Wayne Downtown Planci.wayne.mi.us/20_year_plan_draft_27_oct_09/FinalPlan.pdf · businesses such as the Dairy Queen encourage local residents to walk throughout this area. Buildings

Wayne Downtown

Plan 20 Year Plan for Redevelopment in

Downtown Wayne

January 2010

T a b l e o f C o n t e n t s

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D o w n t o w n W a y n e M a s t e r P l a n

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Table of Contents Chapter 1 | Overview ................................................................... 1

Introduction .................................................................................... 1

Existing Character & Land Use ........................................................ 3

Chapter 2 | Vision ...................................................................... 15

A Vision for Downtown Wayne .................................................... 15

Public Participation ....................................................................... 16

Chapter 3 | Market Analysis ....................................................... 21

Chapter 4 | Redevelopment Plan ................................................ 25

Concepts to Achieve a Vision ....................................................... 25

Downtown Illustrative Plan .......................................................... 41

Downtown Site Amenities ............................................................ 43

Historic Preservation .................................................................... 47

Downtown Business Concentration ............................................. 48

Chapter 5 | Circulation & Parking ............................................... 49

Downtown Parking & Circulation Strategy ................................... 49

Extending and Connecting Existing Streets .................................. 50

Michigan Avenue One-Way Pairs ................................................. 51

Wayne Road ................................................................................. 52

Non-Motorized and Transit .......................................................... 53

Cross-Sections............................................................................... 54

Chapter 6 | Implementation ....................................................... 57

Laying the Groundwork for Change ............................................. 57

Regulatory Changes: Downtown Overlay Zone ............................ 58

Prioritizing the Plan ...................................................................... 58

Implementation Matrix ................................................................ 63

Funding ......................................................................................... 63

Next Steps ..................................................................................... 64

Appendix | Market-Based Design Directions

T a b l e o f C o n t e n t s

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1 | Overview Introduction.

The City of Wayne is a traditional town strategically

located in western Wayne County near of

convergence of many of the transportation corridors

of the Region. Developed along Michigan Avenue,

the community was established along one of the

state’s earliest highways. Rail connections followed

which helped to draw industry to the area. With

convenient access to I-94, I-275 and the Wayne

County Detroit Metropolitan Airport, the City

remains at a central area in the region.

In addition to access to vehicular transportation

routes, Wayne is located to take advantage of plans

in the region such as the development of an Aerotropolis

surrounding the airport, future regional trail connections to the

Lower Rouge Parkway and a commuter rail corridor connecting

Downtown Detroit and Downtown Ann Arbor that will pass through

Wayne.

Michigan’s industry is changing and it is important that the City be

positioned to flourish with this era. With the Ford Plant in Wayne,

which has been converted from SUV production to small cars

derived from Ford's global C-car platform, this will continue to give

opportunity for economic development in the City.

It’s important that Wayne positions itself to take advantage of

growth in the region as a quality community

for businesses to locate and people to live.

Having a vibrant and prosperous downtown at

the center of the community will help to

achieve this.

What Makes a Great Downtown? Key

elements that make up a walkable, human

scale downtown include a combination of the

public streetscapes, open space, buildings,

Elements of Great Downtowns

Synergy

24-hour activity

Fun & inviting atmosphere

Variety of unique uses

Entertainment/events

Regional market niche

Appealing aesthetics

Complete streets (balanced for all users)

Wayne’s Historic State Theater.

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mixture of uses and linkages with the neighborhoods that surround

the downtown.

The form of buildings in the downtown should relate properly to the

street and storefronts need to create interest for the pedestrian.

While movement of traffic is important, streets should also be

designed to be comfortable for the pedestrian. The City has made

great progress in implementing a streetscape program in the

downtown, making the street environment feel safe to the

pedestrian, further improving linkages with neighborhoods and

making the community walkable. Having a mixture of uses creates

more vitality and strengthens the downtown. Residential uses

within or in close proximity to the downtown, such as recent

townhouse developments, maintain a population in the evening

hours and enhance its vitality. The next chapter lays out a vision

and specific goals to these ends.

The plan considers not only

downtown and City of

Wayne area, but also the

regional market context of

drive time and customer

base beyond municipal

boundaries.


3

Existing Character and Land Use.

Downtown Wayne is a large section of the city comprising a number

of areas of residential, industrial, and institutional uses, and several

separate areas of traditional downtown business districts. It is

generally centered at the corner o f westbound Michigan Avenue

(US-12) and Wayne Road. For the purposes of this plan, Downtown

Wayne is bounded by the railroad tracks on the south and west,

Howe Road on the east, and the Lower Rouge River on the north; it

also stretches north and south to include frontage along Wayne

Road from Harroun to Glenwood (see districts map, next page).

The downtown area is home to a wide range of land uses and

character, from suburban retail and office to traditional multiple-

story downtown buildings to single family homes. Within this

framework, downtown offers a somewhat disjointed mix of retail

stores, places of worship, office space, and civic uses in one- and

two-story buildings. Major attractions in the downtown are the

Public Library, Veteran’s Memorial, State Theater (also the site of

the farmer’s market), Goudy Park (home of Wheelfest), and the

Lower Rouge River Parkway (which includes a non-motorized

pathway). Several of the city’s strongest single family residential

neighborhoods are less than five minutes walking from much of

downtown. 3-D model of Downtown

Wayne, circa 2009.

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For the purposes of evaluating the uses and personality of

particular segments of the downtown, this plan divided the

downtown area into nine districts. Specific districts were observed

and delineated by their location within the downtown and

concentration of similar uses and character. Understanding current

uses, character, and form is important in formulating a plan,

strategy, and priorities for a redeveloped downtown. The districts

are observed as follows: North Wayne Road Gateway, South Wayne

Road Gateway, East Michigan Avenue Gateway, West Michigan

Avenue Gateway, River Parkway, West Business Corridor, Brush

Street Neighborhoods, Main / Park Street Business Area, and the

Central Business District. Downtown Wayne Districts

Map. Plan boundary is

shown as a dashed line.


5

The North Wayne Road Retail/Gateway. Stores and shops form a

traditional downtown-style commercial district along this four-block

stretch of Wayne Road, from the Lower Rouge River north to

Glenwood Road. Retail buildings are located at the front lot line

and form a continuous wall of storefronts for much of the area; with

the exception of a few key vacant parcels. Strong single family

neighborhoods are directly adjacent down each of the side streets;

businesses such as the Dairy Queen encourage local residents to

walk throughout this area.

Buildings built up close to the street leave little room for gateway

features, including street trees and landscaping, as traffic enters

from Westland north of Glenwood Road. Several strong, long-time

businesses anchor the stretch including a furniture store, hardware,

and several service uses. A few residential homes remain either as

office conversions or rental units.

City investment in off-street municipal parking lots aimed at

supporting businesses started when north Wayne Road’s on-street

parking was removed by Wayne County in the 1990’s to

accommodate growing traffic volumes and congestion along the

corridor. The narrow right-of-way and 5-lane cross section lends

itself to higher traffic speeds (35-40 MPH), leaving little room for

buffer between the sidewalk and traffic. Higher speeds also make it

uncomfortable to cross from one side of Wayne Road to the other

when not crossing at one of only two signalized crosswalks, and

make visibility for businesses difficult with limited space for signs.

Wayne Road looking north

near Ash Street.

Wayne Road looking north

from Wayne City Hall.

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The South Wayne Road Retail/Gateway. Stretching from the

railroad viaduct south to Harroun Street, the south Wayne Road

corridor is characterized by a wide range of uses and is going

through a transformation to more of a walkable, urban character

corridor. A mix of industrial, single-family and multiple-family

residential and traditional neighborhood commercial uses are

scattered about, making it difficult to categorize the area. It serves

as the gateway to the downtown area from the south, eventually

leading down to I-94 and the Romulus/Metro Airport area. The

viaduct has sidewalks through the underpass, and is regularly used

by pedestrians to traverse the area; the viaduct and railroad also act

as a strong physical barrier between this district and the rest of the

downtown.

The city has recently invested in a number of upgrades to the

streetscape, extending the standard decorative lighting and banners

south through the district. Several vacant parcels have been

developed with residential infill uses in the past decade, including

single family homes and townhomes (shown below).

South of the railroad tracks,

S Wayne Road is a mixture of

industrial, older commercial

and residential, and some

newer infill.


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The East Michigan Gateway. The east end of the

downtown serves as a major gateway district to

all westbound Michigan Avenue traffic.

Transitioning quickly from suburban commercial

strip to more intense commercial and institutional

uses, the east gateway slows traffic slightly with a

curve into the one-way westbound Michigan

Avenue. Right at that point, two strong,

established institutional uses one either side of

Michigan Avenue put a great foot forward; a

funeral home and religious campus with

aesthetically pleasing landscaping and building design act as the

gates to downtown.

Farther west, the south side of westbound Michigan Avenue opens

up to a general suburban office area, with medical, bank, and

general office buildings across the street from the retail district.

Farther south of westbound Michigan, a business school, Wayne

Public Library, and city parking deck round out a large block of

surface parking suburban buildings adjacent to downtown’s major

crossroads.

The East Michigan gateway

transitions from highway-

oriented commercial

(Brownie’s Diner to the left)

to institutional and office

uses (such as the office

building on the south side of

westbound Michigan Ave,

shown above).

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The West Michigan Gateway. Similar to the east gateway,

the west gateway has a quick transition from suburban

thoroughfare commercial corridor to more intense

downtown area. A railroad viaduct at the west edge of

the study area blocks any approaching view of downtown

until coming up from the underpass right into the quick

split from boulevard to one-way pairs.

