MAPLE STREET I-1 DISTRICT PROJECT AREA ......setbacks, multi-story buildings oriented to the street and sidewalk, and a vertical and horizontal mix of uses. The most common land uses

MAPLE STREET I-1 DISTRICT PROJECT AREA

PLACEMAKING AUDIT EXISTING CONDITIONS I CHALLENGES I OPPORTUNITIES

FINAL REPORT

November 2016 Brovitz Community Planning & Design with Dodson & Flinker Associates

FINAL REPORT | Maple Street I-1 District Zoning Project – Placemaking Audit

November 2016/BCPD and D&F | i

Contents 1.0 Background and Context ...................................................................................................................... 1

2.0 Project Kick Off Summary ..................................................................................................................... 3

3.0 Analysis of Land Use and Development Patterns .................................................................................. 5

4.0 Key Surrounding Properties and Area of Influence .............................................................................. 17

5.0 Relevant Planning Resource Evaluation ............................................................................................... 22

6.0 Current Zoning Evaluation .................................................................................................................. 31

7.0 Challenges and Opportunties ............................................................................................................ 42


1 |Town of Danvers November 2016/BCPD and D&F

1.0 Background and Context As a follow up to the 2015 Danvers Maple Street I-1 District Action Plan (prepared by the Metropolitan Area Planning Commission or MAPC), the Danvers Planning Department retained the consulting team of Brovitz Community Planning & Design and Dodson & Flinker to carry out a visioning process and prepare new development standards for this industrially-zoned and underutilized area which is illustrated below.

The Maple Street I-1 District Project Area

As a central and highly visible district located in downtown Danvers, the Planning Board is deeply committed to “getting it right” – crafting zoning code and design guidelines that achieve the goals for the district including: enhancing the walkability and vitality of downtown, expanding the mix of goods, services, dining, and residential choices, and responding to market opportunities in an attractive and functional way. The Maple Street Industrial-1 (I-1) District is part of the historic

Danvers Square neighborhood. This core downtown area is divided by Route 35 (High Street, Maple Street and Locust Street). It is also within 1,000 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 also just 1,300 feet (about ¼ mile) to 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 Hobart Street Public Parking Lot is located directly across the street from the Maple Street I-1 project area as is the Danvers (Border To Boston) Rail Trail. The project area serves as the primary gateway to downtown Danvers from the west. While the district is currently zoned for industrial uses, it includes a broad mix of industrial, commercial and residential uses. Like many older working class neighborhoods, many of these uses have existed for decades and predate zoning in Danvers.


2 | Town of Danvers November 2016/BCPD and D&F

The general opinion is that the Maple Street District is a poor gateway in terms of aesthetics, but also is underutilized given local and regional demographic trends including demand for expanded opportunities for more residential, commercial, and mixed use at the edge of downtown.



2.0 Project Kick Off Summary The Maple Street I-1 Rezoning Project kick off was held on September 6, 2016. The Danvers Planning Department and Planning Board hosted the consultant team of Brovitz Community Planning & Design and Dodson & Flinker Associates to participate in a tour of the Maple Street I-1 project area and facilitate a listening session. Following these activities, representatives from the Massachusetts Department of Housing and Community Development (DHCD) attended the Board of Selectmen’s meeting and presented and overview of the Chapter 40R “smart growth” zoning program which is being considered for the Maple Street I-1 project area and other areas of Danvers.

KICK OFF MEETING AND WALKING TOUR 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 Maple Street I-1 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 with the Planning Board and representatives from the Board of Selectmen, Town departments and committees, and interested citizens. 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 Maple Street I-1 Project Area, and identification of those who will be most directly affected by potential changes. Issues and opportunities identified by participants included the following:

Who are the stakeholders? Planning Board, Board of Selectmen, Downtown Committee, Landowners, Residents, Affordable Housing Trust.

Conduct informal conversations rather than formal hearings.



Look at the neighborhood in the context of the entire downtown.

The Town is currently working with MAPC on industrial district on the other side of downtown.

The Town is also looking at housing and design in general for “The Square.”

Parking issues – perceived or real – will be raised as you bring in new uses/residents.

Selectman – how will this rezoning relate to the downtown?

Rezoning should consider the possibility of underground parking.

Downtown merchants complain that trees block the signs.

Trees are important for outdoor dining [which is not currently allowed].

Projecting signs are needed in the Square as well as in the project area.

Have other small business owners participated?

An overlay district could provide opportunities, but what do you lose? What kind of economic uses would we be displacing?

Need to do a lot of outreach.

What does Hannah Engineering do?

The Town did a workshop and found a lot of demand for smaller units. They allowed mixed use in Tapleyville and it’s been very successful. The restaurant is very successful.

Look at zoning in Danversport. Very successful industrial area in back. Added light industrial uses.

Traffic circulation – if you put high density housing in how will people get in and out? What are the impacts on surrounding neighborhoods?

What uses belong in the district? The Square is healthy, but it could be healthier. May not want to create a lot of competing commercial space – but people really want to live downtown. The project grant is in support of housing.

Need recommendations for what works now but also think about what’s possible 20 years from now.

In the 70s and 80s they prohibited outdoor dining and projecting signs. Been working hard to allow more liquor licenses, etc., now need to reduce regulations on other stuff. Salem and Beverly have done a great job.

It’s frustrating to just be picking away at small areas. Need to look at the whole downtown.



3.0 Analysis of Land Use and Development Patterns

General Characteristics The Maple Street I-1 project area includes the properties within the block contained by Maple Street, N. Putnam Street, and Hobart Street; properties fronting on the west side of Maple Street from 146 to 156; and properties fronting on the north side of Locust Street from Maple Street to Butler Avenue. There is a total of 35 parcels and 10.23 acres in the project area. On average, lots are 12,737 s.f but several lots are 5,000 square feet or less. There is a total of 31 buildings in the project area with an average construction year of 1899 (117 years old on average). The average building size is 8,293 gross square feet ranging in size from 1,100 square foot single family cottages to 48,000 square foot industrial buildings. The average floor area ratio (FAR – the ratio of building square feet to lot square feet) in the project area is 0.62, with the highest being 1.64 at 20 Locust Street - The Ideal Business Center.

Footprint map of the Maple Street I-1 Project Area Illustrating the historic settlement patterns of the District The project area is characteristic of traditional neighborhood 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. The most common land uses are single-family and two-family homes (10) followed by factories (4). In total, 37 dwelling units were identified in the project area representing an existing residential density of 3.6 units per acre.

There are several businesses in the Maple Street I-1 project area located in a variety of building types

from home occupation in single-family homes to mixed use buildings to industrial facilities. In all, about 30 businesses were identified including restaurants, retail stores, auto services, manufacturing and fabrication, professional and personal services, ambulance, fitness, woodworking, and other trades.

MAPLE STREET I-1 PRO

JECT AREA PROPERTY EVALU

ATION

- OW

NERSHIP AN

D USE

Summ

aryProperty O

wnership

Assessed Value (land & buildings)

Land Area (Acres)N

umber of Parcels

35In com

mon ow

nership (Lee)5,030,700

$ 39%

3.4440%

Land Area (Acres)10.23

Other parcels (>1 acre)

236,600$

2%0.12

1%O

ther parcels (.5 acre-1 acre )780,000

$ 6%

0.364%

Other parcels (.3 acre -.5 acre)

874,000$

7%0.65

8%O

ther parcels (<.3 acre)6,139,100

$ 47%

4.0047%

Total13,060,400

$ 100%

8.57100%

PROPERTY LO

CATION

PROPERTY O

WN

ERSHIP

BUILD

ING

TYPE AND

USE

IDParcel #

St #Street N

ame

Ow

ner 1O

wner 2

Billing CityO

wner

Zip CodeZone

LUC

LUC D

escriptionD

.U.s

COM

MEN

TARY

1043 501

2HO

BART COU

RT BRADY ALICIA M

. BRADY W

ILLIAM R.

