The following sections of this report document the traffic analysis and anticipated impacts of the proposed
site development has on the adjacent roadway system .
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 2
EXISTING CONDITIONS
A. Roadway Characteristics
The existing lane configurations and traffic control, of the adjacent roadways and intersections, used to
determine the impacts of the proposed site redevelopment include:
CSAH 12 (170th Street) is a Scott County east/west Major Collector roadway running from TH 13 on the
east side to west of CSAH 15 in the City of Shakopee. The roadway has a two-lane (one lane in each
direction) cross section with paved shoulders and turn lanes at primary intersections. Access on CSAH 12
(170th Street) in the area of the proposed site is from local streets and direct residential driveways. The
speed limit in the vicinity of the site was recently reviewed by Scott County and MnDOT. The current
posted speed limit in the vicinity of the site is 35 mph, however the speed is being recommended to be
raised to 40 mph. The current Average Daily Traffic on CSAH 12 (170th Street) is 2,120 vehicles per
day(vpd) east of CSAH 17.
Sunset Avenue is a north/south City of Prior Lake street running from CSAH 12 (170th Street) south
approximately 2000 feet. Approximately 30 feet south of CSAH 12 (170th Street) is the intersection of
Shoreline Boulevard. The roadway has a two-lane cross section (one lane in each direction. Direct
driveway access from the residential properties is provided from this street. The speed limit posted on
Sunset Avenue is 30 mph. The current Average Daily Traffic 260vpd.
The intersection of CSAH 12 (170th Street) at Sunset Avenue is currently un-signalized with stop control.
The following is a summary of the existing conditions at the intersection:
CSAH 12 (170th Street) at Sunset Avenue:
• Side Street Stop Control
• 40 MPH on CSAH 12 (170th Street)
• 30 MPH on Sunset Avenue
• Lane Configuration:
o SB Business Driveway – one right/through/left
o NB Sunset Avenue – one right/through/left
o EB CSAH 12 (170th St) – one right, one through, one left
o WB CSAH 12 (170th St) – one right/through, one left
B. Traffic Counts
Weekday peak hour turning movement counts and daily approach counts were conducted during the
week of September 23, 2019. It is understood that CSAH 12 (170th Street) was being used as a detour
route for area construction at the time of the count, however, it is assumed that the turning volumes into
and out of Sunset Avenue were not affected.
The CSAH 12 (170th Street) counts were adjusted using the 2018 ADT counts. Based on historical data
between 2010 and 2018 traffic has increased on average by 6% / year. The 2018 counts (2000 ADT) was
increased by 6% to determine the 2019 projected traffic conditions (2120 ADT). The projected traffic
volume was compared to the counted volume (2700 ADT). Based on this comparison, the peak hour
through traffic volumes on CSAH 12 (170th Street) were reduced by 21%. These adjusted counts were
used as the existing baseline conditions for the area. Figure 3 shows the adjusted existing 2019 ADT,
AM peak hour and PM peak hour traffic volumes.
C. Crash History
Existing crash data was reviewed using the Minnesota Crash Mapping Analysis Tool (MnCMAT)
developed by MnDOT. The database includes crashes reported to MnDOT by local law enforcement
agencies. Based on the review of the available data, no report crashes have occurred in the past 10
years at the intersection of CSAH 12 (170th Street) and Sunset Avenue. It should be noted that the
MnCMAT database does not include crashes that resulted in damages under $1000 in the results.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 3
TRAFFIC PROJECTIONS
In order to analyze any anticipated lane configuration and/or traffic control needs, projected traffic
volumes were determined for the area. Traffic forecasts were prepared for the future year 2021 at which
time the site, if approved could be fully developed and occupied and; for the 2040 conditions which
represents the City Comprehensive Plan and 20-year design time frame.
The forecasted no-build and build conditions were determined to evaluate the change in traffic conditions
associated with the proposed site and future area development. The following sections outline the traffic
generation, as well as the traffic distribution and anticipated projected traffic volumes.
A. Background (Non-Development) Traffic Growth
Traffic growth in the vicinity of a proposed site will occur between existing conditions and any given future
year due to other development within the region. This background growth must be accounted for and
included in future year traffic forecasts. To determine the background growth in traffic the existing traffic
volumes were compared to the 2040 projected traffic volumes from the Met Council Regional Model and
the City’s 2040 Transportation Plan Update. Based on this comparison a factor of 3.1% per year was
used to project traffic from the 2019 adjusted counts to the 2021 and 2040 analysis years for traffic on
CSAH 12 (170th Street).
B. Development Site Trip Generation
The trip generation used to estimate the existing and proposed site traffic and the future area
development traffic is based on rates for other similar land uses as documented in the Institute of
Transportation Engineers Trip Generation Manual, 10th Edition.
