Downtown C1-C1A Project Area Town of Danvers, MA

Transcription

1 PLACEMAKING REPORT PART 1 Downtown C1-C1A Project Area Town of Danvers, MA EXISTING CONDITIONS AND CHARACTERISTICS Prepared by: Brovitz Community Planning & Design with: Dodson & Flinker, Inc. MAY 2018

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3 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Contents 1.0 Background and Context Project Kick Off Summary Development Patterns and the Public Realm Property Uses and Characteristics Relevant Planning Resource Evaluation Current Zoning Evaluation Challenges and Opportunities Appendix - A Downtown Danvers C1-C1A Property Inventory and Analysis May 2018 l BCPD and D&F

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5 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 1.0 Background and Context As a follow up to the 2017 Danvers Maple Street I-1 District Zoning Plan and the adoption of the Maple Street Traditional Neighborhood Development Overlay District (a Smart Growth Overlay District under the Chapter 40R program), the Danvers Planning Department retained the consulting team of Brovitz Community Planning & Design (BDCPD) and Dodson & Flinker (D&F) to carry out a visioning process and revised development standards for the Downtown Area C1 and C1A zoning districts which is illustrated below. As the central and most visible district in Danvers, the Planning Board is deeply committed to revising zoning regulations and preparing new design guidelines that achieve the goals for the district including: enhancing the Public Realm including the general walkability and active gathering areas in historic Danvers Square, expanding the mix of goods, services, dining, and residential choices, and responding to The Downtown C1-C1A Project Area market opportunities in an attractive and functional way. The Downtown Project Area is also surrounded by the historic Danvers Square neighborhood. Improving connectivity while maintaining compatibility is also a goal of the Planning Board and Department. The Downtown Project Area is divided by Route 35 (High Street, Maple Street and Locust Street). It is also within 1,500 feet of Route 62 to the north, 1.6 miles of Route I-95 and US 1 to the west, 0.8 miles of Route 128 to the east, and 2 miles to Route 114 to the south. The project area is centered on the Maple St./Conant St./High St./Elm St. intersection Downtown s 100% Corner (e.g. the main corner of the district with the highest visibility, traffic flow, and pedestrian activity). The Downtown Project Area is supported by a series of Public Realm attributes including on-street and offstreet public parking facilities, streetscape enhancements, small public open spaces, and the Danvers (Border To Boston) Rail Trail. An important consideration in preparing revised development and design standards is to determine how Public Realm enhancements can support existing and future private investments including a vibrant mix of commercial, institutional, civic, and residential uses. 1 Existing Conditions and Characteristics May 2018 l BCPD and D&F

6 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 1 Existing Conditions and Characteristics May 2018 l BCPD and D&F

7 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project 2 Existing Conditions and Characteristics May 2018 l BCPD and D&F

8 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 2.0 Project Kick Off Summary The Downtown C1 and C1A Rezoning Project kick off was held on May 8, The Danvers Planning Department and Planning Board hosted the consultant team of Brovitz Community Planning & Design (BCPD) and Dodson & Flinker Associates (D&F) to participate in a tour of the Downtown Area. As part of the kick-off meeting, the Project Team asked Town officials and other participants accompany us on a walking tour of the project area. We discussed the unique features, prevailing development patterns, and surrounding context. Our team conducted subsequent tours of the project area to collect photo and mapping documentation highlighting key characteristics. Site Walk The consultant team together with participants walked throughout the Downtown Project Area to identify prevailing development patterns, current land use characteristics, street and other public realm conditions, the surrounding context, opportunities for new development, rehabilitation, streetscape improvements, and other enhancements. Listening Session The consultant team facilitated a listening session on May at the Danvers Senior Center. The public meeting was hosted by the Planning Board with representatives from the Board of Selectmen, Town departments and committees, and interested citizens in attendance. The team reviewed the scope of work, project schedule, and goals and objectives of the re-zoning effort. Following this overview, the listening session focused on identifying preliminary issues, challenges, and opportunities in the Downtown Project Area, and identification of those who will be most directly affected by potential changes. Issues and opportunities identified by participants included the following: Plant and maintain street trees. Address road surface and water mains in Danvers Square. Consider noise issues such as amplified early morning exercise classes. Improve pedestrian crossings in Danvers Square and make them safer. Consider bump-outs and pedestrian warning lights. 3 Existing Conditions and Characteristics May 2018 l BCPD and D&F

9 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Provide safe pedestrian crossings on side streets where people park and walk to Danvers Square. Tap into available grants such as MassWorks, MassTrails, and others. Look at water service capacity for the Downtown Area. Generate more affordable housing downtown, but don t create canyons use setbacks and stepbacks to control height along the streets. Inventory existing building heights and determine how tall existing buildings could be at full build out. Build on the previous parking study and implement the recommended management actions. Parking: o o o Consider a public parking garage. Expand the municipal parking system. Consider underground parking drainage is good in the area. Work with property owners with excess parking (such as the banks) to provide some spaces for public parking or overnight resident parking in support of continued downtown revitalization. Provide better access and active uses along the Rail Trail. Find a new home for the old Danvers Train Station and make it an active space that enhances downtown. Consider the Danvers Square neighborhood in the context of the entire downtown. There has been a lot of large scale additions to older homes and conversions from single family to multi-family in the neighborhoods Redesign the The Square for public gatherings and activities. Replace the parking lot with an actual public square. Encourage more façade improvements such as window dressing, awnings, projecting signs, and flower boxes. Allow and encourage more sidewalk dining. 4 Existing Conditions and Characteristics May 2018 l BCPD and D&F

10 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 3.0 Development Patterns and the Public Realm Context The historic Danvers Square at the intersection of Maple Street, High Street, Conant Street, and Elm Street is the core of the Downtown CI-CIA Project Area. The Commerical-1 (C1) zoning district covers most of these primary downtown corridors from the Hobart Street/Locust Street to the north, Gould Street to the south, Essex Street to the west, and Franklin Street to the east. The Commercial 1-A (C1A) covers most the frontage lots along Page Street and Charter Street, and the south side of Hobart Street from Charter Street to Condo project. Downtown Project Area C1 and C1A Zoning Districts The C1 and C1A zones are similar in that they allow commercial uses such as restaurants, retail sales, medical and professional offices, and varying industrial uses. Residential uses are not permitted in the Commerical-1 zone but multi-family upper floor dwellings (up to four units) are allowed in the Commercial 1-A zone. Just north of the Downtown Project Area, the new Maple Street Traditional Neighborhood Development (MSTND) is a Chapter 40R overlay district that encompasses the Industial-1 (I-1) zone and small portions of the Commerical-1 (C-1), Commerical-1A (C-1A) and Residential-1 (R-1) zoning districts in the vicinity of Maple Street, Hobart Street, Locust Street, and N. Putnam Street. The current land and building use within these underlying zones varies but is predominantly older multi-family buildings, industrial and commercial buildings. There are also a small number of single family homes and residential buildings that have been converted to office use. 5 Existing Conditions and Characteristics May 2018 l BCPD and D&F

11 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project The Downtown C1-C1A Project Area is surrounded by the historic Danvers Square Neighborhood. The majority of these residential streets and blocks are in the Residential-1 (R1) zoning district and includes predominately one and two-family dwellings. In addition to residential uses, neighborhood stores, home occupations, and nursing homes are allowed by-right or by special permit within the R1 zone. The Danvers Rail Trail generally separates the Downtown C1-C1A Project Area from the MSTND overlay district to the north and connects the Danvers Square neighborhood to local schools and parks, Downtown as well as the neighboring towns of Peabody, Wenham, and Topsfield. The Rail Trail has improved access for local and nearby visitors and is the most used recreational facility in Town. Development Patterns The Downtown C1-C1A Project Area was laid out in a traditional New England village center block pattern. In all, C1 and C1A zoning districts are located within 18 blocks in the Danvers Square and neighborhood area. Historically, these blocks were designed to be short to make it easier for people to get around on foot. Block segments are generally short in the Downtown Project Area. On Maple Street, the main commercial corridor, the average length between intersecting side streets is 272. A block length of 250 to 400 feet is considered ideal for walkability and pedestrian interest in a village center. The block lengths for side streets running east-west into the surrounding downtown neighborhoods tend to be longer as is also a traditional characteristic of village design. The project area is characteristic of traditional village center development patterns with narrow frontages, deep lots with rear yards, short front yard setbacks, multi-story buildings oriented to the street and sidewalk, and a vertical and horizontal mix of uses. Streets and Thoroughfares The Downtown C1-C1A Project Area was laid out in a traditional New England village center block pattern. In all, C1 and C1A zoning districts are located within 18 blocks in the Danvers Square and neighborhood area. Project Area blocks are served by a total of 20 public streets with varying layouts, traffic patterns, and streetscape treatments. Ten (10) of the streets run SW to NE and 10 of the streets run NW to SE. 6 Existing Conditions and Characteristics May 2018 l BCPD and D&F

12 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Maple Street is the main corridor runs through the Downtown Project Area from northwest to southeast. The corridor connects Downtown Danvers to I-95 and Route 1 via Route 62. The street has a 60-foot right-way with two travel lanes and on-street parking on both sides for trough most of the project area. There are sidewalks on both sides of varying widths and materials. All Downtown Project Area streets allow for 2-way travel except for Cottage Street (1-way toward Maple Street) and Central Street (1-way away from Maple Street). Generally, the street layouts and short blocks provide a good framework for a positive pedestrian environment. However, other factors such as extensive curb cuts, narrow and fragmented sidewalks, and limited streetscape treatments tend to diminish the pedestrian environment. Streetscape Treatments Streetscape treatments vary significantly throughout the corridor including various combinations of concrete sidewalks, street trees installed in planters and planting strip, curb extensions, plazas, islands, decorative lights, benches, trash receptacles, monuments, and other elements. Overhead utilities on the east side limit the type and size of tree that could be planted. 7 Existing Conditions and Characteristics May 2018 l BCPD and D&F

13 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project DOWNTOWN PROJECT AREA THOROUGHFARES & STREETSCAPE CHARACTERISTICS Street Orientation Segment One-Way Typ. ROW On-Street Length Two-Way Width Parking Sidewalks Streetscape Treatments Lummus Ave SW to NE Maple St to End 2-Way No No None Pillsbury Ave (P) SW to NE Oak St to End 2-Way No No None School Street SW to NE Maple St to Oak St 2-Way Side (N) Both Sides Partial tree belt north side; intermitted street trees Cherry Street SW to NE Maple St to Charter St 2-Way Side (N) Both Sides Tree belt both sides; regular street trees Cottage Ave SW to NE Maple St to Franklin St 1-Way WB No South Side Only private landscaping Central Ave SW to NE Maple St to Franklin St 1-Way EB Minimal (S) Both Sides None first 250 ft; tree belt N side with intermittent trees Page Street Court (P) SW to NE Page St to End 2-Way No None Only private landscaping Conant Street SW to NE Maple St to Franklin St 2-Way Both Sides Both Sides Partial tree belt north side; few street trees between Maple and Berry Elm Street SW to NE Maple St to Page St 2-Way Both Sides Concrete sidewalks with 3x3 tree pits at curb; intermittent street trees and some private Both Sides displays; overhead utilities and cobrahead lights on both side Elm Street SW to NE Page St to Beacon St Concrete sidewalks and curb; no street trees and some private landscaping; several wide 2-Way Both Sides Both Sides Ext. curb cuts; overhead utilities and cobrahead lights on both side Elm Street SW to NE Beacon St Ext. to Putnam St 2-Way Both Sides Both Sides Elm Street SW to NE Putnam St to Essex St 2-Way Both Sides Both Sides Park Street Park Street SW to NE SW to NE Elm St to Beacon St Ext. Beacon St Ext. to High St Park Street SW to NE High St to Alden St 2-Way Way 227 Ave 50 1 Side (S) Both Sides 2-Way 200 Ave 50 1 Side (S) Both Sides Not Permitted Essex Street NW to SE Elm St to Cherry St 2-Way Both Sides Both Sides Putnam Street NW to SE Elm St to Cherry St 2-Way Both Sides Both Sides Concrete sidewalks and curb on north side and asphalt sidewalk and treebelt on south side; 3 street trees on south side, no street trees on north side, and some private landscaping both side; several wide curb cuts and parking in frontage; overhead utilities and cobrahead lights on both side Concrete sidewalks and curb on north side and asphalt sidewalk and treebelt on south side; 4 street trees on south side, no street trees on north side, and some private landscaping both side; several wide curb cuts and parking in frontage; overhead utilities and cobrahead lights on both side Concrete/asphalt sidewalks and treebelt on both sides; mature street trees in eastern half; private landscaping throughout; several narrow residential curb cuts for attractive older homes; overhead utilities on both side Concrete/asphalt sidewalks and treebelt on north side; mature streets on north side; some private landscaping; deteriorated sidewalks and wider curbcuts near High St; overhead utilities on both side Concrete sidewalks and treebelt on both side; mature streets on south side; some private Both Sides landscaping; deteriorated sidewalks and wider curbcuts near High St; overhead utilities on north side Concrete sidewalks and treebelts on both side; regular mature streets on both sides except from the area in front of the bank parking lots where there are none; extensive private residential landscaping; overhead utilities on east side Concrete sidewalks and treebelts on both side; regular mature streets on both sides except from the area on side of Elm St Plazas where there he tree belt is paved over; extensive private residential landscaping; overhead utilities on east side Bavaro Pass/Beacon SE NW to SE Elm St to Park St 2-Way Not Permitted None No sidewalks; some mature streets on the east side but no street trees on the west side along the bank's frontage; some private landscaping; overhead utilities on east side Concrete sidewalks and treebelts on both side; regular mature streets on both sides except Page Street NW to SE Elm St to Cherry St 1-Way NB Both Sides Both Sides from the area on side of Elm St Parking Lot where there the tree belt is paved over; extensive private residential landscaping; overhead utilities on west side Narrow concrete/asphalt sidewalks on both sides and a narrow treebelts on west side; No Charter Street NW to SE Cherry St to Hobart St 2-Way Side (W) West Side street trees but several mature streets on private yards on both sides; overhead utilities on east side 8 Existing Conditions and Characteristics May 2018 l BCPD and D&F