The south side of eastbound Michigan Avenue is very

suburban in character, with a large industrial facility

adjacent to the railroad tracks surrounding a large strip-

style shopping center at the end of Brush Street. The

industrial complex owns the land the shopping center is located on

and had considered expansion in the past; the shopping center has

a grocery store for its main anchor tenant and is characterized by an

overabundance of parking and dated design features.

The north side of eastbound Michigan Avenue is higher density

multiple-family residential, with a Korean-American housing

development and a high-rise apartment complex between

eastbound Michigan and Main Street. Main Street and Park Street

west of Elizabeth Street constitute a small island of single family

residential homes that represent what used to be in place through

much of the land in between the one-way pairs; the Brush Street

neighborhood on the south side of eastbound Michigan Avenue

east of the west gateway is another example.

The West Michigan Gateway

includes a mix of the

traditional single family

residential and newer,

suburban-style commercial

center and high-rise

residential.


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The Riverfront Parkway.

Many public and private

features comprise the linear

riverfront district that runs

along the Lower Rouge River

Parkway. Moving from west

to east with the flow of

water, the district includes a

bike path connecting Elizabeth Street to Goudy Park/Second Street,

Wayne Tower senior living high-rise, City Hall and Goudy Park,

Wayne Senior Center, and a number of the city’s oldest single family

homes east of Second Street along Sims Avenue.

The river parkway is a tremendous asset to the city, but is mostly

sheathed by trees and topography along its edge of downtown. A

boardwalk and riverside amenities on the north side of city hall

provide the only direct access; the pathway runs along the parkway

but generally a distance from the river proper west of Wayne Road.

Sims Avenue runs along the south edge of this district, and

functions as an access or service drive to the main westbound

Michigan Avenue retail blocks of downtown. It is a wide street with

no buildings close up to the street edge, and is devoid of many of

the streetscape amenities found elsewhere in the downtown. A

signal at Wayne Road makes this east-west parallel to westbound

Michigan a valuable route for vehicles navigating one-way

circulation and pedestrians and bicyclists connecting between

nearby neighborhoods, Goudy Park, and the Lower Rouge to

downtown’s shops and restaurants.

The Riverfront corridor,

paralleled by Sims Avenue,

includes historic single

family, newer high-rise

residential, and service and

parking areas for Wayne and

westbound Michigan

businesses.

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The West Business Corridor. Stage three of

the experience for westbound Michigan

Avenue travelers is the west business area.

The intersection of Elizabeth Street moving

west includes traditional neighborhood

commercial and service businesses bordering a

strong residential neighborhood to the north;

a distinct character from the

suburban/downtown mix farther east. An

effective buffer and transition from high traffic volumes and

commercial character of Michigan Avenue to the peaceful, strong

neighborhood is a key function of the district. On-street parking

and recent streetscape improvements, coupled with a narrower

right-of-way and curved street, make traffic run a bit slower and

lends the district to a more neighborhood commercial urban

character than other parts of downtown.

The north side of westbound Michigan Avenue includes shallow,

narrow commercial lots with a public alley running behind, while

the south side of the street has slightly larger commercial lots and

slightly more recent, suburban commercial and office buildings.

Uses in this stretch range from auto detailing and memorabilia

shops to office buildings and small restaurants.

The West Business Corridor

includes a mix of traditional

commercial frontage and

stable, traditional

neighborhoods behind.

Recently several sites have

redeveloped in similar

character.


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The Brush Street Neighborhoods.

Many of the city’s oldest homes are

along Brush Street in what once was

a strong, historic single family

residential neighborhood. A change

in planning and zoning for these two

neighborhoods led to an infusion of

smaller industrial uses, even through the mid 2000’s.

West of Wayne Road, homes remain on Brush Street proper and

several cross-streets (all of which have been fully or partially closed

at eastbound Michigan). Several buildings along Michigan have

been converted to office space or torn down and replaced by small

office uses. Elizabeth Street is the only street that crosses the

railroad tracks, and connects west Brush Street to areas south.

Vacant land (much of it now city owned) south of Brush and east of

Elizabeth has gone through several proposals for everything from

self storage to single family subdivision.

East of Wayne Road, small setbacks and lots make the industrial mix

of uses a difficult situation for homes, with some homes less than

10 feet from an industrial building. A large suburban strip

commercial development at the southeast corner of Michigan and

Wayne provides some local commercial but furthers the

uncoordinated mix of uses in the area. A vacated right-of-way at

the south end of Washington has been identified by the city as

potential location for a stop on the proposed Ann Arbor-Metro

Airport-Downtown Detroit commuter rail line.

The Brush Street area has

seen a transformation from

traditional single family

neighborhood to a mix of

homes and light industrial

uses in close proximity (see

photos from east Brush

Street corridor).

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The Main / Park Street Business Area. Situated in between the

Michigan Avenue one-way pairs, this island shaped commercial

district includes a mix of older institutional and civic uses and

more modern suburban businesses. The Wayne Historical

Museum, historic churches, and United States Post Office

round out the east-central segment, which has more traditional

character akin to Wayne’s past. The remainder of this district

has remnants of the original grid street pattern, but the buildings

and character mirror suburban commercial districts typically found

in second tier suburbs. Metro Place, originally an inside mall and

now a office complex, dominates the west half of this island,

spanning the one-way pairs. Blocks worth of surface parking

provide a significant visual and physical barrier to pedestrians and

bicyclists; other ‘outside’ frontage properties are home to suburban

style chain restaurants, commercial strip centers, and small, single-

story office buildings. Few pedestrian connections exist to districts

outside of this ‘island’ area other than signalized intersections at

each of the four corners of this large, 12-block area.

Main and Park Streets, once the spines of downtown, exist

sporadically across this area, serving as ultra-wide access drives for

parking lots and business developments that front the outside

streets. The only connection to the west follows Main Streets

alignment as a parking lot aisle in between Metro Place and a

vacant grocery store building at Elizabeth and eastbound Michigan

Avenue. Newberry Street is positioned well across Main and Park,

but connectivity to the north and south is truncated.

The Main/Park Street Business

Area is the traditional center of

Wayne. Urban renewal and

redevelopment has changed the

landscape to a few historic

buildings (below) surrounded by

suburban style commercial and

parking (above and right).


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The Central Retail District. Although several other districts in

the downtown have traditional-style commercial buildings,

the highest concentration is closest to the traditional center

of downtown around the corner of westbound Michigan and

Wayne Road. Anchored by the State Theater, Bank of

America building, and Leo’s Jewelry, this four block stretch

has a high concentration of traditional downtown-style

buildings on the north side of the street. On-street parking

and wide sidewalks along Michigan are inviting to

pedestrians, although rear parking and uninviting cut-through

walkways west of Wayne Road minimize the foot traffic. This same

block of taller, older buildings west of Wayne Road has had trouble

with vacancies over the last decade.

Due to the one-way traffic flow on Michigan, most access and

parking is from the rear along these blocks. In many ways, Sims

Avenue functions as an access or service drive to the main

westbound Michigan Avenue retail blocks of downtown. It is a wide

street with no buildings close up to the street edge, and is devoid of

many of the streetscape amenities found elsewhere in the

downtown. A signal at Wayne Road makes this east-west parallel to

westbound Michigan a valuable route for navigating one-way

circulation, and provides a front door to most of the customers,

since the primary means of travel is driving and parking in the rear.

West of Wayne Road, Sims is a access drive into a large, diagonally

oriented parking area that hinders access behind the west retail

block, which itself lacks clear, appealing entrances from the rear.

The Central Retail District

includes several blocks of

commercial traditional main

street (above photos along

Michigan Avenue) with large

parking areas to the rear (left).

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Character Analysis Map.

As part of the internal work session and early concept development,

a character analysis map was prepared to assist in classifying the

main use area and potential future opportunities across the

downtown area. Key street connections, key corridors, and non-

motorized connection needs are highlighted.

Existing Document Review.

In addition to the physical analysis of the downtown area, the team

also reviewed previously prepared studies and documents that

relate to the downtown. These included the City of Wayne Master

Plan, Andrews University Study, Aerotropolis Plan, Metro Airport

Master Plan, and the Ann Arbor-Detroit Commuter Rail Study. The

information, recommendations, and timeline for the projects

identified in these documents were factored into

recommendations, phasing, and action plan items for this plan.

Initial analysis of the

downtown area shows

some analysis of current

land use, opportunities, and

constraints.


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Vision: Transform Downtown Wayne into a mixed-use, walkable, and vibrant downtown, with several areas of interest and activity from morning to evening that provides a source of entertainment and offers needed services to visitor and residents alike.

2 | Vision A Vision for Downtown Wayne.

Acknowledging the importance of a vibrant and prosperous

downtown to the City’s future, the City of Wayne commissioned a

Downtown Plan (the plan) to explore potential development and

redevelopment opportunities, define physical enhancement

projects within the downtown and identify regulatory changes to

facilitate growth that matches a vision of walkable, livable

downtown. As economic growth resumes in the region, Wayne

must continue to be a quality community for businesses to locate

and people to live. Strong, traditional neighborhoods will become

even more attractive with a vibrant, active downtown.

As demographics of consumers and home buyers shift to fewer

people per household, there is increasing interest in living in or near

a vibrant downtown. Downtown Wayne’s unique attributes give it

amazing potential to attract and retain young families,

professionals, and empty-nesters. Historic buildings, natural

corridor, recreational opportunities, unique history and position

with access to several labor markets are all strengths that must be

harnessed to promote community prosperity.