The proposed Spring Lake Ridge development is planned to include 101 low density residential units. For
the analysis it is assumed that the development would be fully completed by 2021 as a worst-case
condition.
The future area development traffic was determined based on the City’s 2040 Comprehensive Plan Land
Use for the area east of CSAH 17 and south of the proposed Spring Lake Ridge Development. The 2040
Future Land Use Plan shows that this area will include both Urban Low Density and Urban Medium
Density residential uses that would use the future north/south minor collector roadway to CSAH 12 (170th
Street). Based on information provided by City staff it was assumed that the low-density residential use
would have a density of 2.7 units/acre and the medium density residential use would have a density of 6.0
units/acre.
The table below shows the estimated Daily, AM peak hour and PM peak hour trip generated for each
specific use.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 4
Table 1 - Estimated Existing Site Trip Generation
Size
(Units)
ADT AM Peak PM Peak
Use Total In Out Total In Out Total In Out
Low Density
Residential
(Proposed Site)
101 954 477 477 75 19 56 100 63 37
Low Density
Residential
(Future Development)
64 604 302 302 47 12 35 63 40 23
Medium Density
Residential
(Future Development)
90 658 329 329 41 11 30 50 31 19
Existing Total Trips 2,216 1,108 1,108 163 42 121 213 134 79
Source: Institute of Transportation Engineers Trip Generation Manual, 10th Edition
C. Traffic Distribution
Site-generated trips were distributed to the adjacent roadway system based on: the anticipated origins
and destinations for specific land use (i.e. location of commercial uses in relationship to residential);
existing travel patterns, and; the current Met Council Transportation Plan model.
The generated trips for the proposed Spring Lake Ridge development and future area development were
assumed to arrive or exit the site using the existing Sunset Avenue to CSAH 12 (170th Street). Based on
these parameters the following general traffic distribution was used to distribute the projected traffic
volumes from the anticipated uses:
• 60% to/from the east on CSAH 12 (170th Street) during the AM peak hour
• 40% to/from the west on CSAH 12 (170th Street) during the AM peak hour
• 25% to/from the east on CSAH 12 (170th Street) during the PM peak hour
• 75% to/from the west on CSAH 12 (170th Street) during the PM peak hour
D. Projected Traffic Volumes
The traffic forecasts were prepared by adding the projected annual background traffic growth on CSAH
12 (170th Street) to the existing 2019 adjusted traffic counts to determine the “No-Build” traffic conditions.
The anticipated Spring Lake Ridge site and future area development traffic was then added to the no-
build to determine the “Build” traffic conditions. Figures 4 - 7 shows the projected 2021 and 2040 No-
Build and Build ADT, AM peak hour and PM peak hour traffic volumes.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 5
TRAFFIC IMPACT ANALYSIS
Existing and/or forecasted traffic operations were evaluated for the intersection of CSAH 12 (170th Street)
and Sunset Avenue. This section describes the methodology used to assess the operations and provides
a summary of traffic operations for each analysis year.
A. Methodology
The traffic operations analysis is derived from established methodologies documented in the Highway
Capacity Manual 2000 (HCM). The HCM provides a series of analysis techniques that are used to
evaluate traffic operations.
Intersections are given a Level of Service (LOS) grade from “A” to “F” to describe the average amount of
control delay per vehicle as defined in the HCM. The LOS is primarily a function of peak traffic hour
turning movement volumes, intersection lane configuration, and the traffic controls at the i ntersection.
LOS A is the best traffic operating condition, and drivers experience minimal delay at an intersection
operating at that level. LOS E represents the condition where the intersection is at capacity, and some
drivers may have to wait through more than one green phase to make it through an intersection controlled
by traffic signals. LOS F represents a condition where there is more traffic than can be handled by the
intersection, and many vehicle operators may have to wait through more than one green phase to make it
through the intersection. At a stop sign-controlled intersection, LOS F would be characterized by
exceptionally long vehicle queues on each approach at an all-way stop, or long queues and/or great
difficulty in finding an acceptable gap for drivers on the minor legs at a through-street intersection.
The LOS ranges for both signalized and un-signalized intersections are shown in Figure 8. The threshold
LOS values for un-signalized intersections are slightly less than for signalized inter sections. This variance
was instituted because drivers’ expectations at intersections differ with the type of traffic control. A given
LOS can be altered by increasing (or decreasing) the number of lanes, changing traffic control
arrangements, adjusting the timing at signalized intersections, or other lesser geometric improvements.
LOS also changes as traffic volumes increase or decrease.