14 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project DOWNTOWN PROJECT AREA THOROUGHFARES & STREETSCAPE CHARACTERISTICS Street Orientation Segment One-Way Two-Way Typ. ROW Length Width On-Street Parking Sidewalks Streetscape Treatments Gould Street NW to SE Park St to High St 2-Way Side (W) West Side Concrete sidewalks on west side and treebelts on both sides; regular mature streets on both sides except from the area near Park Street where there the tree belt is paved over; extensive private residential landscaping; overhead utilities on west side Maple Street NW to SE Concrete sidewalks and tree pits on both sides; No street trees near intersection and gas Locust St to Lummus 2-Way Both Sides Both Sides station; 1 street tree on east side and private landscaping on west at Church; open curb cut Ave at Western Cycle; Cobrahead lights on both side but no other overhead utilities Maple Street NW to SE Concrete sidewalks and tree pits on both sides; 2 street trees on both sides; Private Lummus Ave to School landscaping at Dominoes, Congo Church and DHA property; parking lots at Danvers 2-Way Both Sides Both Sides St Hardware and public lot create wide gaps in street wall and diminish pedestrian environment; Cobrahead lights on both side but no other overhead utilities Concrete sidewalks on both sides; Tree belt on east side with 4 street trees; Tree pits on Maple Street NW to SE School St to Cottage Ave 2-Way Both Sides Both Sides west side with 1 street tree; Street wall is 100%; Cobrahead lights on west side and ornamental lights on east side; No other overhead utilities Concrete sidewalks on both sides; Tree belt and extended landscape terrace on east side Maple Street NW to SE Cottage Ave to Central with 3 street trees; Tree pits on west side with no street trees; Street wall is 100%; 2-Way /108 Both Sides Both Sides Ave Cobrahead lights on west side and ornamental lights on east side; No other overhead utilities Maple Street NW to SE Concrete sidewalks on both sides; Tree pits on both sides with only 1 street tree on east side; Public parking on east side in front of the building with narrow brick apron with Central Ave to Conant 2-Way /140 Both Sides Both Sides veterans memorial; Street wall is 100% but parking and width between buildings diminish St pedestrian environment; Cobrahead lights on west side and ornamental lights on east side; No other overhead utilities Concrete sidewalks on both sides; Tree pits on both sides with only 1 street tree on west side and 5 trees on the east side; Private landscaping and a seating terrace on the east side; High Street NW to SE Conant St to Park St 2-Way /60 Both Sides Frontage parking lots on both sides create big gaps in the street wall combined with 1-story Both Sides buildings setback on east side and width distance between buildings diminishes pedestrian environment; Decorative trash receptacles on both side and bike racks on east side; Cobrahead lights on both sides and no other overhead utilities High Street NW to SE Park St to Gould St 2-Way Both Sides Concrete sidewalks on both sides; Tree belts on both sides with 6 street trees on east side and only 1 street tree on west side; Several large trees near the ROW in the historic cemetery on the west side; Private landscaping on both sides but minimal and no streets at Both Sides the bank on corner of Gould St; Parking on frontage on east side at Park Street and lack of streetscape diminishes pedestrian environment; Cobrahead lights and overhead utilities on east side. Alden Street NW to SE Conant St to Park St 2-Way Side (W) Concrete sidewalks on both sides; Tree belt on both sides with regular mature street trees Both Sides on both sides; Private landscaping on both sides; Attractive older residential buildings create positive pedestrian environment; Overhead utilities on west side. Danvers Rail Trail SW to NE Oak St to Pickering St 2-Way Not Permitted None Asphalt bike trail connecting to surrounding neighborhoods and communities. 9 Existing Conditions and Characteristics May 2018 l BCPD and D&F

15 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Pedestrian Crossings There are pedestrian crosswalks located on the following intersections: DOWNTOWN DANVERS C1-C1A AREA CROSSWALKS Location Danvers Square Appox. Length Maple Street 67 Elm Street 100 High Street 67 Conant Street 60 Description/Recommendation Crosswalks are located at each leg of the intersection including Elm Street, Maple Street, High Street, and Conant Street. The crosswalks are painted red and outlines with a white strip. This intersection is wider than others in the Downtown Project Area making the pedestrian crossing time longer. The longest crosswalk is on Elm Street and approximately 100 feet from curb to curb. One of the pedestrian safety concerns with this intersection is the high turning radius on 3 of the legs: Elm and High Street (southwest corner); Hi and Conant Street (southeast corner); and Conant and Maple Street (northeast corner). The high turning radius allows vehicles to carry speed through the intersection as they make a turn. This put them into the pedestrian crossing more rapidly as they are looking for cars approaching from the opposite direction. Tighten up the curb radius at this intersection. Maple north corner of Central Ave. 56 There is no curb extension or bulb out which would shorten the crossing distance and protect the pedestrian at the curb. Bulb-outs also provide a streetscaping opportunity such as a tree or flower planters. Maple south corner of School Street 44 Narrow curb radius but no bulb-out Maple Congo Church - S. of Lummus Ave 44 No bulb-out. Maple Danvers Rail Trail 60 Create double light and stop bar or relocate to Locust/Hobart Street intersecion. Lummus Maple Street 16 Narrow curb radius but no paint in crosswalk. School Maple Street 30 Narrow curb radius. Cherry Maple Street 30 Narrow curb radius. Cottage Maple Street 14 Narrow curb radius and one-way traffic toward Maple Street. Central Maple Street 34 Narrow curb radius and one-way traffic away from Maple Street. High Park Street 52 Crosswalk on all 4 legs, narrow curb radius on Park Street; long crossing distance on south side of Elm Street. A bulb-out is recommended. High Gould Street 56 Install bulb-out and paint crosswalk High Porter Street 56 Install bulb-out and paint crosswalk Conant CVS/Bank 40 No bulb-out creates a long pedestrian crossing. Conant USPS/Parking Lot 40 Midblock crossing; should be further east of Alden St intersection for safety from LT vehicles; No bulb-out creates a long pedestrian crossing. Conant St. Mary s Church 33 No bulb-out creates a long pedestrian crossing. Elm Page Street (SW corner) 54 No bulb-out creates a long pedestrian crossing. Elm Putnam Street (SW corner) 37 No bulb-out but narrow street creates shorter crossing. Elm Essex Street (SW corner) 54 No bulb-out and high curb radius in front of Bank of America creates a long pedestrian crossing. Park Ash Street 45 Two crossing with white strips. There are no bulb-outs and high curb radius on Park Street creating a long pedestrian crossing in a busy off-set intersection. Holton/Elm/Sylvan Streets 102 This crosswalk connects the public parking lots with Town Hall and crosses Holton Street at an angle rather than parallel to the stop bar. It connects to a pedestrian island and crosses the one-way turning lane from Holton Street to Sylvan Street. This crosswalk should be realigned with the intersection stopbars. Essex Elm Street 42 No bulb-out creates a longer pedestrian crossing. Beacon Street Elm Street 30 No bulb-out but narrow street. Open Space and Recreation There are relatively few open spaces or recreation facilities in the Downtown Danvers C1-C1A Project Area. As more people live in the downtown area and the surrounding Danvers Square Neighborhood it will be more important to have convenient and accessible places for civic gatherings and passive creation. These spaces are also important to attracting customers to the downtown area. The following is a general list of public and private open spaces in the Downtown Project Area: 10 Existing Conditions and Characteristics May 2018 l BCPD and D&F

16 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project DOWNTOWN DANVERS AREA OPEN SPACES Location Walking Distance from Danvers Square on Thoroughfare (Linear FT) Walking Time Description/Recommendation (Minutes) Danvers Square Plaza - Segment A 470 SF public space on east side of Maple Street between Central St. and Conant St. Underutilized public space used primarily for parking with a small area for a veterans memoria. It has potential for publuc square with outdoor seating and passive recreation with reorganization of the 13-space parking lot and landscape planters and frontage by restaurants, pubs, theaters, and retail stores, and residentual units above. Danvers Square Plaza - Segment >1 minute A 420 SF public space on east side of Maple Street between Cottage Ave and Central St. Underutilized public space that has potential for outdoor seating and passive recreation with reorganization of landscape planters and frontage by restaurants and pubs. Danvers Rail Trail 1, Paved bike path connecting Danvers neighborhoods and adjacent communities High Street Historic Cemetery This is one of the oldest cemeteries in Danvers dating back to 1758 and including several Revolutionary War veterans. The grounds are over 1/2 acre and very attraactively landcaped with a stone wall along the perimter. It is largely unmarked and underutilized as an important civic space. Town Hall/Sylvan Square 1, This small orinmental space in from of the Town Hall includes as veterans memorial statue Danvers Park 1, This large park provides passive and active recreational facilities and is well utlized by the community with numerous programs and events throughout the year. Great Oak Elementary School 4, This public school has recreational fields that may be avaiable to the public when school is not in session. Danvers YMCA 3, This family-based center is a membership facility in includes a broad range of recreational and health programs. Meadows Park 2, This is a passive recreational space with acccess to Mill Pond Peabody Library and Mill Pond 2, This historic landmark was built in 1891 with donations provided by local phlanthropist George Peabody. It served as a major community learning center and includes the Peabody Patk and Pavillion on Mill Pond. Walnut Grove Cemetery 2, This Town-owned cemetery was established in 1843 is has beautiful grounds and gardens creating a peaseful sanctualy and passive recreational uses. Rebecca Nurse Homestead 4, This historic landmark was the home of Rebecca Nurse who was executed in the Salem Witch Trials of The museum and grounds hosts tours and family oriented live performances throughout the year. Moulton Park 4, Public park including Little League fields and basketball courts Average walking speed is 4.5 feet per section A 5 minute walk is approxiamtly equal to 1/4 mile (or 1,320 linear feet) 11 Existing Conditions and Characteristics May 2018 l BCPD and D&F

17 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Border-To-Boston Trail: This 28-mile non-motorized, multi-use trail was once part of the historic Boston to Maine railroad and when complete will provide alternative transportation links to town centers, schools, businesses, and public parklands in nine communities from Salisbury to Peabody. With over 10 miles now open, the trail is becoming one of the region s most outstanding assets, facilitating safe, scenic and healthy transportation and recreation for all. The Danvers segment of this Rail Trail project converted the under-used and abandoned Newburyport Railroad corridor into a four-mile linear park with a nonmotorized shared-use path. This path links schools, downtown Danvers, parks, residential areas, and trails in the neighboring towns of Peabody, Wenham, and Topsfield. The Rail Trail has helped to improve access for local and nearby visitors, aiding downtown Danvers vitality. The trail is ideal for walking, biking, or jogging, and could be a significant asset for future commercial and mixed use development in the project area. The trail is managed and maintained by a group of community volunteers and provides a healthful recreational option available to all residents and visitors. It is also a segment of the East Coast Greenway which covers over 3,000 miles from Calais, Maine to Key West, Florida. 12 Existing Conditions and Characteristics May 2018 l BCPD and D&F

18 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 4.0 Property Uses and Characteristics Downtown Danvers include a mix of residential streets and commercial properties centered on the intersection and along the corridors Maple Street, High Street, Elm Street and Conant Street. Many of the shops and services are locally owned situated in an attractive pedestrian environment. The Town has made significant progress in recent years in supporting mixed uses, traditional neighborhood development, and a broader range of housing opportunities in the downtown area. As local growth and development efforts progress in Downtown, the Town recognizes the importance of supporting private investment through an attractive public realm including vibrant streetscapes, active open spaces, and a well distributed parking system. General Land Use Characteristics There is a total of 142 parcels and 25.2 acres in the project area. On average, lots are 9,806 s.f but several lots are 5,000 square feet or less. There is a total of 127 buildings in the project area with an average construction year of 1908 (110 years old on average). The average building size is 6872 gross square feet ranging in size from 940 square foot condos and single family cottages to over 70,000 square foot East Boston Saving Bank Building in Danvers Square. The average floor area ratio (FAR the ratio of building square feet to lot square feet) in the project area is.95 which is common for a small and historic town center in New England. The most common property uses are stores and office buildings but there s also a large number of mixed use buildings and residential buildings. In total, there are an estimated 220 dwelling units were identified in the project area representing an average residential density of 18 units per acre. The most common residential building types are single family homes, condominiums, and apartment buildings with 4 to 8 units. (See Appendix 1 for the full property inventory). There are many businesses and other employers in the project area located in a variety of building types from home occupation in single-family homes to mixed use buildings to light industrial facilities. In all, an estimated 200 entities are located in the project area including restaurants, retail stores, auto services, manufacturing and fabrication, professional and personal services, ambulance, fitness, woodworking, institutional organizations, and other employers. 13 Existing Conditions and Characteristics May 2018 l BCPD and D&F

19 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project LUC LUC Description DOWNTOWN DANVERS CI-CIA PROPERTY USES Ave. No. of Existing Year Properties D.U.s Built Total Acres Total Parcel SF Bldg Gross Area SF Ave. FAR Ave. Density (DU/Acre) Current Ave. St. On-Site Frontage Parking Ave Parking Ratio 13 Mixed Use - Res/Comm ,715 41, Mixed Use - Com/Res ,422 78, Single Family Home ,800 41, , Residential Condo , Two Family Home ,640 39, , Three Family Home ,081 19, Apartment Bldg (4-8 DU) ,939 39, , Commercial Warehouse ,371 4, , Hardware ,859 29, Store , , , Restaurant/Bar ,375 21, , Retail Condo , Auto Parts ,793 3, Service Station ,070 1, Parking Lot , Office Building ,541 89, , Bank ,963 43, Office Condo , Potentially Dev. Com. Land , Municipal Building ,450 20, Charitable Building ,096 55, Religous Building , , , Municipal Authority ,480 45, , Other ,591 3, Undetermined 5 Key Project Area Properties Maple Street Properties: Maple Street is the primary commercial corridor in the Downtown Project Area. This 5-block segment runs from the Danvers Rail Trail to Danvers Square at the corner of Elm Street. In total, there are 17 properties in the C1 district with an estimated 71 residential units. There are a broad range of property uses including municipal, religious, residential, commercial, and mixed use. As Maple Street is the Main Street of Downtown Danvers, it s important to assess the quality of the pedestrian environment. This can be done by evaluating the Outdoor Room which are the elements, treatments, and design characteristics of the space between the building facades on both sides of the street. The table below summarizes some of the key characteristics that contribute to a vibrant and successful village center. The importance of these attributes to the pedestrian environment are summarized below: Traffic Direction: One-way streets tend to have a negative effect on walkability particularly in village centers. One-way flow results in higher speeds and additional circulation and turning movements, all of which may conflict with pedestrian movement. Most of the streets in the Downtown Project Area allow for two-way travel. 14 Existing Conditions and Characteristics May 2018 l BCPD and D&F