DANVERS 1923

I1 101

One Fam

ily DU1

Single family hom

e2

043 5043

HOBART CO

URT

HENTSCHEL DEREK J

HENTSCHEL LISA M

DAN

VERS 1923I1

101O

ne Family DU

1Single fam

ily home

3043 509

1HO

BART ST LRC LLC

DANVERS 1923

I1 13

MU

- Res/Comm

5Triple decker w

ith Corner Grocery and 5 apartm

ents4

043 5083

HOBART ST

LEE WILLIAM

E. TRUSTEE

LEE JEREMY S. TRU

STEE DAN

VERS 1923I1

401Ind. W

arehouseHotw

att auxillary space

5043 507

7HO

BART ST LEE W

ILLIAM E. TRU

STEE LEE JEREM

Y S. TRUSTEE

DANVERS 1923

I1 31

MU

- Com/Res

25 Hobart is 2 unit apartm

ent building; 7 Hobart includes Betty Ann's Sandw

ich Shop and Domenic's Barbershop

6043 506

9HO

BART ST BO

UCHARD RO

NALD E

BOU

CHARD LINDA A

DANVERS 1923

I1 13

MU

- Res/Comm

2Historic cottage and 2-fam

ily home w

ith office use7

043 50511

HOBART ST

DELOM

BA MARK V

DELOM

BA MARY K

DANVERS 1923

I1 104

Two fam

ily DU2

2-family apartm

ent house8

043 50313

HOBART ST

AIDAN EN

TERPRISES, LLC

DANVERS 1923

I1 330

Auto Sales/ServiceDanvers Auto Center Parking Lot

9043 500

17HO

BART ST AIDAN

ENTERPRISES, LLC

DAN

VERS 1923I1

325Store

88 Chinese Restaurant, Grace Hair Design, and Danvers Auto Center

10043 147

20LO

CUST ST

CARNEVALE THO

MAS TRU

STEE

BEVERLY 1915

I1 400

FactoryIdeal Business Center; Site plan approved for 24 apartm

ent units11

043 14824

LOCU

ST ST DO

YLE MILDRED L LIFE ESTATE

DAN

VERS 1923I1

101O

ne Family DU

1Single fam

ily home

12043 149

26LO

CUST ST

MARSH FAM

ILY HOLDIN

GS, LLC

M

IDDLETON

1949I1

31M

U - Com

/Res2

Marsh Fam

ily Dental and 2 apartment units

13043 510

114M

APLE ST LEE W

ILLIAM E. TRU

STEE LEE JEREM

Y S. TRUSTEE

DANVERS 1923

I1 340

Office

Ben Franklin Tee Screen Prints; 1-story comm

ercial bldg on 100%

corner14

043 512128

MAPLE ST

LEE WILLIAM

E. TRUSTEE

LEE JEREMY S. TRU

STEE DAN

VERS 1923I1

400Factory

Old factory building occupied by Hotw

att - largest employer in district

15043 146

135M

APLE ST 1904 LLC

DANVERS 1923

I1 316

Comm

. Warehouse

Lyons Ambulance Service

16043 145

139M

APLE ST CAPE AN

N IN

VESTMEN

T PROP LL

MAN

CHESTER 1944I1

326Restaurant/Bar

Jazzercise Fitness Club17

043 530140

MAPLE ST

LEE WILLIAM

E. TRUSTEE

LEE JEREMY S. TRU

STEE DAN

VERS 1923I1

337Parking Lot

17-space private parking lot used by adjacent buildings18

043 531146

MAPLE ST

LRC LLC DAN

VERS 1923I1

105Three fam

ily DU3

Apartment house w

ith 3 units

19043 533

148M

APLE ST LEE W

ILLIAM E TRU

STEE LEE JEREM

Y S TRUSTEE

DANVERS 1923

I1 31

MU

- Com/Res

2Custom

Pools; 3 apartments upstairs not occupied due to

contamination on adjacent property

20043 534

150M

APLE ST M

EAR REALTY TRUST, LLC

DAN

VERS 1923I1

41M

U - Ind/Res

1Hannah Engineering and Apartm

ent House21

043 543156

MAPLE ST

ZAGO

RSKI, TRUSTEE PETER M

DANVERS 1923

I1 400

FactoryTech-Air System

s22

043 532146A

MAPLE ST

LEE WILLIAM

E TRUSTEE

LEE JEREMY S. TRU

STEE DAN

VERS 1923I1

392U

ndev Com. Land

Former Alex's Dry Cleaner; Contam

ination on site23

043 49947

NO

RTH PUTN

AM ST

TOW

N O

F DANVERS

PARK & FO

RESTRY BLDG

DANVERS 1923

I1 931

Municipal

Danvers DPW G

rounds Division24

043 52049

NO

RTH PUTN

AM ST

KING

BRIAN P

KING

HEATHER S DAN

VERS 1923I1

340O

fficeForm

er SF home converted to com

merial office w

ith garage25

043 51951

NO

RTH PUTN

AM ST

SOU

CY FRANCIS R. JR.

SOU

CY DIANE M

. DAN

VERS 1923I1

101O

ne Family DU

1Single fam

ily home

26043 518

53N

ORTH PU

TNAM

ST LEE W

ILLIAM E. TRU

STEE LEE JEREM

Y S. TRUSTEE

DANVERS 1923

I1 101

One Fam

ily DU1

Single family rental hom

e27

043 52454

NO

RTH PUTN

AM ST

BOLDU

C ROBERT T

BOLDU

C LARK L DAN

VERS 1923R1

104Tw

o family DU

22-fam

ily apartment house

28043 525

56N

ORTH PU

TNAM

ST BRO

WN

RICHARD F.

DANVERS 1923

I1 401

Ind. Warehouse

Cabinets By Design; 2 other contractor tenants29

043 52660

NO

RTH PUTN

AM ST

WESTIN

JASON

TRUSTEE

CJ WESTIN

REALTY TRUST

PEABODY 1960

I1 111

Apt. Bldg 4-8 DU5

Apartment house w

ith 5 units30

043 51661

NO

RTH PUTN

AM ST

LEE WILLIAM

E. TRUSTEE

LEE JEREMY S. TRU

STEE DAN

VERS 1923I1

400Factory

All State Canvas and Upholstery; storage

31043 527

62N

ORTH PU

TNAM

ST CLIFTO

N ARDIE DARN

ELL

DANVERS 1923

I1 104

Two fam

ily DU2

2-family apartm

ent house32

043 52864

NO

RTH PUTN

AM ST

BROO

KS MARIA TRU

STEE BRO

OKS DO

NALD G

, TRUS

DAN

VERS 1923I1

104Tw

o family DU

22-fam

ily apartment house

33043 529

66N

ORTH PU

TNAM

ST LRC LLC

DANVERS 1923

I1 104

Two fam

ily DU2

2-family apartm

ent house34

043 5152

PUTN

AM CO

URT

LEE WILLIAM

E. TRUSTEE

LEE JEREMY S. TRU

STEE DAN

VERS 1923I1

316Com

m. W

arehouseJerem

y Adams Harpsichord M

aker; former church

35043 514

6PU

TNAM

COU

RT LEE W

ILLIAM E. TRU

STEE LEE JEREM

Y S. TRUSTEE

DANVERS 1923

I1 440

Industrial LandPrivate parking lot used by adjacent properties

TOTAL

37AVERAG

E



ATION

- LOTS AN

D BU

ILDIN

GS

PROPERTY LO

CATION

PROPERTY O

WN

ERSHIPLO

T AND BU

ILDING

CHARACTERISTICS

IDParcel #

St #Street N

ame

Ow

ner 1Year Built

Total Acres

Parcel S.F.Building G

FAFAR

Primary St.

Frontage

y St. Frontage

Primary Bldg

St. SetbackBldg Front W

all Length

y g

Frontage O

ccuancy1

043 5012

HOBART CO

URT

BRADY ALICIA M.

19000.12

5,388

2,065

0.38

80

20

24

30%2

043 5043

HOBART CO

URT

HENTSCHEL DEREK J

19000.16

6,808

3,916

0.58

100

15

40

40%3

043 5091

HOBART ST

LRC LLC 1915

0.135,678

5,177

0.91

60

-

30

50%

4043 508

3HO

BART ST LEE W

ILLIAM E. TRU

STEE 18650.22

9,479

12,400

1.31

75

-

55

73%

5043 507

7HO

BART ST LEE W

ILLIAM E. TRU

STEE 19500.44

19,000

6,951

0.37

135

4

72

53%6

043 5069

HOBART ST

BOU

CHARD RON

ALD E 18470.24

10,469

4 ,379

0.42

72

10

50

69%7

043 50511

HOBART ST

DELOM

BA MARK V 1860

0.187,847

4,590

0.58

50

10

30

60%

8043 503

13HO

BART ST AIDAN

ENTERPRISES, LLC

0.104,391

68

60

9

043 50017

HOBART ST

AIDAN EN

TERPRISES, LLC 18650.36

15,517

5,849

0.38

180

75

-

75

42%10

043 14720

LOCU

ST ST CARN

EVALE THOM

AS TRUSTEE

18500.67

29,214

47,840

1.64

190

15

155

82%11

043 14824

LOCU

ST ST DO


18700.10

4,250

2,064

0.49

50

10

20

40%12

043 14926

LOCU

ST ST M

ARSH FAMILY HO

LDINGS, LLC

19800.14

5,950

3,740

0.63

70

85

10

30

43%13

043 510114

MAPLE ST

LEE WILLIAM

E. TRUSTEE 1940

0.115,000

1,152

0.23

100

36

34

35

35%

14043 512

128M

APLE ST LEE W

ILLIAM E. TRU

STEE 19000.66

28,810

43,750

1.52

200

150

8

92

46%15

043 146135

MAPLE ST

1904 LLC 1900

0.3214,127

16,820

1.19

165

80

20

86

52%

16043 145

139M

APLE ST CAPE AN

N IN

VESTMEN

T PROP LLC

19840.15

6,600

1,764

0.27

70

60

50

71%17

043 530140

MAPLE ST

LEE WILLIAM

E. TRUSTEE

0.125,371

90

60

18

043 531146

MAPLE ST

LRC LLC 1830

0.3716,075

4,973

0.31

70

8

28

40%

19043 533

148M

APLE ST LEE W

ILLIAM E TRU

STEE 18900.21

9,168

2,690

0.29

50

12

24

48%20

043 534150

MAPLE ST

MEAR REALTY TRU

ST, LLC 19150.50

21,811

10,560

0.48

100

210

-

60

60%21

043 543156

MAPLE ST

ZAGORSKI, TRU

STEE PETER M

19001.55

67,518

14,708

0.22

140

390

30

75

54%22

043 532146A

MAPLE ST

LEE WILLIAM

E TRUSTEE

0.094,050

50

23

043 49947

NO

RTH PUTN

AM ST

TOW

N O

F DANVERS 1900

0.6628,600

6,233

0.22

228

135

60

56

25%

24043 520

49N

ORTH PU

TNAM

ST KIN

G BRIAN P

18950.24

10,460

3,746

0.36

65

16

24

37%25

043 51951

NO

RTH PUTN

AM ST

SOU

CY FRANCIS R. JR.