Figure 8 - Level of Service Ranges for Signalized and Un-signalized Intersections
80
55
35
20
10
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
Not CongestedCongested50
35
25
10
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
Not CongestedCongested15
Signalized Intersection Unsignalized IntersectionControl Delay per Vehicle (sec.)Control Delay per Vehicle (sec.)SOURCE: Level of Service thresholds from the Highway Capacity Manual, 2000.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 6
LOS, as described above, can also be determined for the individual legs (sometimes referred to as
“approaches”) or lanes (turn lanes in particular) of an intersection. It should be noted that a LOS E or F
might be acceptable or justified in those cases where a leg(s) or lane(s) has a very low traffic volume as
compared to the volume on the other legs. For example, improving LOS on such low-volume legs by
converting a two-way stop condition to an all-way stop, or adjusting timing at a signalized intersection,
could result in a significant penalty for the many drivers on the major road while benefiting the few on the
minor road. Also, geometric improvements on minor legs, such as additional lanes or longer turn lanes,
could have limited positive effects and might be prohibitive in terms of benefit to cost.
Although LOS A represents the best possible level of traffic flow, the cost to construct roadways and
intersection to such a high standard often exceeds the benefit to the user. Funding availability might a lso
lead to acceptance of intersection or roadway designs with a lower LOS. LOS D is generally accepted
as the lowest acceptable level in urban areas. LOS C is often considered to be the desirable minimum
level for rural areas. LOS D or E may be acceptable for limited durations or distances, or for very low-
volume legs of some intersections.
The LOS analysis was performed using Synchro/SimTraffic:
• Synchro, a software package that implements Highway Capacity Manual (HCM) methodologies,
was used to build each signalized intersection and provide an input database for turning-
movement volumes, lane geometrics, and signal design and timing characteristics. In addition,
Synchro was used to optimize signal timing parameters for future conditions. Output from
Synchro is transferred to SimTraffic, the traffic simulation model.
• SimTraffic is a micro-simulation computer modeling software that simulates each individual
vehicle’s characteristics and driver behavior in response to traffic volumes, intersection
configuration, and signal operations. The model simulates drivers’ behaviors and responses to
surrounding traffic flow as well as different vehicle types and speeds. It outputs estimated vehicle
delay and queue lengths at each intersection being analyzed.
B. Existing Level of Service Summary
Table 2, below, summarizes the existing movement, approach and overall level of service and delay
based on the current lane geometry, traffic control and 2019 traffic volumes. The table shows that the
intersection is operating at an overall LOS A during both the weekday AM and PM peak hours with all
movements operating at LOS A.
Table 2 – Existing (2019) Level of Service
Intersection Appr
AM Peak Hour PM Peak Hour
Movement Appr Overall Movement Appr Overall L T R L T R
CSAH 12
(170th St) at
Sunset Ave
NB 4 (A) 0 (A) 2 (A) 3 (A)
0 (A)
3 (A) 0 (A) 2 (A) 3 (A)
1 (A) WB 2 (A) 0 (A) 0 (A) 0 (A) 2 (A) 0 (A) 0 (A) 0 (A)
SB 0 (A) 0 (A) 0 (A) 0 (A) 6 (A) 0 (A) 2 (A) 3 (A)
EB 0 (A) 0 (A) 0 (A) 0 (A) 2 (A) 1 (A) 0 (A) 1 (A)
XX – Delay in seconds per vehicle, (X) – Level of Service Source: WSB
C. Forecasted Traffic Operations
A capacity and LOS analysis was completed for the intersection for 2021 which is the year after the
proposed site development could be completed and; for the 2040 conditions which represents a 20-year
design time frame. The results of the analysis are disc ussed below and shown in Tables 3 - 6.