20 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Block Length: The length of the block is directly related to the pedestrian s comfort. Short blocks result in slower traffic and provide interest and depth to the street at the corners. The optimal block length for a village center is 200 to 400 feet. Most of the blocks on Maple Street and in the Downtown Project Area fit this criterion. Street ROW Width: Downtown street width should balance pedestrian amenities with traffic flow. When to excessive space is allocated to traffic flow and multiple lanes exceed the demand than traffic moves faster, and pedestrian crossing become wider. Narrow sidewalks provide limited opportunities for outdoor dining or displays which create interest and opportunity for village centers. Alternatively, when sidewalks are too wide without activity they become dead spaces. This is the case in Danvers Square where a wide plaza was design with suburban landscaping treatments rather than as an open space for outdoor seating, entertainment, and civic gatherings. Street Wall: The street wall is made up of abutting buildings that front of the sidewalk and provide interest to pedestrians walking by. When gaps are created in the street wall such as by parking lots, driveways, or vacant lots, the pedestrian environment is diminished. This can also occur when the buildings are set back to far from the sidewalk or separated by parking, landscaping, or fencing. A continuous street wall (100%) is the optimal scenario for village centers with parking located behind buildings and accessed by side streets. Street Enclosure: This is a measurement of the ratio between the height of buildings on opposite sides of the street and the distance between the buildings. For a traditional village center like Downtown Danvers, the optional Street Enclosure ratio is about 0.5 to.75. On most of Maple Street where the ROW is 60 feet, this translates to 30-foot tall buildings (2.5 to 3 stories) at the edge of the sidewalk. The average, however, is much less today than it was in the past. Façade Composition/Fenestration: Having attractive architecture and quality building materials creates interest and enjoyment for pedestrians. Good window space, particularly on the ground floor, coupled with quality displays and lighting also draw customers to the district. Signage: Quality signage is important for letting customers know what you offer as well as creating a positive image of your business and the district in general. The combination of well-placed and well-designed wall signs, blade signs, awning signs, and window signs allows the customer to see you from different directions. The more unique the signs are, the more interest it creates for customers. Outdoor Amenity Space: In village centers like Downtown Danvers, vibrant outdoor spaces where people can come together is critical to success. They must be attractively designed and adaptable to multiple uses. Private outdoor amenities can significantly compensate for bland buildings. For example, outdoor seating, window flower boxes, merchandise displays, sandwich board signs, banners, and other treatments can liven up facades and increase business without significant investment. Maple Street as well as the other primary corridors in Downtown Danvers represent a broad range of the Outdoor Room attributes and challenges. 15 Existing Conditions and Characteristics May 2018 l BCPD and D&F

21 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Example Outdoor Room Characteristics, Elements, and Treatments MAPLE STREET OUTDOOR ROOM & WALKABILITY ASSESSMENT Typ. On- Sidewalk Street 1-Way/ Block Block ROW Street Width Wall 2-Way Length Width Parking (FT) Gaps 1. Locust St to Lummus Ave 2-Way Street Wall % Both Sides 0.24 Street Outdoor Façade Enclosure Condition Fenestration Signage Display Amenity Streetscape Treatments Ratio Space East Side % Fair Fair Fair Fair None West Side % Good N/A N/A N/A Good 2. Lummus Ave to School St 2-Way Both Sides.18 to.24 East Side % Fair/Good Fair/Good Fair/Good Some None West Side % Fair/Good Fair/Good Fair/Good Some Good 3. School St to Cottage Ave 2-Way /75 Both Sides.18 to.32 East Side % Good Good Fair-Good None None West Side % Fair Fair Fair None None 4. Cottage Ave to Central Ave 2-Way /108 Both Sides 0.27 East Side 24 to % Good Fair-Poor Fair None None West Side % Good Good-Fair Good-Fair Min. Min. 5. Central Ave to Conant St 2-Way /140 Both Sides.23 to.14 East Side % Good Good-Poor Fair None None West Side 12 to % Good-Fair Good-Fair Good-Fair Min. Min. Concrete sidewalks and tree pits on both sides; No street trees near intersection and gas station; 1 street tree on east side and private landscaping on west at Church; open curb cut at Western Cycle; Cobrahead lights on both side but no other overhead utilities Concrete sidewalks and tree pits on both sides; 2 street trees on both sides; Private landscaping at Dominoes, Congo Church and DHA property; parking lots at Danvers Hardware and public lot create wide gaps in street wall and diminish pedestrian environment; Cobrahead lights on both side but no other overhead utilities Concrete sidewalks on both sides; Tree belt on east side with 4 street trees; Tree pits on west side with 1 street tree; Street wall is 100%; Cobrahead lights on west side and ornamental lights on east side; No other overhead utilities Concrete sidewalks on both sides; Tree belt and extended landscape terrace on east side with 3 street trees; Tree pits on west side with no street trees; Street wall is 100%; Cobrahead lights on west side and ornamental lights on east side; No other overhead utilities Concrete sidewalks on both sides; Tree pits on both sides with only 1 street tree on east side; Public parking on east side in front of the building with narrow brick apron with veterans memorial; Street wall is 100% but parking and width between buildings diminish pedestrian environment; Cobrahead lights on west side and ornamental lights on east side; No other overhead utilities 16 Existing Conditions and Characteristics May 2018 l BCPD and D&F

22 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project In Block 1 at the top of the street, Western Cycle is located adjacent to the Rail-Trail at 89 Maple Street and next to Domino s Pizza at 85 Maple Street. The Maple Street Congregational Church is located at 90 Maple Street with rear access and parking on Charter Street. It is the second tallest building in the downtown area after the Lyons Ambulance building. During services and other events, on-site parking may not meet demand and the church must rely on public on-street and off-street parking. Signs have been installed in the municipal parking lot on Hobart Street indicating reserved spaces between 8AM-12PM on Sundays. Other events such as weddings, funerals and other social activities may also necessitate the use of the public parking lot. The 2 nd Block includes the old school at 80 Maple Street which is now run by the Danvers Housing Authority providing 15 residential units for elderly residents. Also, on the west side of Maple Street is a 1-story building containing Fantastic Sam s, Toys N Things, Chuck s restaurant. On the east side of this block is Dominos Pizza, Garden Cleaners, Danvers Hardware, and Cakes for Occasions, and an apartment building. While there are popular and viable business on this block the pedestrian environment is average. Most of the buildings in Block 2 are only one story resulting in a low street enclosure. Curb cuts and parking lots along the frontage also create gaps in the street wall further demising the pedestrian environment. Block 3 includes the area between School Street and Cottage Street. The Verizon Building is the main property on the east side of the street and includes Osborn Tavern, Sawasdee s Restaurant and other businesses. A series of older buildings on the west side include a variety of businesses such as Giovanni s Roast Beef, Simplicity Consignment, and Novello s Florist. As most of the buildings are 2-story and the rightof-way is feet side the street enclosure ratio is highest in this block. However, while there are several food and drink establishments on this block none have outdoor seating. This a particularly a lost opportunity on the east side where the sidewalk has been widened to 15 feet. Mixed use opportunities are significant on this block with the potential for additional stories and the use of upper floors spaces for residential units. Block 4 includes the properties between Cottage Avenue and Central Avenue. There are 3 buildings on the east side of the street with North Star Dental Group, New Brothers Restaurant, Primary Cuts, and Eastern Bank. Behind these building is a large public parking lot with 43 spaces. This segment also includes the streetscape treatments completed in the 1980s with a plaza ranging in width between 24 and 42 feet. The landscaping treatments are not compatible to an urban environment with low planting beds with shrubs in the center of the plaza creating a barrier to public gatherings and programming. Additionally, most of the adjacent businesses are offices and have to connection to the space, and the existing restaurant has not taken advantage of this space by providing outdoor seating. From the street, the plaza and businesses are difficult to see as the street trees are located close together and have not been pruned up. The west side of the street includes a series of attractive older buildings ranging from 2 to stories and including a mix of residential and commercial uses. Most of these building have been well restored with large storefront windows and quality signage. Businesses at ground level include Goodies Ice Cream, Dunkin 17 Existing Conditions and Characteristics May 2018 l BCPD and D&F

23 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Donuts, Glitterati s, Danvers Chiropractic, Rocco s Pizza, and others. The street wall is well in tact on this block as few gaps have been created to demolition, parking lots, or driveways. Block 4 has good potential for mixed use by the addition of upper stories on buildings on the east side of the street and use of upper floors for residential units on the west side. Mixed use could also be supported by public parking lot located on this block. Block 5 is Danvers Square which includes Sovereign Bank, Panini Pizza, and CVS Pharmacy on the east side of Maple Street. These are historic buildings but have been modified over time so that much are the architectural character has been lost. The Square has been relegated mostly to public parking with 14 spaces. A small walkway separates the parking lot from the street and a veterans memorial have been placed in this narrow space. Across the street, there are two older buildings including the Fossa Block which wraps around the Square and fronts on both Maple Street and Elm Street. On this this of Maple, there are a variety of businesses such a the Hong Kong Café, JD Jewelers, Castiello s Bakery, Kaffmandu Coffee, Zollo s Barbershop, and others. These are the types of businesses that make Downtown Danvers its identify and uniqueness. Even though Danvers Square is the main corner of Danvers (the 100% Corner), it has the lowest street enclosure ratio on Maple Street where typically it would be the highest. The distance between buildings on the opposite sides of the street combined with short buildings, and parking in front of the building create a large dead spot in the heart of the district. The Square implies a public gather space with a variety of events and activities. An opportunity for shops, restaurants, pubs, and entertainment venues take advantage of this central open space making it a destination in the community. A place where people want to shop, play, eat, be entertained, and live. The Town needs to take a hard look at this lost opportunity and consider whether 14 parking spaces is worth it. Conant Street Properties: The north side of Conant Street between Danvers Square and Franklin Street are in the C1 district and includes 3 properties. The office building and parking lot at 20 Conant Street includes Gienapp Design and other professional service businesses. The two other properties are part of the St. Mary s Catholic Church complex. The new parking lot at 22 Conant Street replaced the former Mackey funeral home which was a beautiful Victorian era residence. The C1 district extends to the south side of Conant Street between High Street and Alden Street. The People s United Bank building at 1 Conant Street is an iconic building in Danvers Square. Built in 1920, this Romanesque building has large palladium windows and public clock with a landscape terrace on the High Street side of the façade. There is little opportunity along Conant Street within the C1 district for additional residential or mixed-use development. Elm Street Properties: There are 21 properties fronting on Elm Street in the C1 district between Maple Street and Park Street. Fifteen (15) of the buildings are mixed use with an estimated 24 residential units collectively. The Fossa Block (11 Elm Street) on the northwest corner of Maple Street and Elm Street (the 100% corner for Downtown Danvers) is a model building. Built in 1910, this 2-story historic building has large display windows 18 Existing Conditions and Characteristics May 2018 l BCPD and D&F

24 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project and attractive architectural treatments that represents the traditional New England town centers like Danvers. While is it not mixed use, the upper floor, which can be difficult to rent for commercial uses, has potential for residential use as do many similar buildings in the downtown project area. One example is the Danvers Atrium Building (10 Elm Street) directly across the street from the Fossa Block. The upper floor on this 2-story building has regular vacancies while the space is ideal for residential use. Additionally, the 1-story buildings at 13 and 14 Elm Street (Revival and Danvers Fresh Marketplace) have an opportunity to add a second story with new residential units. Moving further west on Elm Street, the public parking lot at 23 Elm Street at the corner of Page Street includes 43 parking spaces and has an opportunity for an infill mixed use building along the frontage and shared parking behind the building. The Elm Street Plaza at 47 Elm Street is an underutilized property and typical strip development with the parking located in front of the building separating the sidewalk from the building entrance and diminishing the pedestrian environment. Over time, the site could be redeveloped with a 2-3 story building along the frontage and the parking behind and accessed by Chandler Street. Shared and off-site parking could be provided with the adjacent public parking lot with the introduction of a new residential parking permit program. The Bank of America Building at 83 Elm Street on the corner of Essex Street provides another opportunity for redevelopment or the additional of upper floors to provide new office and residential units. The 33-space parking lot behind the building is largely underutilized. Between the Bank of America, Northeast Commerce Bank (next door on Essex Street), and the North Shore Bank at 48 Elm Street there are a large number of offstreet parking spaces that are significantly underutilized. Additionally, these private parking lots in addition to the public parking lots at 23 Elm Street and Essex Street, and the on-street public parking spaces along Elm Street all showed occupancy rates of less than 60% during the peak weekday parking demand hours. These parking resources can be the source on new investment along the Elm Street corridor. High Street Properties: There are 11 properties on High Street that are located in the C1 district. Three of these properties are town-owned including the public parking lot High Street, the High Street Cemetery, and the Danvers Fire Department. Adjacent the three Peoples United Bank buildings at Danvers Square is the Berry Tavern Building at 2 High Street. This popular spot includes an attractive outdoor dining terrace adjacent to the public sidewalk which is one of the few private gathering spaces in Downtown Danvers. Also included in the C1 district are the High Street Service Station, Village Food Shop, Dellaria Salon, and East Boston Savings Bank at the corner of Gould Street. Collectively, there are 15 residential units in the section of the C1 district including both condominiums and apartment units. Additional mixed use and residential units could be accommodated by adding upper stories to one story buildings such as the Berry Tavern, Peoples United Bank, and Dellaria Salon. A portion of the underutilized parking lot at East Boston Savings Bank could also be accommodated. And the potential redevelopment of the High Street Service Station, Danvers Law Office building at the corner of Webb Street, Village Food Shop building, and the Dellaria building could also 19 Existing Conditions and Characteristics May 2018 l BCPD and D&F