19000.24

10,360

2,901

0.28

65

16

24

37%26

043 51853

NO

RTH PUTN

AM ST

LEE WILLIAM

E. TRUSTEE 1900

0.219,040

2,431

0.27

60

14

24

40%

27043 524

54N

ORTH PU

TNAM

ST BO

LDUC RO

BERT T 1897

0.229,750

3,748

0.38

65

25

30

46%

28043 525

56N

ORTH PU

TNAM

ST BRO

WN

RICHARD F. 19410.47

20,260

6,325

0.31

130

75

116

89%29

043 52660

NO

RTH PUTN

AM ST

WESTIN

JASON

TRUSTEE 1900

0.208,775

6,092

0.69

75

16

40

53%

30043 516

61N

ORTH PU

TNAM

ST LEE W

ILLIAM E. TRU

STEE 18850.46

20,016

13,884

0.69

110

5

50

45%31

043 52762

NO

RTH PUTN

AM ST

CLIFTON

ARDIE DARNELL 1900

0.094,094

4,600

1.12

40

12

28

70%

32043 528

64N

ORTH PU

TNAM

ST BRO

OKS M

ARIA TRUSTEE

19100.09

3,736

4,218

1.13

40

12

28

70%33

043 52966

NO

RTH PUTN

AM ST

LRC LLC 1900

0.093,896

4,198

1.08

40

12

28

70%

34043 515

2PU

TNAM

COU

RT LEE W

ILLIAM E. TRU

STEE 18750.13

5,600

3,328

0.59

75

70

5

55

73%35

043 5146

PUTN

AM CO

URT

LEE WILLIAM

E. TRUSTEE

0.208,680

100

TO

TAL10.23

445,788

257,092

AVERAGE

18990.29

12,737

8,293

0.62

93

123

17

49

53%



ATION

- LOTS AN

D BUILDIN

GS

PROPERTY LO

CATION

PROPERTY O

WN

ERSHIPLO

T AND BU

ILDING CHARACTERISTICS

IDParcel #

St #Street N

ame

Ow

ner 1Prim

ary Building Type

Secondary Building Type

Building GFABuilding Finished SF

# Bldgs on Site

StoryHeight

Roof Type

Exterior Wall

GradeCondition

1043 501

2H

OBART CO

URT BRADY ALICIA M

. O

LD STYLE

2,065

1,174

11T

GABLEVIN

YLC

Good2

043 5043

HOBART CO

URT HEN

TSCHEL DEREK J O

LD STYLE

3,916

1,948

11T

GABLEW

OO

D SHING

C Good

3043 509

1H

OBART ST

LRC LLC MIXED O

LD

5,177

3,306

13

GABLEALUM

INUM

C Average

4043 508

3H

OBART ST

LEE WILLIAM

E. TRUSTEE IN

DUST-LT

12,400

12,400

12

GABLEVIN

YLC-

Average

5043 507

7H

OBART ST

LEE WILLIAM

E. TRUSTEE STO

REM

ULTI-GARDEN6,951

3,356

2

1GABLE

CON

C BLOCK

C Average

6043 506

9H

OBART ST

BOUCHARD RO

NALD E

OLD STYLE

OFFICE

4,379

2,452

21T

GABLECLAPBO

ARDC

Good7

043 50511

HO

BART ST DELO

MBA M

ARK V M

ULTI-CON

V

4,590

2,591

12

GABLEALUM

INUM

C Average

8043 503

13H

OBART ST

AIDAN EN

TERPRISES, LLC

9043 500

17H

OBART ST

AIDAN EN

TERPRISES, LLC STO

RE

5,849

5,345

12

GABLEW

OO

D SHING

D+ Average

10043 147

20LO

CUST ST CARN

EVALE THOM

AS TRUSTEE IN

DUST-LT

47,840

37,311

13

FLATCO

NC BLO

CKC+

Good11

043 14824

LOCUST ST

DOYLE M

ILDRED L LIFE ESTATE O

LD STYLE

2,064

1,098

11T

GABLEVIN

YLC

Good12

043 14926

LOCUST ST

MARSH FAM

ILY HOLDIN

GS, LLC O

FFICE

3,740

3,140

12

GABLEBRICK VEN

RC+

Very Good13

043 510114

MAPLE ST

LEE WILLIAM

E. TRUSTEE O

FFICE

1,152

1,008

11

FLATVIN

YLD+

Average14

043 512128

MAPLE ST

LEE WILLIAM

E. TRUSTEE M

ILL

43,750

43,750

13

FLATALUM

INUM

D+ Average

15043 146

135M

APLE ST 1904 LLC TRUCK TERM

16,820

15,769

1

3T GABLE

BRICK VENR

C Avg-Good

16043 145

139M

APLE ST CAPE AN

N IN

VESTMEN

T PROP LLC

RESTAURANT

1,764

1,764

1

1HIP

CLAPBOARD

D Average

17043 530

140M

APLE ST LEE W

ILLIAM E. TRUSTEE

18

043 531146

MAPLE ST

LRC LLC MULTI-GARDEN

4,973

3,202

12T

GABLECLAPBO

ARDC

Fair-Avg

19043 533

148M

APLE ST LEE W

ILLIAM E TRUSTEE

MIXED O

LD

2,690

1,650

12

FLATVIN

YLC-

Avg-Good20

043 534150

MAPLE ST

MEAR REALTY TRUST, LLC

INDUST-LT

MULTI-GARDEN

10,560

8,271

21

FLATBRICK

C Average

21043 543

156M

APLE ST ZAGO


INDUST-LT

14,708

14,528

1

2GAM

BRELVIN

YLC-

Average22

043 532146A

MAPLE ST

LEE WILLIAM

E TRUSTEE

23043 499

47N

ORTH PUTN

AM ST TO

WN

OF DAN

VERS REPAIR GAR

OFFICE

6,233

2,099

22A

GABLEW

OO

D SHING

D Fair

24043 520

49N

ORTH PUTN

AM ST KIN

G BRIAN P

OFFICE

3,746

2,358

1

2GABLE

ASBESTOS

C Average

25043 519

51N

ORTH PUTN

AM ST SO

UCY FRANCIS R. JR.

OLD STYLE

2,901

1,934

1

2GABLE

VINYL

C Average

26043 518

53N

ORTH PUTN

AM ST LEE W

ILLIAM E. TRUSTEE

OLD STYLE

2,431

1,313

1

1T GABLE

CLAPBOARD

C Avg-Good

27043 524

54N

ORTH PUTN

AM ST BO

LDUC ROBERT T

MULTI-CO

NV

3,748

2,128

1

2A GABLE

WO

OD SHIN

GC

Average28

043 52556

NO

RTH PUTNAM

ST BROW

N RICHARD F.

WAREHO

USE

6,325

6,325

11

GABLECO

NC BLO

CKC-

Good29

043 52660

NO

RTH PUTNAM

ST WESTIN

JASON

TRUSTEE APT 4-8

6,092

3,659

1

2H GABLE

VINYL

C+ Average

30043 516

61N

ORTH PUTN

AM ST LEE W

ILLIAM E. TRUSTEE

MILL

13,884

13,190

1

2FLAT

ASPHALTD

Fair31

043 52762

NO

RTH PUTNAM

ST CLIFTON

ARDIE DARNELL

MULTI-CO

NV

4,600

2,000

1

2A GABLE

VINYL

C Average

32043 528

64N

ORTH PUTN

AM ST BRO

OKS M

ARIA TRUSTEE M

ULTI-CON

V

4,218

2,153

12A

GABLEASBESTO

SC

Average33

043 52966

NO

RTH PUTNAM

ST LRC LLC MULTI-CO

NV

4,198

2,000

1

2A GABLE

ASBESTOS

C Average

34043 515

2PUTN

AM CO

URT

LEE WILLIAM

E. TRUSTEE W

AREHOUSE

3,328

2,912

1

1T GABLE

CLAPBOARD

D- Poor

35043 514

6PUTN

AM CO

URT

LEE WILLIAM

E. TRUSTEE

TOTAL

257,092

206,133

35

AVERAGE8,293

6,649



ATION

- PARKING, ACCESS AN

D PROPERTY VALU

EPRO

PERTY LOCATIO

NPRO

PERTY OW

NERSHIP

IDParcel #

St #Street N

ame

Ow

ner 1Spaces O

n Site

Location of Spaces

Curbcut Location

Curbcut W

idthLand

Yard Bldgs

Total Value Total Property Value Per Acre

1043 501

2HO

BART COURT

BRADY ALICIA M.

2Side/Rear

Sideline12

147,000$

400$

89,200$

236,600$

1,912,847$

2043 504

3HO

BART COURT

HENTSCHEL DEREK J 4

FrontSideline

28149,800

$ 114,000

$ 263,800

$ 1,687,888

$ 3

043 5091

HO

BART ST LRC LLC

4Front

Sideline22

147,600$

192,900$

340,500$

2,612,398$

4043 508

3H

OBART ST

LEE WILLIAM

E. TRUSTEE 4Side

Sideline18

177,300$

249,200$

426,500$

1,959,928$

5043 507

7H

OBART ST

LEE WILLIAM

E. TRUSTEE 22

Rear/SideCenter

20237,300

$ 210,500

$ 447,800

$ 1,026,640

$ 6

043 5069

HO

BART ST BO

UCHARD RO

NALD E

4Rear

Center9

156,200$

5,400$

177,600$

339,200$

1,411,334$

7043 505

11H

OBART ST

DELOM

BA MARK V 4

SideSideline

20151,800

$ 3,400

$ 173,700

$ 328,900

$ 1,825,802

$ 8

043 50313

HO

BART ST AIDAN

ENTERPRISES, LLC

12All

Center12

145,300$

145,300$

1,441,468$

9043 500

17H

OBART ST

AIDAN EN

TERPRISES, LLC 20

AllO

pen100

215,400$

5,400$

197,800$

418,600$

1,175,117$

10043 147

20LO

CUST ST CARN

EVALE THOM

AS TRUSTEE 20

AllO

pen190

419,000$

5,900$

997,900$

1,422,800$

2,121,492$

11043 148

24LO

CUST ST DO


2Side

Sideline10

144,800$

103,100$

247,900$

2,540,740$

12043 149

26LO

CUST ST M

ARSH FAMILY HO

LDINGS, LLC

10Side/Rear

Open

70155,100

$ 2,500

$ 247,000

$ 404,600

$ 2,962,149

$ 13

043 510114

MAPLE ST

LEE WILLIAM

E. TRUSTEE 12

FrontO

pen90

186,400$

3,800$

55,400$

245,600$

2,139,746$

14043 512

128M

APLE ST LEE W

ILLIAM E. TRUSTEE

15All

Sideline18

415,400$

8,200$

332,100$

755,700$

1,142,594$

15043 146

135M

APLE ST 1904 LLC

15All

Center34

287,000$

4,800$

476,500$

768,300$

2,369,030$

16043 145

139M

APLE ST CAPE AN

N IN

VESTMEN

T PROP LLC

10Front

Center24

221,100$

4,100$

98,500$

323,700$

2,136,352$

17043 530

140M

APLE ST LEE W

ILLIAM E. TRUSTEE

18All

Sideline24

151,400$

7,300$

158,700$

1,287,105$

18043 531

146M

APLE ST LRC LLC

20Side/Rear

Sideline14

158,400$

144,600$

303,000$

821,071$

19043 533

148M

APLE ST LEE W

ILLIAM E TRUSTEE

18Side/Rear

Sideline25

175,400$

2,200$

118,400$

296,000$

1,406,443$

20043 534

150M

APLE ST M

EAR REALTY TRUST, LLC 30

AllO

pen35

255,000$

5,200$

296,100$

556,300$

1,111,022$

21043 543

156M

APLE ST ZAGO


60All

Open

92447,000

$ 4,500

$ 309,800

$ 761,300

$ 491,161

$ 22

043 532146A

MAPLE ST

LEE WILLIAM

E TRUSTEE 093,000

$ 93,000

$ 1,000,215

$ 23

043 49947

NO

RTH PUTNAM

ST TO

WN

OF DAN

VERS 20Front

Sideline18

192,300$

11,000$

84,300$

287,600$

438,034$

24043 520

49N

ORTH PUTN

AM ST

KING BRIAN

P 6

Side/RearSideline

32183,500

$ 15,200

$ 169,500

$ 368,200

$ 1,533,336

$ 25

043 51951

NO

RTH PUTNAM

ST SO

UCY FRANCIS R. JR. 4

SideSideline

14156,100

$ 53,400

$ 209,500

$ 880,881

$ 26

043 51853

NO

RTH PUTNAM

ST LEE W

ILLIAM E. TRUSTEE 3

SideSideline

24154,100

$ 700

$ 93,600

$ 248,400

$ 1,196,935

$ 27

043 52454

NO

RTH PUTNAM

ST BO

LDUC RO

BERT T 2Side

Sideline8

155,500$

2,000$

135,000$

292,500$

1,306,795$

28043 525

56N

ORTH PUTN

AM ST

BROW

N RICHARD F. 26

FrontO

pen122

245,300$

12,500$

168,100$

425,900$

915,697$

29043 526

60N

ORTH PUTN

AM ST

WESTIN

JASON

TRUSTEE 4

SideSideline

20153,600

$ 800

$ 237,700

$ 392,100

$ 1,946,389

$ 30

043 51661

NO

RTH PUTNAM

ST LEE W

ILLIAM E. TRUSTEE

20Side/Rear

Sideline36

243,700$

8,300$

98,300$

350,300$

762,350$

31043 527

62N

ORTH PUTN

AM ST

CLIFTON

ARDIE DARNELL

3Side

Sideline14

144,500$

131,300$

275,800$

2,934,355$

32043 528

64N

ORTH PUTN

AM ST

BROO

KS MARIA TRUSTEE

3Side

Sideline14

143,800$

126,800$

270,600$

3,154,949$

33043 529

66N

ORTH PUTN

AM ST

LRC LLC 3

SideSideline

14144,100

$ 140,100

$ 284,200

$ 3,177,549

$ 34

043 5152

PUTN

AM CO

URT LEE W

ILLIAM E. TRUSTEE 6

Side/RearSideline

14152,900

$ 46,000

$ 198,900

$ 1,547,138

$ 35

043 5146

PUTN

AM CO

URT LEE W

ILLIAM E. TRUSTEE

24All

Open

90172,300

$ 172,300

$ 864,656

$ TO

TAL430

6,878,400

$ 113,600

$ 6,068,400

$ 13,060,400

$ AVERAGE

12

38

196,526

5,410

195,755

373,154

1,635,475

PARKING AN

D ACCESSASSESSO

R'S PROPERTY VALU

ATION

$



AcresLand Use Total Ave SF

13 Res/Comm 2 0.37 0.185 8,059 31 Com/Res 3 0.78 0.26 11,326 41 Ind/Res 1 1.32 1.32 57,499

101 One Family DU 5 0.82 0.16 7,144 104 Two Family DU 5 0.67 0.13 5,837 105 Three Family DU 1 0.37 0.37 16,117 111 Apt .Bldg 4-8 DU 1 0.2 0.20 8,712 316 Com. Warehouse 2 0.45 0.23 9,801 325 Store 1 0.36 0.36 15,682 326 Rest/Bar 1 0.15 0.15 6,534 330 Auto Serv. Stn. 1 0.10 0.10 4,391 337 Parking Lot 1 0.12 0.12 5,371 340 Office 2 0.35 0.18 7,623 392 Und. Com. Prop 1 0.09 0.09 4,050 400 Factory 4 3.34 0.84 36,373 401 Ind. Warehouse 2 0.68 0.34 14,810 440 Ind. Land 1 0.20 0.20 8,680 931 Municipal 1 0.66 0.66 28,600

