HomeMy WebLinkAboutItem 04 Lakeville Downtown Parking Study_hi resWEST PARKING IMPROVEMENT CONCEPT 10/12/2023
CUL-DE-SAC (90’ DIA.)
CURB EXTENSIONS
TRAILHEAD WITH:
BIKE RACKS
TRASH/RECYCLING
KIOSK
BENCH
DECORATIVE PAVING
NATIVE LANDSCAPING
RAINGARDEN
HANDICAP SPACE
MARKINGS +
WALK CONNECTIONS
CURB EXTENSIONS
WITH RECTANGULAR RAPID
FLASHING BEACON (RRFB)
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SIDEWALK EXTENSION
+ LANDSCAPE
SCREENING
CONCRETE TRAIL
10’ WIDTH SHOWN
SHADE TREES
PEDESTRIAN LIGHTING
SEATING
PARKING
ENTRY SIGN
PARKING
ENTRY SIGN
EV CHARGING
STATIONS
PARKING
ENTRY SIGN
SHORT RETAINING WALL
WITH PARKING ENTRY SIGN
CONCRETE TRAIL
10’ WIDTH SHOWN
LANDSCAPE
SCREENING
CURB EXTENSIONS WITH
LIGHTING, SHADE TREES
SIDEWALK CONNECTION
(OPTIONAL)
CURB EXTENSIONS
WITH HIGH VIS
CROSSWALKS
Parking entry sign examples
Pedestrian-scaled lighting examples
Curb extensions with high-visibility crosswalks
Trail wayfinding examples
Trailhead example
RRFB example
DOWNTOWN LAKEVILLEPARKINGNEEDS ASSESSMENT
November 2023
DOWNTOWN LAKEVILLE PARKING STUDY2
Introduction
The Downtown Lakeville Parking Needs Assessment
addresses current and future parking demand, while
recommending parking strategies that minimize major
capital expenditures. The study focuses on opportuni-
ties for parking efficiencies, especially at times when
parking demand is at its peak. This includes strategies
that balance the parking needs of a variety of users
(e.g., employees and patrons). The study limits fo-
cused on the central business district (see Figure 1).
The study occurred over a seven-month period (April
2023 – October 2023) and was guided by City staff
and the Downtown business community. The primary
objectives for this study include:
• Document existing conditions.
• Collect and assess a sample of utilization counts
to better understand existing parking demand,
needs, and issues.
• Establish strategies and recommendations to bet-
ter manage today’s existing parking supply.
• Engage the business community throughout the
planning process.
• Develop a parking tool to asses redevelopment
assumptions and their impacts to the study area’s
off-street and on-street parking supply.
Existing Conditions
People are attracted to Downtown Lakeville for its
events, shopping, restaurants, and services. Peo-
ple are also attracted to Downtown Lakeville for its
unique charm and urban design. These are some of
the reasons that make Downtown Lakeville vibrant
and successful. The availability of convenient, afford-
able parking may be a factor in part of this success,
but not the driving factor. Too much emphasis on
parking can negatively impact the unique qualities
(e.g., walkability and charm) a downtown has to offer,
resulting in a less desirable place to visit. Past plans
(e.g., Downtown Development Guide and 2040 Com-
prehensive Plan) have emphasized the importance of
maintaining Downtown Lakeville as a desirable place
to visit and work through urban design principles.
Balancing the parking needs for a vibrant downtown
also requires a district-wide parking approach. A
district-wide parking approach uses a combination
of strategies to maximize the existing parking supply,
while reducing the demand to build additional spac-
es. This approach is commonly applied in downtown
settings to encourage walkability, foster economic
growth, and strengthen the urban form. Downtown
Lakeville provides a total of 750 parking spaces (see
Table 1) that is owned/operated by the City and busi-
nesses/property owners.
Parking Utilization
Parking utilization counts were collected to help
better understand today’s current parking demand.
Utilization counts serve as a quantitative measure in
documenting existing parking conditions (e.g., parking
demand), while verifying issues and concerns. The
study focused on three time periods (9:00 a.m., 12:00
p.m., and 5:00 p.m.), which mirror industry standards
in capturing peak parking demand. The days chosen
to capture the utilization counts occurred during a
typical summer day (Thursday, Friday and Saturday)
with small events occurring (e.g., Farmers Market)
and activities at the Arts and Learning Center. The
standards used to determine if a parking location is at
capacity is defined below:
• No Capacity Issues (0% - 74% Occupied)
• Monitor Capacity (75% - 84% Occupied)
• At or Approaching Capacity (85% - 92% Occupied)
• At Capacity (93%+ Occupied)
Table 1: Existing Parking Supply and Ownership
Parking Type Number of Spaces % of Supply
On-Street Parking (Public)133 17%
Off-Street Parking (Public) - Map ID (Lots A - F)299 38%
Off-Street Parking (Semi-Public/Private)365 45%
Total 797 *100%
* Excludes parking lots associated with apartments/residential homes, post office truck parking, Lakeville Tire
and Auto, and small lots associated with office buildings.
3
Figure 1: Study Area
A
B
C
F
D
E
DOWNTOWN LAKEVILLE PARKING STUDY4
Tables 2 - 4 represent the highest (MAX) parking
utilization count collected, regardless of the day, to
demonstrate a “worst case” scenario. The utilization
counts represent the percentage of vehicles occupy-
ing a parking lot or on-street parking space to de-
termine if a location is at capacity. Findings are also
depicted in Figures 2 – 4.