25 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project yield more commercial-residential mixed use. The 2015 Downtown Parking Study indicated that both the off street public parking lot (43 spaces) at the corner of Park Street as well as the on-street parking spaces on High Street are less than 60% occupied during the weekday peak parking demand hours. Lummus Avenue Properties: Lummus Avenue is a narrow (16 feet) dead end street off of Maple Street adjacent to the Danvers Rail Trail. There are 6 properties located in the C1 district and all but one is in residential use. In total, there are approximately 19 residential units on this street although most of the buildings are in fair to poor condition. There is potential for redevelopment on this street for new residential development that would provide more housing choice in the downtown area and taking advantage of the adjacent Danvers Rail Trail which is a significant public amenity. Alden Street Properties: Three residential properties on the west side of Alden Street area included in the C1 district. These are large and historic homes on this elegant neighborhood street which have been converted into apartment units and condos in recent years. There is no significant development or redevelopment on this block. Charter Street Properties: The east side of Charter Street is in the C1A district while the west side of the street is in the R-1 district and the two properties on closest to the Danvers Trail are also in the MSTND Smart Growth Overlay District. There are 3 properties in the C1 district including 2 older residential properties on small lots and the Congregational Church parking lot. There is some potential for the residential properties to be redevelopment as new townhouse and apartment units. Cherry Street Properties: There are 5 properties on both side of Cherry Street located in the C1A district. These are attractive older homes that have been converted over the years into apartments, commercial offices and mixed use buildings. All properties are on smaller lots ranging from about 6,000 to 8,000 square feet. Cherry Street is an attractive thoroughfare with sidewalks on both sides and mature street trees. There is limited potential for development in this area as the buildings have already been converted to multi-family residential and mixed use. Cottage Avenue Properties: Cottage Avenue is a narrow one-way street which includes several attractive and small cottages. These detached single-family homes average about 2,300 gross floor area and 3,300 square foot plots. They provide housing choice and diversity which is important for the Danvers Square neighborhood as well as the entire community. The of the cottages on the north side of the street are located in the C1 district but provide little opportunity for redevelopment as collectively the property is less than 10,000 square feet. The public parking lot, however, on the south side of the street does have mixed use development potential but is in the R-1 district. Page Street Properties: Page Street is in the C1A district and there are 11 properties on both sides of Page Street ranging from residential, commercial and mixed use buildings. There are an estimated 21 residential units along the street and commercial uses include mostly personal services such as hair salons and fitness boutiques. The Danvers Historical is also located on Page Street in two magnificent historic buildings. The 20 Existing Conditions and Characteristics May 2018 l BCPD and D&F

26 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project average building was constructed in 1906 and the average lot size is about 7,000 square feet. Streetscape amenities include sidewalks and tree belts on both side with mature street trees in a regular pattern. There has been limited investment on the street except for the new multi-family building at 22 Page Street on the corner of Cherry Street. This new 3-family apartment building replaced an old neighborhood convenience store and is a model for context-sensitive infill development. Page Street Court Properties: There are 2 cottages (small detached single family homes) on this narrow side street located in the C1A district. These attractive homes were built in the early 1900s and are average 2,000 GFA and a lot size of 4,000 square feet which is consistent with other cottages in the Downtown Project Area and provide for housing choice and diversity in the Danvers Square neighborhood. Park Street Properties: Park Street runs 3 blocks through the Downtown Project Area. The first block between Ash Street and Beacon Street Extension is predominately single family homes and home offices with the properties on the north side of the street located in the C1. This section of Park Street has sidewalks and treebelts on both sides with a regular pattern of mature street trees except at the corner of Beacon Street Extension where the North Shore Bank parking lot and drive thru are located. The second block of Park Street between Beacon Street Extension and High Street includes 6 properties mostly in commercial use such as Goodnow Insurance, Endomagnetics, and Finer Image Photo Lab which are on the north side of the corridor in the C1 district. Sapphire Hair Salon and Curran s Flowers are also located on the south side of Park Street but are in the R-1. While there are limited opportunities for redevelopment in this segment, these properties should probably be included in future mixed use zoning for the Downtown Project Area. Pillsbury Avenue Properties: This narrow dead-end side street off Oak Street provide access to commercial properties fronting on Maple Street and School Street. However, most of the current uses are small cottages that endure commercial vehicle traffic on a daily basis. While properties on the street are in the C1 district there s not enough land area to justify acquisition and redevelopment of the current buildings and sending more commercial traffic though the neighborhood. It may be preferable to separate residential uses and access to Oak Street and providing alternative access for commercial properties by School Street or Maple Street. This would provide a healthier neighborhood and incentive for reinvestment in residential properties. Putnam Street Properties: The segment of Putnam Street between Elm Street and Cherry Street includes 2 properties on the east side in the C1A district. The property at 9 Putnam Street includes a single family home and a large attached contractors garage. The property at 11A Putnam Street only has 20 feet of frontage on the street which provides access to another contractor s garage and warehouse to the rear. These two properties have some potential for redevelopment. Given the surrounding residential character on Putnam Street, Page Street, and Page Street Court, these properties are best suited for residential development. School Street Properties: School Street between Maple Street and within 70feet of Oak Street is located in the C1 districts. There are 8 properties including the Town s 43-space public parking lot behind the Verizon building as well as single family and multifamily homes, general commercial buildings, and the old Vernon 21 Existing Conditions and Characteristics May 2018 l BCPD and D&F

27 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Building at 13 School Street which is currently occupied by Eagle Motors. In total there are an estimated 13 residential units in this area. Streetscape is limited on School Street with sidewalks in poor condition on both sides and few street trees until the vicinity of Oak Street. There is potential for redevelopment in this area for mixed use and residential use which could be supported by the public parking lot. Key Surrounding Properties & Area of Influence Danvers Square Neighborhood: The Downtown C1-C1A Project Area is influenced significantly by the historic Danvers Square Neighborhood. This neighborhood also serves as the primary market for downtown businesses in terms of customers as well as employees. The neighborhood is part of the 2112 Census Block Group. Hobart Street Town Parking Lot: The municipal parking lot is located on Hobart Street adjacent to the project area. The former commuter rail line was discontinued by MBTA and the former rail bed is a Rails to Trails project and now part of the Border-To-Boston Trail. The 101- space parking lot is intended to serve the public parking demands in the downtown area. The Maple Street Congregational Church has also secured use of several parking spaces in the eastern portion of the lot near Charter Street with signage reserving their use by the church between 8AM-12PM on Sundays. While the lot is not located in the project area it supports existing uses along Hobart Street, Maple Street, N. Putnam Street, Locust Street as well as the Rail Trail and the downtown area. It should be considered for inclusion in the project area. Other Landmarks and Anchors: While not in the Downtown C1-C1A Project Area, the Danvers Post Office (17 Conant Street) and Danvers Town Hall (1 Sylvan Street) are significant anchors for downtown and attract many people on a daily basis. 22 Existing Conditions and Characteristics May 2018 l BCPD and D&F

28 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 5.0 Relevant Planning Resources Assessment The Town of Danvers has undertaken several planning and zoning initiatives over the past 15 years that anticipate changes in the Downtown Area and provide a framework for future growth and development as well as civic and public realm enhancements. The following in synopsis of the most relevant resources: Danvers Downtown Improvement District Project (1980) Danvers Community & Economic Development Plan (2004) Danvers Zoning Bylaw Review and Recommendations (2006) Danvers Mixed-Use Industrial-1 Study (2009) Downtown Danvers Housing Needs Study (2010) Tapleyville Mixed Use Overlay District Zoning Bylaw (2014) Danvers Maple Street I-1 District Action Plan (2015) Downtown Danvers Parking Study (2015) Danvers Bicycle Network and Pedestrian Priority Plan (2015) Where appropriate, the findings and recommendations of these studies, plans and reports have been incorporated into the Existing Conditions, Challenges, and Opportunities Map as part of the Downtown C1- C1A Rezoning Plan. Danvers Downtown Improvement District Project (1980s) The Town of Danvers received a grant from the State in the early 1980s to install streetscape improvements in the newly established Downtown Improvement District. This is the core area where were concrete/brick walkways, street trees, planting pits and islands, monuments, and parking are located in Danvers Square. The project also included parallel parking along portions of Maple Street, Elm Street, Conant Street, High Street and Page Street. These improvements remain in place today and no significant changes have been made to downtown area streetscape since. 23 Existing Conditions and Characteristics May 2018 l BCPD and D&F

29 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Danvers Community & Economic Development Plan/Zoning Analysis ( ) The 2004 Community Development Plan identified housing and economic development trends, challenges and opportunities in the community with specific recommendations. The Plan recommended the creation of neighborhood business districts that maintain traditional design patterns, promote infill development, allow for 2-3 story mixed use, place parking to the side and rear of the building, and expand downtown s role as a central business district. This plan was followed up by the 2006 Danvers Zoning Bylaw Review & Recommendations which provided a framework for future zoning amendments. Both reports identified the Downtown area as a district and an opportunity for redevelopment and reinvestment. Specifically, the 2006 analysis recommended the re-zoning of the Maple St I-1 district to Commercial 1, and combining the C1-A and C1 districts in the downtown area into a single Central Business District zoning district. Since these reports were issued, Danvers has actively prepared and implemented zoning changes for some of its industrially zoned land to provide for reinvestment and high quality mixed-use development in downtown and waterfront neighborhoods. For example, the Town adopted new waterfront village mixeduse zoning in a former industrial area in 2009, and adopted the Tapleyville Overlay District in Danvers Mixed-Use Industrial-1 Study (2009) The objective of this study was initially to analyze impacts of rezoning industrially-zoned I-1 districts located in various locations through the Town, and to create model mixed-use overlay districts that could eventually be adopted for all of the I-1 areas in Danvers. Instead, the Town chose to create and adopt two new mixeduse districts rather than create the overlay models. Outcomes of the study included recommendations for rezoning four of Danvers I-1 areas: Waters River, Pope s Landing, Crane River, and Downtown/Maple Street areas. Creation of a new zoning type, the Waterfront Village District, for the parcels in the Waters River I-1 Study Area was a key recommendation. Additionally, the report advised that this new zoning type be adopted in both the Pope s Landing and Crane River areas. Finally, the study recommended rezoning the Downtown/Maple Street I-1 area to C-1, a modified version of the Waterfront Village zoning type or creating and adopting a Neighborhood Business Overlay District. Downtown Danvers Housing Needs Study (2010) This study found that there was community support for adding housing in the Downtown/Maple Street area. The Town fell below the 10% affordable housing threshold in 2010, and with a higher percent of downtown households earning a lower median income, there is a need identified for greater housing choices in these central neighborhoods. (Since 2010, the Affordable Housing Inventory has once again exceeded the 10% threshold). The greatest need identified by the 2010 study was for family rental units for households earning 30%-60% of Area Median Income, with greater housing choices for middle income and for very poor families. The report concluded that the downtown would benefit from adding mixed-use zoning and flexible parking requirements. 24 Existing Conditions and Characteristics May 2018 l BCPD and D&F

30 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Tapleyville District Vision Plan and Mixed Use Overlay Bylaw (2014) Planning for the future of the Tapleyville area started in 2009 with an analysis of the impacts that rezoning industrially-zoned land I-1 areas would have in various locations throughout Danvers. Ultimately, the Tapleyville Overlay District was adopted into the Danvers Zoning Bylaws in Like the Maple Street I-1 District (now the MSTND C40R Smart Growth Overlay District), Tapleyville is an older neighborhood with a mix of residential, commercial, and industrial properties near downtown where there is an opportunity for reinvestment. The purpose of the bylaw is to facilitate mixed-use development in a largely obsolete industrially-zoned district near downtown. The bylaw incorporates a series of benchmarks that are consistent with the principles and goals of the project area, including: A minimum lot size of 5,000 square feet for new projects which enables smaller projects while still allowing for larger redevelopments on consolidated lots. Maximum building height limits which are context sensitive and blend with neighboring commercial and residential districts. Frontage and yard setbacks which encourage active street frontage and blend with nearby neighborhoods. Provisions that encourages the creation of affordable multi-family housing units through the Town s existing inclusionary housing ordinance. Design guidelines that create buildings and living areas that blend well with downtown. Provisions that allow more than two residential units on the ground floor of mixed-use buildings by Special Permit from the Planning Board Ground floor requirements that ensure first floor commercial uses in cases where residential development may not be appropriate on the ground floor, and require that all commercial ground floor space in a mixed-use building have a minimum floor-to-ceiling height of eleven (11) feet to encourage larger window space and improved walkability in the district. Danvers Housing Production Plan (2014) The Town of Danvers adopted the Housing Production Plan in 2014 with a goal to not only identify the supply and demand for affordable housing in Danvers but to also provide a strategic plan to assist the Town in determining how it should best direct and leverage its resources to meet the Towns affordable housing needs. The plan includes an Affordable Housing Needs Assessment and Affordable Housing Production Plan (Plan) which was submitted the Massachusetts Department of Housing and Community Development (DHCD). The plan layouts 21 strategic actions that are guided by the Danvers Affordable Housing Trust (DAHT). One of the key actions is to adopt mixed use zoning in Downtown Danvers with objective of creating more affordable and market rate housing, and providing more diversity and housing choice in the community while bolstering the revitalization process for downtown. 25 Existing Conditions and Characteristics May 2018 l BCPD and D&F

31 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Downtown Danvers Parking Study Final Report (2015) This report documents the current conditions of downtown Danvers parking facilities based on extensive data collection and analysis conducted in the summer of Analysis identifying the existing parking facilities, how they are used today, and the Town s current parking management strategies. Inventory: There are approximately 1,700 existing parking spaces in the downtown study area, about 25% of which are on-street spaces and 75% off-street facilities. Two-hour time limits apply to most the publicly-available parking. 28% of all off-street parking is municipal public parking, of which 95% is publicly accessible. 72% of the off-street parking supply is private and restricted to specific user groups. There are eight (8) municipal parking lots within the downtown study area. Only one has restricted access, which is for the Department of Public Works. The rest are fully publicly accessible. Utilization: Overall, there is parking availability during the lunchtime peak period on weekdays and weekends, with only a few public and private lots nearly full, especially west of Maple Street between Cherry and Elm. Thursday has higher utilization than Saturday. 26 Existing Conditions and Characteristics May 2018 l BCPD and D&F

32 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project On-street parking demand is concentrated along Maple Street, School and Elm Street, where shops and major destinations to customers and visitors locate. Municipal lots are 60% to 90% full on Thursday. Parking Regulations: The report indicated that the many of the parking requirements in the Danvers Zoning Bylaw Section exceed current Institute of Transportation Engineers (ITE) parking rates (Parking Generation, 4 th Edition, 2010). Figure 14 in the report also illustrates how required on-site parking results in significant land area dedicated to impervious parking lots, typically far more than the land used for the building itself, or needed to meet actual parking demand. 27 Existing Conditions and Characteristics May 2018 l BCPD and D&F