This plan articulates a vision for the future, supports current and

future zoning regulations, and provides clear direction for public

investments in streets, sites, pathways, parks and entryways.

Goals.

Pursuant to the vision for Downtown Wayne, the City needs to

ensure that the physical manifestation of the downtown, including

architecture, building height, building location in relation to

surrounding uses and design of parking areas fosters a strong and

viable downtown area that will encourage reinvestment and attract

new businesses and residents to support growth. The following

goals are derived from the public involvement process to guide the

recommendations in this plan.

• Stimulate ‘smart’ economic development in the downtown, encouraging a mixture of uses and more urban character of development that supports this plan and positions downtown for success.

V i s i o n

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Create a downtown core that provides synergy and an exciting urban environment for people to live, shop, and work.

• Continue efforts to foster successful businesses for existing and future merchants in the downtown.

• Protect existing historic and civic amenities in the downtown such as the Veteran’s Plaza, State Theater, historic buildings, Post Office, and the river parkway.

• Provide efficient, clear transportation to, around, and through the downtown that also promotes a pleasant, walkable environment.

• Improve and enhance the river parkway and connectivity as a major asset to the downtown.

• Position areas closest to the railroad to maximize walkability, transit-oriented density, and urban character to support a future commuter rail stop in Downtown Wayne.

Public participation.

How well the community is involved in planning for their downtown

is a significant factor in the likelihood that the plan will be used,

implemented, and eventually successful in achieving the vision set

forth. The Downtown Plan process allowed City officials and the

public to be informed, share their ideas, and give feedback.

The public participation component of this plan aimed to engage

residents, business and property owners, employees, and other

stakeholders at every opportunity. Elements were selected to

understand the values and goals the public has for the downtown;

provide facts and ideas to the public to facilitate effective,

influential participation throughout the process; build public

consensus and support for the plan to support those who will

ultimately affect implementation; and incorporate goals and a

vision based on public input to create a plan that can remain

effective even as officials, staff, and stakeholders change. The

following paragraphs provide an overview of the key elements of

public involvement.


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Internal Work Session. Shortly after the project initiated, the

consultants hosted a 2-day internal workshop with city staff at

Wayne City Hall. With the intent of fostering an intense

evaluation of the planning and development issues facing the

City in a relatively short period of time, several members of the

consultant team “set up shop” in the city, allowing city officials

and staff to drop in any time to provide on-going input during this

formative period of the plan strategies and concepts.

Day one of the workshop began with a review of

the project scope and background data, review

of some early concepts, and quickly moved on to

identify other issues, ideas, alternatives and

obstacles from key participants. The team, with

select staff and officials, did several walking

tours of the downtown, to “field check” city

locations that will be affected by planning

strategies drafted during the workshop.

The second day of the workshop focused on

preparation of preliminary design and

development alternatives based on input in day one. The group

reconvened at City Hall for further discussion, including a

presentation of the project goals, downtown strengths and

weaknesses, market analysis findings, and summary of the work

compiled to date by the consultants on the 3-D model and

conceptual plan. The challenges and strengths identified can be

found in the table below.

The Internal Work Session

included several team

walking tours.

Internal work session

schedule.

Internal work session

strengths & challenges

assessment.

Strengths High traffic visibility/volumes

City-controlled property

Increased demand for urban residential

Strong neighborhoods within walking distance

Large market area 10-15 minute drive

Quality aesthetics in central core

“Green Infrastructure” /river corridor

Challenges

Disconnected retail areas

Confusing circulation

Auto-oriented suburban pattern, esp. in center

Lack of unique regional identity / niche in market

High speeds on Michigan Ave. one-way pairs

More parking than needed

Internal work

session resulting

concepts plan.

V i s i o n

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Stakeholders Meeting

invitation.

The Stakeholders Meeting featured a presentation outlining the purpose of the plan, guiding principles, and

introduced concepts from the Internal Work Session and Planning Commission meetings..

A preliminary 3-d model (plan view shown) was prepared to visualize many of the initial concepts (yellow

buildings are current buildings to remain, dark grey and red are sites/buildings for potential redevelopment).

Stakeholders Meeting. Building on the success and progress made

after the Internal Work Session, the City hosted a Stakeholders

Meeting in March 2009. Invitations were sent out to key

officials, property and business owners, and media to present

initial concepts on redevelopment, traffic, key sites, and

implementation strategies. The Stakeholders Meeting group

acted as a “sounding board” to test concepts, gather

additional perspective, and narrow the focus moving forward.

The meeting was led by Mayor Haidous, and included a

presentation by the consulting team to spur a creative

thought process and solicit input. District-specific strengths,

weaknesses, and concepts were introduced for a number of

focus areas around the downtown area, facilitating more

detail-oriented consideration of concepts.


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Residents, officials, and

consultants discuss ideas

about the conceptual plan at

the April 2009 Open House.

Public Open House. Refined redevelopment and land use

concepts resulting from the Stakeholders Meeting and a

work session with the Planning Commission were presented

at a Public Open House, to provide the public an opportunity

to give feedback prior to completion of the Plan.

The Open House took the form of an interactive drop-in

session for the public that included information about the

planning process, opportunity to ask questions, and several

medium for submitting comment. A series of stations (aligned with

the districts discussed at the Stakeholders Meeting) with maps,

images of the types of proposed buildings/uses, and key points of

the recommendations allowed a self-paced review of the materials.

A self-playing presentation was also featured as one station to

highlight the project approach and 3-d model.

Over 70 people were in attendance, hailing from every corner of the

City. A map at the sign-in desk asked those in attendance to place a

dot to signify where their business or residence is located (see map

above).

Over 70 people attended

the April 2009 Public Open

House, representing many

areas of the city.

V i s i o n

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Additional Public Input. After the public open house, several

additional working meetings of the Planning Commission focused on

interpreting public input, reviewing and revising the conceptual

plan, and ultimately deciding on the framework and content for this

plan. Members of the public were welcomed to provide comments

and suggestions to aid in the process as the plan was being

formulated.


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3 | Market Analysis A market study is an important component when weighing options

for the redevelopment of a downtown. It can provide guidance and

drive specific business recruitment strategies to position current

and future development for success. For this plan, market analysis

was prepared early in the project and used as a resource during

every step of the way to test concepts, provide a basis for planned

retail space, and formulate the action plan. In addition to

identifying what retail sectors are underserved in the Wayne market

area, the market study established a profile of the market area, size,

and demographics for potential customers, delineated by driving

distance rather than municipal boundaries. Ultimately, the market

analysis is only one component of the redevelopment plan, and was

weighed with public opinion.

The Wayne Market Demographics. While the City of Wayne is

home to approximately 7,336 households in 2008 (US Census, ESRI),

the market area (or general geographic area from which a

destination draws customers) within a ‘local market area’ (a 5-

minute drive) is 17,723 households, and over 73,000 households in

an ‘extended market area’ (a 10-minute drive). Especially given the

While the residents in the

downtown and city are

similar to many other ‘small

towns,’ Downtown Wayne’s

local and extended market

areas are much larger.

M a r k e t A n a l y s i s

22

auto-oriented culture in southeast Michigan, it is reasonable to

assume that the right mix of businesses could draw customers who

have to drive 10 minutes or less to get to their destination. This

becomes more and more realistic as the number of unique,

complementary businesses within a walkable distance increases, as

proposed in this plan. Several noteworthy facts surfaced as a result

of creating a profile of Downtown Wayne’s market area.

Residential Characteristics. The City of Wayne is well known for its

traditional, stable, and strong single family neighborhoods and high

number of residents who have lived in Wayne for much of their

lives. This was corroborated by residential statistics, which showed

that as of the year 2000, 60% of residents in the city had moved in

before 1994 (compared to less than 50% average in the US).

Cost of Living in Wayne. Strong heritage of higher-paying blue collar

jobs and position in an industrial economic region have positioned

Wayne’s housing stock as strong, older neighborhoods with very

affordable home prices and rent payments - the average monthly

rent in 2008 was $675. Stable property values for mid- to smaller-

sized homes positions Wayne well to attract young families,

professionals, and empty-nesters – all of which fit the profile of

residents interested in a downtown-style environment.

Residential Market Demand. In addition to

strong residential neighborhoods, affordable

homes, strong schools, and great potential for a

vibrant downtown, Wayne has unmet demand

(see ESRI Housing Supply and Demand chart) for

middle- and higher-priced residential units typical

of downtown area living. Townhomes,

condominiums, and loft-style apartments are

often priced higher than Wayne’s current

average price, but can vary widely based on size

and amenities. This plan recommends a mix of

these units, in free-standing buildings, above

retail as part of mixed-use, and as part of

multiple-family residential buildings in several areas around the

downtown area. The combination of these types of units in a

unique downtown setting would provide a leg up on other

developments that are more suburban in nature or that try to

duplicate a traditional urban community.

Data shows an oversupply of

middle- and lower-priced

housing, and unmet demand for

middle- and higher-priced

housing typical of downtown

townhomes or condos. (ESRI)

2008 households data shows

exponential increases in

households within 5-minute-

drive intervals.


23

Top Five Downtown-Compatible Undersupplied Retail Sectors:

1. Electronics & Appliance Stores

2. Specialty Food Stores

3. Florists 4. Book, Periodical, &

Music Stores 5. Beer, Wine, and

Liquor Stores

Retail Supply and Demand Analysis. Given the wide variety of

businesses in the downtown area and high observed turnover,

the strategies outlined in this plan for business retention and

recruitment are based in a supply and demand analysis. Using

the market area demographic profile and economic activity

data, this plan aims to capitalize on business types that are both

complementary of one another and show an undersupply in the

market area. Coupled with design standards and other

improvements to make Downtown Wayne a destination, this

retail analysis identifies a clear path to successful growth. The

sectors highlighted below (especially those highlighted in both

the local and extended markets) should be the focus of business

recruitment and retention in the downtown.