Table 2: Morning (9 a.m.) MAX Utilization County Collected
Parking Type Number of Spaces Utilization Available (Vacant) Spaces
On-Street Parking (Public)133 68%42
Off-Street Parking (Public)299 35%194
Off-Street Parking (Semi-Public/Private)365 54%167
Total 797 49%403
Table 3: Morning (12 p.m.) MAX Utilization County Collected
Parking Type Number of Spaces Utilization Available (Vacant) Spaces
On-Street Parking (Public)133 77%31
Off-Street Parking (Public)299 39%183
Off-Street Parking (Semi-Public/Private)365 74%96
Total 797 61%310
Table 4: Evening (6 p.m.) MAX Utilization County Collected
Parking Type Number of Spaces Utilization Available (Vacant) Spaces
On-Street Parking (Public)133 76%32
Off-Street Parking (Public)299 56%132
Off-Street Parking (Semi-Public/Private)365 84%60
Total 797 72%224
5
Figure 2: Morning Parking Utilization
A
B
C
F
D
E
DOWNTOWN LAKEVILLE PARKING STUDY6
Figure 3: Afternoon Parking Utilization
A
B
C
F
D
E
7
Figure 4: Evening Parking Utilization
A
B
C
F
D
E
DOWNTOWN LAKEVILLE PARKING STUDY8
Utilization Count Findings
The utilization counts found that a majority of the
parking demand occurs during the afternoon and
evening hours, which is driven by the downtown’s en-
tertainment uses, events, and activities (e.g., Lakeville
Area Arts Center, breweries and restaurants). Parking
lots located in the core near restaurants are experi-
encing heavy utilization (85% - 100% occupied). This
also includes on-street parking along Holyoke Ave. A
summary of the findings is listed below:
• Based on the utilization counts, there is a surplus
of parking within the downtown from a dis-
trict-wide perspective.
• On-street parking is at a premium for its conve-
nience (front-door parking) and zero-time restric-
tions.
• There are very few areas experiencing capacity
issues during the morning hours.
• On-street parking along Holyoke Ave. is experienc-
ing heavy utilization during the morning, after-
noon, and evening hours.
• On-street parking along Howland Ave. is underuti-
lized.
• City lots are underutilized during various times of
the week (see Table 5 – 6).
• Parking associated with Wells Fargo bank is un-
derutilized in the afternoon/evening hours.
• There are approximately 70 to 90 available spaces
in City Lot A throughout the day.
• Findings suggest the Downtown Lakeville has an
ample supply of parking (on- and off-street), but
should be managed differently to alleviate parking
demand pressures in the core.
Shifting Demand
It is assumed when a downtown’s parking supply is at
93% utilization it is at full capacity. The remaining 7%
capacity helps maintain a healthy supply of parking to
manage traffic circulation and parking turnover. Based
on these industry standards, the parking lots located
in the core are typically at capacity and above the
93% utilization threshold during the afternoon and
evening hours.
Off-street and on-street parking in the core is typically
chosen first based on their visibility, zero-time restric-
tions, and ease of access from Holyoke Ave. As a result,
traffic becomes an issue as people circle the block or
wait for an available space to free up. Alleviating these
parking stresses in the core will help improve the per-
ception of Downtown Lakeville not having enough park-
ing. Shifting parking demand to underutilized lots will
require a combination of strategies that are discussed
later in this study.
Findings from the utilization counts have demonstrated
there is approximately 130 to 190 underutilized public
off-street parking spaces (see Table 5 – 6). Most of this
excess supply is associated with City Lot A. This excess
supply should be viewed as an opportunity to shift
parking demand from the core. Shifting 15 vehicles from
the core (on-street or off-street) will help reduce park-
ing demand and stabilize utilization rates below 93%.
Many of the parking strategies and recommendations
discussed throughout this study are designed to help
facilitate this shift.
Future Needs and Available Supply
Excess parking supply should be viewed as an oppor-
tunity to accommodate new developments or uses.
Reducing the amount of parking required by a develop-
er may provide them more flexibility to build at a higher
density or provide other amenities on-site (e.g., open
space or public gathering places). Minimizing the con-
sumption of land for parking also provides a developer
financial incentive for more productive development.
As part of this study, a parking tool was created to
assess parking impacts associated with a development
project or new use/building tenant. The model’s as-
sumptions are based on utilization counts and industry
standards. This tool will help the City achieve the follow-
ing objectives:
• Maximize the downtown’s existing parking supply
before building more parking.
• Quickly determine a new use or development’s
parking requirements.
• Test development scenarios in the downtown and
their potential impact on the existing parking supply.
• Explore shared parking opportunities between po-
tential developers and private property owners.
• Track and monitor utilization rates over time.
9
Table 5: Public Off-Street Parking Utilization Rates
City Lot Number of Spaces Morning Utilization Afternoon Utilization Evening Utilization
A 100 6%8%27%
B 27 22%26%30%
C 63 38%37%78%
D 39 82%72%62%
E 52 60%77%88%
F 18 33%56%72%
Total 299 35%39%56%
Table 6: Public Off-Street Parking Available Spaces
City Lot Number of Spaces Morning Utilization Afternoon Utilization Evening Utilization
A 100 94 92 73
B 27 21 20 19
C 63 39 40 14
D 39 7 11 15
E 52 21 12 6
F 18 12 8 5
Total 299 194 183 132
Development Scenario
The parking tool was used to test a development scenario and its potential impact to 70 available off-street
spaces. The available spaces are associated with City Lot A (see Figure 1) and based on utilization count find-
ings (see Table 6). The development scenario chosen for this exercise was also based on the City’s Parking
Requirements for the Central Business District (Zoning Ordinance - Chapter 19, Section 11-19-13: Number of
Spaces Required). Based on these assumptions, the parking tool helped determine how much development
the downtown could absorb if there are 70 available parking stalls to meet their needs. The tool determined
the downtown’s excess parking supply could accommodate the following development scenarios:
• 1.5 spaces per 1 multifamily unit or townhouse
46 units = 70 parking spaces (the code requires 46 of these spaces to be enclosed)
• 5 spaces per 1,000 sq.ft. of floor area for a restaurant
14,000 sq.ft. of floor area = 70 parking spaces
• 3 spaces per 1,000 sq.ft. of floor area for commercial/office
23,300+ sq.ft. = 70 parking spaces
DOWNTOWN LAKEVILLE PARKING STUDY10
District-Wide Parking Models
Finding the appropriate parking management
solutions for Downtown Lakeville requires a district-
wide parking approach. A district-wide parking
approach uses a combination of strategies to
maximize the existing parking supply, while reducing
the demand to build additional spaces. This approach
is commonly applied in downtown settings to
encourage walkability, foster economic growth, and
strengthen the urban form. The various district-wide
models that have been used across the nation are
summarized below.