In terms of ownership, 14 of the 35 properties are in common ownership (Lee). In total, these properties make of 34% of the land base in the project area, and several of these properties are abutting, providing good opportunities for future infill and redevelopment, as well as coordinated parking and access. (See Appendix A for more detailed property data and analysis).

Streets and Thoroughfares The Maple Street I-1 project area is served by five (5) public streets and two (2) private courts with varying layouts, traffic volumes, and streetscape treatments. Most streets are narrow

with a right-of-way width of 50 feet or less. Block lengths are also short with most street segments between intersecting streets 300 feet or less. (A block length of 250 to 400 feet is considered ideal for walkability and pedestrian interest).

MAPLE & HOBART STREETS I-1 DISTRICT STREET CHARACTERISTICS

Street Segment LengthROW Width On-Street Parking Sidewalks Streetscape Treatments

Maple Street Hobart St. to N. Putnum St. 350 60 5 on east side Both sidesLimited - 3 street trees; some private landscape

N. Putnum St. to Maple Ave 400 60 7 on east side Both sidesLimited - 4 street trees; some private landscape

Hobart Street Maple St. to Charter St. 325 50 8 N. Side; 3 S. Side Both sides Limited by wide curb cuts

Charter St. to Hobart Ct. 190 50 None Both sidesLimited on N. side w 2 street trees; extensive on S.side near public parking lot

Hobart Ct. to N. Putnam St. 210 50 None Both sidesLimited by wide curbcuts on N. side; extensive on S.side near public parking lot

Hobart Court Hobart St. to Dead End 190 20 None None Limited by open curbcuts and limited width

N. Putnam Street Maple St. to Putnam Ct. 160 40 20 undefined N/S sidesPartial, flush with TL

Limited by open curbuts; mostly private landscape

Putnam Ct. to Bell St. 540 40 40 undefined N/S sidesPartial, flush with TL

Limited by open curbuts; mostly private landscape

Bell St. to Hobart St. 330 40 24 undefined N/S sides NoneLimited - 2 street trees; mostly private landscape

Putnam Court N. Putnum St. to Dead End 175 30 None None None

Locust Street Maple St. to Butler Ave 440 60 NonePartial N.side; On S.side

Limited by open curbcuts; 6 street trees; mostly private landscape on side side

Maple Avenue Maple St. to Rear 156 Maple PL 400 24 None None None



Generally, the narrow 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. Maple Street: This major corridor runs through the project area from north to south and connects downtown to I-95 and Route 1 via Route 62. The street has a 60-foot right-way with two travel lanes and limited on-street parking on the east side. There is an opportunity for more parking if the numerous access points along the corridor could be reduced, some of which are secondary driveways while others are wide open curb cuts. There are sidewalks on both sides of varying widths and materials. There is also a partial green strip but few street trees. New streetscape treatments are recommended including a concrete sidewalk on both sides with a minimum of 5 feet in width together with new street trees installed in the planting strip, sidewalk or curb extensions depending on width. Overhead utilities on the east side limit the type and size of tree that could be planted. There is a pedestrian crosswalk at the intersection with Locust Street which is off-set and should be realigned together with a curb extension on the northeast corner to shore up the intersection and shorten the crossing distance. Pedestrian crosswalks should be considered at the intersections of N. Putnam Street and Maple Avenue. Hobart Street: This primary street runs east to west along the southern boundary of the project area. Side streets create short blocks along Hobart Street including Maple Street, Charter Street, Hobart Court and N. Putnam Street. The right-of-way is 50 feet and contains 2 travel lanes and partial parking lanes with 8 on-street spaces on the north side and 3 on the south side. There is a sidewalk in both sides which is includes several gaps because of the number of curb cuts. Streetscape is limited on Hobart Street except along the frontage at the public parking lot. There are only two street trees on the north side and an informal seating area in front of Betty Ann’s Sandwich Shop. There is good potential to reconfigure the street with more on-street parking, formal streetscapes, and outdoor dining if curb cuts can be reduced through future reuse or redevelopment.



Hobart Court: The small private street has a 20-foot r-o-w and provides access to two single-family homes as well as Danvers Auto Center. N. Putnam Street: This public street has a 40-foot right-of-way and contains two narrow travel lanes and informal on-street parking. There is a partial concrete sidewalk on both sides of the street between Maple Street and 50/51 N. Putnam Street. The sidewalk has no curb and therefore flush with the street allowing cars to easily park on it. There is no tree belt on either side of the street, and streetscape in provided on private front yards. There is potential to reconfigure the street and add substantially more on-street parking. Sidewalks should be improved and extended between Bell Street and Hobart Street. Putnam Court: This is a private way which provides access to a large internal parking area utilized by residential, commercial and industrial tenants on N. Putnam Street, Maple Street and Hobart Street. This access way and parking area could be a significant contributor to future redevelopment and circulation improvements in the project area. Maple Avenue: This public street is about 600 feet long with a 24-foot r-o-w. The front half toward Maple Street is utilized by industrial businesses while the rear area near the cul-de-sac serves single-family homes and duplexes. There is no streetscape or sidewalk on the street. Future development along the front segment should include these improvements leading up to Maple Street. Locust Street: This public street runs north to south in the project area about 440 feet from Maple Street to Butler Avenue. This corridor is also Route 35 from the Maple Street intersection to the light at the intersection of Poplar Street (Route 62). The light at this intersection is easier to access than at the Maple/Poplar Street intersection. The street has a 60-foot r-o-w with a 5-foot sidewalk on the south side and partial sidewalk on the north side which is disrupted by large and numerous curb cuts. There are 6 street trees along this segment of the corridor but most streetscape is accomplished by private landscaping in the front yard.



Project Area Properties 156 Maple Street (043 543): This one-story industrial building at the northwest corner of Maple Street and Maple Avenue is occupied by Tech-Air Systems. There is a large curbcut in front of the building and the entire front yard is paved over for parking. Additional parking spaces are located on the north side and rear to the building. The rear portion of the lot of Maple Avenue is used for vehicle and equipment storage. This is the largest parcel in the project area (1.55 acres) much of which is underutilized. The owner has also acquired the adjacent property at 158 Maple Street which is a deteriorated apartment house and should be included in the project area. Together, these properties have good potential for expansion or redevelopment including residential and mixed use. 150 Maple St (043 534): Hannah Engineering occupies this building at the southwest corner of Maple Street and Maple Avenue. The building was constructed in 1915 and appears to be in average to poor condition. In addition to the main building, there is an apartment building with a large parking lot accessed from Maple Avenue. This .5-acre parcel has moderate potential for future redevelopment. 148 Maple St (043 533): This 2-story house was built in 1890. It has been converted into a mixed use building with commercial on the ground floor (Custom Pools) and residential above. There are 3 dwelling units in the building. However, they are not occupied currently because of contamination found at the former Alex’s Dry Cleaners next door which is being monitored on site. The lot is deep with parking located on the north side and to the rear of the building. The property has good redevelopment potential if merged with adjacent properties and if the contamination can be adequately mitigated. 146 Maple St (043 531): This 2 ½ story house was built in 1930 and includes 3 residential apartments. The 16,000 square foot lot has good potential for redevelopment, particularly if merged with adjacent properties which are in common ownership. 146A Maple St (043 532): The 4,000 SF lot is the former site of Alex’s Cleaners which was recently demolished. The property is contaminated and there are monitoring wells on site. It has potential for redevelopment if the contamination can be adequately mitigated. There is good potential for redevelopment if this lot is combined with adjacent parcels that are in common ownership. Because of the contamination future redevelopment could be limited to commercial and light industrial uses including small



scale fabrication, business incubator, and other “flex” space geared to small business development and entrepreneurship. 140 Maple St (043 530): This 5,371 SF parcel is vacant and used as a private parking lot (17 spaces) for adjacent commercial and residential uses. It is located at the northwest corner of Maple Street and N. Putnam Street, and has good redevelopment potential. It could also be merged with 146, 146A, and 148 Maple Street, which are in common ownership, to expand redevelopment opportunity. 66 North Putnam St (043 529): This 2 ½ story 2-family apartment home was built in 1900 and is well maintained. It has limited redevelopment potential except for home occupation and small scale office uses. 64 North Putnam St (043 528): This attractive 2 ½ story 2-family apartment home was built in 1910 and is well maintained. It has a 2-story front porch attached to the front façade of the building. It has limited redevelopment potential except for home occupation and small scale office uses. 62 North Putnam St (043 527): This attractive 2 ½ story 2-family apartment home was built in 1900 and is well maintained. It has a 2-story front porch attached to the front façade of the building. It has limited redevelopment potential except for home occupation and small scale office uses. 60 North Putnam St (043 526): This attractive 2 ½ apartment house has 5 units, was built in 1900 and is well maintained. It has a 2 bay windows on the front façade of the building. The property recently sold and has limited redevelopment potential except for home occupation and small scale office uses. 61 North Putnam St (043 516): This former mill building was constructed in 1885 and is in fair to poor condition. The 2.5 story structure is about 14,000 SF with a flat roof and partially exposed basement. It is currently use for storage and fabrication including All State Canvas and Upholstery. Most of the ½ acre lot is paved and used for parking to the side and rear of the building. The property has good potential for redevelopment. Several of the



adjacent properties are also in common ownership providing greater opportunity for mixed use development and shared parking. 56 North Putnam St (043 525): This large warehouse building is occupied by Cabinetry By Design and two other contractors. The 6,300 SF building was constructed in 1941 and sits about 70 feet from the street line (edge of right-of-way). The ½ acre lot has good expansion or redevelopment potential. The concrete block building could also support a second floor which could be used for office or residential purposes. The open curb cut along the frontage should be reduced and streetscape enhancements made within the right-of-way. 54 North Putnam St (043 524): This 2-family home was built in 1897. The 9,750 SF parcel is the only property in the project area not zoned I-1 but is in the R1 District. This property and the adjacent residential property at 50 N. Putnam Street are wedged between other commercial properties on the street. The property was recently sold and has limited redevelopment potential for redevelopment unless combined with adjacent properties. The building could support home occupations and small scale office uses. 47 North Putnam St (043 499): This property is owned by the Town of Danvers and used by the DPW Grounds Division for storing vehicles and equipment. The 6,200 SF barn (now a repair garage) was constructed in 1900 and is an attractive structure. Most of the rest of the parcel is paved and used for storage. The property has good redevelopment potential although there may be some contamination on site. The property could also be used as public parking to support private redevelopment in the surrounding area. 49 North Putnam St (043 520): This small single family home was built in 1895 and has been converted into a commercial office space. It has a separate garage building located behind the main house used for the commercial operation. Parking is located along the west side of the property. The 10,460 SF lot has redevelopment potential and is adjacent to other properties on the interior of the block that are likely to be redeveloped. 51 North Putnam St (043 519): This 2-story single family house was built in 1900 and has a side entrance. The 10,360 SF lot is heavily vegetated to the rear. The property has potential for redevelopment and is adjacent to other properties with the block that are likely to be redeveloped.