Retail analysis shows a number

of retail sectors under-served

in the local and extended

markets.

M a r k e t A n a l y s i s

24


25

4 | Redevelopment Plan Concepts to Achieve a Vision.

This plan articulates a vision for the future, supports current and

future zoning regulations, and provides clear direction for public

investments in streets, sites, pathways, parks and entryways. The

illustrative concepts, 3-d models, and guidelines for design add

depth and detail to the vision and goals, and allow for the

formulation of a clear plan of action and priorities.

The concepts laid out in the plan reflect the input of the public,

business owners, city officials and staff, and experts in planning and

development, and are intended to appeal to a wide variety of

potential developers. The plan sets a path for public and private

investment and supports the following goals:

• Stimulate ‘smart,’ mixed-use economic development.

• Create a downtown core that provides synergy and excitement.

• Continue efforts to create a successful business environment.

• Protect existing historic and civic amenities.

• Provide efficient, clear transportation system and a pleasant, walkable environment.

• Improve and enhance the river parkway.

• Position downtown to support a future commuter rail stop.

The next several pages highlight

redevelopment concepts organized by

the districts identified earlier in this

plan, to reinforce an approach to

redevelopment that will see growth

and success across the downtown in

nodes of compatible development that

will create synergy needed for

successful downtown. The Plan Map

(showing the entire study area) can

be found after page 40.

Downtown Wayne Districts

Map. Plan boundary is

shown as a dashed line.

R e d e v e l o p m e n t P l a n

26

The North Wayne Road Retail/Gateway. Currently, the north

Wayne Road district serves two distinct purposes: to provide access

to the shopping district and adjacent neighborhoods, and to provide

an efficient path for traffic to move north and south through the

area.

While some vacant parcels and older homes would benefit from

redevelopment with buildings and uses that match the rest of this

district, the most important change that should be made is to the

street. Streetscape elements in place provide the consistent

downtown theme, amenities for pedestrians, and pleasing

aesthetics for businesses, but the close proximity, high speed, and

lack of landscaping/gateway elements is negatively impacting this

stretch.

Enhancements such as a landscaped median, overhead gateway

features, bump-outs at cross-streets, and on-street parking would

improve the urban character of this district and further encourage

foot traffic and customers to circulate the entire area instead of just

visiting one business. More details on the transportation elements

can be found in Chapter 5.

In addition to enhancing the street, façade improvements and new

or improved downtown-style signage would further enhance the

character of the area.


27

The South Wayne Road Retail/Gateway. More of a traditional

secondary street with neighborhood commercial and residential

uses, the south Wayne Road has the themed streetscape

elements in place down to Harroun Street.

Several vacant and underutilized parcels along this stretch will

present development opportunities where decisions on land use,

site design, and building character will shape the identity for

decades to come. Recent townhome residential facing the street

has already initiated a phase shift in character; design and form of

this building should be used as a benchmark for future residential

and commercial development.

While traffic volumes past the south gateway are lower than

those seen north of Michigan Avenue, the whole Wayne Road

corridor provides an important link to Metro Airport and Downtown

Romulus. A similar gateway treatment to that recommended for

north segment would reinforce a sense of “place” in downtown

Wayne, evident by visitors, passers-by, and residents alike.

Façade improvement programs and continued streetscape

enhancements will support the need for a walkable corridor.


28

The East Michigan Gateway. The east end of the

downtown serves as a major gateway district to all

westbound Michigan Avenue traffic. The funeral

home and religious campus are two anchors, with

landscaping and high-quality design. In addition, the

extreme east edge includes vintage inter-urban

corridor uses, such as Brownie’s Diner, that can be

harnessed to provide a unique, attractive transition

from the thoroughfare into the downtown area.

In addition to the positive elements in place, a more

formal themed gateway should also be added to clearly distinguish

the downtown area. A gateway arch or other masonry feature

similar to those recommended for north and south main would be

consistent with the theme, character, and amenities in the

downtown. Acting as a transitional district from the suburban

corridor to the retail and mixed-use cores, the land use for the

gateway should remain as is; with medical and general office

buildings and other uses ancillary to the downtown’s urban retail

and mixed use cores. The west end of this district, near the library,

parking deck, and townhomes, is important to be compatible with

and service the adjacent retail and mixed-use cores; improved

circulation would be achieved with

an extension of Veteran’s Plaza

south to eastbound Michigan, and

an alley or parking lot connection

aligned with Park Street to connect

Wayne Road and the southeast

corner bank with the rest of the rear

parking areas.

The East Michigan Gateway

is recommended to stay

relatively unchanged,

instead focusing on gateway

features, improved

circulation, and high-quality

aesthetics.

Above: Brownie’s Diner on Michigan

Avenue.

Below: Bird’s Eye View (bing.com)

looking west along Michigan Avenue.


29

The West Michigan Gateway. Similar to the east gateway,

the west gateway has a quick transition from suburban

thoroughfare commercial corridor to more intense

downtown area. The railroad viaduct is the first

impression when approaching downtown, and would

benefit from aesthetic enhancements to simulate masonry

or other high-quality materials.

The large industrial use and suburban shopping center

both present a solemn face for those entering the area;

greenbelt landscaping and more decorative monument

signs (similar to the sign in front of the Ford Plant) as

opposed to pylon signs. In addition, the shopping center should be

given new façade treatments and parking area landscaping to

increase green space and appearance of the front door to

downtown.

The plan identifies the opportunities for the excess parking closest

to Michigan Avenue for redevelopment as outlot restaurants or

retail space (with landscaping and outdoor seating), to increase

vitality of the property and bring buildings and landscaping up close

to the road to support a more urban form and walkable

environment.

The West Michigan Gateway

includes a wide array of land

uses and character, and lacks

clear access points to get into

downtown. Key

recommendations are

connector to Main Street,

development of outlots in

excess parking areas, and new

gateway feature(s).


30

The Riverfront Parkway. Many

public and private features

comprise the linear riverfront

district that runs along the Lower

Rouge River Parkway. The bike

path is a tremendous element

that is underutilized and not

celebrated in the downtown.

First most, the plan recommends a number of direct, signed,

aesthetic connections from North Wayne Road and from the Retail

Core areas that connect shopping streets and parking areas directly

back into the River Corridor. Trailheads, wayfinding signage, and

distinctive pavement should all be used to encourage interest in the

Riverfront Parkway and path system. Future connection of Wayne’s

path to the regional system west to I-275 would provide mutual

benefit to bicyclists and downtown merchants.

The river is a valuable natural resource, and currently handles

large amounts of stormwater runoff from the downtown. A

number of areas in the river basin that are typically dry should

be developed into rain gardens and bioswales to process the

stormwater and clean it before it gets into the river. In the

event of a heavy storm, the facilities would allow free flow into

the river, but in most cases the water would be naturally

filtered. The parking lot at City Hall currently employs similar

methods for stormwater processing and filtering through the

bioswales in the parking lot.

In addition to public amenities to link the parks, pathways, and

facilities, the river is a prime location for middle- and higher-

value residential units, such as townhomes and condominiums.

Some of the city’s oldest single family homes are located in this

district along Sims Avenue and have very deep lots heading

back to the river. The area behind these buildings could be

consolidated and developed in coordination with rehabilitation

and celebration of these historic homes.

Photos along Rouge River in Wayne’s

Goudy Park.


31

The Riverfront Parkway is a critical

corridor around and through the

downtown. Currently, Wayne Tower,

several civic buildings, and some of the

oldest homes in Wayne are underutilized

assets. Infill townhomes, select retail on

Wayne Road, and enhanced connections

to the parkway and path will lead to a

vibrant river corridor and enhanced

downtown asset.

Simulation looking west

along Rouge River from

west of Elizabeth Street.


32

The Brush Street Neighborhoods.

Many of the city’s oldest homes are

along Brush Street in what once was

a strong, historic single family

residential neighborhood. A change

in planning and zoning for these

two neighborhoods led to an

infusion of smaller industrial uses, even through the mid 2000’s.

Both areas should pursue new or enhanced historic designations to

promote historic preservation.

West of Wayne Road. Here, homes

remain on Brush Street proper and

several cross-streets (all of which

have been fully or partially closed

at eastbound Michigan). Industrial

uses have encroached in a few

areas, but the predominant use is residential. The plan

recommends infill and streetscape features to strengthen the

residential character and complement the traditional homes with

new homes. The city owns a significant amount of land on the

south edge of this area, and should use the sale process to find a

developer who will use the land for compatible, high-quality single

family residential. Extending Newberry Street through to Wayne

Road will reconnect this area with the rest of the downtown, and

encourage professionals and families alike to consider the

neighborhood as an eclectic, unique mix of homes in close proximity

to the mixed use, retail core, and future commuter transit station.

Brush Street west of Wayne

Road is still primarily old,

historic homes and quaint

neighborhood character.

The plan calls for infill of

compatible homes,

streetscape enhancements,

and the re-extension of

Newberry from Michigan

through to Wayne Road to

reconnect this jewel.