Downtown Development Authority (DDA)
A typical downtown development authority oversees
infrastructure projects, including parking facilities,
roadway projects and physical buildings. Their
overall purpose is to also increase the quality of life
for residents and businesses through economic and
physical revitalization of the downtown.
Enterprise Funds
An Enterprise Fund is primarily a self-supporting
program that requires developers to pay a fee in lieu
to fulfill their parking requirements. Collected funds
go back into maintaining and operating the City’s
parking supply and other infrastructure projects.
Parking Benefit Districts
Typically, revenue generated from parking meters
automatically reverts back to a municipality’s general
fund and the place where the meter revenue is
collected sees no direct benefit. A parking benefits
district is a designated area in which the parking
revenues raised are then reinvested back into the
district for a wide range of improvements. The funds
may be used to purchase smart parking meters,
walking and biking infrastructure, or to pay for
improvements to the public realm, such as street
trees, benches, and lighting. Typically, meter revenue
is reinvested in the district, while revenue generated
from parking violations is used to fund further
enforcement.
Parking benefit districts not only create a new
stream of funding for district improvements, but
they also can help better manage parking supply and
demand. Parking benefits districts support economic
development and neighborhood revitalization efforts.
This tool is attractive because, instead of using local
tax revenue or assessments for improvements,
parking benefits districts capture money from visitors.
Business owners are more likely to report parking
violations within parking benefits districts because
violations result in lost revenue for the district.
Special Service Districts
Special service districts or improvement districts are
often responsible for maintaining parking operations
and services in designated districts. These districts are
often partnerships between municipal departments,
local organizations, private developers, and private
businesses. Improvement districts are financed
through parking revenue, property taxes paid by
property owners, or member fees. Improvement
districts that manage parking communicate parking
locations, rates, and typically provide flexible monthly
parking options and reduced parking with merchant
ticket validation.
Public-Private Partnerships
The configuration and management of public-private
parking partnerships varies by the specific parking
needs and demands within the district, along with the
adjacent land uses. These partnerships are created
to maximize the sharing of parking spaces by various
users. Financing for public-private partnerships is
provided through developer payments, user fees,
common area maintenance charges, and the payment
of a fee in lieu of providing parking spaces required by
a zoning ordinance.
11
District-Wide Parking Strategies
Each district-wide parking model is designed to
reduce parking demand and maximize its resources.
The City of Lakeville should consider the various
strategies used in each model to help better manage
parking. Each strategy serves as a mechanism
to help better manage the downtown’s parking
supply and demand before investing in large capital
improvements (building parking lots or structures).
It is important to recognize this study does not
recommend more parking.
There are many players that can help advance the
recommended parking strategies through direct or
indirect efforts. Many of these efforts are linked to
partnerships between the City of Lakeville, property
owners, and businesses. Both groups should have
a vested interest in implementing the study’s
recommendations. The roles and responsibilities for
carrying out a particular strategy are identified in
Table 7. Table 7 also provides a timeline for when a
particular strategy should be implemented. In some
cases, a strategy should be implemented today;
whereas others may require more collaboration or
when Downtown Lakeville’s overall utilization rate
reaches a threshold that would require immediate
action.
Strategy #1 – Monitor Utilization
The City of Lakeville should continue to monitor
parking utilization in all areas of Downtown. This will
provide a better baseline of data for determining
when a particular parking strategy should be explored
or implemented. The City should establish a set
schedule for when utilization counts are collected to
ensure consistent reporting on an annual basis. The
recommended times include 9 a.m., 12 p.m., and 5
p.m. Counts should occur year-round during typical
days that experience the heaviest demand. Utilization
counts can be tracked and monitored within the
study’s parking tool.
Strategy #2 – Create Shared Parking Agreements
Supporting shared parking opportunities is a critical
step in helping manage parking in key areas of
Downtown Lakeville. Shared parking is a simple
concept of utilizing parking facilities jointly among
different businesses or uses in an area that takes
advantage of different peak parking characteristics.
For example, restaurants typically see a high parking
demand during the evening hours versus office space
during the day. This scenario would be an opportunity
to share office space parking during the evening hours
with downtown patrons and employees.
During the study, the City of Lakeville reached an
agreement with Wells Fargo to utilize their parking
during the afternoon/evening hours. This will free
up 25 underutilized off-street parking stalls and help
alleviate the parking pressures occurring in the core.
There are no other shared parking opportunities at
this time.
Strategy #3 – Manage On-Street Parking for Short-
Term Users and Patrons
Findings from the utilization counts have
demonstrated heavy on-street parking utilization.
This is a result of no time restrictions or parking
enforcement. As a result, people will choose the
closest parking space (front-door parking) or circle
the block until a space becomes available. On-street
parking should be viewed as a resource and amenity
to the downtown. It should be managed for short-
term users (e.g., patrons visiting downtown for 1 to
2 hours). Users (e.g., employers) spending longer
periods of time in the downtown (2+ hours) should be
expected to park further away or in surface lots. Table
8 helps demonstrate general characteristic of users in
a downtown setting.