Table 3 and Table 4 – Forecasted No Build, shows that with no site development and existing roadway
geometrics and traffic control the intersection will continue to operate at overall LOS A with all movements
at LOS A in both the AM and PM peak hours in 2021 and 2040.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 7
Table 3 – Forecasted 2021 No-Build Level of Service
Intersection Appr
AM Peak Hour PM Peak Hour
Movement Appr Overall Movement Appr Overall L T R L T R
CSAH 12
(170th St) at
Sunset Ave
NB 5 (A) 0 (A) 2 (A) 3 (A)
0 (A)
3 (A) 0 (A) 2 (A) 3 (A)
1 (A) WB 1 (A) 0 (A) 0 (A) 0 (A) 1 (A) 0 (A) 0 (A) 0 (A)
SB 0 (A) 0 (A) 0 (A) 0 (A) 5 (A) 0 (A) 2 (A) 3 (A)
EB 0 (A) 0 (A) 0 (A) 0 (A) 2 (A) 1 (A) 1 (A) 1 (A)
XX – Delay in seconds per vehicle, (X) – Level of Service Source: WSB
Table 4 – Forecasted 2040 No-Build Level of Service
Intersection Appr
AM Peak Hour PM Peak Hour
Movement Appr Overall Movement Appr Overall L T R L T R
CSAH 12
(170th St) at
Sunset Ave
NB 6 (A) 0 (A) 2 (A) 4 (A)
0 (A)
3 (A) 0 (A) 2 (A) 3 (A)
1 (A) WB 2 (A) 0 (A) 0 (A) 0 (A) 2 (A) 0 (A) 0 (A) 0 (A)
SB 0 (A) 0 (A) 0 (A) 0 (A) 3 (A) 0 (A) 2 (A) 2 (A)
EB 0 (A) 1 (A) 1 (A) 1 (A) 2 (A) 1 (A) 0 (A) 1 (A)
XX – Delay in seconds per vehicle, (X) – Level of Service Source: WSB
Table 5 and Table 6 – Forecasted Build, shows that similar to the no-build conditions, assuming the
proposed development with the exiting lane configuration and traffic control the intersection will continue
to operate at overall LOS A with all movements at LOS A in both the AM and PM peak hours in 2021 and
2040.
However, the analysis results show that: in 2021 the northbound maximum queue would back up past the
Shoreline Boulevard intersection by approximately one vehicle in both the AM and PM peak hours; in
2040 the northbound average queue in the AM peak hour would back past Shoreline Boulevard by
approximately one vehicle, and; in 2040 the northbound maximum queue would back up past the
Shoreline Boulevard intersection by approximately two vehicles in both the AM and PM peak hours. The
maximum queue represents the peak queue that could be anticipated (5% of the time) and the average
queue represents the queue that could occur on average over the peak period (50% of the time).
Table 5 – Forecasted 2021 Build Level of Service
Intersection Appr
AM Peak Hour PM Peak Hour
Movement Appr Overall Movement Appr Overall L T R L T R
CSAH 12
(170th St) at
Sunset Ave
NB 6 (A) 0 (A) 3 (A) 4 (A)
1 (A)
5 (A) 0 (A) 3 (A) 5 (A)
1 (A) WB 2 (A) 0 (A) 0 (A) 0 (A) 2 (A) 0 (A) 0 (A) 0 (A)
SB 0 (A) 0 (A) 0 (A) 0 (A) 4 (A) 0 (A) 3 (A) 3 (A)
EB 0 (A) 1 (A) 0 (A) 1 (A) 2 (A) 1 (A) 1 (A) 1 (A)
XX – Delay in seconds per vehicle, (X) – Level of Service Source: WSB
Table 6 – Forecasted 2040 Build Level of Service
Intersection Appr
AM Peak Hour PM Peak Hour
Movement Appr Overall Movement Appr Overall L T R L T R
CSAH 12
(170th St) at
Sunset Ave
NB 7 (A) 0 (A) 4 (A) 5 (A)
2 (A)
7 (A) 0 (A) 3 (A) 6 (A)
2 (A) WB 2 (A) 0 (A) 0 (A) 0 (A) 3 (A) 0 (A) 0 (A) 1 (A)
SB 0 (A) 0 (A) 0 (A) 0 (A) 0 (A) 0 (A) 2 (A) 1 (A)
EB 0 (A) 1 (A) 1 (A) 1 (A) 3 (A) 2 (A) 2 (A) 2 (A)
XX – Delay in seconds per vehicle, (X) – Level of Service Source: WSB
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 8
ROADWAY CONFIGURATION / SITE PLAN REVIEW
The proposed development site plan, shown in Figure 2, was reviewed for the appropriate roadway
configuration, function (i.e. local or collector) and traffic control through the Spring Lake Ridge
development now and in the future. The following sections discuss the existing conditions, roadway
configuration and traffic control alternatives.
A. Existing Conditions
The existing Sunset Avenue was constructed in 2013. The street consists of a two-lane cross section with
a 32-foot width from the intersection of CSAH 12 (170th Street) for approximately 800 feet, and; 28 feet in
width for the remaining 1200 feet. The existing roadway is constructed in a 50 foot right of way.
The street provides access to 25 existing residential lots. The average daily traffic coun ted in September
2019 was 260 vehicles per day(vpd). Based on the Cities Draft Transportation Plan Table 4, Planning-
Level Roadway Capacities by Facility Type, a two-lane urban street similar to Sunset Avenue, would have
a capacity ranging from 2,000vpd to 10,000vpd. W ith the existing volume the street is operating at a Level
of Service A.
B. Proposed Roadway Configuration
The proposed development site plan includes a new north/south roadway street connecting to the existing
Sunset Avenue approximately 650 south of CSAH 12 (170th Street). The proposed street concept shows
an urban two-lane cross section with a 36-foot width and parking on one side in a 66 foot right of way.