33 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Shared Parking Demand: National trends and case studies indicate that projections using standard ITE parking rates tend to overestimate demand for downtown areas like Danvers. Mixed-use areas offer the opportunity to use one parking space for multiple property uses. This reduces the total number of spaces which would be required by the same land-uses in stand-alone developments. To demonstrate the efficiency of a park-once environment, the report includes an adapted shared parking model using inputs from the Urban Land Institute's (ULI) Shared Parking Manual (2nd Edition, 2005) and ITE's Parking Generation (4th Edition, 2010). Demand for parking varies by use throughout the day: office space creates parking demand during business hours; parking for residential housing is often most full overnight as residents take their cars during the day; and restaurant uses peak at lunch and dinner. The shared parking model aggregates parking demand by time of day across all land uses to derive an overall parking expectation within the downtown study area. Besides demand by time of day, the model is calibrated for downtown Danvers with a reduction for internal capture. Mixed-use downtowns allow for parking efficiencies through "internal capture" or "captive market" trips because of the pedestrian orientation of the district. Such trips are made by patrons who, having already parked, walk between uses without accessing their vehicle (also referred to as linked trips ). The model includes a conservative percent reduction to account for the mix of Danvers development patterns. 28 Existing Conditions and Characteristics May 2018 l BCPD and D&F

34 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Modeled Shared Parking Demand Analysis: The same property use figures were used in the modified ULI Shared Parking Model to show the number of parking spaces needed after factoring in time of day demands by property use and Danvers mixed-use environment. The estimates show that the peak demand at 2pm is only 1,219 spaces, indicating that there is adequate supply to meet demand, with a surplus of 283 spaces during the peak demand period. This assumes full use of downtown s property uses, which today only peak at 939 spaces, suggesting an even higher surplus is already available. Hypothetical Future Parking Demand Projection: To quantify the amount of development downtown Danvers could potentially absorb with existing resources, a hypothetical mixed-use development scenario was modeled. The report estimated how much new development existing parking spaces could support without building additional parking. The results indicated that the current supply can support a mixed development of 80,000 SF of office, 80,000 SF of retail and 80 residential units, while maintain a 10% reserve. Public Input: A public survey was conducted as part of the report and participants indicated a preference to park only once and walk to all their destinations when coming to Downtown Danvers. Participants also expressed a desire to have a more multi-modal downtown, with a better walking and biking environment as well as improved public transit services. Public Transportation: The report acknowledges that Danvers is well served by several MBTA bus routes. However, there is no commuter rail service within the town currently but the MBTA Commuter Rail s Newburyport/Rockport Line serves the neighboring cities of Salem and Beverly, and is about minutes away. Recommendations: Implement zoning changes to support shared parking for development in downtown. Create a cap on the maximum number of parking spaces per use and allow exemptions for changesof-use. Lease private parking for sharing, with the Town either directly leasing spaces or acting as agent between two private entities and offering maintenance services. Utilize existing supply before investing in more parking. For example, by shared loading zones, and reconfiguring public and private parking lots to yield more spaces. Establish maximum zoning limits on parking. Create a Fee in Lieu of programs to expand the public parking inventory as an alternative to additional site by site parking. Create availability from existing supply by implementing demand-based management with paid parking. Having priced parking eliminates the need for time limits and gives visitors and customers the option to stay as long as they want, which will have a positive impact on the local economy. Encouraged more off-street parking be created including more long term spaces in the municipal lot. 29 Existing Conditions and Characteristics May 2018 l BCPD and D&F

35 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Discover hidden supply through efficient use of parking. For example, stripping on-street parking spaces could yield many more spaces. Improve the design of parking lots to yield more parking spaces as well as space for landscaping and buildings. (The Hobart Street parking lot is a good example). Expand opportunities for new growth with shared parking such as in the MSTND district just north of the Downtown Project Area. Create a Parking Benefit District and use parking revenues to re-invest back into the downtown district for parking and other public realm enhancements. Improve parking and wayfinding signage. Reconfigure existing streets into Complete Streets to better accommodate all modes of transportation (transit, sidewalk, bicycle users). The downtown parking report acknowledges that there are multiple available parking lots currently existing in the internal block area which are well-positioned to allow multiple users to share the same parking areas. It is recommended that future zoning allow or even require fully-shared parking to be accommodated. By encouraging these parcels to share parking, the total parking requirement of the district can be lowered, creating a more efficient parking environment in the short-term without compromising development opportunities or impacting other nearby parking resources. As densities within the Downtown Project Area increase over the next 10 years, a shared parking district will allow for new, higher-density mixed use developments that reinforce traditional village and neighborhood patterns, improve walkability and economic opportunity, and lower construction costs which can be dedicate more beneficial improvements in the downtown area such as outdoor amenity spaces. The report also recommended the redesign of the Hobart Street public parking lot. To restrain commercial vehicle storage, a 24-hour time limit should be enforced. The Town should also work with the key nearby stakeholders to establish special reserved spaces, such as 30-minute parking from 4 to 6 p.m. Monday to Friday for Cherry Street Fish Market customers, as well as Sunday parking for the Congregational Church. The report also identifies the potential to accommodate the former Train Station on the Hobart Street lot which could create an attractive civic amenity to compliment the Danvers Rail Trail as well as downtown area residents, visitors, and customers. Danvers Maple Street I-1 Vision and District Action Plan (2015) This project was a joint effort between the Town of Danvers Planning Department, Planning Board, and the Metropolitan Area Planning Council (MAPC). The purpose of this action plan is to provide a wide range of zoning, housing and complete streets recommendations for the Maple Street I-1 Project Area that will result in a greater range of housing and commercial opportunities in downtown Danvers. Building upon the core characteristics that provide a foundation for successful mixed-use, bike and pedestrian-friendly districts, MAPC and the Town outlined the following series of recommendations to capitalize on opportunities and overcome impediments to reinvestment in the Maple Street I-1 District: 30 Existing Conditions and Characteristics May 2018 l BCPD and D&F

36 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Zoning Recommendations: Create a new Maple Street District to overlay the I-1 Zoning District using the 2014 Tapleyville Overlay District bylaw as a model. Alter parking requirements and encourage shared parking arrangements as appropriate for a walkable downtown neighborhood. Review I-1 allowed uses to see if they are still current with Town needs. Check on dimensional and use conformity within the Maple Street I-1 district. Retain flexibility on lot size, lot coverage and open space requirements in the areas zoned I-1. Housing Recommendations: Continue to pursue housing-friendly zoning policies. Conduct a market analysis for downtown area housing, commercial and mixed use. Streamline the permitting process. Allow mixed-use, multi-story buildings in the downtown area. Within the overlay, offer a greater variety of housing types. Build in accessibility and opportunities to age in place for all new housing units. Allow for larger-scale developments to increase the town s supply of subsidized affordable housing. Preserve existing affordable rental housing. Establish a Circuit Breaker policy to preserve affordable housing. Public Realm Improvements: Implement the Danvers Bicycle and Pedestrian Plan and fulfill the recommended improvements for sidewalks, crosswalks, intersection realignment and bicycle infrastructure within the Maple Street study area. Add widened sidewalks, pedestrian scale lighting, additional bicycle parking and street trees within the study area and downtown. Danvers Bicycle Network Plan (2015) MAPC assisted the Town of Danvers in advancing bicycle network and pedestrian prioritization planning with a focus on short-term and low-cost solutions. The plan builds on the growing momentum of bicycling and walking in the community, including the popularity of the Danvers Rail Trail (part of the Borders-To-Boston Trail and East Coast Greenway), recent rezoning efforts to allow for more traditional, walkable neighborhoods, and the recent creation of the Danvers Bike/Ped Committee. This plan encourages more people in Danvers to walk and bike every day for transportation, as well as for fun and fitness. The primary goals of the plan are to: Develop a culture where residents, students, and commuters choose to walk and bike to schools, retail areas, and other points of interest and are able to do so safely and conveniently. 31 Existing Conditions and Characteristics May 2018 l BCPD and D&F

37 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Develop a bicycle and pedestrian network plan connecting these town-wide destinations and surrounding communities. Begin to institutionalize the implementation of pedestrian and bicycle accommodation at the local level as part of all roadway projects. Reinforce an emerging culture of walking and bicycling with initiatives to support the infrastructure improvements. The plan includes recommendations for on-road facilities such as bicycle lanes and shared lane markings along with detailed recommendations for allocating the roadway space for various users. Working with the Town, MAPC has also provided longer-term recommendations for existing conflict points and potential offroad facilities. Finally, the report identifies and prioritizes gaps in the sidewalk network. Specific to the Downtown Area, the plan recommends striping shared lane markings ( sharrows ) on Maple Street and Hobart Street. It also recommends improving the safety of the Rail Trail crossing at Maple Street. Currently, most Trail users cross Maple Street, a busy thoroughfare, without using the nearby crosswalks. The Plan provides three options: Install signs to guide trail users to use the intersection crosswalk Relocate the midblock crosswalk closer to the trail Install a direct crosswalk and a pedestrian crossing traffic signal synchronized with the nearby intersection traffic signal. In the near term the plan recommended installing signs and monitoring conditions. Maple Street Traditional Neighborhood Development Chater 40R Smart Growth Overlay District (2017) Over the last several years, the Danvers Planning Board and Planning Department has been progressively reviewing outdated Industrial-1 zoning districts to allow for more appropriate neighborhood scale uses with specific building, streetscape and open space design standards. Danvers residents have frequently voiced their interest is having the choice to remain in the community and living in smaller homes located within walking distance of the downtown s shops and services, including the Danvers rail trail. Through an extensive and inclusive year-long visioning and planning process, the Planning Board and consultant listened to the residents and drafted the MSTND 40R Overlay District to provide this opportunity for older residents looking to downsize and younger or single person residents looking for smaller living units in close proximity to local services and amenities. At the December 2017 Special Town Meeting the proposed MSTND zoning was adopted with a near unanimous vote. A general outline of this new bylaw is provided below: 32 Existing Conditions and Characteristics May 2018 l BCPD and D&F

38 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Location: The MSTND is approximately 16.8 acres with frontage on Maple Street, Hobart Street, Locust Street, North Putnam Street, Maple Avenue, Putnam Court, Butler Avenue, Oak Street and Charter Street. The MSTND overlay includes the Industrial I-1 (I-1), and limited portions of abutting Commercial-1 (C-1), Commercial 1A (C-1A), and Residential-1 (R-1) zoning districts. A list of parcels included in the Overlay District is attached to this summary. Purpose: To promote opportunities for living units and small to medium size local businesses to be integrated into a traditional neighborhood development pattern characterized by: Moderate Density Horizontal and vertical mixed use in close proximity to the downtown core Alternative transportation modes to the private automobile Public services and recreation amenities A transitional area from surrounding residential neighborhoods Intent and Benefits: Provide for a full range of housing choices for households of all incomes, ages and sizes in order to meet the goal of preserving municipal character and diversity. Promote low impact, sustainable development that is pedestrian friendly. Provide development standards to allow context-sensitive design and creative site planning. Ensure predictable, fair and cost-effective development review and permitting procedures. Generate positive tax revenue while providing the opportunity for new business growth and additional local jobs. Enable the Town to receive Zoning Incentive Payments and/or Density Bonus Payments under the Chapter 40R Smart Growth District Program and additional Chapter 70 aid in accordance with Chapter 40S as a result of the development of housing in the MSTND. Maximum Development and Timeline for Build-Out: The maximum number of residential units that could result from the new zoning is 210 units distributed among three subdistricts which cover nearly 17 acres of land. It is likely to take many years to achieve anything close to full build-out in this district. According to the consulting project team, the likely timeline for build-out could be in the range of 30 to 50 years. Typical additions to the local housing stock in Danvers are in the range of units annually. 33 Existing Conditions and Characteristics May 2018 l BCPD and D&F

39 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Minimum Residential Densities (as-of-right): As required under the Chapter 40R Program, the minimum densities are determined by residential building types: 20 DU/Acre Multi-unit/ Apartment Buildings 12 DU/Acre 2 and 3 Unit Homes 8 DU/ Acre Single Family Homes Affordability Requirements: A key component of the MSTND is the 20% affordability provision. For all projects in the MSTND overlay district, 20% of housing units constructed must be Affordable Housing. The State requires all communities to provide at least 10% of its total housing stock as affordable to households making 80% of the Boston Metropolitan Area median income (AMI) or the Town is subject to Comprehensive Permits for affordable housing developments under Chapter 40B which exempt developers from local zoning requirements. Currently, Danvers is slightly over this 10% threshold but after the 2020 Census it is likely that we will fall below this 10% requirement. Once Danvers falls below this minimum, developers can act to build new housing projects under 40B s provisions. Under the 2017 AMI standards, households with the following income limited (80% of the median) would qualify for affordable units: 34 Existing Conditions and Characteristics May 2018 l BCPD and D&F

40 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 2017 CHAPTER 40R INCOME LIMITS (80%) & DEFAULT RENT LIMITS Form-Based Zoning: The new MSTND Bylaw is a form-based code meaning that it integrates place-based development regulations with design standards. Unlike, conventional zoning, FBC is more predictable with specific uses, development patterns, and buildings matching the desired and intended characteristics of the district. The MSTND bylaw includes building type and placement standards, active outdoor amenity standards, flexible parking requirements (including shared and satellite parking), sustainable/low impact design standards, pedestrian oriented sign and display standards (including wall, window, projecting, awning signage), and Public Realm standards for streetscapes and outdoor seating. Several provisions of the MSTND Zoning Bylaw and Design Standards have applicability to the Downtown C1-C1A Project Area. As part of the rezoning process, consideration of the application of these standards will be considered. Downtown Area Traffic Management Plan (2017) Overview: The Town, with Town Traffic Consultant, BETA, has prepared a traffic analysis and management plan which identifies current traffic conditions, projected growth impacts and potential traffic improvements for the downtown area. This study focused on major intersections in the Downtown and the impacts of background traffic growth in 2027 and The plan also defines changing transportation trends and focuses on opportunities for alternative uses such as bike lanes, car sharing programs, MBTA bus service improvements and extension of the Danvers Rail Trail. Similarly, as the Downtown Area becomes more of a mixed use district and walkability improves, there will be better opportunities for residents to live, work and shop without the need for an automobile will reduce parking needs. Examples of structural and engineered improvements can be seen in the table below. 35 Existing Conditions and Characteristics May 2018 l BCPD and D&F