Some businesses have expressed concerns that
downtown employees are utilizing on-street parking,
resulting in negative impacts to on-street parking
turnover. Managing on-street parking for short-term
users (see Table 7) requires time restrictions (1-to-
2-hour limits). This will help shift long-term users
to off-street parking lots; however, this strategy
requires some level of parking enforcement. At this
time, the city does not have plans to start a parking
enforcement program. Signing on-street parking
for 1 to 2 hours without parking enforcement has
some short-term benefits in helping shift long-term
on-street parking users to off-street parking lots.
However, the benefits decrease over time as people
learn that there is no enforcement or ramifications for
parking beyond the posted time restriction.
DOWNTOWN LAKEVILLE PARKING STUDY12
Strategy #4 - Revive Existing Public Lots
The study has recommended a shift in parking
demand from the core to underutilized public parking
lots, in particular City Lot A located at 209th St. and
Holyoke Ave. This shift should focus on a number of
strategies that direct people to the lot and physical
improvements to make it more attractive to use and
feel like it’s part of downtown. A number of these
improvements are depicted in Figure 5 and discussed
throughout this section.
A planning level-cost estimate (see Table 8) was
prepared for the proposed improvements depicted
in Figure 5. The concept and cost estimates will need
to be refined through surveys and a more detailed
design/engineering process. In the meantime,
the concept and cost estimates provide a solid
foundation for moving forward in programming future
improvements. As the concept is refined over time,
it is important to continue discussions with adjacent
property owners and businesses to ensure their
concerns and needs are being considered.
Wayfinding
Wayfinding systems serve a key role well beyond
responding to the need for basic navigation,
identification, and information. Wayfinding elements,
such as monuments, directional systems, directories,
interpretive, and even regulatory signs can enrich and
Table 7: Generalized Description of Parking Users & Needs
Parking User Examples of Users Parking
Demand Parking Type
Limited Users
• Parcel delivery
• Pickup/Drop-off (Uber, Lyft, Childcare)
• Dry Cleaner
• Convenience Store
• Take-Away Food/Coffee
• Business Delivery
0 to 30
minutes On-Street Parking
Short Term User
• Fast/Casual Food (eat in)
• Grocery Store
• Sit down restaurant/bar/brewery
1 to 2 hours On-Street Parking
Long Term User
• Sit down restaurant /bar/brewery
• Multi-Stop/Window shoppers
• Tourists
• Park users
• Residential Guest
2 to 4 hours Off-Street Parking
Daily User
• Employees
• Residents
• Hotel Guests
• Events
4 to 8+ hours Off-Street Parking
enhance the users experience in Downtown Lakeville
and help with traffic congestion. More importantly,
signage can help direct people to underutilized or
unknown areas available for public parking.
Parking wayfinding signs are located at major
intersections of Holyoke Ave. The signs today point
vehicles in multiple directions, which may cause
some confusion on where city lots are located. There
are also some inconsistencies in how municipal
lots are signed or signage is not prominent enough
for vehicles to see. A wayfinding plan has been
established to provide the City guidance on where
wayfinding signage should be located (see Figure 6).
An effective wayfinding plan should also include
clearly marked and labeled city lots. This provides
visitors visual cues on where to park. It is also an
opportunity to re-brand the lots by assigning them
names or colors (e.g., Lot A or Red Lot). The City
will need to determine a preferred approach for
naming the lots. Regardless of the name or color
assigned to a lot, a cohesive naming plan will help
bolster marketing and communication strategies. For
example, lot names provide businesses an easier way
to describe to people where to park when visiting
downtown (e.g., we are located behind Lot A or
parking is available in Lot A).
13
Overall, wayfinding signs are a simple high-benefit
solution that will help direct vehicles to underutilized
city parking lots. Wayfinding signs for parking should
also work together with other wayfinding needs
that move people and not just cars. The wayfinding
plan has also included locations for trail signage
that directs pedestrians/bicyclists between key
destinations and a proposed trailhead at the city lot
(209th/Holyoke Ave.).
Pedestrian/Bicycle Connections
City Lot A offers a wide range of opportunities for
better utilization and to serve as a trailhead for
the Lake Marion Regional Trail. Figure 5 includes
recommended improvements that will help formalize
this location as a trailhead, while improving
pedestrian and bicycle connections to the downtown.