33

East of Wayne Road. Here, small setbacks and lots make the

industrial mix of uses a difficult situation for homes, with some

homes less than 10 feet from an industrial building. The plan

recommends changing the zoning for this area to promote mixed-

density residential development, complimentary of the character of

existing homes. The buildings could include stacked apartments,

duplex and three- or four-plex units, and single family homes, all

oriented to the street and minimum setbacks from the sidewalk to

match the character of the existing homes and promote a smaller,

more comfortable pedestrian experience.

The possibility of a future commuter rail station in this district is a

once-in-a-lifetime opportunity for the city and the downtown. The

plan outlines development in the area that meets the vision and

goals of the plan for urban, walkable neighborhoods while

positioning the area to reap

the benefits of this type of

facility in the future. The

numerous facilities within 5-

minute walk make this

location ideal.

East of Wayne Road, Brush

Street is a mix of

incompatible uses. The plan

recommends restoring the

residential character with

single- and multiple-family

infill with compatible

character and scale. A

future commuter rail station

should be accommodated

with Transit-Oriented

Development especially in

the closest block as part of

connecting the parking deck.

Future

Commuter Train

Station

Example Transit-Oriented

Development

Brush Street Residential Infill, TOD and Commuter Station

looking east across Second Street.


34

The Main / Park Street Business Area. The mixed-use core

area has seen the most change since the heyday of downtown

Wayne’s shopping and urban form. The only buildings that

remain are traditional churches and the Post Office, with the

remainder of this 12-block area being transformed into a

hodge-podge of parking and auto-oriented uses and buildings.

The plan for this area proposes a number of public and private

developments to transform what remains of the grid street pattern

back to a vibrant, walkable, mixed-use district adjacent to the retail

core. New park space, mixed-use buildings, and on-street parking

are the major concepts, designed to work around several traditional

and more modern key buildings to infill and revitalize this important

central area of the downtown.

Using the Metro Place Center’s renovated office and restaurant

space as an anchor, the plan recommends converting the blocks of

parking adjacent to a mix of residential, commercial, and mixed use

developments. These sites should be designed to push buildings up

close to the streets, especially along Michigan pairs and along a re-

established Main Street out to Elizabeth Street. Buildings should be

two or three stories in height, although some uses may desire to

simply have a taller building/façade on a single-story structure.

Along Elizabeth Street, townhomes and condominium residential

units should be developed to transition from the higher intensity

mixed use and offices to the single-family streets west of Elizabeth

in the West Gateway.

Public green space to support outdoor seating for restaurants,

public art and other park amenities, and landscaping and foliage

should be considered to re-establish the small block pattern and

generate interest and excitement to travelers on Michigan Avenue

pairs to explore what’s in this vibrant district. Elizabeth Street

should be converted to a three-lane street, with a landscaped

median being installed in the center lane where turning traffic in

minimal.

Implementing more visible on-street parking and enhancing

crosswalks with textured pavement and bump-outs should be used

to buffer traffic and the sidewalks and encourage foot traffic around

downtown rather than just to and from a customer’s car.

Redevelopment should

focus on walkable streets

with urban character.

Outdoor seating, park space,

and balconies all enhance

the street activity.

Simulation looking east on

eastbound Michigan Avenue

east of Elizabeth Street.


35

Eastbound Michigan Avenue traffic is currently

shown the back side, parking lot view of the core

island. Developing uses, parks, and other

elements to generate interest and exciting views

into the core down streets will promote foot

traffic and activity in the downtown.

View down eastbound Michigan

Avenue with redevelopment

concepts.


36

The Central Retail District. Although several other districts in the

downtown have traditional-style commercial buildings, the highest

concentration is closest to the traditional center of downtown

around the corner of westbound Michigan and Wayne Road.

Anchored by the State Theater, Bank of America building, and Leo’s

Jewelry, this four block stretch has a high concentration of

traditional downtown-style buildings on the north side of the street.

On-street parking and wide sidewalks along Michigan are inviting to

pedestrians, although rear parking and uninviting cut-through

walkways west of Wayne Road minimize the foot traffic. This same

block of taller, older buildings west of Wayne Road has had trouble

with vacancies over the last decade.

The plan recommends multi-story infill in this area focused on

compatible retail, such as entertainment uses, restaurants,

boutique shops and other retail uses that attract window shoppers

and stimulate foot traffic. Office uses should be located on upper

floors or in other districts to make as many storefronts “active” as

possible. Facades should be designed to be similar character and

materials to other buildings in the downtown, with a focus on

vertical elements, windows, and architectural features that are

unique from suburban developments. This district should be the

main focus for attracting new retailers to form a “core” point where

synergy can occur and then expand to bring up the rest of the

downtown to active and walkable destination. To this end, two

concept areas with more

site-specific detail are on the

following pages.

The main “cross roads” of the

downtown are at westbound

Michigan Avenue and Wayne

Road. Redevelopment and/or

renovation on all four corner to

add landmark, urban, multiple-

story mixed-use buildings would

create the synergy and

destination momentum on which

to build the rest of the

redevelopment.

Simulation of WB Michigan/S

Wayne Rd intersection, looking

southwest.


37

Increased intensity

and buildings built up

to the street at the

main “cross roads”

creates a more

urban, walkable feel

even for those

driving through on

Michigan Avenue.

Interesting, active

storefronts and foot

traffic will generate

excitement and

interest in stopping

or coming back to

visit.

Simulation looking west on westbound Michigan

Avenue just east of S Wayne Road.


38

Westbound Michigan and Wayne Road. This concept works to

consolidate the parking areas, level the slope of the plain, create a

new rear street-wall and access to the traditional downtown

buildings near the corner, and more pronounced access between

and to a new building on the former Wayne Theater opportunity

site in the middle of the block.

Extending Sims Avenue through with sidewalks and crosswalks opens the back area up and improves circulation in and around this segment of the retail core. The parking lot would see an increase in parking spaces, accessibility, and wayfinding, and facilitate a stronger connection between westbound Michigan Avenue shopping corridor and the River Parkway and path system. By setting a ‘boardwalk’-style promenade at a level even with the

Michgan Avenue side, front and rear store access can be on the

same level. In addition, those who do park behind the strip can see

the storefronts and window shop on their route to and from their

car or the river trail when visiting anywhere in the retail core.

This corner/block is one of

the top five opportunity

sites and a significant

momentum builder if

complete. Public and

private investment would

be needed to renovate the

traditional block, redevelop

the vacant site, and

transform the parking area

into a promenade, parking

lot, and new Sims Avenue.


39

Westbound Michigan and 2nd Street. This

concept is designed to reconnect the retail

corridor to the west with the transitional areas

to the east of the site. Mixed use buildings

along W. Michigan Avenue not only helps to

continue the “streetwall” effect but also

creates intermittent relief for pedestrian-

friendly walkable environment.

Addition of residential component

(townhomes) along Sims Avenue will help re-

energize the road and complements the

residential character present across the street.

The townhomes are recessed from the street to

form garden areas in front of each unit. Also the residential and associated parking areas are

screened from the commercial areas. The provision of green space at the southeast corner of 2nd

Street and Sims Avenue is an extension of the park-like setting on the northwest corner. It also

helps to promote recreational opportunities for the residential component conceptualized along

Sims Avenue. Existing uses such as discount store is proposed to be relocated from this urban site.

The existing ATM can be relocated within the proposed retail/commercial buildings. An

alternative layout of the commercial buildings is proposed which respects the view corridor/vista

along westbound Michigan Avenue and the east building is accordingly stepped back to follow the

view axis that terminates in a tower feature highlighting the west building. The public realm space

created within and in-front of the buildings offers public

gathering opportunities.

Individual curb-cuts from W. Michigan Avenue and Sims

Avenue have been eliminated in favor of alley access

between 2nd and 3rd Street. Access to parking is

provided through mid-block pedestrian crossings and

corridors. Parking area is recommended to have porous

pavement and the parking islands can potentially act as

detention areas with presence of rain gardens and similar

sustainable site elements. Large outdoor public realm

spaces and seating areas create an urban environment

that serves as a destination within the downtown area.

Green spaces, plazas and sidewalks create an environment

that caters to the pedestrian, while parking is provided in

a more sensitive and aesthetic manner that reinforces

rather than detracts from the built environment.


40

The West Business Corridor. The west

end of downtown currently houses

neighborhood-scale commercial uses

backing up quickly to a strong

neighborhood. The commercial is an

important buffer between the higher

volume traffic along Michigan and the

neighborhood; the plan recognizes this

and the need for shops and urban-scale

buildings along this already compact, more urban-scale

corridor. Slightly taller buildings, with mixed uses of retail,

office, and some residential would fit well.

One specialized version of these types of buildings is known

as “live-work,” which comprises of residential units of two or

three stories that have flexible space oriented to the street

that can either be used for home space or as a storefront

shop or office. These uses are very compatible with single

family residential but also achieve the street wall and urban

character desired.

In addition to the frontage along Michigan Avenue, the

entryway at each street into the Riverview Park

neighborhood should be enhanced to clearly demark the

transition and enhance the aesthetics.


41

Placeholder for large redevelopment plan map.


42


43

Downtown Site Amenities. In addition to concepts for specific sites and districts, this plan

stresses the importance of high-quality design, compatible

character, form and uses, and consistently designed public features.

To articulate the vision and provide alternatives to conventional site

development, site design and public improvements must consider

pedestrian access, building and streetscape scale, and a unified

visual appearance to support a more attractive and functional

downtown environment.

The following guidelines provide an overview of what to look for in

development and redevelopment downtown that will support the

vision and goals of this plan, including streetscape, site design, and

building design and placement. As they are implemented, these site

design elements will strengthen the functional and aesthetic

qualities of the downtown to create an appealing environment for

residents, visitors, and businesses and promote a comfortable

pedestrian atmosphere, safe vehicular operations and a cohesive

visual appearance within the downtown area.