The proposed roadway configuration from the south property line to the point it connects to the existing
Sunset Avenue is consistent with the Cities Draft Transportation Plan Table 8, Prior Lake Right-of-Way
Guidelines. The existing Sunset Avenue from CSAH 12 (170th Street) to where the new street begins
does not meet the right of way or street width guidelines.
The proposed street is anticipated to provide access to the proposed Spring Lake Ridge development
and future area development south to the south. Approximately 16 lots on the existing Sunset Avenue will
not be impacted by the proposed new Collector stre et. Based on the traffic analysis the projected traffic
volume on the new roadway is anticipated to be 1,200vpd in 2021 with just the proposed site
development and 2,400vpd in 2040 with the proposed site development and future area development.
The 2040 traffic projections assume that the new street would have a connection to TH 13 to the south.
Based on the projected traffic volumes the roadway would be functioning at a level more than a local City
street which has typical volumes of 1000vpd or less.
Based on the Cities Draft Transportation Plan Table 4, Planning-Level Roadway Capacities by Facility
Type, a two-lane urban street would have a capacity ranging from 2,000vpd to 10,000vpd. The proposed
new Collector street would be operating at a Level of Service A in 2021 and Level of Service B in 2040.
C. Traffic Control Options
As part of the proposed Spring Lake Ridge development, traffic control options can be considered at two
intersections; CSAH 12 (170th Street) at Sunset Avenue and Sunset Avenue at the New Collector Street.
The traffic control options that could be considered include: all-way stop; traffic signal, or; roundabout.
Each is discussed below:
All-Way Stop Control
Part 2B of the Minnesota Manual on Uniform Traffic Control Devices (MnMU TCD) contains information
pertaining to the all-way stop control with criteria relating to vehicular volumes and crash history that
define the minimum conditions under which installing an all-way stop could be justified. For both these
intersections all-way traffic volumes warrants would not be met.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 9
Traffic Signal Control
Part 4 of the MnMUTCD contains information pertaining to highway traffic signals, including a series of
traffic-signal warrants that define the minimum conditions under which installing a traffic signal could be
justified. These traffic signal warrants are considered national guidelines to promote continuity of traffic
control devices and to maximize the benefit of traffic signals by selecting the appropriate intersections.
Based on review of the traffic volumes both intersections do not meet traffic signal warrants.
Roundabouts
Roundabouts are becoming more popular based on the multiple opportunities to improve safety and
operational efficiency and provide other benefits. Roundabouts are not always feasible and do not always
provide the optimal solution for every problem. The benefits of roundabout intersections, and some
constraining factors include:
Traffic Safety – Numerous studies have shown significant safety improvements at intersections
converted from conventional forms to roundabouts. The physical shape of roundabouts eliminates
crossing conflicts that are present at conventional intersections, thus reducing the total number of
potential conflict points and the most severe of those conflict points. The most comprehensive
and recent study showed overall reductions of 35 percent in total crashes and 76 percent in injury
crashes [4]. Severe, incapacitating injuries and fatalities are rare, with one study reporting 89 -
percent reduction in these types of crashes [5] and another reporting 100-percent reduction in
fatalities [6].
Operational Performance – When operating within their capacity, roundabouts typically have
lower overall delay than signalized and all-way stop-controlled intersections. The delay reduction
is often most significant during non-peak traffic periods. These performance benefits can often
result in reduced lane requirements between intersections. When used at the terminals of
freeway interchanges, roundabouts can often reduce lane requirements for bridges over or under
the freeway, thus substantially reducing construction costs. However, as yield-controlled
intersections, roundabouts do not provide priority to specific users such as trains, transit, or
emergency vehicles.
Environmental Factors – Roundabouts often provide environmental benefits by reducing vehicle
delay and the number and duration of stops compared with signalized or all -way stop-controlled
alternatives. Even when there are heavy volumes, vehicles conti nue to advance slowly in moving
queues rather than coming to a complete stop. This can reduce noise and air quality impacts and
fuel consumption significantly by reducing the number of acceleration/deceleration cycles and the
time spent idling.
Access Management – Because roundabouts can facilitate U-turns, they can be a key element
of a comprehensive access management strategy to reduce or eliminate left-turn movements at
driveways between major intersections.
Traffic Calming – Roundabouts can have traffic calming effects on streets by reducing vehicle
speeds using geometric design rather than relying solely on traffic control devices.
Pedestrian Safety – Due to the reduction of vehicle speeds in and around the intersection,
roundabouts can improve pedestrian crossing opportunities. Additionally, the splitter island refuge
area provides the ability for pedestrians to focus on one traffic stream at a time while crossing.