Lakeville Downtown West Parking ‐ Concept Cost Estimate
DESCRIPTION UNIT EST QTY UNIT COST SUBTOTAL UNIT EST QTY UNIT COST SUBTOTAL UNIT EST QTY UNIT COST SUBTOTAL
LS 1 $5,000 $5,000 LS 1 $5,000 $5,000 LS 1 $500 $500
Curb Removal LF 470 $5 $2,350 LF 56 $5 $280 LF $5 $0
Concrete Removal SY 500 $5 $2,500 SY 130 $5 $650 SY $5 $0
EXCAVATION / EARTHWORKS
LS 1 $3,000 $3,000 LS 1 $2,000 $2,000 LS 1 $500 $500
STORMWATER
Catch Basins to be moved EA $5,000 $0 EA 2 $5,000 $10,000 EA $5,000 $0
SITE ELECTRICAL
Pedestrian‐scale lighting EA 6 $6,000 $36,000 EA 11 $6,000 $66,000 EA 3 $6,000 $18,000
Receptacles EA $5,000 $0 EA 2 $5,000 $10,000 EA $5,000 $0
Connection LS 1 $5,000 $5,000 LS 1 $5,000 $5,000 LS $5,000 $0
EV charging station EA 2 $15,000 $30,000
PAVING
3" Bituminous Trail SF $15 $0 SF 6820 $15 $102,300 SF $15 $0
4" Concrete walk SF 1000 $12 $12,000 SF 6580 $12 $78,960 SF 1750 $12 $21,000
4" Concrete walk ‐ special finish SF $25 $0 SF 500 $25 $12,500 SF $25 $0
Concrete curb and gutter LF 864 $35 $30,240 LF 125 $35 $4,375 LF $35 $0
Pedestrian ramps EA 6 $5,000 $30,000 EA 7 $5,000 $35,000 EA $5,000 $0
SITE FURNISHINGS
Benches EA $800 $0 EA 3 $800 $2,400 EA $800 $0
Trail Wayfinding EA $1,000 $0 EA 5 $1,000 $5,000 EA $1,000 $0
Parking Entry Sign EA 3 $5,000 $15,000 EA $5,000 $0 EA $5,000 $0
Trash Receptacles EA $1,500 $0 EA 2 $1,500 $3,000 EA $1,500 $0
Kiosk EA $2,000 $0 EA 1 $2,000 $2,000 EA $2,000 $0
Bike Racks EA $800 $0 EA 3 $800 $2,400 EA $800 $0
STRIPING + CONTROLS $0
24" high vis crosswalk LF 144 $40 $5,760 LF 132 $40 $5,280 LF $40 $0
4" Striping stalls LF 2650 $8 $21,200 LF $8 $0 LF $8 $0
RRFB EA 1 $20,000 $20,000 EA $20,000 $0 EA $20,000 $0
LANDSCAPE
Planting beds SF 1381 $12 $16,572 SF 1340 $12 $16,080 SF $10 $0
Rain garden SF 1514 $50 $75,700 SF $0 SF $10 $0
Shade Trees EA 9 $500 $4,500 EA 11 $500 $5,500 EA 2 $500 $1,000
Turf areas AC 0.25 $3,000 $750 AC 0.25 $3,000 $750 AC 0.15 $3,000 $450
Site Restoration AC 0.25 $3,000 $750 AC 0.25 $3,000 $750 AC 0.15 $3,000 $450
RETAINING WALL
CIP LF 116 $200 $23,200 LF $200 $0 LF $200 $0
Sub Total $339,522 Sub Total $375,225 Sub Total $41,900
SOFT COSTS
Mobilization 10% 0.1 $339,522 $33,952 10% 0.1 $375,225 $37,523 10% 0.1 $41,900 $4,190
Design/Engineering 15% 0.15 $339,522 $50,928 15% 0.15 $375,225 $56,284 15% 0.15 $41,900 $6,285
Inspections/Fees/Permits LS 1 $3,000 $3,000 LS 1 $2,000 $2,000 LS 1 $500 $500
Contingency 15% 0.15 $339,522 $50,928 15% 0.15 $375,225 $56,284 15% 0.15 $41,900 $6,285
Total $478,331 Total $527,315 Total $59,160
Total (All) $1,064,806
SITE PREPARATION
REMOVALS / DEMO
Base ‐ West Parking + Connectivity Regional Trail 209th Street Sidewalk Extension
Table 8: Preliminary Cost Estimates for Figure 5
DOWNTOWN LAKEVILLE PARKING STUDY14
WEST PARKING IMPROVEMENT CONCEPT 10/12/2023
CUL-DE-SAC (90’ DIA.)
CURB EXTENSIONS
TRAILHEAD WITH:
BIKE RACKS
TRASH/RECYCLING
KIOSK
BENCH
DECORATIVE PAVING
NATIVE LANDSCAPING
RAINGARDEN
HANDICAP SPACE
MARKINGS +
WALK CONNECTIONS
CURB EXTENSIONS
WITH RECTANGULAR RAPID
FLASHING BEACON (RRFB)
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SIDEWALK EXTENSION
+ LANDSCAPE
SCREENING
CONCRETE TRAIL
10’ WIDTH SHOWN
SHADE TREES
PEDESTRIAN LIGHTING
SEATING
PARKING
ENTRY SIGN
PARKING
ENTRY SIGN
EV CHARGING
STATIONS
PARKING
ENTRY SIGN
SHORT RETAINING WALL
WITH PARKING ENTRY SIGN
CONCRETE TRAIL
10’ WIDTH SHOWN
LANDSCAPE
SCREENING
CURB EXTENSIONS WITH
LIGHTING, SHADE TREES
SIDEWALK CONNECTION
(OPTIONAL)
CURB EXTENSIONS
WITH HIGH VIS
CROSSWALKS
Parking entry sign examples
Pedestrian-scaled lighting examples
Curb extensions with high-visibility crosswalks
Trail wayfinding examples
Trailhead example
RRFB example
Figure 5: Concept Plan for City Lot A Improvements & Connections to Downtown
15
WEST PARKING IMPROVEMENT CONCEPT 10/12/2023
CUL-DE-SAC (90’ DIA.)
CURB EXTENSIONS
TRAILHEAD WITH:
BIKE RACKS
TRASH/RECYCLING
KIOSK
BENCH
DECORATIVE PAVING
NATIVE LANDSCAPING
RAINGARDEN
HANDICAP SPACE
MARKINGS +
WALK CONNECTIONS
CURB EXTENSIONS
WITH RECTANGULAR RAPID
FLASHING BEACON (RRFB)
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SIDEWALK EXTENSION
+ LANDSCAPE
SCREENING
CONCRETE TRAIL
10’ WIDTH SHOWN
SHADE TREES
PEDESTRIAN LIGHTING
SEATING
PARKING
ENTRY SIGN
PARKING
ENTRY SIGN
EV CHARGING
STATIONS
PARKING
ENTRY SIGN
SHORT RETAINING WALL
WITH PARKING ENTRY SIGN
CONCRETE TRAIL
10’ WIDTH SHOWN
LANDSCAPE
SCREENING
CURB EXTENSIONS WITH
LIGHTING, SHADE TREES
SIDEWALK CONNECTION
(OPTIONAL)
CURB EXTENSIONS
WITH HIGH VIS
CROSSWALKS
Parking entry sign examples
Pedestrian-scaled lighting examples
Curb extensions with high-visibility crosswalks
Trail wayfinding examples
Trailhead example
RRFB example
Improved Parking Lot Aesthetics and
Lighting
Parking should be viewed as a
customer service. A visitor’s first
experience starts from the moment
they park their car and walk to their
destination. Offering a positive
experience from a parking perspective
involves a combination of strategies,
such as a wayfinding signs, maintained
facilities, and availability. More
importantly, a visitor should feel
safe the moment they park their
car. Design can play an important
role in creating safe environments.