53 North Putnam St (043 518): This 2-story single family rental house was built in 1900 and is attractively maintained. The rear portion of the 10,360 SF lot is used by the property owner to support other commercial uses in the block. The property had good potential for redevelopment if combined with adjacent parcels. 2 Putnam Court (043 515): This former 7th Day Adventist church was built in 1875 and is currently used for storage and as a workshop for Jeremy Adams Harpsichord Maker. Most of the lot is paved with parking accessed by Putnam Court and N. Putnam Street. The building has good potential for renovation or reuse for office, civic or restaurant purposes. 6 Putnam Court (043 514): This 8,680 SF parcel is a private parking lot used to support surrounding commercial and industrial uses. There are approximately 30 spaces on this lot which is also connected to several other parking areas, most of which are controlled by the same owner (Lee) which collectively amount to a significant amount of off-street parking on the interior of the block formed by Maple Street, Hobart Street, and N. Putnam Street. These interior open areas provide a significant opportunity to create a large shared parking resource to support future mixed use redevelopment. 128 Maple St (043 512): This factory building was constructed in 1900. Several additions were made over the years to reach a total of 43,750 GFA. There is an old foundation at the corner of Maple Street and N. Putnam Street. Parking is limited on with small lots located on the south and west side of the building. The building is occupied by Hotwatt which makes heating elements for a variety of different appliances. They are the largest employer in the project area. The property has good potential for redevelopment but demolition of this large old building would be costly and the potential loss of local jobs is a major concern. 114 Maple St (043 510): This small 1-story office building was constructed in 1941. It occupies a small 5,000 SF lot but is at the “100%” corner of Maple Street and Hobart Street. The building is setback from Maple Street and the frontage is used as a parking lot. The building is currently rented to Ben Franklin Tee Screen Prints. The property has good potential for redevelopment as commercial or mixed use because of its visibility from the street.



1 Hobart St (043 509): This 3-story mixed use building was constructed in 1915. The ground floor is occupied by the Corner Grocery and 2 upper floors contain 5 apartment units. Parking is provided on the adjacent lot which is controlled by the same owner. The building is in a key location on the 100% corner at Maple Street and Hobart Street and has significant redevelopment potential. However, a small market as well as affordable rental apartments are important uses to the future of the project area as well. 3 Hobart St (043 508): This older industrial building was constructed in 1865. The 2-story wood frame building has 9,750 GFA which covers most of the lot. There is no parking located on site but the property owner also owns the parking lot on Putnam Court behind the building. The building is currently used by Hotwatt and for small scale fabrication. 5 and 7 HOBART ST (043 507): This property includes 2 buildings. An older 2-story home at 5 Hobart Street contains 2 apartments, and the 1-story commercial building at 7 Hobart Street was constructed in 1950 and contains two occupied storefronts – Betty Ann’s Sandwich Shop and Dominic’s Barber Shop. Betty Ann’s has tables and chairs on the edge of the sidewalk against the building. Both stores are supported by a large parking lot located behind the building which is also connected to other parking lots off Putnam Court owned by the same owner (Lee). 9 and 9 ½ Hobart St (043 506): This property includes 2 small, older homes that are very attractive and well maintained. The historic home at 9 Hobart Street is circa 1847, and 9 ½ Hobart Street home is an historic cottage. These buildings may also be used for home occupations or small offices. The 10,469 SF lot is deep enough to provide adequate parking if needed in the future for commercial purposes. It also abuts property in the rear that is likely to be redeveloped in the future. 11 Hobart St (043 505): This is a small and attractive older 2-family home with parking on the west side. The lot depth is sufficient to provide parking to support future redevelopment and abuts other properties that are likely to be redeveloped. 13 Hobart St (043 503): This is a vacant 4,400 SF parcel located at the corner of Hobart Street and Hobart Court. It currently used as a private parking lot by Danvers Auto Center. The property has good redevelopment potential with frontage on both streets.



3 Hobart Court (043 504): This is a small, attractive single family home built in 1900. The 6,808 parcel has potential for commercial reuse or mixed use redevelopment but the building could be relocated to another location. 2 Hobart Court (043 501): This is a small, attractive single family home built in 1900. The 5,388 SF parcel has potential for commercial reuse or mixed use redevelopment but the building could be relocated to another location. 17 Hobart St (043 500): This 2-story commercial building was originally constructed in 1865. Over the years several additions have been added amounting to 15,517 GFA today. There are businesses currently in the building including 88 Chinese Restaurant, Grace Hair Design, and Danvers Auto Center. The 15,517 SF lot includes parking on both side of the building. The property has good potential for redevelopment with frontage on Hobart Street and N. Putnam Street. 135 Maple St (043 146): This former fire station was built in 1900 and is located at the intersection of Maple Street and Locus Street which is the main intersection (or 100% corner) of the project area. The 16,820 SF building is 3 ½ stories with tall floor plates. The old hose tower extends even higher making it the tallest building in the downtown area. The main floor is occupied by Lyons Ambulance Service and there are associated offices and storage located in the upper 2 floors. The building is very attractive architecturally and in good condition. While this central location is well suited for an ambulance service, the property also highly visible and has good reuse potential with retail/restaurant space on the ground floor and office and residential units above. 20 Locust St (043 147): This older mill building was originally constructed in 1850. Several additions and renovations have been made over the year and the current 47,850 SF building is known as The Ideal Business Center with a variety of commercial tenants. The property is important to local economic development as it provides “flex” space for small businesses and entrepreneurs at moderate cost. There are about 20 parking spaces on site most of which are in front of



the building. There is open curbcut along the entire Locust Street frontage with no sidewalk or planting strip. Site Plans were recently approved for 24 apartment units on the upper floors and renovations to ground floor commercial space. New walkway and streetscape improvements are planned along the front including the reconfiguration of the 17 head-in parking spaces with 8 parallel “streetside” parking spaces along the frontage. If this plan is not executed there is good potential for redevelopment of the site for mixed use. The building also uses a surface lot located on the south side of Locust Street. 139 Maple St (043 145): This former restaurant was built in 1984 and contains 1,764 GFA. The building is set back about 60 feet from the street line with 10 parking spaces in front. The building is currently occupied by Jazzercise. The property has potential for redevelopment as commercial or mixed use including adding a second floor to the existing building. 24 Locust St (043 148): This single family home was built in 1870. The property has some potential for small home-based or commercial office use. 26 Locust St (043 149): This 3,740 GFA mixed use building was constructed in 1980 and is currently occupied by Marsh Family Dental on the ground floor and two apartments on the upper floor. The site is accessed from Butler Ave. and has about 10 parking spaces on the side and rear. The 5,950 property has limited redevelopment potential.



4.0 Key Surrounding Properties and Areas of Influence

Area of Influence The Maple Street I-1 Action Plan identified residential properties in adjacent neighborhoods as being in the Area of Influence (AOI) for the project area. These neighborhoods included: Maple Avenue; Bell Street; Andrews Street; the west side of North Putnam Street; the south side of Locust Street; Butler Ave.; Oak Street; Charter Street; Putnam Street; and 141-159 Maple Street (northeast side of the street across from the project area).

Expanded Area of Influence identified in the Maple Street I-1 Action Plan Demographics: Within the project area and surrounding neighborhoods, the Census Block Group contained 1,960 people as of the 2010 Census (7 % of the town’s total population). Danvers’ overall population is projected by MAPC to increase by 3,750 persons between 2010-2030 from its 2010 population of 26,493.

Income and Poverty: The median household income for the AOI is $79,000 as compared to $66,866 for Massachusetts for 2009-2013. Although the median household income is higher, there are still households in the AOI that are below the poverty level. The number of households below the poverty level in the census tract is 4.54 % which is below the statewide average of 11%, and about the same for the town overall which has 5% of households below the poverty level. Housing: The AOI contains 805 housing units. Approximately 60% of these units are owner-occupied, which is consistent with the MAPC regional average. The 2010 downtown housing needs study found 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 for greater housing choices in these central neighborhoods. (Since 2010, the Affordable Housing Inventory has once again exceeded the 10% threshold).



Danvers does have an inclusionary housing by-law that requires that all multi-family projects over 5-units designate 12.5 % of all new units as 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. 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.

Key Surrounding Properties 26 Hobart St (043 056) – Cherry Street Fish Market: This property is located adjacent to the municipal parking lot on the south side of Hobart Street just west of the intersection with North Putnam Street. The site is home to the Cherry Street Fish Market which would be a contributing retail store with future mixed use redevelopment across the street. There are about 15 parking spaces on site and 10 in the Hobart Street parking lot, and an opportunity for additional infill commercial development on site with the recent removal of the small dilapidated building along the frontage. It should be considered for inclusion in the project area. 10 Hobart (043 407) – 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. 6 Hobart St (043 405): This property is located on the south side of Hobart Street at the corner of Charter Street and adjacent to the municipal parking lot and Phillips 66 station. There is a former depot rail warehouse building on site which was part of the original depot complex and is now used for storage. This parcel has 190 feet of frontage on Hobart Street and holds about 35 parking spaces. It has excellent potential for infill development and/or civic uses related to the old depot building and



Border-To-Boston Trail. The property is owned by the Lee family which owns several adjacent properties on Hobart Street, Maple Street, and N. Putnam Street. It should be considered for inclusion in the project area. 100 Maple St (043 404): This Phillip 66 gas station and convenience store is located at the southwest corner of Hobart Street and Maple Street. The lot is fairly small but abuts to the Rail Trail and has some potential for redevelopment or a reconfiguration of the existing use with its high visibility on the 100% corner. It should be considered for inclusion in the project area. 91 Maple St (043 164): This property is located on the northeast corner of Maple Street and Locust Street and includes Mobil Gas and Dave’s Service Station. The property has 16 parking spaces and is located at the 100% corner with good visibility. It is also adjacent to the Rail Trail and has good potential for redevelopment or reconfiguration of existing uses. It should be considered for inclusion in the project area. 90 Maple St (043 403) - Maple Street Congregational Church: The Church is located on 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. 11 Locust St (043 162): This large private parking lot is adjacent to the Mobil Station and Kent Law office on the east side of the street. It also abuts the Rail Trail. It contains approximately 33 parking spaces which are used for the businesses across Locust Street. The property has good potential for redevelopment and should be considered for inclusion in the project area.