However, pedestrians with visual impairments may not receive the same level of informa tion at a
roundabout as at a typical signalized intersection, and they may require additional treatments,
such as pedestrian signalization. Specific design treatments for enhancing accessibility for
visually impaired pedestrians are receiving continued study [7].
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 10
Aesthetics – The central island and splitter islands offer the opportunity to provide attractive
entries or centerpieces to communities through use of landscaping, monuments, and art,
provided that they are appropriate for the speed environment in which the roundabout is located.
Land Use – Roundabouts can provide a transition area between high-speed rural and low-speed
urban environments. They can also be used to demarcate commercial areas from residential
areas.
Ongoing Operations and Maintenance – A roundabout typically has lower operating and
maintenance costs than a traffic signal due to the lack of technical hardware, signal timing
equipment, and electricity needs. Roundabouts also provide substantial cost savings to society
due to the reduction in crashes, particularly fatal and injury crashes, over their service life. As a
result, the overall life cycle costs of a roundabout can be significantly less than that of a
signalized intersection.
Approach Roadway Width – A roundabout may reduce the amount of widening needed on the
approach roadways in comparison to alternative intersection forms. While signalized or stop-
controlled intersections can require adding lengthy left-turn and/or right-turn lanes, a roundabout
may enable maintaining a narrower cross section in advance of the intersection. However,
roundabouts usually require more space for the circulatory roadway, central island, and sidewalks
than the typically rectangular space inside traditional intersections. Therefore, roundabouts of ten
have greater right-of-way needs at the intersection quadrants compared with other intersection
forms.
Two types of roundabouts can be considered. A standard roundabout has a typical diameter of 120 feet
to 160 feet while a mini-roundabout has a diameter of 75 feet to 100 feet. The primary differences
between a standard roundabout and mini-roundabout are:
1. A standard roundabout can accommodate large (semi-trucks) better than a mini-roundabout.
While mini-roundabouts are designed to accommodate trucks, when a semi-truck travels through
the mini-roundabout it will take up the entire roadway.
2. The visibility approaching a mini-roundabout is not as clear as a standard roundabout. A standard
roundabout will have vegetation or some type of visual que, a mini-roundabout’s center island is
all pavement in order to provide for the large truck turning movements. This issue can be reduced
with the design of the approaches to the intersection.
Although neither intersection would justify a roundabout now or with the anticipated traffic in 2040,
roundabouts may be considered in the future if traffic conditions and/or safety warrants a traffic control
change keeping in mind the advantages and disadvantages discussed above. The intersection of CSAH
12 (170th Street) at Sunset Avenue would require coordination with Scott County.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 11
CONCLUSIONS / RECOMMENDATIONS
Based on the analysis documented in this memorandum, WSB has concluded the following:
• The proposed Spring Lake Ridge development is planned to include 101 low density residential
units. For the analysis it is assumed that the development would be fully completed by 2021. The
future area development west of CSAH 17 and south of the proposed Spring Lake Ridge
Development is planned to include 64 low-density residential units and 90 medium-density
residential units that would use future north/south collector to CSAH 12 (170th Street).
• The proposed Spring Lake Ridge development and future area development is anticipated to
generate 2,216 ADT, 163 AM peak hour and 213 PM peak hour trips. It was assumed that the
Spring Lake Ridge development is anticipated to be fully completed by 2021 as a worst-case
condition and the full development of the area by 2040 .
• Existing traffic operations analysis shows that based on the current lane geometry, traffic control
and 2019 traffic volumes the intersection is operating at an overall LOS A during both the
weekday AM and PM peak hours with all movements operating at LOS A.
• Intersection traffic operations for the future no-build condition shows that with no site
development and existing roadway geometrics and traffic control the intersection will continue to
operate at overall LOS A with all movements at LOS A in both the AM and PM peak hours in
2021 and 2040.
• Intersection traffic operations for the future build condition shows that similar to the no-build
conditions, assum ing the proposed development with the exiting lane configuration and traffic
control the intersection will continue to operate at overall LOS A with all movements at LOS A in
both the AM and PM peak hours in 2021 and 2040.
• Based on the vehicle queuing analysis during the build condition in 2021 the northbound
maximum queue would back up past the Shoreline Boulevard intersection by approximately one
vehicle in both the AM and PM peak hours; in 2040 the northbound average queue in the AM
peak hour would back past Shoreline Boulevard by approximately one vehicle, and; in 2040 the
northbound maximum queue would back up past the Shoreline Boulevard intersection by
approximately two vehicles in both the AM and PM peak hours.
