Solving Lakeville’s Problems: Land Use and Walking/Biking

In my last post I gave an honest assessment of the failings of Lakeville, MN – my hometown. Zoning and other restrictions keep housing options limited and expensive, which has perverse impacts for the city’s racial makeup. The car-first (or car-only) mentality in infrastructure design creates places that are unsafe (even for driving), impractical for walking and biking as transportation (vs. leisure), and aside from peak hour express buses are completely ignored by transit. Lakeville simply isn’t a welcoming place to people of all incomes, preferred housing styles, disabilities, and races.

I’m going to prescribe a laundry list of policy and infrastructure solutions to these problems, focusing on general land use and transportation issues in this post. Make no mistake, I’m aware they won’t always be politically easy or free from growing pains, to say nothing of the impact to the city’s budget. But, if you’re reading this Mr. Mayor, know that they’re the right thing to do from a social, environmental, racial, and fiscal perspective in the long-haul.

Reform the Zoning Code

Simply put, Lakeville’s zoning code is far too restrictive. It prevents all sorts of low-cost housing and neighborhood-serving retail from being built, both in new subdivisions as well as in existing ones.

Lakeville Zoning
Basically, Rs-2, RS-3, RS-4, and R-A (aka future RS-3) as far as the eye can see

While MN home builders fought (and won!) a laughable sideshow against sprinklers in 4,500 sqft mansions, everyone generally accepts other regulations that drive up costs. In general, Lakeville should relax single-family zone requirements; here’s what I’d propose:

  • Reduce minimum lot sizes. Don’t believe this affects new home prices? Ask the builders! When minimum lot sizes start at 10,000 square feet (~quarter acre), it becomes more and more difficult to defray land, street, and utility costs developers must spread across each housing unit. It also prevents existing owners from subdividing their lot. Don’t be afraid of stack and pack; there are some truly gorgeous single family neighborhoods across the country with lots ranging from 3,000 to 5,000 square feet. I’d at least start there. If you don’t believe there’s demand for 1,000-1,500 square foot homes on small lots in Lakeville, there are 5 mobile home parks within the city’s borders I’d like to show you. People at this income level deserve to be integrated in other family neighborhoods if they wish to.
  • Allow existing homes to add Accessory Dwelling Units (attached or detached), and convert structures to duplexes or triplexes. Aside from potential additions, this allows the addition of a family or two on a lot with almost no visual impact from the street. It also gives current owners financial flexibility as their family structure changes and ages – a basement apartment may be all a retired couple needs, with a family paying $1,500 a month for the rest of the house to help make retirement bills.

    Kids playing and not caring there’s a duplex next door. Should they? Should you?
  • Remove your maximum occupancy requirements, currently limited to 4 or fewer unrelated persons. All it serves to do is limit the type of people who could potentially share or co-rent a home, many of which in Lakeville sport more than enough rooms to house a few small families or 5+ unrelated individuals.
  • Ease restrictions on commercial uses. In Germany, “General Residential” districts allow commercial uses that serve the daily needs of residents and guests by-right – things like small restaurants, bread shops, hair salons, small hotels, etc. Most US cities are more restrictive, but older neighborhoods typically have small-scale commercial buildings scattered throughout neighborhoods, sometimes with a level of housing above.
    Small-scale commercial on a mixed-use street in Portland, OR

    This provides the opportunity for live-work opportunities for would-be small business owners that can’t afford the rents of a full commercial space in one of the few strip malls in town. The ordinance could be structured similarly to Germany’s to prevent massive traffic issues by providing the existing neighborhood an amenity it may be lacking but at a scale not designed for a regional or city-wide draw.

There are other reforms to suggest. Front and side-yard setbacks are generally too large, parking minimums for residential and commercial aren’t based on anything scientific and waste resources like crazy. It’s not crazy to suggest allowing more than a triplex in an RS-2 zone considering mixed densities would be great for affordability. But we’ll stop there for now.

Redesign Streets as You Rebuild Them

With the earliest subdivisions across the city dating back to the mid-70s, Lakeville going to embark on a never-ending cycle of road reconstruction as streets reach the end of their 30-40 year useful life. I can’t say with 100% certainty, but property taxes and assessments will almost definitely go up to help pay for these capital projects, as the initial street costs were baked into subdivision mortgages. I hear people are concerned about rising taxes. In addition to the land use reforms above (which add to the tax base without adding miles of street or pipes), there are steps to mitigate the cost of street replacement.

This is also a huge opportunity to calm residential streets and add bike/walk connections, allowing kids and adults to safely get around neighborhoods without a car. Some targeted suggestions:

  • Narrow residential streets from curb-to-curb during inevitable reconstruction. 99% of Lakeville’s neighborhoods don’t need 30-32′ wide streets (some are pushing 40′ wide!). No, the once-in-a-decade conflict between neighboring grad parties doesn’t justify the space for parking on both sides. One-sided parking will do just fine, and even then it’ll be a vacant moonscape 360 days a year. With 9-10 foot lane widths and a 7-8′ parking area on one side, the city would save 3-5% on pavement, and the result would be slower streets. Who among you have never complained about someone driving too fast down your street?
  • Build a sidewalk on at least one side of the street at entrance points to neighborhoods. Consider extending them into the neighborhood for half a mile or more. Require residents to shovel them to maintain accessibility in the winter. In doing so, children will have safe routes to schools and people with disabilities will have accessible routes in your communities.
  • Build strategic pedestrian and bike through-ways in neighborhood interiors to cut down on travel distances. An extra half mile in a car through curved neighborhood streets isn’t much of a deal breaker, but it’s a challenge if trying to get to a major arterial by foot. Focus on connecting major commercial areas and schools first.
  • Improve pedestrian crossing points between lights on major collector roads. You know the ones I’m talking about. 175th, 185th, Ipava, Dodd, Kenwood Trail, Highview, etc. Lights and stop signs are few and far between, with average speeds often approaching 50 mph or more. If people are to cross these roads, you’ll need some combination of narrowed widths, actually marking crosswalks, and overhead activated beacons.
  • Complete a network of off-street bike paths. Fortunately, Lakeville has many multi-use paths (MUPs) connecting the city:
    Blue is off-street paths, yellow is sidewalks.

    I highlighted in orange where the city should target additional paths. It shouldn’t be difficult considering how generous the existing right of way is on collectors and arterials. As streets are reconstructed, treatments at driveways and intersections should follow off-street best practices. And of course, the city should commit to plowing a critical grid in the winter.

These reforms form the base for making walking and biking within neighborhoods, to commercial areas, and even across the city for transportation.

Invest In and Require Affordable Housing

All the land use reforms in the world simply won’t be enough to build new housing at prices affordable to roughly the bottom two income quintiles. Maybe that’s a stretch, there are options I didn’t explore above.

Regardless, Lakeville needs to be more proactive and involved in affordable housing, at least until we rationalize our complicated housing subsidies at all levels of government. In the meantime, policy and funding options include inclusionary zoning, publicly-built housing, and city-funded housing tax credits and operating subsidies. As always, there are other options, but right now Lakeville isn’t doing any of them.

While Dakota County offers or administers many programs, there’s nothing stopping Lakeville from funding things on its own. Given Lakeville’s relative wealth and the desirability of living in the city, there’s no excuse not to get involved.

My final post in this series will offer a potential transit infrastructure and focusing efforts on three key areas of town to maximize the reforms to zoning, transportation, and affordable housing.


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