This can be achieved through Crime
Prevention Through Environmental
Design (CPTED) strategies. CPTED
is defined as a multi-disciplinary
approach for reducing crime through
urban and environmental design
and the management and use of
built environments. Examples of
CPTED strategies include clear sight
lines, adequate lighting, minimizing
concealed and isolated routes,
active pathways and street edges,
and signage. CPTED strategies were
considered as part of the design plan
to improve safe connections between
City Lot A and downtown. Figure 5
has identified locations for lighting
and other amenities to enhance the
pedestrian’s comfort level when
parking in City Lot A and additional
lighting between the parking lot and
downtown.
DOWNTOWN LAKEVILLE PARKING STUDY16
AA
B
C
D D
E
E
E
Municipal Parking Lot Destinations
• Unique name/identity for each municipal lot (Lot A, B, etc.)
• Consider map kiosk of downtown destinations at each lot
A Public Parking Lot Entry Sign
• Entry sign to be clearly visible to drivers from the nearest intersection
• Labeled with unique name/identity for each municipal lot (Lot A, B, etc.)
• Entry sign to be clearly visible to drivers from the nearest intersection
Public Parking Directional Sign
• Labeled with unique name/identity for each municipal lot (Lot A, B, etc.)
• Consider additional labels for Farmers Market, Fine Arts Center, etc.
• Approximate walk/bike time to destination (”2 minute walk”)
• Consider other languages?
A
Enhanced Trail Connection
• Extension of regional trail to connect to businesses / downtown
destinations
A B A B C
A
B ABDDC FARMERS
MARKET
CFARMERS MARKETCFARMERS MARKETEEE
D D
E
LOT D
LOT E
Trail Access Directional Sign
• Visible at pedestrian level to direct pedestrians and bicyclists to trailhead
and trail access point
Trail Access Point
• Trailhead and trail access amenities such as
seating, map kiosk, x-it station, trash/recycling receptacles
DOWNTOWN LAKEVILLE
WAYFINDING RECOMMENDATIONS
FUTURE
TRAILHEAD
TRAIL
ACCESS POINT
F
LOT C
LOT F
LOT A
WAYFINDING FRAMEWORK FOR PARKING ACCESS
WAYFINDING FRAMEWORK FOR TRAIL ACCESS
REGIONAL TRAIL
HOLYOKE AVEHOLLINS AVEHOLT AVE210TH ST
UPPER 209TH ST
LAKEVILLE
BREWING
COMPANY
LAKEVILLE
AREA ARTS
CENTER
FINE ARTS
CENTER
FARMERS
MARKET
FOCUS AREA
209TH ST
207TH ST
208TH ST
HOWLAND AVEUPPER 208TH ST
208TH S
T
DRAFT10/12/2023
Parking lot entry sign examples
Public parking directional sign examples
Trail access directional sign examples
Figure 6: Wayfinding Plan
17
AA
B
C
DD
E
E
E
Municipal Parking Lot Destinations
• Unique name/identity for each municipal lot (Lot A, B, etc.)
• Consider map kiosk of downtown destinations at each lot
A Public Parking Lot Entry Sign
• Entry sign to be clearly visible to drivers from the nearest intersection
• Labeled with unique name/identity for each municipal lot (Lot A, B, etc.)
• Entry sign to be clearly visible to drivers from the nearest intersection
Public Parking Directional Sign
• Labeled with unique name/identity for each municipal lot (Lot A, B, etc.)
• Consider additional labels for Farmers Market, Fine Arts Center, etc.
• Approximate walk/bike time to destination (”2 minute walk”)
• Consider other languages?
A
Enhanced Trail Connection
• Extension of regional trail to connect to businesses / downtown
destinations
ABABC
A
BABDDCFARMERS
MARKET
CFARMERS MARKETCFARMERS MARKETEEE
DD
E
LOT D
LOT E
Trail Access Directional Sign
• Visible at pedestrian level to direct pedestrians and bicyclists to trailhead
and trail access point
Trail Access Point
• Trailhead and trail access amenities such as
seating, map kiosk, x-it station, trash/recycling receptacles
DOWNTOWN LAKEVILLE
WAYFINDING RECOMMENDATIONS
FUTURE
TRAILHEAD
TRAIL
ACCESS POINT
F
LOT C
LOT F
LOT A
WAYFINDING FRAMEWORK FOR PARKING ACCESS
WAYFINDING FRAMEWORK FOR TRAIL ACCESS
REGIONAL TRAIL
HOLYOKE AVEHOLLINS AVEHOLT AVE210TH ST
UPPER 209TH ST
LAKEVILLE
BREWING
COMPANY
LAKEVILLE
AREA ARTS
CENTER
FINE ARTS
CENTER
FARMERS
MARKET
FOCUS AREA
209TH ST
207TH ST
208TH ST
HOWLAND AVEUPPER 208TH ST
208TH S
T
DRAFT10/12/2023
Parking lot entry sign examples
Public parking directional sign examples
Trail access directional sign examples
AA
B
C
DD
E
E
E
Municipal Parking Lot Destinations
• Unique name/identity for each municipal lot (Lot A, B, etc.)