19 Locust St (043 162): This attractive older home is located across Locust Street from the Ideal Business Center. The building has been converted into commercial office space and is occupied by PV Kent Associates. The private frontage is attractively landscaped and there is a sidewalk and street trees in the public right-of-way. An estimated 24 parking spaces are located to the side and rear of the building. 46 N. Putnam St (043 521): This older apartment house is zoned R1. The entire front yard is paved over and used for parking. The property has some potential for redevelopment and should be considered for inclusion in the project area. 48 N. Putnam St (043 522): The older garage is currently occupied by Epic Fitness. While the building and land has long been used for a mix of residential and commercial purposes, the property is in the R1 District. The western half of the property where the garage is located is depressed several feet below street grade. The property has some potential for redevelopment and should be considered for inclusion in the project area. 50 N. Putnam St (043 523): This older 2-family home is in the R1 District and the adjacent residential property at 50 N. Putnam Street and wedged between other commercial properties on the street. The property has some potential for redevelopment and should be considered for inclusion in the project area. Downtown: 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. 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 non-motorized 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.



5.0 Relevant Planning Resources Assessment The Town of Danvers has undertaken several planning and zoning initiatives over the past 10 years that anticipate changes in the Maple Street I-1 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 Community & Economic Development Plan (2004)

Danvers Zoning Bylaw Review and Recommendations (2006)

Danvers Mixed-use Industrial One (I-1) Study (2009)

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 Report and Map as part of the Maple Street I-1 Rezoning Plan.

Danvers Community & Economic Development Plan (2004) and Zoning Analysis (2006) 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 Maple Street project area as a key gateway to downtown 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 mixed-use zoning in a former industrial area in 2009, and adopted the Tapleyville Overlay District in 2014.



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 mixed-use 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. Further, the project 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.

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 2014. Like the Maple Street I-1 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.

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 2015. Analysis identifying the existing parking assets, 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, a quarter of which are on-street.

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.

A majority (72%) of the off-street parking supply is private and restricted to specific user groups.

There are eight municipal parking lots within the 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.

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 4.10.1 exceed current Institute of Transportation Engineers (ITE) parking rates (Parking Generation, 4th Edition, 2010). Figure 14 in the report also illustrates how on-site parking required results in significant land area dedicated to impervious parking lots, often far more than the land used for the building itself, or needed to meet actual parking demand.



Shared Parking Demand: National experience indicates 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 land 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, Nelson\Nygaard used 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 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. 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.

Modeled Shared Parking Demand Analysis: The same land 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 land 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 land 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 team estimated how much land 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: Participants surveyed prefer 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 better walking and biking environment as well as 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 10-15 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 changes-of-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 public parking as an alternative 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.

Discover hidden supply through efficient use of parking. For example, stripping on-street parking spaces could yield many more spaces.

Expand opportunities for new growth with shared parking such as in the Maple Street I-1 Project Area.

Improve the design of parking lots to yield more parking spaces as well as space for landscaping and buildings.

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 accommodate all downtown users.

Specific to the Maple Street I-1 Project Area, the downtown parking study 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 of this district allow or even require fully-shared parking to be accommodated. By encouraging these parcels to share parking, the total parking requirement of the area 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 Maple Street I-1 Project Area increase in the longer term, a “shared parking district” will allow for new, higher-density mixed use developments that form traditional neighborhood patterns, improve walkability and economic opportunity, and lower construction costs which can be dedicate more beneficial improvements in the downtown area. 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.



Danvers Maple Street I-1 Vision And District Action Plan (2015) This project was a joint effort between the Town of Danvers Planning Board, the Metropolitan Area Planning Council (MAPC), and the Town of Danvers Planning Department. 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: 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.

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 off-road facilities. Finally, the report identifies and prioritizes gaps in the sidewalk network. Specific to the Maple Street I-1 Project 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.



6.0 Current Zoning Evaluation

Maple Street I-1 Project Area The Maple Street Project Area is entirely in the Industrial-1 (I-1) Zoning District. Historically, the I-1 zoning districts were created to accommodate existing or anticipated heavy industrial uses. However, most of these manufacturers are no longer in town, and many of the old mills and factories and now utilized for warehouse and distribution purposes. There are a growing number locally and regionally that are being repurposed for small business enterprise, residential, and mixed uses.



Allowed Uses: Section 6 of the Danvers Zoning Bylaw provides use regulations. The table below illustrates allowed uses for the Maple Street I-1 Project Area as well as other relevant commercial and mixed use zoning districts including the C-1, C1A, Tapleyville Overlay District, and Waterfront Village District. The Industrial Districts permit warehouses, office buildings, light manufacturing buildings, salesrooms, hotels, motels, restaurants, bowling alleys, indoor theaters, ice skating rinks, shopping centers, banks, gas stations and other accessory uses normally incidental to industry. Residential uses are not permitted in either the I-1 or I-2 Districts. However, there are several single family, 2-family and multifamily buildings in the Maple Street I-1 Project Area. Key observations:

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 Danvers.

There are no provisions for alternative housing types such as co-housing, cottage courts, or live/work units.

Limiting the number of dwelling units to 4 on upper floors in mixed use building may be a significant deterrent to future development. The criteria should be density/acre and/or size of the unit.

Seniors have less access to transportation and rely on convenience to local shops, services, and community facilities. Elderly care and living should be allowed and encouraged in downtown and surrounding neighborhood.

Outdoor dining, green roofs and rooftop gardens, and community gardens should be added to accessory uses.

The 5,000 SF limitation on most office, restaurant, and retail establishments in the WVD and TVOD should be expanded in the Maple Street I-1 District. For example, a small grocery store would be about 20,000 SF.

Small venue cinema, theater, music halls and other entrainment venues should be permitted in the Maple Street 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 Maple St. Project Area.

Land Oriented Uses are not appropriate for the Maple St. Project Area except for farm stands and structured parking (above and below ground).

C-I C-IA I-I TVOD and WVDRESIDENTIAL USES1 & 2 Family

Dwelling - Single Family X X X P

Dwelling - Two Family X X X P

Cluster Development X X X XLodging/ boarding / rooming / Tourist House no more than 2 rooms / 3 or fewer lodgers X X X P more than 3 lodgers X X X SP (PB)Multi-Family

Dwelling - Multi-Family upper floors) X P/SP (PB) 1 X P (UP TO 4 UNITS) - SP (PB)(5 OR MORE UNITS)Limitation on upper floor units to 4 is a deterrent to future mixed use development

Dwelling - Conversion X X X X Mobile Home Park X X X X Mobile Home X X X X

Specialized Elderly Residence & Care

Seniors have less access to transportation and rely on convenience to local shops, services, and community facilities. Elderly care and living should be allowed and encouraged in downtown and surrounding neighborhood.

Senior Residence and Care Facility X X X Assisted Living Facility X X X X Nursing Home (rest home) Non-profit X X X X for-profit X X X X Congregate Living Facility Dependent X X X X In-dependent X X X X Senior housing for low / moderate income X X X X

Accessory Uses P P P POutdoor dining, green roof, rooftop terraces and gardens, and community gardens should be added.

Agriculture / Farming X X X Xgarage - 3 or fewer vehicles P P P Pgarage - more than 3 vehicles X X X XGreen House - under 250 sq. ft. P P P PGreen House - over 250 sq. ft. but less than 1,000 sq. ft X X X XHome Occupation - Minor P P P PHome Occupation - Major SP(ZBA) SP(ZBA) SP(ZBA) SP(ZBA)Stable X X X X

COMMERCIAL USESAdult Uses (See Section 30) X X X XAthletic and Physical Training Facilities P P P PConvenience Store P P P P(UP TO 2500 SF)DRIVE-THRUS (not including restaurants) P P SP (PB) SP (PB)Funeral Home X X X XHotel / Motel X X P XKennel P P P XPet Day Care SP(PB) SP(PB) SP(PB) SP (PB)Motor Vehicle Sales (Car Dealerships) outdoor X X P X Indoor X X P XMotor Vehicle Service / repair/ Filling Station P P P XMotor Vehicle Car Wash P P P X

COMMENTARY

DANVERS TABLE OF ALLOWABLE USES (Table 1 as of 02.03.14)

Attached SF units such as townhouses and rowhouses; and alternative housing types such as cottage courts, live/work units, co-housing and cooperatives are well suited for mixed use districts and should be considered.

USES COMMERCIAL INDUSTRIAL SPECIAL

C-I C-IA I-I TVOD and WVDCOMMENTARYUSES COMMERCIAL INDUSTRIAL SPECIAL

Neighborhood Store P P X XOffice P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Office, Medical P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Office, Professional P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Office (all)- under 30,000 sq. ft. P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Office (all) - over 30,000 sq. ft. P P P X

Personal Retail Service Establishment P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Recreation / Entertainment / sports facility- Indoor X X X X

Repair Service Establishment P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Restaurant P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Restaurant - Drive-through P P P SP (PB)

Restaurant - Fast Food P P P SP (PB)

Restaurant - Take-Out P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Retail Sales

Retail Sales - under 15,000 sq. ft. P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Retail Sales (over 15,000 square feet) P P P X

Retail sales - no outdoor sales/ display P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Retail Sales -with outdoor sales / display P P P P (UP TO 2500 SF SP (2500-5000 SF) PB

Screen Cinema X X X XSmall scale entertainment should be allowed in the Maple St. Project Area

Warehouse/Self-storage X X P X

Shopping Center X X P X

Wholesale Trade P P P XAccessory Uses P P P X

INDUSTRIAL USESAssembly/Processing Facility

indoor P P P X

outdoor P P P X

Assembly/Processing Facility - under 30,000 sq. ft. P P P X

Assembly/Processing Facility - over 30,000 sq. ft. P P P X

Light Manufacturing - under 30,000 sq. ft. X X P X

Light Manufacturing - over 30,000 sq. ft. X X P X

Research & Development X X P X

Trade Shop X X SP(PB) X

Warehouse

under 30,000 sq. ft. x X P X

over 30,000 sq. ft. X X P X

Industrial Accessory Use P P P X

INSTITUTIONAL USESClub / Fraternal Organization- Nonprofit SP (ZBA) X SP(ZBA) SP(ZBA)Day Care center - not exempt X P X XEducational Facility - Private - not exempt X X X XHospital X X X X

Higher limits on certain office, restaurant and retail uses should be considered in the Maple Street I-1 Project Area. A small grocery store would be a minimum of 20,000 SF

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 Maple St. Project Area.