41 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project The MSTND Overlay District bylaw includes site planning and development standards specific to parking. These standards include requirements relating to: access, screening, capacity, setbacks, circulation and the number of spaces in relation to varying commercial or residential uses. Alternative parking types, programs and structures are also encouraged within the MSTND Overlay District. These alternatives include: Shared Parking and Mixed-Use Car-Sharing Programs Stacked and Valet Parking Tandem Parking Street Side Parking on privately owned lots Alternative Fuel Vehicle parking Danvers Wayfinding Plan (2018) The Town of Danvers is working with the Mass. Downtown Initiative program to create a new wayfinding system to include coherent and clear navigational tools that will aid visitors in finding places in the community such as historic sites, recreational facilities, natural features, cultural and civic attractions, parking lots, business districts, and other amenities. The new wayfinding elements may include directional signage and gateway treatments, directional signage, and informational kiosks. An integral part of the wayfinding system will be a new town logo and tag line that reflects the history, culture, and community of Danvers. All system elements will include consistency of materials, typefaces, size, color, height, location, and organization around central topics which is important in managing peoples expectations and effectively helping them to orient themselves to the built environment. 36 Existing Conditions and Characteristics May 2018 l BCPD and D&F

42 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project 6.0 Current Zoning Evaluation Downtown Zoning Districts The Downtown Project Area includes the Commerical-1 (C1), Commercial 1-A (C1A), and Residential-1 (R1) zoning districts. The C-1 district covers most of the frontage parcels along the primary downtown corridors from the Danvers Rail Trail to the north, Gould Street to the south, Essex Street to the west, and Franklin Street to the east. The Commercial 1-A (C1A) covers most the frontage lots along Page Street and Charter Street, and the south side of Hobart Street from Charter Street to condominiums at 30 Hobart Street. BASE ZONING DISTRICTS IN THE DOWNTOWN PROJECT AREA 37 Existing Conditions and Characteristics May 2018 l BCPD and D&F

43 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project The Downtown Project Area is surrounded by the historic Danvers Square Neighborhood. Most of these residential streets and blocks are in the Residential-1 (R1) zoning district and include predominately one and two-family homes. Just north of the Downtown Project Area, the new Maple Street Traditional Neighborhood Development (MSTND) is a Chapter 40R overlay district that encompasses the Industial-1 (I-1) zone and small portions of the Commerical-1 (C-1), Commerical-1A (C-1A) and Residential-1 (R-1) zoning districts in the vicinity of Maple Street, Hobart Street, Locust Street, and N. Putnam Street. The current land and building use within these underlying zones varies but is predominantly older multi-family buildings, industrial and commercial buildings. There are also a small number of single family homes and residential buildings that have been converted to office use. The Danvers Rail Trail generally separates the Downtown Project Area from the MSTND overlay district to the north and connects the Danvers Square neighborhood to local schools and parks, Downtown as well as the neighboring towns of Peabody, Wenham, and Topsfield. The Rail Trail has improved access for local and nearby visitors and is the most used recreational facility in Town. Allowed Uses The C1 and C1A zones are similar in that they allow commercial uses such as restaurants, retail sales, medical and professional offices, and varying industrial uses. Residential uses are not permitted in the Commerical-1 zone but multi-family upper floor dwellings (up to four units) are allowed in the Commercial 1-A zone. In addition to residential uses, the R1 zone allows neighborhood stores, home occupations, and nursing homes by-right or by special permit. The new MSTND zoning overlay district covers the I-1 base district in the Maple, Hobart, Locust, N. Putnam Street area just north of downtown. This new Smart Growth Chapter 40R district allows for residential and mixed use at higher densities coupled with flexible parking, active open spaces, and design standards to ensure high quality pedestrian oriented and neighborhood scale development. Section 6 of the Danvers Zoning Bylaw provides use regulations. The table below illustrates allowed uses for the Downtown Project Area zoning districts. 38 Existing Conditions and Characteristics May 2018 l BCPD and D&F

44 TABLE OF USE FOR DOWNTOWN AREA ZONING DISTRICTS WITH COMMENTARY 1 RES COMM IND SPECIAL MSTND-SGOD (C40R) RESIDENTIAL USES COMMENTS R-I C-I C-IA I-I TAP/WVD (BOTH) SUBD 1 SUBD 2 SUBD 3 Residential Building Types MSTND is a Form-Based Code featuring Specific Building Types with Design Stds A. Workers' Cottage/Cottage Court P P P Small detached SF homes providing a greater housing choice; Appropriate in R-1 B. S.F. Attached - Rowhouse/Townhouse P P P Horizontally Attached SF Dwelling Units; Appropriate on side sreets in the DPA C. Paired House (2 and 3 DUs) P P P Small Multi-Family Dwellings; Appropriate on side streets in DPA D. Multi-Family Building (4 or More DUs) P P P Apartment and Condo Buildings; Appropriate on side streets in DPA 1 & 2 Family Dwelling - Single Family P X X X P Not Approprate in Downtown Project Area (DPA) Dwelling - Two Family P X X X P Not Approprate in Downtown Project Area (DPA) Cluster Development SP (PB) X X X X Cooperative Housing Development Cottage Court Appropriate in side streets in the Downtown Project Area Appropriate in side streets in the Downtown Project Area Ground Floor Res Uses > 2 DU in Mixed-Use Building SP (PB) Appropriate in side streets in the DPA By Right with Design Stds Any Residential or Mixed Use Structure Contraining > 4 Units SP (PB) Appropriate in side streets in the DPA By Right up to 8 DU with Design Stds Lodging/ boarding / rooming / Tourist House no more than 2 rooms / 3 or fewer lodgers P X X X P more than 3 lodgers SP (ZBA) X X X SP (PB) Multi-Family SP (PB) Appropriate by SP on side street in DPA Dwelling - Multi-Family upper floors) X X P/SP (PB) 1 X P (UP TO 4 UNITS) - SP (PB)(5 OR MORE UNITS) Should be allowed by right in C1 and C1A to 8 units/acre and above GF on main streets Dwelling - Conversion SP (ZBA) X X X X Conversion to older DUs to Office or Mixed Use should be allowed by SP Mobile Home Park X X X X X Not Appropriate in DPA Mobile Home X X X X X Not Appropriate in DPA Specialized Elderly Residence & Care Appropriate by SP on side street in DPA; Elderly access to services, trans, food necessary Senior Residence and Care Facility X X X X Assisted Living Facility X X X X X Nursing Home (rest home) Non-profit SP(ZBA) X X X X for-profit SP(ZBA) X X X X Congregate Living Facility Dependent X X X X X In-dependent X X X X X Senior housing for low / moderate income X X X X X Accessory Uses P P P P P Depends what types of accessory uses Agriculture / Farming X X X X X Community Garden Plots are appropriate in the DPA garage - 3 or fewer vehicles P P P P P Design standards needed in ensure garages don t face street in key areas garage - more than 3 vehicles X X X X X Green House - under 250 sq. ft. P P P P P Appropriate in the DPA on side streets Green House - over 250 sq. ft. but less than 1,000 sq. ft X X X X X Home Occupation - Minor P P P P P Appropriate throughout the DPA Home Occupation - Major SP (ZBA) SP(ZBA) SP(ZBA) SP(ZBA) SP(ZBA) Appropriate throughout the DPA Stable X X X X X Not Appropriate in DPA RES COMM IND SPECIAL MSTND-SGOD (C40R) COMMERCIAL USES COMMENTS R-I C-I C-IA I-I TAP/WVD (BOTH) SUBD 1 SUBD 2 SUBD 3 Commercial Building Types MSTND is a Form-Based Code featuring Specific Building Types with Design Stds E. Live-Work/Shop House P P P Appropriate throughout the DPA; personal services/retail on main streets F. General Commercial Building P P P Appropriate throughout the DPA G. Mixed-Use Building P P P Appropriate throughout the DPA with size ground floor limitations in specific areas H. Flex Space/Fabrication Building P P Appropriate throughout the DPA in ground floor limitations on main streets I. Gas Backwards SP (PB) Only by Special Permits on existing filling station sites Uses Co-Work Office/Business Incubator P P P Appropriate throughout the DPA Filling Station/Convenience Store SP (PB) Only by Special Permits on existing filling station sites and under Gas Backwards Stds Lodging/Boarding/Rooming/Tourist House (All Types) SP (PB) SP (PB) SP (PB) Appropriate in specific areas (See above) Microbrewery and Brewpub - Under 10,000 GFA P P P Appropriate throughout the DPA Neighborhood Store - Up to 5,000 GFA P P P Appropriate throughout the DPA Neighborhood Store - Over 5,000 GFA P SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA Office (All Types) - Up to 5,000 GFA P (UP TO 2500 SF SP ( SF) PB P P P Appropriate throughout the DPA with ground floor limitation on certain streets Office (All Types) - Over 5,000 GFA SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA with ground floor limitation on certain streets Personal Retail Service - Up to 2,500 GFA P P P Appropriate throughout the DPA Personal Retail Service - Over 2,500 GFA SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA with upper threshold Restaurant and Pub Up to 5,000 GFA P P P Appropriate throughout the DPA

45 Restaurant and Pub - Over 5,000 GFA SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA with upper threshold Retail Sales With/Without Outdoor Sales/Display <= 5,000 GFA P P P Appropriate throughout the DPA with design stds for outdoor display Retail Sales With/Without Outdoor Sales/Display > 5,000 GFA SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA with upper limit/design stds for outdoor display Take Out Restaurant - Up to 2,500 GFA P P P Appropriate throughout the DPA Co-Creation, Fabrication, Maker Space, Business Incubator P P P Appropriate on side streets in the DPA Trade Shop P P P Appropriate on side streets in the DPA Adult Uses (See Section 30) X X X X X Not Appropriate in DPA Athletic and Physical Training Facilities X P P P P Appropriate throughout the DPA with upper threshold and GFL on main streets Convenience Store X P P P P(UP TO 2500 SF) Appropriate throughout the DPA with upper threshold DRIVE-THRUS (not including restaurants) X P P SP (PB) SP (PB) Appropriate on side streets in DPA with upper threshold and design stds Funeral Home SP (PB) X X X X Appropriate on side streets in DPA with upper threshold and design stds Hotel / Motel X X X P X Appropriate throughout the DPA Kennel X P P P X Appropriate on side streets in DPA by SP with upper limit and performance stds Pet Day Care SP(PB) SP(PB) SP(PB) SP (PB) Appropriate on side streets in DPA by SP with upper limit and performance stds Motor Vehcile Sales (Car Dealerships) Not Appropriate in DPA outdoor X X X P X Indoor X X X P X Motor Vehicle Service / repair/ Filling Station X P P P X Only by Special Permits on existing sites and under Gas Backwards Stds Motor Vehicle Car Wash X P P P X Not Appropriate in DPA Neighborhood Store SP (ZBA) P P X X Appropriate throughout the DPA with upper limit Office X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with GFL on main streets Office, Medical X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with GFL on main streets Office, Professional X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with GFL on main streets Office (all)- under 30,000 sq. ft. X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with GFL on main streets Offic (all) - over 30,000 sq. ft. X P P P X Appropriate throughout DPA by SP with performance stds and GFL on main streets Personal Retail Service Establishment X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with upper limit Recreation / Entertainment / sports facility- Indoor X X X X X Appropriate throughout the DPA with upper limit and GFL on main streets Repair Service Establishment X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with upper limit Restaurant X P P P P (UP TO 2500 SF SP > 2500 SF SP( SF) PB Appropriate throughout the DPA with upper limit Restaurant - Drive-through X P P P SP (PB) Not Appropriate in DPA Restaurant - Fast Food X P P P SP (PB) Only by SP with upper limits and design standards Restaurant - Take-Out X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA Retail Sales Appropriate throughout the DPA with upper limit Retail Sales - under 15,000 sq. ft. X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA Retail Sales (over 15,000 square feet) X P P P X Appropriate in the core area of the DPA Retail sales - no outdoor sales/ display X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with upper limit Retail Sales -with outdoor sales / display X P P P P (UP TO 2500 SF SP ( SF) PB Appropriate throughout the DPA with upper limit/design stds for outdoor display Screen Cinema X X X X X Appropriate throughout the DPA with upper limit and performance standards Warehouse/Self-storage X X X P X Not Appropriate in DPA Shopping Center X X X P X Not Appropriate in DPA Wholesale Trade X P P P X Appropriate on side streets in the DPA with upper limit and performance standards Accessory Uses X P P P X Depends on the acccessory uses INDUSTRIAL USES RES COMM IND SPECIAL MSTND-SGOD (C40R) R-I C-I C-IA I-I TAP/WVD (BOTH) SUBD 1 SUBD 2 SUBD 3 Assembly/Processing Facility indoor X P P P X Appropriate by SP on side streets in DPA with upper limit and performance standards outdoor X P P P X Appropriate by SP on side streets in DPA with upper limit and performance standards Assembly/Processing Facility - under 30,000 sq. ft. X P P P X Appropriate by SP on side streets in DPA with upper limit and performance standards Assembley/Processing Facility - over 30,000 sq. ft. X P P P X Appropriate by SP on side streets in DPA with upper limit and performance standards Light Manufacturing - under 30,000 sq. ft. X X X P X Appropriate by SP on side streets in DPA with upper limit and performance standards Light Manufacturing - over 30,000 sq. ft. X X X P X Not Appropriate in DPA Research & Development X X X P X Appropriate by SP on side streets in DPA with upper limit and performance standards Trade Shop X X X SP(PB) X Appropriate by SP on side streets in DPA with upper limit and performance standards Warehouse under 30,000 sq. ft. X X X P X Not Appropriate in DPA over 30,000 sq. ft. X X X P X Not Appropriate in DPA Industrial Accessory Use X P P P X Appropriate by SP on side streets in DPA with upper limit and performance standards INSTITUTIONAL USES RES COMM IND SPECIAL MSTND-SGOD (C40R) COMMENTS R-I C-I C-IA I-I TAP/WVD (BOTH) SUBD 1 SUBD 2 SUBD 3 Civic Building Types MSTND is a Form-Based Code featuring Specific Building Types with Design Stds J. Civic Buildings SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA Civic Uses Community and Neighborhood Center P P P Appropriate throughout the DPA Municipal Use - Only Publicly-Oriented Use P P P Appropriate throughout the DPA COMMENTS