Public streetscape, private lots and green spaces should employ

common design elements, such as paving materials, lighting, street

furniture and building materials in order to create a unified

character for downtown. Likewise, architecture should have

elements that are repetitive or common in order to unify the whole.

Within this unifying structure, however, there should still be ample

room for individual expression. This helps build “pride in place”

while providing a sense of community for the whole city. In the

same way, buildings of a certain type (office, commercial,

residential) should be similar, but not repetitive. The ultimate goal

is a vibrant, aesthetically pleasing place that can be easily identified

as Downtown Wayne.

Streets. The streetscape consists of elements that define the

character of the public streets, sidewalks, and adjacent private

property, and plays a significant role it has in defining the

pedestrian, vehicular and aesthetic experience of the downtown

area. Wayne has spent considerable effort and expense in

improving the public portion of many downtown streets, including

the installation of on-street parking, decorative sidewalk

treatments, banners and ornamental street lights throughout much

of the downtown. To strengthen continuity within the downtown


44

area, additional elements such as decorative walls, landscaping,

additional on-street parking, and access management standards

shall be implemented.

Street Wall. Where buildings are not built within 40 feet of the

front lot line, a masonry (or masonry with decorative wrought iron

elements) street wall (typically approximately 3 feet tall) should be

incorporated within the frontage landscape treatment to define

public spaces and obscure parking areas. Several public parking

areas and gateways in Downtown Wayne have these types of

masonry features in place; the design of additional street walls

should be compatible with those. Where streets transition from

commercial/mixed-use to residential enclaves, masonry, decorative

features should be considered to demark the transition.

Non-motorized Connections. For a downtown area to be safe,

attractive, and vibrant, accommodations must be made for

pedestrians and bicyclists. Non-motorized circulation within the

entire downtown area shall be designed to

connect the downtown area with pedestrian

destinations and the river path, as well as

emphasize main points of entry/exit for

development parcels. Where crosswalks are in

place or proposed, advance warning signs,

variation of materials and/or pavement markings

will improve visibility and comfort for those

crossing. The ‘long block’ orientation along

westbound Michigan Avenue presents difficultly in

connectivity between Michigan Ave, areas south of Michigan, and

areas north of Sims such as Goudy Park and the river. Providing

pedestrian connections through parking lots via a sidewalk and

crosswalks through parking islands will encourage people to walk

around the downtown area.

Parking Areas. Placement of parking areas can have a great impact

on how the downtown functions and appears. The most convenient

parking spaces are often on the street in front of or near the

business; new on-street parking should be introduced whenever

feasible as part of development, while existing on-street parking

should be enhanced with better striping, bump-outs to shelter

users, and signage to and from municipal lots. Public and private

parking lots should not face onto the Michigan Avenue one-way

Space between buildings

can be enlivened with

plantings, lighting, benches

and outdoor dining areas

and cafes.


45

pairs or Wayne Road whenever feasible. In retail developments

along these key corridors, one full aisle of parking could be included

along the frontage to provide more convenient and visible parking,

but with a design that includes a buffer wall, either a physical fence

or a landscaped buffer, to further enhance the downtown street

wall. Trees, hedges, and low walls create a vertical plane that

extends from buildings parallel to the sidewalk.

Site Design. The whole assemblage of buildings, streets,

public spaces, landscaping, and pedestrian facilities is as

important as the design details of individual buildings. The

vitality of the downtown is dependent on creating an

environment that is navigable and safe for both pedestrians

and vehicles. In addition to individual sites, it is as important

to ensure these components are coordinated with

adjacent sites to achieve a cohesive identity.

Landscaping. Landscaping provides many aesthetic and

functional qualities which enhance the overall appearance of

outdoor spaces, provides shade, reduces the mass of

buildings and defines/encloses spaces. The location of plant

material should be carefully located so that is does not create

a nuisance, safety concern or a maintenance problem.

Landscaping should create a strong visual impact by

consolidating plant material, provide foundation plantings at

public building entrances and within building planter boxes,

and create a transition between buildings, parking spaces and

from the street edge. Plant material should be chosen to

complement the architectural style and details of the building,

such as upright shrubs as foundation plantings or trees to

break up longer building walls.

Public Spaces. To attract additional patrons throughout the daytime

and evening hours, attractive spaces must be provided for people to

gather. Public spaces should be planned in conjunction with new

development and redevelopment of existing sites. Even small sites

can provide some type of pedestrian amenity. Outdoor

dining/sidewalk cafés add color and vitality to the street, and

continuing the city’s farmer’s market in the warmer months also

provide an attractive and inviting walking and dining experience.

Public plazas, art, or sculpture displays add interest and contribute

to the creation of Downtown Wayne as a unique business area.

Green space and

landscaping around

downtown buildings

contributes to a walkable

environment and

encourages foot traffic.


46

Signs. Signs provide an important function of both

advertising and navigation by motorists and pedestrians.

However, often times signs dominate a site and are

counterproductive to the primary function of directing

patrons. Through careful and well-planned site design, the

number of potential signs should be limited. Signs should

be integrated with their surroundings in terms of size,

shape, color, texture and lighting and not promote visual

competition with other signs in the downtown area. Individual

letters or sand-blasted/carved lettering and indirect illumination on

darker colored background creates a more aesthetically pleasing,

pedestrian-scale feel; “box” type signs should discouraged.

Building Design and Placement. Individual buildings are only a part

of the whole. Collectively, buildings in close geographic proximity

define the character of an area. Too often, building design is

considered in isolation; building location and scale across a large

downtown area or smaller downtown districts play a key role in

determining the character and feel of a street, corridor, or district.

Building Design. Exterior design and details (color, architectural

form, type and number of materials) should be coordinated on all

building facades to achieve harmony and design continuity.

Especially as more parking, access, and visibility is from the front

and side/rear, building facades that are visible from the street and

portions of buildings that are visible to the public should be finished

in a manner that is consistent with the front façade and clear access

should be provided to or through buildings on those sides.

Building Orientation. The relationship of a building to its site, the

public right-of-way and adjacent buildings is a critical component of

a successful urban design. While many of the intersecting and main

streets in Downtown Wayne are not at right angles, buildings should

be oriented parallel to the main street; buildings located at a corner

intersection should have front façade parallel to both streets.

Preferably, buildings on most downtown streets should be built

with no front setback. In locations where an aisle of parking is

provided in the front, landscape elements such as walls, fences, or

plant materials should be used to visually reinforce the established

street wall. In addition, front facades should occupy the majority of

street frontage to eliminate irregularly sized gaps along the street

edge. A primary entrance should be provided from the street;


47

secondary entrances should also be provided in proximity to

pedestrian connections, public spaces, and the parking areas.

Building Materials. Building materials can promote a high-quality

design that contributes toward the creation of a downtown

atmosphere. To this end, buildings should consist of durable, high

quality materials, with the primary building material consisting of

brick, stone, or similar material while the use of EFIS should be

discouraged.

Facades. Variation along facades visible by the public can be

enhanced by including relief along the building through offsets or

projections, architectural banding, and/or vertical projections. All

vents, gutters, down spouts, flashing, electrical conduits, soffits, etc.

should be painted to match or complement the color of the

adjacent surface, unless it is being used expressly as a trim or accent

element. Large amounts of clear glass on the first floor should be

required, as they create an inviting entrance for pedestrians and

liven the streetscape.

In addition to overall façade design, storefront

windows are an important building element for

creating a pedestrian scale downtown environment.

Windows break up wall segments and provide an

opportunity for interaction between the building’s

interior and exterior at the street level. Windows

should provide openings to maintain a sense of scale

and add interest to the building, and be used to avoid

long, blank facades along sides visible to the public.

In many successful downtowns, regulations require

that windows and doors comprise at least 50% of the

first floor front facade of a building containing a

commercial use; Wayne should consider a regulation

or incentive to encourage this practice.

Historic Preservation.

While not all aging architecture can be considered of historic

quality, many of downtown’s older structures should be preserved.

Historic buildings are unique to Wayne; they play an important role

in creating a unique place that will attract people to shop, live,

work, and do business downtown. Recommendations in this plan

generally advocate for a traditional downtown feel, so these historic

Benefits of Historic Preservation

Conserves energy

Cultural resources

Maintain urban massing

Economic value

Existing infrastructure

Jumpstarts revitalization

Catalyzes private reinvestment

Built with pedestrian in mind

Longer life expectancy

Perfect for start-up or small businesses


48

resources should be used when possible. Adapting and retrofitting

historic buildings not only keeps the desired building fabric in place

but often saves demolition and construction costs. The following

indicators should be considered when determining historic

preservation potential:

Two-story storefronts with first floor entry and second floor

apartment/office/storage potential.

Quality materials such as brick and stone and significant

architectural features such as cornices and window

detailing.

Appropriate existing massing where facade improvements

will enhance character.

Local historic significance.

The Planning Commission needs to carefully consider renovations to

older structures in order to ensure that the historic character of

these buildings is retained. In addition, development or

redevelopment in the historic district and central business district

should be designed in keeping with the existing building character.

Downtown Business Concentration.

Based on the vision and goals established in this plan, the

redevelopment of downtown should be supported by regulations

that encourage and facilitate compatible retail and other

complementary mixture of uses to develop a core concentration in

the central retail and mixed-use districts. These regulations should

support high-quality design, urban form and character, and may

need to exclude certain uses, activities, and building forms that

compromise the ability to achieve and sustain viable business areas.