• Consider map kiosk of downtown destinations at each lot
A Public Parking Lot Entry Sign
• Entry sign to be clearly visible to drivers from the nearest intersection
• Labeled with unique name/identity for each municipal lot (Lot A, B, etc.)
• Entry sign to be clearly visible to drivers from the nearest intersection
Public Parking Directional Sign
• Labeled with unique name/identity for each municipal lot (Lot A, B, etc.)
• Consider additional labels for Farmers Market, Fine Arts Center, etc.
• Approximate walk/bike time to destination (”2 minute walk”)
• Consider other languages?
A
Enhanced Trail Connection
• Extension of regional trail to connect to businesses / downtown
destinations
ABABC
A
BABDDCFARMERS
MARKET
CFARMERS MARKETCFARMERS MARKETEEE
DD
E
LOT D
LOT E
Trail Access Directional Sign
• Visible at pedestrian level to direct pedestrians and bicyclists to trailhead
and trail access point
Trail Access Point
• Trailhead and trail access amenities such as
seating, map kiosk, x-it station, trash/recycling receptacles
DOWNTOWN LAKEVILLE
WAYFINDING RECOMMENDATIONS
FUTURE
TRAILHEAD
TRAIL
ACCESS POINT
F
LOT C
LOT F
LOT A
WAYFINDING FRAMEWORK FOR PARKING ACCESS
WAYFINDING FRAMEWORK FOR TRAIL ACCESS
REGIONAL TRAIL
HOLYOKE AVEHOLLINS AVEHOLT AVE210TH ST
UPPER 209TH ST
LAKEVILLE
BREWING
COMPANY
LAKEVILLE
AREA ARTS
CENTER
FINE ARTS
CENTER
FARMERS
MARKET
FOCUS AREA
209TH ST
207TH ST
208TH ST
HOWLAND AVEUPPER 208TH ST
208TH S
T
DRAFT10/12/2023
Parking lot entry sign examples
Public parking directional sign examples
Trail access directional sign examples
DOWNTOWN LAKEVILLE PARKING STUDY18
Strategy #5 – Consider Revising the City’s Parking
Requirements
The City of Lakeville has established parking
requirements for new uses within the Downtown
(Zoning Ordinance - Chapter 19, Section 11-19-13:
Number of Spaces Required). Proposed developments
are reviewed on a case-by-case basis through the
development review process. This process provides
staff the flexibility to explore shared parking
agreement, while finding innovative solutions to
reduce parking in the area.
The City may want to consider other parking
requirements for new developments to ensure
parking needs are being met, without negatively
impacting the downtown’s urban form and character.
These tools are listed below and help support a
district-wide parking approach.
Maximum Parking Requirement
Maximum parking requirements limit the number
of parking spaces, which varies between the type of
land use or development. This approach helps ensure
parking is not being overbuilt, while promoting
compact development and higher-end uses.
Parking Overlay District
Maximum parking requirements can be established
through an overlay district. An overlay district can also
set standards for how parking is designed and built
through design guidelines.
Travel Demand Management Plans (TDMP)
A TDMP outline measures to mitigate parking demand
as part of the development permit process, which can
result in innovative solutions that are tailored to the
specific needs of an area. A TDMP would be required
of the developer or property owner.
Strategy #6 – Create Dedicated Employee Parking
Lots: The number of employees in Downtown
Lakeville contribute to the parking demand. As noted,
there is some concerns employees are utilizing on-
street parking near businesses (see Strategy 3).
Designating areas for employee parking will help
maintain a healthy supply of parking for customers
within the core. Managing on-street parking for
customers will require a stronger commitment by
businesses to ensure their employers are not utilizing
those spaces. Employees need to be encouraged
to park outside of the core in underutilized city
lots – City Lot A or the Wells Fargo parking lot.
Implementing this strategy will require a business to
educate their staff on the appropriate areas to park
during their orientation or regular reminders.
Strategy #7 – Rekindle the Special Service District:
The Downtown Lakeville Business Association special
service district is a nonprofit organization that began
in 1995. It is supported by a special service district tax,
with the goal of preserving and redeveloping historic
Downtown Lakeville. In essence, a small portion of
the property taxes collected in the downtown are
redirected back to the Downtown Lakeville Business
Association’s initiatives.
Special service districts are common funding
mechanism cities use to fund a variety of capital
improvements and operations/maintenance needs.
Downtown Lakeville businesses should consider
rekindling the special services district to fund down
impromptus and its financial benefits from an
economic development perspective. Funds from the
special service district could help fund the proposed
improvements identified in Figure X.
Strategy #8 – Adhere to Snow Removal Policies:
Snow and ice control is key to providing Downtown
Lakeville as a year-round destination. Removing snow
and ice after a weather event can be a challenging
task. It requires partnerships between different
agencies and the help of property owners to clear
roads, sidewalks and parking lots. There are also a
number of variables to consider when orchestrating
the removal of snow and ice. The time of day, day of
the week, future forecasts, and the amount of snow
and ice accumulation can influence priorities and
schedules. Based on these variables, the city needs
some fluidity in prioritizing snow and ice removal
during and after weather events. This fluidity helps
the city align resources (e.g., staff and equipment)
with the appropriate weather event.
Business and property owners can also play an active
role in removing snow and ice after a weather event.
Almost half of the downtown’s parking supply is
19
owned/operated by private businesses or property
owners. In that respect, everyone (public and private
sector) has a role and responsibility in removing snow
and ice to ensure parking is available and sidewalks
are safe to use.
Next Steps
The parking strategies discussed throughout this
study were generally supported by the Downtown
Businesses and recognized as viable options by City
Council. Some strategies are more viable options
today, while others may require further consideration.