C-I C-IA I-I TVOD and WVDCOMMENTARYUSES COMMERCIAL INDUSTRIAL SPECIAL

Health Care Facility / Medical Clinic X X X XMunicipal Use P P P PMuseumPassenger Transportation Terminal X X X SP UP TO 500 SF (PB)

Performing / Cultural / Arts Facility P P P SP UP TO 5000 SF (PB)Larger venues should be allowed in the Maple St Project Area

School P P P instructional P P P SP UP TO 5000 SF (PB)Institutional Accessory Uses P P P SP UP TO 2500 SF (PB)

LAND ORIENTED USESAnimal Hospital / Veterinary Clinic P P P SP (PB)

Animal husbandry by-right X X X X

special permit X X X X

Cemetery (not exempt) X X X X

Conservation - land P P P P

Contractor's Yard X X SP(PB) X

Farm Stand P P P SP(PB)

Fuel Storage X X SP(PB) X

Garden / Landscape / Nursery Supply X X SP(PB) X

Marina X X SP (ZBA) SP(PB)

Boat Yard X X SP (ZBA) SP(PB)

Parking Lot (accessory)

at grade P P P P

structured P P X SP(PB)

Private Landing Areas (airplanes) X X X XRecreation / Entertainment / Sports Facility - outdoors X X X XSalvage / Junk / wrecking yard X X X X

Solid Waste Facility X X X X

Utilities - Public P P X X

Wireless Communications Facility X X X X

roof Mounted X X X X

ground mounted X X X X

Land Oriented Accessory Uses P P P X

SPECIAL SITUATIONSAccess / Egress across District Boundaries SP (PB) SP (PB) SP (PB) SP(PB)Common / Shared Driveways P P P P Highly encouraged in Maple St. Project AreaExempt Uses per M.G.L. Chapter 40A. Section 3 P P P POutdoor Storage P P PStorage Container temporary P P P P long term SP (PB) SP (PB) SP (PB) X

Land Oriented Uses are not appropriate for the Maple St. 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. The table below illustrates the different dimensional requirements for the Maple Street I-1 Project Area as well as other relevant commercial and mixed use zoning districts including the C-1, C1A, Tapleyville Overlay District, and Waterfront Village District.

The current I-1 dimensional standards are flexible. There is no minimum lot size requirement, frontage is reasonable at 50 feet, and the height limits are 55 feet and 4 stories. However, in terms of mixed use development and pedestrian-oriented design, the 50% building coverage limit, 50-foot front setback, and 25-foot side and rear setbacks could be a substantial deterrent. Parking and Access Requirements: Under Section 4.10.1 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 requirements for uses that exist or are likely to be included in the Maple Street I-1 Project Area in the future in comparison to ITE peak demand rates. This table illustrates the critical issue of requiring excessive parking in targeted redevelopment areas. 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, 4th Edition, 2010. Additionally, while the ITE rates are widely 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

DANVERS DIMENSIONAL STANDARDS FOR SELECTED INDUSTRIAL, COMMERCIAL AND SPECIAL DISTRICTS

Front Side Rear50%

building coverage

C-1 - South Side of Hobart St and Locust St.

All Uses NA NA NA NA 10(4) 0/5(5) 0/5(6) 45 3 NA NA NA NA

5(6) 5(6)

10(7) 10(7)

Tapleyville Overlay District All Uses 5,000 70% 50 NA 10 5(6) 5(6) 45 NA 10(9)

20(10) 25(7) 25(7) 14/AcreWaterfront Village District All Uses 5,000 70% 50 NA 10 5(6) 5(6) 40 NA 1/5,000 SF 10(9)

20(10) 25(7) 25(7) 35(8) 8/AcreNotes

2. No structure required to be set back more than average of setbacks of existing structures on street.3. Side and rear setbacks for accessory structures not exceeding 120 square feet, otherwise principal setbacks apply.4. Not required to be setback more than average setback of two abutting and next adjacent lots on either side of subject lot.5. 5-feet only where lot shares a common boundary or property line with a residentially zoned lot, otherwise zero.6. 5-feet from another commercially zoned property.7. Setback from a residentially zoned property.8. Height within 10 feet of a residential structure9. Separation between buildings 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.

Height Stories FAROpen Space

I-1 - Maple St. Project Area All Uses NA 50 NA 50

UseMin lot

sizeMax lot

coverageFrontage Depth

Setbacks

1. Eaves, steps and porches may be less.

C-1A - Downtown Core All Uses NA NA NA NA 10(6)

District

35 3 NA NA

25 25 55 4 NA NA

Res. Density

NA

NA

Bldg Separation

NA

NA



or the Maple Street 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, and use alternative forms of transportation to the automobile such as walking, biking or public buses, Uber, or taxis. Additionally, these higher parking requirements when applied to site planning tend to reproduce an auto-dependent parking ratio that is incongruous with traditional downtown and neighborhood development. (From the 2015 Downtown Danvers Parking Study, Nelson-Nygaard).

DANVERS PARKING REQUIREMENTS VS ITE PEAKING DEMAND RATES

1 or 2- bedroom unit 2 per Dwelling Unit 1.38 per Dwelling Unit Above

0.2 per unit + 1 per employee on largest shift 0.41 per Dwelling Unit --

0.2 per unit + 1 per employee on largest shift 0.35 per Bed --

0.2 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

0.24 per student/0.1 per student + 1 per employee on largest shift 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

0.33 per seat + 1 per employee on largest

shift + 1 per 100 sqf function area 0.47 per seat --0.33 per seat + 1 per employee on largest shift 0.52 per seat --


5 per 1000 sq ft 5.5 per sq ft Below

4 per 1000 sq ft + 1 per employee on largest

shift

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

Above

0.78 per employee/

0.5 per 1,000 sq ft --

2 per bed 4.49 per bed Below


Downtown Danvers Downtown Parking Study Final Report, October 2015, Nelson-Nygaard

ITE Peak Parking Demand Rates

Danvers vs. ITE

Residential

Multi-Family residential More than 2 bedrooms 3 per Dwelling Unit 1.38 per Dwelling Unit Above

Assisted Living

Nursing Home

Principal Use Danvers Regulation

Institutional

Elementary School

Middle School

High School

Day Care

Church

1.78 per 1000 sq ft Above

Hotel/Motel

RecreationAthletic and Physical Training Facilities

Screen Cinema / Theater

Commercial/ Retail

General Office

Restaurant

Shopping Center

Convenience Market

Motor Vehicle Sales

1 per employee on largest shift, but > 3 per 1000 sq ft

0.75~1.02 per 1000 sq ft/ 0.64~0.97 per employeeManufacturing/Light

0.67 per employee + 1 per 1000 sq ft + 0.5 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.Warehouse / Distribution

MedicalHospital

Animal Hospital / Kennel / Veterinary Clinic

Industrial



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 and adjacent to the Maple Street I-1 Project Area, there are five 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 elements 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 type 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 and the likelihood of shared parking, and “park once” opportunities.

The bylaw does allow for up to a 25% reduction of its 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’. Standard aisle width for 90-degree parking is 24 feet wide.

There are no specific requirements for pedestrian walkways between parking lots and the building or public sidewalks.

There are no specific provisions for LID and sustainable applications such as pervious pavements, bioretention or other techniques to managing quality and quality of stormwater on site.

There are no provisions for connecting adjacent parking lots or for shared access.

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 pedestrian environment be allocating more space than is needed to inactive use. This often leading to smaller buildings surrounded by parking spaces that are under-utilized. Finally, land dedicated to unneeded parking rather than building is a missed opportunity to expand business development, broaden the housing stock, and increase tax revenues.



Site Landscaping: Section 4.10.2 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:

A 30% minimum of impervious surface on site be included in the landscaped area. This is a significant amount of land dedicated to landscaping in an urban environment such as an older downtown neighborhood.

A 5-foot streetscape strip required between along the frontage adjacent to the street line. This is not always appropriate for walkable districts where the green strip would be located in the public right-of-way between the sidewalk and parking lane, and the private frontage would be dedicated to hardscape to extend the sidewalk and allow for outdoor activity.

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.

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.

Streetscape & Street Activation Standards in Urban Setting vs. Suburban Landscaping Requirements



Sign Regulations: Section 37 of the Zoning Bylaw provides standards for signs in the I-1 district and Waterfront Village District. In the I-1 District, 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: Type of Sign CI, CIA and WVD Industrial-1

Freestanding Ground Sign Max 15’ tall; Max 42 SF; Min 10’ Setback

Max 20’ tall; Max 100 SF; Min 10’ Setback

Wall Sign Max 1 SF/linear feet of bldg. or 20 SF; 1 sign/bldg.; Max 12” projection off bldg.

Max 10% bldg. wall area; Max 12” projection off bldg.

Second Signs N/A Were second signs are permitted, wall sign max 32 SF; freestanding ground sign max 32 SF and 5 FT in height.

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 1 sign and max 20% of surface area

Window Sign Max 20% of window space Max 20% of window space

Roof Sign Not permitted Not permitted

Multi-Tenant Ground Signs 1 ground sign and 1 wall sign per tenant max of 10% of leased SF

1 ground sign and 1 wall sign per tenant max of 10% of leased SF

Sandwich Board Signs Not permitted Not permitted

Projecting/Blade Sign Not permitted Not permitted

Neon Signs Not permitted Not permitted

Surrounding Area The Maple Street I-1 Project Area is abutted the Residential R-1 Zoning District to the north, west and east. This area includes a combination of apartment buildings, duplexes and single family homes on Maple Street, Maple Avenue, Locust Street, Hobart Street, Andrews Street and Bell Street. Located to the southeast of the I-1 district across Locust Street is a small area of C-1 zoned land with five parcels. One of the lots provides parking for the Ideal Business Center, two are taken up by a gas station, one is a law firm, and the other a pre-existing mixed-use building. 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 Commercial-1A (C-1A) zoning district. The C1-A is the primary zoning of the core downtown area directly south along Maple Street, Elm Street, High Street and Conant Street. The Phillips 66 gas station at the southwest corner of Hobart Street and Maple Street is in the Commercial-1 (C-1) zoning district.



The current zoning districts near the Maple Street I-1 Project Area are fairly exclusive to their dominant use classes. That is, the commercial districts allow primarily commercial development (retail and service establishments), while the residential districts are fairly exclusive to residential development. The result is that there are few opportunities to mix uses and, as all the study area is devoted to business uses, there are limited means to support additional residential uses in the study area.