These disruptive uses often include “big-box” retail stores, large

assembly uses, and large utility buildings that take up large amounts

of space and parking and detract from the consistent street wall,

walkable environment, and active storefronts that are so important

to a vibrant business area.


49

5 | Circulation & Parking Downtown Parking & Circulation Strategy.

Downtown Wayne has a disconnected system of local public streets

to connect downtown with the residential neighborhoods, and

primary roads to carry motorists through the downtown (Wayne

and Michigan one-way pairs). Existing circulation issues include

confusing routes, cul-de-sac side streets, one-way circulation,

disconnected parking areas interspersed with former grid pattern,

and incomplete parallel routes to the one-way pairs. Downtown

auto speeds are perceived to be too high, especially along the

primary roads, and street design and traffic control favors autos

over pedestrians.

The redevelopment plan proposes a set of standards for pedestrian-scale, traditional downtown streets, with parking mostly in the side and rear of buildings. Wide street and lane widths and large building setbacks with front parking can contribute to excessive speeds. Reduced width and number of travel lanes, in combination with the location of infill development have been designed to foster safe pedestrian environment, including provision of on-street parking for convenience and to shield the pedestrian realm.

The transportation

recommendations

complement the

redevelopment plan.

C i r c u l a t i o n & P a r k i n g

50

Extending and Connecting Existing Streets.

Wayne’s original grid street pattern was significantly impacted by

the one-way pairs that were added several decades ago. The lack of

through and connecting streets in between and around these one-

way pairs makes accessing the Downtown confusing and negatively

impacts walkability and connectivity. The following extensions/

connections are critical to improving accessibility to Downtown

Wayne.

Sims Avenue. With a signalized intersection at Wayne Road, Sims

Avenue is an asset to circulation in and around the retail core area.

In conjunction with redesigning the rear parking areas west of

Wayne Road, extending Sims through to the cemetery would boost

this historic block and cohesively tie together the river corridor,

theater, and housing developments.

Main Street. Once the spine of downtown’s grid, Main Street is

little more than a disconnected side street and access drive.

Extending a one-way eastbound Main Street access, and extending

at least a more pronounced parking drive and sidewalks through

from Newberry to Elizabeth is critical to linking the residential

neighborhood the west with the retail core.

Veterans Plaza Connector. Confusing one-way street and parking

structure entrances, cul-de-sac side street, and poor pedestrian

connections would be significantly improved with a two-way access

Extending and connecting key

streets improves circulation,

restores more of the original

‘grid’ layout, and provides

better access to downtown.


51

between eastbound Michigan and Veterans Plaza. This could also

be supplemented by a alley/parking lot connection between the

bank on the southeast corner of westbound Michigan and S Wayne

Rd through to the parking lots on Veterans Plaza.

Newberry Street. The redevelopment plan places emphasis on

walkable streets and connectivity to break up the large districts with

more connections. To this end, Newberry should be extended

south of eastbound Michigan to Wayne Road, and studied for

signalization to aid vehicular and non-motorized traffic.

Michigan Avenue (US-12) One-Way Pairs.

For much of the 1990’s and 2000’s, the Michigan Avenue one-way

pair configuration has generally been four lanes in each direction,

with one lane of on-street parking on a part of westbound Michigan

Avenue. Current and projected traffic volumes (from MDOT and

SEMCOG) show excess capacity that should be able to be

effectively accommodated by three through lanes (with turn lanes

at certain intersections), as westbound now functions well.

Westbound Michigan Avenue. A recent construction project

resulted in MDOT striping the left-most through lane of westbound

as a dedicated turn lane and on-street parking lane between 4th and

Elizabeth Streets, making westbound a 3-lane one-way

configuration. The dedicated left turn lanes (between Wayne and

Elizabeth) are long and promote high-speed traffic, and could be

more effectively used for some additional on-street parking. MDOT

should truncate the left-turn lane to 50’ and replacing it with on-

street parking, and removing the right-turn lane at Elizabeth.

Current and projected traffic

volumes along Michigan

Avenue should be handled

effectively with 3 lanes in each

direction.


52

Eastbound Michigan Avenue. While eastbound was not part of the

construction project on westbound, volumes and observed traffic

patterns support turning one of the four through lanes into on-

street parking, most likely on the south side of the street to provide

parking and a physical buffer between residential uses and the

heavy traffic along Michigan Avenue. The parking may need to be

on the north side of the street to allow it’s width to be used for

dedicated turn lanes at Elizabeth, Newberry, and Wayne.

Wayne Road.

As the main north-south road through the city, Wayne Road

connects the downtown to Westland’s Ford Road and Westland

Mall commercial areas, and provides a route for

commuters accessing Michigan Avenue. Currently

under the jurisdiction of Wayne County, the road is a 5-

lane cross section (with a center left-turn lane) with

little excess right-of-way for parking or even wide

sidewalks and landscaping.

The county reconfigured the street to be 5-lanes

around 1990 to handle more through traffic. Since

then, the city has invested in property and constructed

municipal parking lots behind many of the businesses

to help them remain viable. This plan recommends

evaluating on-street parking and installation of center

medians to address uncomfortable traffic speeds and

lack of right-of-way for landscaping/gateway features

To calm traffic, improve the environment for

pedestrians and bicyclists, and improve aesthetics of

this traditional shopping area, the city should engage

the county in negotiations to enhance the street with

on-street parking and center landscaped medians.

Reintroducing On-street Parking. The lack of parking

and proliferation of businesses set right up to the street wall along

the north portion of Wayne Road would be a top priority for

reintroducing on-street parking. Two alternative treatments are to

convert the outside lanes to parking and install bump-outs at

intersections, or a less permanent treatment would just be to stripe

the outside lanes for parking and add meters and signage. Lower

traffic volumes mean either treatment could more easily be

Wayne Road could benefit

from improved aesthetics and

calmer traffic if enhancements

are implemented.


53

implemented on Wayne Road south of eastbound Michigan Avenue,

if the city and area businesses desire.

Installing a Landscaped Median. Especially in the area between the

Rouge River and the railroad viaduct, the center left turn lane along

Wayne Road is only utilized at a few spots. Installation of a

landscaped median (with left turn pockets at higher volume turn

areas) for the approximate width of the current lane would provide

refuge for more pedestrian crossings, aesthetic enhancements, and

calm traffic moving through the downtown. The median treatment

would have similar benefits extended the length of Wayne Road.

Non-motorized and Transit.

Connectivity with existing sidewalks, pathways, and recreational

amenities has tremendous potential as an asset of the downtown

area, especially if a commuter rail station is added.

Non-Motorized Connectivity. Connecting the long blocks parallel

with Michigan Avenue to the River Parkway and path requires more

prominent design including textured pavement, wayfinding signage,

and landscaping to demark the connection and call attention from

Michigan Avenue.

Transit Enhancements/Commuter Rail Station Area. A number of

assets are already in place within a 5-minute walk of the potential

rail station; promoting investment in wider sidewalks, wayfinding

signage, and streetscape amenities will support a vibrant station

and maximize benefit of other redevelopment projects.

Long blocks and lack of

signalized crosswalks makes

connectivity limited across the

downtown. Several

recommendations would

improve wayfinding, enhance

visibility and use of facilities,

and support a future commuter

rail stop.


54

Cross sections. As construction projects, redevelopment, and

streetscape enhancements arise, the City should work with the

county and MDOT to revise the street character throughout the

downtown in support of the vision and revitalization plans set forth

in this plan. The following general cross-sections support the goals

of this plan in making downtown walkable, easy to navigate, and

having a more urban liveable form.

Eastbound/Westbound Michigan Avenue. While one-way pairs are

not the most ideal configuration for downtown character and form,

they are a safe and effective way to move traffic through a corridor.

To more effectively balance the through traffic and local traffic,

pedestrians, and bicyclists, the cross section should feature

narrower (and only 3 through) lanes, on-street parking, streetscape

enhancements, and buildings built close to the street whenever

possible. Eastbound generally has less right-of-way than

westbound, meaning eastbound only one side can have on-street

parking in a 3-lane cross section.

Wayne Road. As recently as the 1980’s, Wayne Road north of the

Rouge River had on-street parking on both sides of the street.

Traffic volumes haven’t increased much, although the city has

invested significant funds to purchase, clear, and construct

municipal parking lots behind many businesses to offset the impacts

of losing the on-street parking. Still, the city should regularly

evaluate and discuss with the county (which has jurisdiction) the

merits of reintroducing on-street parking with a 3-lane cross

section, or introducing a median in the center lane with no on-

street parking. Limited distance between buildings and traffic and

risky 5-lane crossings present a hostile environment for pedestrians.

On-street parking and/or a median island would calm traffic, buffer

pedestrians, and provide refuge for those crossing the street.

Standard Downtown Streets. Aside from Michigan Avenue and

Wayne Road, the other downtown streets should generally follow a

consistent format: a narrow street width (40’) with 2-lane traffic (1

lane each direction), with on-street parking on both sides of the

street. Streets with heavier traffic such as 2nd, Elizabeth, and Sims,

may require an additional center left-turn lane to accommodate

turns, especially at signalized intersections. “Bump-outs” and wide,

aesthetic sidewalks should be included to promote pedestrian foot

traffic and downtown environment.


55

Eastbound/Westbound Michigan Avenue.

Wayne Road.

Standard Downtown Streets.


56


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6 | Implementation Laying the Groundwork for Change.

Downtown Wayne has undergone significant changes in the last 50

years. Policies, public and private investment, initiatives, and shifts

in consumer habits have transformed the city center from a bustling

shopping district with adjacent residential to a primarily suburban

commercial area. Just as past decisions resulted in major changes

to the character of the area, Downtown Wayne stands at a

crossroads, with key choices to be made that will guide it through

future decades.