• The proposed Collector street concept plan and site plan were reviewed with the following
conclusions:
o The existing Sunset Avenue is designed and is operating consistent with the Cities Draft
Transportation Plan as a local street.
o Based on the projected traffic volumes of 1,200vpd in 2021 and 2,400vpd by 2040 the
roadway would be functioning at a level more than a local City street which has typical
volumes of 1000vpd or less.
o The proposed new Collector street configuration from the south property line to the point
it connects to the existing Sunset Avenue is consistent with the Cities Draft
Transportation Plan. The existing Sunset Avenue from CSAH 12 (170th Street) to where
the new street begins does not meet the right of way or street width guidelines. The
proposed new Collector street would be operating at a Level of Service A in 2021 and
Level of Service B in 2040.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000 Page 12
o Traffic control options can be considered at two intersections; CSAH 12 (170th Street) at
Sunset Avenue and Sunset Avenue at the New Collector Street. The traffic control
options that could be considered include: all-way stop; traffic signal, or; roundabout.
▪ For both intersections all-way traffic volumes warrants would not be met.
▪ Based on review of the traffic volumes both intersections do not meet traffic
signal warrants.
▪ Both intersections could be considered for roundabouts in the future if traffic
conditions and/or safety warrants a traffic control change. The intersection of
CSAH 12 (170th Street) at Sunset Avenue would require coordination with Scott
County.
Based on these conclusions, the traffic analysis and review of the proposed Collector street concept and
site plan the following is recommended:
1. Construct the proposed Collector street as shown on the Site plan to a 36-foot cross section with
parking on one side in a 66-foot right-of-way (Figure 2).
2. Widen the existing Sunset Avenue from CSAH 12 (170th Street) to where the new street begins
from 32 feet to 36 feet, allowing parking on one side.
3. Provide an additional 16 feet of right of way on the existing Sunset Avenue from CSAH 12 (170th
Street) to where the new street begins.
4. As traffic continues to increase on the new Collector street and Sunset Avenue review the
operation and safety at the intersections of Sunset Avenue at the Collector street and CSAH 12
(170th Street) at Sunset Avenue for future traffic control changes. Specifically, if traffic congestion,
crashes or speed of traffic become issues roundabouts may be considered.
5. As development continues south of the Spring Lake Ridge development to TH 13 upda te the
traffic analysis to ensure that the operation and safety of the Collector street is maintained.
Traffic Impact Study
Spring Lake Ridge Development
City of Prior Lake, MN
WSB Project No. 14828-000
APPENDIX
N
0
SCALE IN FEET
1000 2000
Figure 1
Project Location
Study Area
17
COUNTY
79
COUNTY
81
COUNTY
MINNESOTA
13
MINNESOTA
282 Marschall Rd170th St E
160th St E
Shoreline Blvd
180th St EBaseline AveS p r i n g L a k e
WSB Filename:Date: Printed:10/9/2019K:\014828-000\Cad\Exhibits\014828-000 Figure 1 Project Location.dgnTraffic Impact Study
Spring Lake Ridge Development
Prior Lake, Minnesota
Figure 2
Site Plan
WSB Filename:Date: Printed:10/9/2019K:\014828-000\Cad\Exhibits\014828-000 Figure 2 Site Plan.dgnTraffic Impact Study
Spring Lake Ridge Development
Prior Lake, Minnesota
XX (XX) AM (PM) Turning Movement Volume
248 Turning Movement
Average Daily Traffic Volume
v (3) 4(0) 0(1) 6(89) 53 ,(5) 1(21) 0
4 (3)
x 2 48
93 (57)
i rw s
1 (10)
f
0 (4)0 (0)0 (2)k
2019 Existing
260
Figure 3. 2019 Existing Traffic VolumesSpring Lake Ridge Development
Traffic Impact Study
Prior Lake, MN
XX (XX) AM (PM) Turning Movement Volume
248 Turning Movement
Average Daily Traffic Volume
2021 No Build
260
v (3) 4(0) 0(1) 6(95) 57 ,(5) 1(21) 0
4 (3)
x 2 48
99 (61)
i r w s
1 (10)
f
0 (4)0 (0)0 (2)k
Figure 4. 2021 No Build Traffic VolumesSpring Lake Ridge Development
Traffic Impact Study
Prior Lake, MN
XX (XX) AM (PM) Turning Movement Volume
248 Turning Movement
Average Daily Traffic Volume
2021 Build
260
v
(31) 26(0) 0(10) 40(95) 57 ,(52) 8(21) 0
16 (19)
x 2 4 8
99 (61)
i r w s
1 (10)
f
0 (4)0 (0)0 (2)k
Figure 5. 2021 Build Traffic VolumesSpring Lake Ridge Development
Traffic Impact Study
Prior Lake, MN
XX (XX) AM (PM) Turning Movement Volume
248 Turning Movement
Average Daily Traffic Volume
2040 No Build
260
v (3) 4(0) 0(1) 6(170) 10
1 ,(5) 1(21) 0
4 (3)
x 2 4 8
177 (10
9)
i r w s
1 (10)
f
0 (4)0 (0)0 (2)k
Figure 6. 2040 No Build Traffic VolumesSpring Lake Ridge Development
Traffic Impact Study
Prior Lake, MN
XX (XX) AM (PM) Turning Movement Volume
248 Turning Movement
Average Daily Traffic Volume
2040 Build
260
v
(62) 53(0) 0(21) 80(170) 101 ,(106) 18(21) 0
29 (37)
x 2 4 8
177 (10
9)
i r w s
1 (10)
f
0 (4)0 (0)0 (2)k
Figure 7. 2040 Build Traffic VolumesSpring Lake Ridge Development
Traffic Impact Study
Prior Lake, MN
January 7th, 2020
Dear Commissioners
I am writing concerning the proposed Spring Lake Ridge development. First, as a homeowner on Spring
Lake, I would like to thank you and the developer for the communication, and cooperation we have
received as the proposal has progressed. Additionally I am very pleased by the changes that have been
made since the original proposal, specifically the removal of the HOA Docks.