46 Performing/Cultural Arts Facility SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA Club / Fraternal Organization- Nonprofit SP (ZBA) SP (ZBA) X SP(ZBA) SP(ZBA) SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA wuth upper limit and performance standards Day Care center - not exempt SP (ZBA) X P X X P P P Appropriate throughout the DPA with GFL on main streets and performance stds Educational Facility - Private - not exempt SP/ZBA X X X X Appropriate throughout the DPA with GFL on main streets and performance stds Hospital X X X X X Health Care Facility / Medical Clinic X X X X X Appropriate throughout the DPA with GFL on main streets and performance stds Municipal Use P P P P P Publicly-oriented Museum Appropriate throughout the DPA Passenger Transportation Terminal SP(ZBA) X X X SP UP TO 500 SF (PB) Appropriate in specific areas of DPA by SP with design stds and performance stds Performing / Cultural / Arts Facility X P P P SP (PB)/SP UP TO 5000 SF (PB) Appropriate in the DPA with design stds and performance stds School P P P Appropriate in the DPA with GFL onmain streets, upper limits, and performance stds instructional SP (ZBA) P P P SP (PB)/SP UP TO 5000 SF (PB) Institutional Accessory Uses X P P P SP UP TO 2500 SF (PB) Depends on accessory use LAND ORIENTED USES RES COMM IND SPECIAL SGOD R-I C-I C-IA I-I TAP/WVD (BOTH) MSTND PERF. STD Accessory Uses Accessory Dwelling Unit P P P Appropriate throughout the DPA Farm Stand/Farmers Market SP (PB) SP (PB) SP (PB) Appropriate throughout the DPA Greenhouse - Under 400 GFA P P P Appropriate throughout the DPA Home Occupation - Minor and Major P P P Appropriate throughout the DPA Aninal Hospital / Veterinary Clinic X P P P SP (PB) Appropriate throughout the DPA with upper limit and performance standards Animal husbandry Not Appropriate in DPA by-right X X X X X special permit X X X X X Cemetery (not exempt) X X X X X Not Appropriate in DPA Conservation - land P P P P P Appropriate throughout the DPA Contractor's Yard X X X SP(PB) X Not Appropriate in DPA Farm Stand X P P P SP(PB) Appropriate throughout the DPA Fuel Storage X X X SP(PB) X Not Appropriate in DPA Garden / Landscape / Nursery Supply X X X SP(PB) X Appropriate throughout the DPA with upper limit and performance standards Marina X X X SP (ZBA) SP(PB) Not Appropriate in DPA Boat Yard X X X SP (ZBA) SP(PB) Not Appropriate in DPA Parking Lot (accessory) Appropriate throughout the DPA with design and performance standards at grade X P P P P structured X P P X SP(PB) Allow for underground structured parking Private Landing Areas (airplanes) X X X X X Not Appropriate in DPA Recreation / Entertainment / Sports Facility - outdoors X X X X X Appropriate throughout the DPA with upper limit and performance standards Salvage / Junk / wrecking yard X X X X X Not Appropriate in DPA Solid Waste Facility X X X X X Not Appropriate in DPA Utilities - Public SP (ZBA) P P X X Not Appropriate in DPA Wireless Communications Facility X X X X X roof Mounted X X X X X Appropriate throughout the DPA with design and performance standards ground mounted X X X X X Not Appropriate in DPA Land Oriented Accessory Uses X P P P P/X Depends on accessory use SPECIAL SITUATIONS R-I C-I C-IA I-I TAP/WVD (BOTH) MSTND PERF. STD Other Building Types SP (PB) SP (PB) SP (PB) MSTND is a Form-Based Code featuring Specific Building Types with Design Stds Access / Egress across District Boundaries SP (PB) SP (PB) SP (PB) SP (PB) SP(PB) Appropriate throughout the DPA Common / Shared Driveways SP (PB) P P P P P P P Appropriate throughout the DPA Exempt Uses per M.G.L. Chapter 40A. Section 3 P P P P P Appropriate throughout the DPA Outdoor Storage P P P P P/X Not Appropriate in DPA Storage Container temporary P P P P P Appropriate throughout the DPA with upper limit and performance standards long term P SP (PB) SP (PB) SP (PB) SP (PB)/X Not Appropriate in DPA 1. Danvers Zoning Bylaw, Table 1 approved by Town Meeting on February 3, 2014; December 4, 2017 P = Permitted by right SP (PB) = Permitted by Special Permit from the Planning Board SP (ZBA) = Permitted by Special Permit from the Zoning Board of Adjustments X = Not Permitted RES COMM IND SPECIAL SGOD COMMENTS COMMENTS

47 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Some the key issues and observations regarding the Danvers Zoning Bylaw Table of Use pertaining to the Downtown Project Area are as follows: There are no provisions for attached single family dwelling units such as rowhouses, townhouses, and condominiums or other forms of separate but horizontally attached housing units. These types of dwellings are common in mixed use districts and would broaden the type of housing stock in Downtown Danvers. There are no provisions for alternative housing types such as co-housing, cottage courts, or live/work units which would also compliment the downtown core and provide more housing choice. Limiting the number of dwelling units to 4 on upper floors in a mixed use building may be a significant deterrent to future development and property reinvestment. The criteria should be density/acre and/or size of the unit to ensure the production of smaller units and a density consistent with market potential. Seniors have less access to personal transportation and rely more heavily on convenience to local shops, services, and community facilities. Elderly care and living should be allowed and encouraged in the downtown area. Outdoor dining, green roofs and rooftop gardens, and community gardens should be allowed, encouraged, and added to permitted accessory uses. A size limitation on restaurant, and retail establishments in the WVD, TVOD, and MSTND should be considered for the Downtown Project Area. For example, a small grocery store would be about 30,000 SF. Small venue cinema, theater, music halls and other entrainment venues should be permitted in the Downtown Project Area. Small scale fabrication, R&D, trade shops, maker spaces, art studios, business incubators, and other creative enterprises and entrepreneurial facilities should be permitted in the Downtown Project Area. Land Oriented Uses are not appropriate for the Downtown Project Area except for farm stands and structured parking (above and below ground). Dimensional Standards Section 6 of the Danvers Zoning Bylaw provides dimensional standards for land and buildings. The table below illustrates the different dimensional requirements for the Downtown Project Area as well as other adjacent or relevant residential and mixed-use zoning districts. 40 Existing Conditions and Characteristics May 2018 l BCPD and D&F

48 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project District DOWNTOWN AREA ZONING DISTRICT DIMENSIONAL STANDARDS Use Lots Setbacks Bulk Coverage Min. Lot Size Frontage Front Side Rear Parking Height Stories Max. Lot Coverage C1 - Downtown Core All Uses NA NA 10 (4) 0/5 (5) 0/5 (6) NA 45 3 NA NA NA NA C1A - Downtown Secondary Streets All Uses NA NA 10 (6) 5 (6) 5 (6) 10 (7) 10 (7) NA 35 3 NA NA NA NA 50% I-1 - Maple/Hobart Street Area All Uses NA NA 55 4 Bldg. Coverage NA NA NA I-1 - MSTND 40R Overlay District All Uses Based in Individual Building Type NA Based in Individual Building Type I-1 - Tapleyville Overlay District 10 5 (6) 5 (6) All Uses (10) 25 (7) 25 (7) R-1 - Danvers Sq. Neighborhood NA 45 NA 70% NA 14/Acre 10 (9) Single Family 10, (1) (2) 8 8 NA 30 NA NA NA 1/10,000 NA Two Family 15, (1) (2) 8 8 NA 30 NA NA NA 1/15,000 NA Multi-Family (11) 30, (12) 30 NA NA 1,000/DU 1/7, Dwelling - Conversion 5, NA 8 NA 10 (3) NA NA NA 1/2,500 8 Notes: 1. Eaves, steps, and porches may be less 2. No structure required to be setback more than average of setbacks of existing structures on the street. 3. Side and rear setbacks for aceessory structures not exceeding 120 SF, otherwise principal setbacks apply. 4. Not required to be setback more than the average setback of two abutting and next adjacent los on either side of subject lot feet only where lot shares a common boundary or property line with a residentially zoned lot, otherwise zero feet from another commercially-zoned property. 7. Setback from a residentially zoned property. 8. Height within 10 feet of a residential structure 9. Seperation between building on the same lot. 10. Or the average of the setbacks on same side of the street within 200 feet of the lot, whichever, is less. 11. Multi-Family Dwellings require landscape buffer street of 3 FT around foundation and 10 FT on lot line. 12. From Residential Structure. Open Space Res. Density Bldg Spacing The C1 District covers the core area of downtown and dimensional standards are flexible. However, the minimum 10-foot front setback should be refined to reflect a more specific range and purpose. For examples, new buildings fronting on Maple Street, High Street, Elm Street, and Conant Street should have a Build-To-Zone of the 0 to 20 feet. A zero setback would place the front façade at the public sidewalk (street ROW). If the building is setback up to 20 feet, it should be done with a specific purpose that enhances the pedestrian environment such as a display area, outdoor seating or a pocket park. The R-1 dimensional requirements for minimum lot size and front setbacks provide little opportunity for new dwelling unit production in the Danvers Square Neighborhoods. There are several large old single-family homes in the district that have good potential for reconfiguration which would add additional dwelling units but the low-density allowances limit this opportunity. Instead, the focus is on office retrofit which have a more limited demand. Subdivision of large homes and additions should be coupled with design standards to encourage reinvestment in these properties for small scale mixed use and housing production. Parking and Access Requirements Under Section of the Zoning Bylaws, Danvers parking requirements are measured on a per residential unit basis or on a gross square footage basis for retail and office development. The table below was prepared by Nelson-Nygaard as part of the 2015 Downtown Parking Study and identifies selected parking 41 Existing Conditions and Characteristics May 2018 l BCPD and D&F

49 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project requirements for uses that exist or are likely to be included in the Downtown Project Area in the future in comparison to ITE peak demand rates. DANVERS PARKING REQUIREMENTS VS ITE PEAK DEMAND RATES Principal Use Danvers Regulation ITE Peak Parking Demand Rates Danvers vs. ITE Residential Institutional Multi-Family residential Assisted Living Nursing Home Elementary School Middle School High School Day Care Church General Office 1 or 2- bedroom unit 2 per Dwelling Unit 1.38 per Dwelling Unit Above More than 2 bedrooms 3 per Dwelling Unit 1.38 per Dwelling Unit Above 0.2 per unit + 1 per employee on largest shift 0.41 per Dwelling Unit per unit + 1 per employee on largest shift 0.35 per Bed per student + 1 space per faculty 0.17 per student Above 0.2 per student + 1 space per faculty 0.09 per student Above 0.33 per student +1 space per faculty 0.23 per student Above 0.1 per student + 1 per employee on largest shift 0.24 per student/ 1.38 per employee Below 0.25 per seat 0.01 per seat Above 4 per 1000 sq ft 2.84 per 1000 sq ft Above Restaurant 0.33 per seat + 1 per employee on largest shift + 1 per 100 sqf function area 0.47 per seat -- Commercial/ Retail Shopping Center Convenience Market 0.33 per seat + 1 per employee on largest shift 0.52 per seat -- 4 per 1000 sq ft 2.55 per 1000 sq ft Above 5 per 1000 sq ft 5.5 per sq ft Below Motor Vehicle Sales 4 per 1000 sq ft + 1 per employee on largest shift 1.78 per 1000 sq ft Above Recreation Hotel/Motel Athletic and Physical Training Facilities Screen Cinema / Theater 1 per room + 1 per employee on largest shift 0.71~0.89 per room Above 2 per 1000 sq ft 3.55 per 1000 sq ft Below 0.25 per seat 0.26 per seat Same Industrial Medical Manufacturing/Light Warehouse / Distribution Hospital Animal Hospital / Kennel / Veterinary Clinic 1 per employee on largest shift, but > 3 per 1000 sq ft 0.67 per employee + 1 per 1000 sq ft per 1000 sq ft for the 2nd 20,000 sq ft + 1 per 4000 sq ft for areas in excess of 40,000 sq ft per employee/ 0.5 per 1,000 sq ft Above 2 per bed 4.49 per bed Below Downtown Danvers Downtown Parking Study Final Report, October 2015, Nelson-Nygaard 0.75~1.02 per 1000 sq ft/ 0.64~0.97 per employee 4 per 1000 sq ft 1.6 per 1000 sq ft Above -- This table illustrates the critical issue of requiring excessive parking in pedestrian-oriented districts which are targeted for revitalization and reinvestment. Over a broad range of uses, the Town s on-site parking requirements are higher than national data on peak parking demands assembled by the Institute of Traffic Engineers (ITE) in Parking Generation, 4 th Edition, Additionally, while the ITE rates are widely 42 Existing Conditions and Characteristics May 2018 l BCPD and D&F

50 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project considered an industry standard, the peak parking demand rates found in the manual are primarily derived from studies conducted in auto-dependent suburban settings. When applied as minimum requirements in a higher density, mixed use setting such as Downtown Danvers or the Danvers Square neighborhood - these requirements tend to be excessive because people who live, work, shop and play in these districts tend to use public parking and other shared parking facilities. They also tend to use alternative forms of transportation to the automobile such as walking, biking or public buses, Uber, taxis, and car sharing services. The impact of these higher parking requirements when applied to site planning tend to reproduce an autodependent development that is incongruous with traditional downtown and neighborhood districts and significantly diminishes the pedestrian environment. Flexible parking requirements are critical to the success of any downtown, traditional neighborhood development or other mixed use district where walkability is featured and public parking and transportation is available. In Downtown Danvers, there are five (5) public parking lots and on-street public parking located throughout the area. Reducing parking requirements using a toolbox of options to offset on-site parking where appropriate will be a critical element of future mixed use zoning. Some key observations of the current parking regulations follow: The residential parking requirement of 2 spaces/du and 3 where there are more than 2 bedrooms is a suburban requirement and higher than ITE standards particularly in mixed-use districts where parking is typically shared. The office (1/250) and retail (1/200) requirements are typical suburban parking standards but are significantly high for downtowns and mixed use districts. We have found that a parking ratio of 1 space/400 SF of commercial use is adequate in small traditional downtown areas given the availability of public parking, the use of shared parking, and park once opportunities. The bylaw does allow for a 25% reduction of the parking requirements under site plan review if the space is kept in reserve and the spaces provided prove adequate through an annual inspection by the Planning Board. However, the reserve area must remain open and no provisions are allowed in the regulations for other permanent off-sets such as for shared parking, satellite parking, or availability of public parking. Parallel parking spaces must be 8 x 22 and angled spaces must be 9x18. There are no provisions for compact cars, shared car services, electric vehicles, bicycle parking, reverse angle parking or other more current parking best practices. There are no specific requirements for pedestrian walkways between parking lots and the building or public sidewalks. There are no specific provisions for low impact design (LID) and other sustainable practices such as pervious pavements, bioretention or other techniques to manage the quality and quality of stormwater on site. There are no provisions for connecting adjacent parking lots or for shared access. 43 Existing Conditions and Characteristics May 2018 l BCPD and D&F