Industrial-1 Overlay Districts Over the past 8 years the Town of Danvers has been successful in implementing effective zoning changes in former industrial areas including the Waterfront Village District in 2010 and the Tapleyville Overlay in 2014. The rezoning process for the Maple Street I-1 Project Area will use these other districts as a model and starting point for shaping development standards for the project area that meet the Town’s goals for redevelopment and reinvestment in this downtown neighborhood. New Overlay vs. Base District: In preliminary discussions with Town staff, board members, and stakeholders, an overlay district is the preferred method of zoning for the Maple Street I-1 Project Area. It allows the underlying uses in the district to continue while adding new ones under certain conditions. A property owner can develop his or her property using either the existing underlying zoning or choose the uses, density and dimensional standards offered under the overlay district regulations. The overlay method also allows a more gradual land use transition. Over time, if development impediments are corrected and quality projects are permitted, bike and pedestrian- oriented downtown areas such as the Maple Street District may become increasingly valuable and the market may shift towards building more inherently valuable mixed-use projects. A new Maple Street I-1 overlay district would probably share many of the same characteristics as the Tapleyville Overlay District which adopted by the Town in 2014. Creating a new base zoning district is cleaner method and ensures new development is consistent with planning goals for the project area. However, it raises other issues such as the potential new use and dimensional non-conformity issues related to existing property use and development. It also reduces the number of choices a landowner has to develop their property which can result in property owner opposition. Tapleyville Overlay District: The purpose of this district is to promote opportunities for local, small to medium size businesses that can be integrated with compact housing, bicycling, and walking access while serving as a transitional zone from abutting residential areas. Some of the key provisions include:

Allowed Uses: Same uses as allowed in the Waterfront Village Overlay District. Single family, two family or multifamily dwelling units by right on the upper floors of a mixed-use building.

Lot size: 5,000 square foot minimum lot size is required as there is no minimum lot size required in the I-1 or adjacent C-1/C-1A underlying zoning. As with the Tapleyville Overlay, this is a good transitional size in relation to the surrounding R-1 residential areas.



Density of allowed development: MAPC recommends that 14 units per acre be allowed, based on the successful 78 Holten Street mixed-use redevelopment in the Tapleyville Overlay area and on the public input received from area builders and town residents.

Building Height: Maximum building height to be set at 45 feet, down from the 55 feet or four stories allowed under I-1 and matching the height of neighboring C-1 and C-1A zones.

Setbacks:

o Front yard: 20 maximum, 10 feet minimum, or the average of buildings of buildings on the same side of the street within 200 feet;

o Side yard: 5 feet or 25 feet if abutting a residential district; o Rear yard: 5 feet or 25 feet if abutting a residential district.

Parking Requirements: 2 spaces/DU plus 1 guest space/4 units; other on-site requirements in Section 4.9.1.

Site Planning Guidelines: Tapleyville Overlay offers guidance on parking, pedestrian access, biking, building design and landscaping. Key provisions include the following:

o Parking is encouraged on the side or rear of building, not in front; bike parking is required and site design should emphasis pedestrian and bike connectivity.

o Building design guidelines encourage (not require) compatibility with traditional architecture in Danvers and provide suggestions for orientation, materials, vertical design, massing, rooflines, windows and transparency, garage doors and accessory buildings.

o Drive thru facilities are allowed by SP and encouraged to be placed behind the building. o Outdoor storage and utility areas must be screened. o Landscape buffers are required where abutting residential districts.

Sign Requirements: Same as the underlying I-1 district. Waterfront Village District: Adopted in 2010, the stated purpose of this district is to “promote opportunities for local, small to medium size businesses that can be integrated with lower density housing, and to create a pedestrian and bike-friendly environment with waterfront access which will serve as a transitional zone from abutting residential and industrial areas”. In mixed-use buildings, ground floor uses will be reserved for retail, repair, restaurant and office uses except as specified below:

Allowed Uses: a variety of residential and commercial uses with restrictions on size of most non-residential uses of under 2,500 SF by right and up to 5,000 SF by special permit.

Ground Floor Limitations: SF, Duplexes and MF dwelling units by right on the upper floors of a mixed-use building; Up to 2 DUs may be allowed on first floors of mixed-use buildings if set behind another building fronting on the street, behind fronting commercial uses, or where PB determined no adverse effect on continuity of the commercial street-front uses.

Parking Requirements: 2 spaces/DU and other on-site requirements in Section 4.9.1. Site Planning Guidelines: Key provisions include the following:



o Parking is encouraged on the side or rear of building, not in front; bike parking is required and site design should emphasis pedestrian and bike connectivity.

o Building design guidelines encourage (not require) compatibility with traditional architecture in Danvers and provide suggestions for height, orientation, proportions, relationship of structures and space, shape, landscape, scale, directional expression, architectural details, signs, garages, and accessory buildings.

o Drive thru facilities are allowed by SP and encouraged to be placed behind the building. o Outdoor merchandise display is permitted with certain function standards. o Outdoor storage and utility areas must be screened. o Landscape buffers are required where abutting residential districts.



7.0 Challenges & Opportunities

New Development, Reuse and Retrofit Allow mixed-use multi-story buildings in the new Maple Street Overlay District. For new residential

development and broad range of housing types to meet various income and age preferences should be encouraged. Accessibility and opportunities to “age in place” should also be included for all new housing units.

Allowing for larger-scale developments in this study 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.

As future development occurs, the Town should require new buildings to be located close to the sidewalk and oriented to pedestrians. Wider sidewalks (including or private aprons) should also be encouraged with new development improve the pedestrian environment and provide opportunity for outdoor seating and display.

Consider including additional properties in the Maple Street I-1 project area as identified above.

Two corners of the Maple/Hobart/Locust Street intersection (the 100% intersection) currently contain gas stations, which have sited the gas pumps and canopy along the frontage and require wide curb cuts. These properties should be considered for inclusion in the project area and future mixed use redevelopment development allowed or a site retrofit with a “gas backwards” layout.

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 included in the project area and complimentary uses encouraged such as restaurants, residential, civic, and mixed uses.

Pedestrian Environment Maple Street, Locust Street, and Hobart Street 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.

There are no sidewalks along 20 Locust Street, as the curb cut is used to allow for parking. Ensure that the recently approved site plan includes a walkway and streetscape enhancements in addition to parking.

North Putnam Street has a partial sidewalk at grade with travel lanes on the northern segment and no sidewalk on the western segment. The Town should prepare a sidewalk plan for the entire street from Maple Street to Hobart Street, and work with property owners and developers to ensure that sidewalks are installed in the future.



The Town should encourage (and possibly incentivize) property owners to share access, or reduce the number and width of curbcuts to improve pedestrian safety and walkability.

The intersection at Maple Street, Hobart Street, and Locust Street contains well-maintained 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 using the Continental style crosswalks, rather than brick to improve the safety and accessibility.

Walkability at the intersection at Maple Street, Hobart Street, and Locust Street could be improved by making modifications to the curbs. The southeast corner has a particularly wide turning radius. Reducing the turning radii will cause vehicles traveling northbound from Maple Street to Locust Street to slow down as they make a right 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 10–15 feet. On the northeast side, the curb can be extended to reduce the crossing distance of pedestrians, while maintaining the existing lane configuration. The crosswalk across Maple Street on the north side can then be realigned to shorten the distance from this approach, as well.



From the driver’s point of view, peripher vision narrow radiply and speed increased. At 35 MPH the driver

does not see the stores and shops along the streets or pedestrians on the sidewalk.

Street and Streetscape Enhancements

Every public street in and around the Maple Street I-1 Project Area should include a combination of the following: 2 travel lanes; on-street parking lanes; curbing; planting strips or sidewalk tree pit with street trees; furnishing such as ornamental lighting, benches, trash receptacles and bike racks; bus stops and shelters where appropriate; and bicycle facilities such as sharrows.

Because streets in the project area lack sufficient curb-to-curb width to accommodate bicycle lanes, striping shared lane markings (“sharrows”) is recommended on Maple and Hobart Street. These are road markings that indicate a shared lane environment for bicycles and automobiles.



Among other benefits, shared lane markings reinforce the legitimacy of bicycle traffic on the street and mark the recommended position within the roadway for bicyclists.

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” design lamps are not appropriate for the project area because of aesthetics, glare, and auto-oriented illumination. Instead, the Town should consider installing pedestrian-scale lighting that extends from the Maple Street I-1 District through the end of the downtown, continuing installation as the project area is rezoned and redeveloped. The 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 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 Provide the opportunity to reduce on-site parking where appropriate with a “Parking Toolbox”

supplement to the current regulations. The toolbox should provide for the following: shared parking where different peak hour demands can be demonstrated; satellite parking for employees; offsets



for available and convenient public parking (on and off street); tandem parking for residential use; valet parking for commercial uses; fees in lieu of on-site parking for public parking enhancements; and parking reserves.

Require parking to be located behind and to the side of buildings with internal access between adjoining lots and pedestrian connections to the public sidewalk.

Install bicycle parking in the neighborhood, especially at retail and multifamily housing.

Allow for structured parking (above and below ground).

There are two aspects to parking that can enhance walkability. The first relates to reducing the parking requirements for development. Creating a walkable environment has been proven to reduce demand for driving. Research shows this is especially true in suburban locations where densities switch from large-lot sprawl to densities of approximately 10 units per acre. This is the density at which “drivable suburbanism” transitions to “walkable urbanism.” While Danvers residents will still need cars, for example to travel to work, many will now be able to walk and bike for many every day trips.

The Downtown Parking Study identified significant opportunities to create a consolidated and shared parking resource in the Maple Street I-1 Project Area

The second aspect to parking that affects walkability is the location of parking facilities. Although safety is a requirement, to create a truly walkable environment, the walk must also be interesting. Walking alongside a parking lot does not create an interesting or inviting atmosphere for pedestrians. A neighborhood lined with buildings and shop fronts, however, is far more interesting than one lined with parking lots. Therefore, parking should be to the rear of buildings when possible.

Sloping lot that would allow a walk-out basement or lower-level parking

Contamination on the site of a former dry cleaners appears to be manageable, but complicates redevelopment.

Trades workshop on Putnam Street has room for expansion

DPW Site offers many possibilities for infill development or municipal parking; potential contamination issues need to be clarified.

Hobart Street municipal parking lot is big enough to help serve uses throughout the neighborhood.

Rail Trail is an important local and regional connector.

Infill development potential on lot

Corner gas stations dominate the intersection; potential for redevelopment or “gas-backwards.”

Historic mixed-use buildings retain the 19th Century character of the neighborhood.

A large area in the center of the block provides potential for a shared parking lot.

Former church and turn of the century homes along North Putnam Street are important character-defining elements.

The tower of the former fire station is an important landmark and visual focal point.

Parking lots along the street frontage interrupt pedestrian flow and create an eyesore.

Open curb cuts along Maple St diminish walkability and pedestrian safety

Congregational Church is a key landmark

Cherry Street Fish Market is a retail anchor with room for expansion.

Large property with good potential for expanded light industrial uses or future residential or mixed use development

Reconcile intersection and install gateway treatments

Potential for significant mixed use development

Add sidewalk and streetscape

Improved sidewalks and streetscape needed on N. Putnam St.

Inconsistent sidewalk and streetscape should be improved

Gateway treatments and pedestrian improvements

Open curb cuts and inconsistent streetscape

Consider Adding to Project Area

Consider Adding to Project Area

Consider A

dding to Project Area

Consider adding to project area




Documents

MAPLE STREET I-1 DISTRICT PROJECT AREA ......setbacks, multi-story buildings oriented to the street and sidewalk, and a vertical and horizontal mix of uses. The most common land uses