I believe with minimal additional changes the development will be a welcome addition to our
community.
In this letter I will be limiting my concerns only to the proposals impact on the trees, both the removals
and the additions. My colleague and neighbor Jens Christian Morkeberg will be addressing our other
concerns pertaining to the impact of the wetlands.
Due in no small part to the planning commissions oversight, Spring Lake is an outstanding example of
successfully blending residential development, recreation and nature. As one travels around the lake
today it quickly becomes apparent that preserved old growth trees break up the potential visual impact
of housing. Most lake view or lake front homes have numerous back yard trees which help to preserve
the character of the lake for all users and community members. These trees provide shade, shelter and
homes to numerous species.
The current proposal removes 6193 inches of trees, 54% of total growth. Of the 25 acres of exiting
woodland 65% will be removed leaving only 9 acres. The proposed tree replacement and tree removal
selection is I believe inconsistent with the current environment, and with minimal changes could benefit
the future residents and the existing community, considerably.
In the current proposal approximately a dozen homes will be visible from the lake and will have lake
views. All existing trees on these lots are proposed to be removed. In addition, all replacement trees are
proposed to be placed in front of the homes, on the non-lakeside.
For reference I would like to draw your attention to Section 1104.401(2)(b):
2) Removal or alteration of vegetation, except for agricultural and forest management uses as regulated
by Section 1104 is allowed subject to the following standards:
… b. In shore and bluff impact zones and on steep slopes, limited clearing of trees and shrubs and cutting,
pruning, and trimming of trees is allowed to provide a view to the water from the principal dwelling site
and to accommodate the placement of stairways and landings, picnic areas, access paths, beach and
watercraft access and permitted water- oriented accessory structures of facilities, provided that: The
screening of structures, vehicles, or other facilities as viewed from the water, assuming summer, leaf-on
conditions, is not substantially reduced;
It is my recommendation that the developer be asked to leave any old growth trees in the back yards of
these proposed homes, and to ensure that there be a minimum of two back yard trees (planted) per lot.
These trees should be a mix of deciduous and coniferous and a minimum of four-inch growth to ensure
adequate height. I see three possible benefits to this approach; 1. The yards are going to get intense
summer sun for most of the day, being South East facing, large trees will provide shade making the yard
usable. 2. These lots all back onto wetlands and these tree’s roots will help maintain the soil stability and
structure. 3. Most importantly the preservation and planting of new back yard trees will help break up
the visual impact of the rows of homes when viewed from the lake. Making them consistent with all
other development around the lake.
Obviously post sale the new property owners could remove existing trees, so I would also ask you to
consider requiring the planting of trees at the corner where these properties abut the wetlands. By
planting in the wetland buffer area. These trees would not be subject to the homeowner’s whims and
thus would grow, and remain a valuable natural asset to the environment, offering shade, shelter and
homes to the wildlife.
Consistent with this recommendation I would also ask that the building siding color be required to be a
darker color consistent with the woodland that they are being built upon, this will also aid in the
reduction of visual impact.
Both the tree and siding recommendations will have minimal impact to the projects expense and
provide considerable benefit to the existing residents and users of Spring Lake as well as future residents
of the properties.
I appreciate your consideration and look forward to collaborating with the continued efforts of the
commission and the developer as this project moves through the approval process.
Yours faithfully,
Christopher Crowhurst
+1-952-428-9141
christopher@qajaqrolls.com
1980 Lake View Drive,
Spring Lake, MN 55352