51 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project The minimum 2-way driveway width requirement is 24 feet which is excessive. There are no provisions controlling the number or placement of curbcuts, nor are there provisions for shared access or internal access. Wide and numerous curb cuts break up the sidewalk and diminish walkability and pedestrian safety. There are no provisions or design standards for above and below ground structured parking. Requiring excessive on-site parking can be a significant deterrent to redevelopment because it reduces the density that can be achieved on site which may be necessary to make a project financially feasible. It can also diminish the quality of development and the pedestrian environment. Finally, land dedicated to unneeded parking rather than building is a missed opportunity to expand business development, broaden the housing stock, and increase the tax base. Site Landscaping Section of the Zoning Bylaws includes general suburban provisions for a mix of landscape materials including shade trees on site, protecting mature trees and screening dumpsters. Specific requirements include the following: Parking must be screened from adjacent streets and properties. Parking lots with 40 spaces or more must allocated 15% of space to internal landscaping. One 3 caliper tree is required per 10 parking spaces. Minimum 5-foot landscape buffers are required on the side and rear perimeters. Buffered can include earthen berms and fences. This does not allow for internal access or sharing of parking between adjacent properties. Berms are also inappropriate in village centers. There are no provisions for actively used open spaces such as terraces, plazas, forecourts, courtyards, greens, community gardens, play courts and playgrounds, pocket parks, or green roofs that would typically substitute for landscaping in urban, walkable districts. There are no provisions for traditional streetscape treatments such as sidewalk extensions, dining terraces, street tree pits, or street side parking that are commonly used in more urban, walkable districts. Sign Regulations Section 37 of the Zoning Bylaw provides standards for signs in the C1 and C1A Districts. In general, a maximum of one (1) sign is allowed for each lot, except that two (2) signs are allowed when the lot fronts on two (2) or more streets. Key requirements include the following: In traditional downtown centers, it is common to have multiple signs that are visible and attractive to both drivers as well as pedestrians. Many communities allow a sign package for businesses which may include a combination of wall signs, awning signs, projecting signs, sandwich board signs, and window signs. The key 44 Existing Conditions and Characteristics May 2018 l BCPD and D&F

52 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project is to include size, placement, materials, lighting, and other design standards to ensure that the sign package portrays quality. However, the Danvers regulation prohibit key elements such as projecting signs. Neon signs also have a long history in small New England downtowns but are currently prohibited. A new form of sign are projected light signs which can be used for various applications from advertising businesses to public art such as murals and animations. With good design standards they different types of signs can significantly contribute to the vitality of the downtown district. SIGN REGULATIONS IN THE DOWNTOWN PROJECT AREA Type of Sign CI and CIA Districts (Not In the DID) Downtown Improvement District (DID) Freestanding Ground Sign Wall Sign Max 15 tall; Max 42 SF; Min 10 Setback Max 1 SF/linear feet of bldg. or 20 SF; 1 sign/bldg.; Max 12 projection off bldg. Second Signs N/A Not permitted Max. 1 wall sign per business; Total SF = linear feet of bldg. or 20 SF; Max. 1 sign/bldg.; Max. 12 projection off bldg. Business Directory Sign 1 sign and 1 SF per business 1 sign and 1 SF per business Awning Sign 1 sign and max 20% of surface area Window Sign Max 20% of window space Max 20% of window area Max. 1/awning over window; Max SF = 20% of awning area above display area; Max height of letters/graphic 8" Parking Signs N/A 1 sign/parking lot; Max 3 SF and 4 FT tall Directional Signs N/A Max 1 SF; Number as needed Plaque Signs N/A 2 SF for historic bldgs and cornerstones Dwelling Occupant Sign N/A 1 per unit; Max. 2 SF Roof Sign Not permitted Not permitted Institution Bulletin Board N/A Max.of 2; Max of 12 SF Multi-Tenant Ground Signs 1 ground sign and 1 wall sign per tenant max of 10% of leased SF N/A Sandwich Board Signs Not permitted Not permitted Projecting/Blade Sign Not permitted Not permitted Neon Signs Not permitted Not permitted Light Projection Signs Not permitted Not permitted A Downtown Design Review Committee was formed in the 1980s to review new downtown signs within the boundaries of the newly established Downtown Improvement District. This is the core area where streetscape improvements were installed with a State grant resulting in the concrete/brick walkways and parallel parking along portions of Maple Street, Elm Street, Conant Street, High Street and Page Street. These improvements remain in place today. The committee eventually dissolved, and the Downtown Improvement District was never voted or approved at Town Meeting yet appears in the Zoning Bylaw. An amended was made to remove the language of Section 35.6 although it is in the current bylaw by mistake. This amendment also added Section to 45 Existing Conditions and Characteristics May 2018 l BCPD and D&F

53 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project allow applicants to get a special permit from the sign regulations in Section 35, from the Zoning Board of Appeals. Inclusionary Housing Bylaw Section of the Zoning Bylaw contains an inclusionary housing requirement for all multi-family projects of 5-units or more which require a special permit from the Planning Board. For projects of 5 to 7 units, the developer must provide 1 affordable unit or may the Town a fee of $10, 000 to be used for the production of new affordable units For projects of 8 or more units, 12.5% of all new units must be affordable at or below 80% for for-sale housing and 60% for rental house of the Median Regional Household Income as established by the U.S. Department of Housing and Urban Development. To date only one project has received a multifamily special permit. It was an 11-unit development at River Street. The developer received permission to locate the units off site and they purchased a duplex at 1 and 1A Venice Street and renovated them to meet the requirements. If mixed use and multi-family development is going to be considered in the future zoning for the Downtown Project Area, consideration must be given as to where and how facilitate the production of housing in terms of a range of smaller unit types, ownership and rental types, and market-rate and affordable opportunities. Zoning in Surrounding Area The Residential R-1 Zoning District (R1) abuts the C1 and C1A district throughout the Downtown Project Area. This area includes a combination of apartment buildings, duplexes and single family homes on most streets in the downtown area. Locust Street and Hobart Street: Located between Locust Street and the Danvers Rail Trail is a small area of C-1 zoned land with five parcels. One of the lots provides parking for the Ideal Business Center (former Baby Shoe Factory), two parcels are taken up the Mobil gas station, one is a law firm, and the other a pre-existing mixed-use building. These properties are now included in the new MSTND Smart Growth Overlay District (see below). The area on the south side of Hobart Street between Charter Street and the condominiums at 30 Hobart Street including the town-owned public parking lot and the Cherry Street Fish Market are in the C-1A zoning district. The Phillips 66 gas station at the southwest corner of Hobart Street and Maple Street is in the C-1 zoning district. Except for the condominiums these properties are now included in the new MSTND Smart Growth Overlay District. Industrial-1 Overlay Districts: Over the past 10 years the Town of Danvers has been successful in implementing effective zoning changes in former industrial areas including the Waterfront Village District in 2010, the Tapleyville Overlay in 2014, and the Maple Street I-1 MSTND Chapter 40R District in The new MSTND serves as a model and starting point for reshaping development standards in the Downtown C1-C1A Project 46 Existing Conditions and Characteristics May 2018 l BCPD and D&F

54 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Area that meet the Town s goals for redevelopment and reinvestment in Danvers Square and surrounding neighborhood. 47 Existing Conditions and Characteristics May 2018 l BCPD and D&F

55 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project 7.0 Challenges & Opportunities New Development, Reuse and Retrofit Allow mixed-use multi-story buildings in the Downtown Project Area. New residential development should provide a broad range of housing types incrementally to meet various income and age preferences. Dwellings that provides opportunities to age in place should be included in new housing production. Allowing for larger-scale developments in this Downtown Project Area will increase the town s supply of subsidized affordable housing. However, the number of existing affordable rental housing unit in the project area should also be preserved. All new buildings in the Downtown Project Area to be located close to the sidewalk and oriented to pedestrians. Some exceptions would be allowed for residential and civic buildings as well as commercial and mixed-use buildings where active outdoor spaces are provided between the building façade and sidewalk. Consider including additional properties in the Downtown District including portions of Park Street and Conant Street including the Danvers Post Office. Bicycling is a growing form of transportation, and the popularity of the adjacent Rail Trail provides an attractive recreation and transportation option for existing and future downtown residents. The Rail Trail should be considered an important attributed in attracting investment in residential and mixed use development. Pedestrian Environment Maple Street, Conant Street, High Street, and Elm Street all have sidewalks on both sides of the street. These sidewalks are constructed of various materials, widths, and some segments are in poor condition. Improvements are needed. Wider sidewalks should also be encouraged with new development by including an apron in front of the building that extends the width of the sidewalk and provides opportunity for outdoor seating and display. The Town should encourage (and possibly incentivize) property owners to share access, and reduce the number and width of curbcuts to improve pedestrian safety and walkability. The intersection at Danvers Square (Maple Street, Conant Street, High Street, and Elm Street have very wide crosswalks. In the future, the Town should consider improvements at the corners and realignment of the crosswalk to shorted the crossing distance. The Town should also consider make sure all crosswalks are well maintained and have consistent treatments including color, and pattern, materials. 48 Existing Conditions and Characteristics May 2018 l BCPD and D&F

56 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project Walkability at Danvers Square is particularly challenging. The right turn lanes from Elm Street, Maple Street, and High Street have a wide turning radius. Reducing the turning radii will cause vehicles to slow down as they make a turn, improving safety for crossing pedestrians. Corner radii directly impact vehicle turning speeds and pedestrian crossing distances. Minimizing the size of a corner radius is critical to creating compact intersections with safe turning speeds. Generally, curb radii should be feet. Maintaining traffic flow but ensuring speeds remain under 20 mph through the Downtown Project Area is critical to pedestrian safety and walkability. As drivers increase speed, peripheral vision narrows and they are less likely to see pedestrian at the curb and in the crosswalk, and response time to a potential accident is shortened. Additionally, drivers going over 30 mph are less likely to see business signs and storefront displays. Slow and steady traffic flow in downtown is idea. From the driver s point of view, periphery vision narrow rapidly and speed increased. At 35 MPH the driver does not see the stores and shops along the streets or pedestrians on the sidewalk. 49 Existing Conditions and Characteristics May 2018 l BCPD and D&F

57 PLACEMAKING REPORT PART 1 Downtown C1-C1A Rezoning Project Street and Streetscape Enhancements Most public street in and around the Downtown Project Area include a combination of the following: 2 travel lanes; on-street parking lanes (one or both sides); curbing; planting strips or sidewalk tree pit with street trees. Some areas have additional furnishing such as ornamental lighting, benches, trash receptacles, bike racks, and bus stops. There are several locations where streetscape treatments are in poor condition and need to be addressed such missing trees, unpruned trees, open curb cuts over the sidewalk, and broken concrete. In addition to improving pedestrians safety, sidewalks can also help create a place where people want to walk. Whereas 5 sidewalks should be considered a minimum, where possible, wider sidewalks allow for more activity including outdoor dining, music and displays. Businesses have a limited amount of time to catch the attention and interest of pedestrians walking on the sidewalk by signage, window displays, sidewalk displays and outdoor seating. Lighting can have the dual effect of improving the safety of pedestrians and creating a more comfortable environment while walking in the evening. Thirty-foot standard cobra head light fixtures are standard on the primary downtown street. However, these lamps may not appropriate for the project area because of aesthetics, glare, and auto-oriented illumination. Instead, the Town should consider installing a combination street and pedestrian-scale light fixture that provides adequate lighting for vehicles as well as pedestrians on the sidewalk. The 50 Existing Conditions and Characteristics May 2018 l BCPD and D&F

58 PLACEMAKING REPORT- PART 1 Downtown C1-C1A Rezoning Project lights could have a traditional or modern design, but should be full cut-off lighting, which focuses the illumination downward toward the street, improving pedestrian visibility and reducing light pollution. Bicycle parking ensures that riders have an appropriate place to safely lock their bikes. Providing bicycle parking also encourages bicycle use, as they are more likely to do so if they are confident that they will find convenient parking near their destinations. The siting of a bicycle rack is an important factor in its usefulness. The rack should be in a safe and accessible place with adequate space to maneuver a bicycle in and out. Racks should be designed to prevent the bicycle from tipping over and support a variety of bicycle sizes and frame shapes. They should include space to secure the frame and one or both wheels to the rack with a cable, chain, or u- lock. The diameter of locking pole should be no more than 1.5. Install or replace street trees on public streets and in parking lots. In addition to aesthetic qualities and commercial appeal of trees, they also reduce heating and cooling costs, reduce heat reflected from paved areas, help prevent soil erosion, and increase property value. Deciduous street trees should be planted in sidewalks or planting strips at a spacing range of 30 to 50 feet. All plantings shall be native species. Invasive plant species are prohibited. Municipal standards allowing for the interaction of businesses of public spaces is critical to an active and vibrant mixed use district such as projecting signs, awnings, displays, parklets and food trucks, sidewalk seating, and gathering spaces Parking and Access The 2015 Downtown Parking Report documented the level of usage in various public and private parking facilities thought the project area. It determined that many on-street and off-street parking had good capacity with an occupancy rate for 60% or less during peak weekend demand. This bodes well for future mixed use development. The report also lays out a detailed list of strategic actions that should be taken by the Town to maximize efficiency of parking resources. Actions such are creating a residential overnight permit program, reconfiguring parking lot design to yield more spaces, stripping on-street spaces, incentivizing shared parking, allowing for contributions to a public parking fund in lieu of on-site parking, and modifying time limits to maximize turnover of primary spaces are all important to maintaining the vitality of Downtown Danvers and facilitating the opportunity for future growth and reinvestment. The Town should take action immediately on implementing these actions. 51 Existing Conditions and Characteristics May 2018 l BCPD and D&F