Overall, the study concluded there is enough parking
to meet today’s needs from a district-wide parking
perspective. The recommended strategies will
help better manage parking efficiencies. It is also
important to recognize the bulk of the downtown’s
parking demand is generated during the afternoon
and evening hours. However, there is ample space
available in the western city lot (City Lot A) and
shared afternoon/evening spaces in Wells Fargo
Bank lot. These underutilized parking lots should be
better utilized to alleviate parking pressures in the
core. It is also an opportunity to work towards public
improvements that helps integrate the western city
lot with downtown.
Moving forward, the City of Lakeville and downtown
businesses/property owners should actively work
together on the various parking strategies (see Table
9) and to formalize a district-wide parking approach.
This will require on-going dialogue and annual
meetings to discuss the progress being made towards
a specific strategy. It is also an opportunity to reassess
parking behaviors, which can change dramatically
over time with a new use or redevelopment project.
DOWNTOWN LAKEVILLE PARKING STUDY20
Table 9: Implementation Matrix
STRATEGY RECOMMENDATION ROLE LEVEL OF EF-
FORT TIME LINE
A. Monitor Utilization
Implement a program to continue parking counts at specific times
and during different seasons. Review findings with the downtown
business community.
City Low On-Going
B. Create Shared Parking Agreements
Identify and formalize shared-parking agreements that open
private parking lots for public use during the afternoon/evening
hours.
City/Businesses Medium On-Going
C. Manage On-Street Parking for Short-Term Users and Patrons
Explore on-street parking restrictions and a parking enforcement
program when the downtown’s overall parking utilization rates
average 90% over a 6-month period.
City High Long-Term
D. Consider Revising the City’s Parking Requirements
Review and update the Central Business District’s parking require -
ments to ensure future development provides ample parking to
serve their needs.
City Low Mid-Term
E. Create Dedicated Employee Parking Lots Strongly encourage downtown employees to park in City Lot A. Businesses Low On-Going
F. Install Wayfinding Signs Install wayfinding signage at key locations to direct people to City
lots (see concept.City Low On-Going
G. Formalize City Lot A as a Trailhead Formalize City Lot A as a trailhead by implement the recommen-
dations depicted in the concept.City Medium Mid-Term
H. Implement Pedestrian Improvements to City Lot A Implement the recommended ped/bike, lighting, and landscaping
improvements depicted in the concept.City High Short-Term
I. Rekindle the Special Service District Explore the financial benefits to reinstitute the special service dis-
trict to fund downtown improvements.City/Businesses High Long-Term
J. Adhere to Snow Removal Policies
Prioritize snow and ice removal during weather events to ensure
Downtown Lakeville parking is available and sidewalks are cleared
as soon as possible.
City/Businesses Medium On-Going
21
STRATEGYRECOMMENDATION ROLE LEVEL OF EF-
FORT TIME LINE
A. Monitor Utilization
Implement a program to continue parking counts at specific times
and during different seasons. Review findings with the downtown
business community.
City Low On-Going
B. Create Shared Parking Agreements
Identify and formalize shared-parking agreements that open
private parking lots for public use during the afternoon/evening
hours.
City/Businesses Medium On-Going
C. Manage On-Street Parking for Short-Term Users and Patrons
Explore on-street parking restrictions and a parking enforcement
program when the downtown’s overall parking utilization rates
average 90% over a 6-month period.
City High Long-Term
D. Consider Revising the City’s Parking Requirements
Review and update the Central Business District’s parking require -
ments to ensure future development provides ample parking to
serve their needs.
City Low Mid-Term
E. Create Dedicated Employee Parking LotsStrongly encourage downtown employees to park in City Lot A. Businesses Low On-Going
F. Install Wayfinding SignsInstall wayfinding signage at key locations to direct people to City
lots (see concept.City Low On-Going
G. Formalize City Lot A as a TrailheadFormalize City Lot A as a trailhead by implement the recommen-
dations depicted in the concept.City Medium Mid-Term
H. Implement Pedestrian Improvements to City Lot AImplement the recommended ped/bike, lighting, and landscaping
improvements depicted in the concept.City High Short-Term
I. Rekindle the Special Service DistrictExplore the financial benefits to reinstitute the special service dis-
trict to fund downtown improvements.City/Businesses High Long-Term
J. Adhere to Snow Removal Policies
Prioritize snow and ice removal during weather events to ensure
Downtown Lakeville parking is available and sidewalks are cleared
as soon as possible.
City/Businesses Medium On-Going
WEST PARKING IMPROVEMENT CONCEPT 10/12/2023
CUL-DE-SAC (90’ DIA.)
CURB EXTENSIONS
TRAILHEAD WITH:
BIKE RACKS
TRASH/RECYCLING
KIOSK
BENCH
DECORATIVE PAVING
NATIVE LANDSCAPING
RAINGARDEN
HANDICAP SPACE
MARKINGS +
WALK CONNECTIONS
CURB EXTENSIONS
WITH RECTANGULAR RAPID
FLASHING BEACON (RRFB)
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SHADE TREES
+ PEDESTRIAN-SCALED
LIGHTING
SIDEWALK EXTENSION
+ LANDSCAPE
SCREENING
CONCRETE TRAIL
10’ WIDTH SHOWN
SHADE TREES
PEDESTRIAN LIGHTING
SEATING
PARKING
ENTRY SIGN
PARKING
ENTRY SIGN
EV CHARGING
STATIONS
PARKING
ENTRY SIGN
SHORT RETAINING WALL
WITH PARKING ENTRY SIGN
CONCRETE TRAIL
10’ WIDTH SHOWN
LANDSCAPE
SCREENING
CURB EXTENSIONS WITH
LIGHTING, SHADE TREES
SIDEWALK CONNECTION
(OPTIONAL)
CURB EXTENSIONS
WITH HIGH VIS
CROSSWALKS
Parking entry sign examples
Pedestrian-scaled lighting examples
Curb extensions with high-visibility crosswalks
Trail wayfinding examples
Trailhead example
RRFB example