This Plan represents a variety of recommendations to provide

opportunity for changes, including urban-style infill development

and redevelopment, targeted business recruitment and retention

for niche and underserved sectors, improvements to downtown

parking, circulation, and streetscape to revitalize the pedestrian

environment, reinvesting in traditional neighborhoods, and mixed-

use developments and buildings that support a vibrant, busting

downtown.

Implementation will be gradual, through incremental steps over

time, driven by both public capital investment and private

development, and often through collaboration or partnerships of

the public and private sectors. Work will be initiated by the City

and/ or other agencies such as MDOT or Wayne County for the

downtown as opportunities arise, implemented by balancing

priorities, cost, and available funding.

Implementation will be accomplished through a variety of means,

including public capital improvements such as street enhancements

and extensions, parking lot improvements, and public parks. While

some public investment may be necessary to act as a catalyst for

development, many projects can be accomplished through

public/private partnerships as improvements and redevelopment of

Downtown Wayne occurs. This chapter serves as the action plan to

initiate and monitor implementation of the plan recommendations

in the public realm, such as infrastructure improvements, regulatory

changes, city-owned property, and road agency transportation

improvements that will support and encourage private investment.

I m p l e m e n t a t i o n

58

The city must lead the future completion of the concepts outlined in

this plan. The background and vision established in this plan provide

the appropriate base to make this Plan a reality.

Regulatory Changes: Downtown Overlay.

Currently, a number of different traditional zoning districts regulate

the uses and structures permitted in the downtown area, separating

uses, requiring high ratios of on-site parking, and placing maximums

on building height and size. The plan recommends the

implementation of one or more downtown overlay zones (could be

one for predominantly residential areas and another for

predominantly business areas) which can be more flexible in use

and include additional standards related to mass, character, and

form of the buildings. This mixed-use district would lie over the

current zoning districts, typically ‘taking effect’ when

redevelopment of a property takes place (non-conforming status of

existing uses is not affected). The intent of it is to develop a fully

integrated, mixed-use, pedestrian-oriented environment based on

the vision and goals outlined in this plan.

Because buildings are the primary defining feature to the

streetscape, a downtown overlay could be designed to ensure that

buildings provide a proper relationship to the streetscape and other

adjacent buildings to define the streetscape and maintain a

pedestrian-oriented downtown form. This approach can regulate

building lines, setbacks, building height and parking lot location to

achieve appropriate scale along streetscapes. Minimum height,

maximum parking, and more stringent design standards can be

incorporated to require buildings to fit into the urban form, rather

than focus on limiting their intensity. A downtown overlay could

allow a greater mixture of uses, but tie the use to the required

building form; buildings would contain the Downtown’s traditional

commercial and office uses, while also providing opportunity for

infill and conversion residential units.

Prioritizing the Plan.

To reflect public and private roles in attaining the vision for

downtown, the implementation strategy is divided into three

prioritized groups: opportunity sites, capital projects, and ongoing

project efforts. With a timeframe of at least 20 years,

implementation will occur incrementally, over time, as


59

opportunities arise. As the plan unfolds, each set of

implementation strategies (and priority and timing of actions) may

need adjustment based on changes such as funding becoming

available, changes in the market, or based on relative success of

completed projects.

Opportunity Sites. Even where private investment is the main

factor in developing the key opportunity sites identified in this plan,

public-private partnerships to assist in land assembly, minor

infrastructure improvements, and successful project design. The

top five opportunity sites, based on maximum ‘spin-off’ benefit in

implementing other sites, are:

1. Infill development of former Wayne Theater site and

renovation of historic storefronts block on northwest corner

of westbound Michigan and Wayne Road (in conjunction

with parking area/Sims Avenue capital project).

2. Westchester Towers redevelopment into townhomes,

apartments, and/or condominium units (in conjunction with

Main Street connector from eastbound Michigan capital

project).

3. Northeast corner of westbound Michigan and Second Street

redevelopment of strip mall into mixed-use, downtown-

style development.

4. Infill development of parking/suburban commercial blocks

north and south of Metro Place Center (in conjunction with

Main Street Extension and possibly with on-going mixed-use

core public park project).

5. Infill compatible character residential in west and east

Brush Street neighborhoods.

Capital Projects. Specific capital projects pivotal to plan

implementation that would require public funding and

implementation, listed in order of priority.

Sims Street Extension (see Chapter 5). Primary responsibility will lie

with the city to make this improvement in conjunction with the

reconfiguration of the parking area. Both will be maximized if

combined with the renovation and truncation of several of the


60

traditional storefront structures that protrude into the rear parking

at uneven intervals.

NW Corner Parking Area Redevelopment/reconfiguration and

Promenade/Alley (see Chapter 4). Will include reconfiguration of

parking in conjunction with Sims Street extension to make rows

oriented perpendicular to Wayne Road, level out the grade, and

create a promenade/boardwalk style sidewalk along the rear of the

renovated storefront buildings that is at the same elevation at

Michigan Avenue to allow entrances into first-floor retail from both

ends.

New access to Veterans Plaza (see Chapter 5). One-block

connection from eastbound Michigan Avenue to Veteran’s Plaza

adjacent to the parking structure.

Main Street Connector from EB Michigan (see Chapters 4,5) (in

conjunction with Westchester Towers opportunity site). This short

connection from eastbound Michigan to Main Street would provide

one-way connection just after the one-way pairs begin. A

wayfinding sign directing traffic to turn in would provide a direct,

visible access to all eastbound traffic.

Main Street Extension Elizabeth to Newberry (see Chapters 4,5) (in

conjunction with infill development around Metro Place Center).

Newberry Extension Michigan to Wayne Road (see Chapter 5) (with

MDOT and WCDPS). To re-establish the grid and restore

connectivity to the west Brush Street neighborhood, work with

MDOT (jurisdiction along Michigan) and WCDPS (jurisdiction along

Wayne Road). Possible signal may be needed at the

Newberry/Michigan intersection.


61

On-going Projects.

Westbound Michigan Avenue Striping and Lane Use. (High)

Approach and negotiate regularly with MDOT to implement minor

improvements to westbound Michigan Avenue, including the

elimination or reduction in length of left turn lanes on westbound

Michigan Avenue west of Wayne Road for on-street parking and the

elimination of right-turn lane from westbound Michigan Avenue to

northbound Elizabeth Street.

Wayne Road Improvements. (High) Initiate study with Wayne

County Department of Public Services to implement improvements

along all or parts of Wayne Road, including reintroducing on-street

parking, with or without bump-outs, installing enhanced crosswalks,

and installing a center landscaped median in select areas in the

center left-turn lane area.

Downtown Marketing and Business Recruitment/Retention

Program. (High) Pursuant to the results of the market study,

potential downtown overlay, and development recommendations

for this plan, a strategy should be developed to market the

downtown development sites and businesses to developers and

business operators. Attracting businesses that serve undersupplied

sectors and/or are ready to make a significant investment in

creating a solid, successful business in the downtown are critical to

creating the synergy needed to establish Downtown Wayne as a

regional destination to shop, live, work, and do business.

Implement Downtown Overlay Zone(s). (High) Refine draft

ordinance language produced as part of this plan and take it

through the adoption process to implement regulations that

support the plan as soon as possible.

Non-motorized/Wayfinding Enhancements. (Medium) Initiate

planning, design, and phasing for implementing the non-motorized

connectivity improvements outline in Chapter 5, including

wayfinding signage to encourage use and access to and from the

parks and pathway along the Riverfront Parkway.

Façade Improvement Program. (Medium) Establish downtown-wide

façade improvement program that is more aggressive, pursues

grants and other funding sources, and covers the downtown

including residential.


62

Wayne Road Gateway Enhancements. (Medium) Overhead arch or

other low-profile sidewalk-side features that can fit within the right-

of-way but provide clear, themed entranceway to the downtown.

Expansion of Streetscape Improvements. (Medium) Expand the

themed streetscape treatment to side streets and residential streets

in the downtown area, including Brush Street, Second Street, Sims

Street (east of Wayne and as part of any extension west), Main

Street/Park Street west of Elizabeth, and eastbound Michigan

Avenue.

Establish Official Historic Districts in Downtown Area and Adjacent

Neighborhoods. (Medium) Per the historic preservation elements of

this plan, preserving and maintaining historic buildings,

neighborhoods, and districts strongly supports the goals of

preserving the historic and civic heritage and captures Wayne’s

unique, storied history as part of the downtown’s unique identity.

The city should evaluate the strength of historic buildings and

neighborhoods and then pursue state and/or national designation

to protect the heritage. Strong districts on initial observation are

the “Tree Streets,” “Riverview Highlands,” north side of Sims

Avenue east of Second Street, Park and Main Streets west of

Elizabeth, and the length of Brush Street and connecting cross-

streets.

Eastbound Michigan Avenue Road Diet. (Low) Initiate study with

MDOT of potential to implement the 4-lanes to 3-lanes road diet on

eastbound Michigan Avenue, with bump-outs and on-street parking,

in advance of projects and/or funding that may become available.

Future Potential Commuter Rail Station Enhancements. (Low)

Continually pursue and advocate to site future permanent

commuter rail stop in the City of Wayne.

Michigan Avenue Gateway Enhancements. (Low) Overhead or curb-

lawn streetscape-style entry way elements to clearly demark the

entrance into downtown and call out the arrival at a destination for

through travelers.

New Urban Park in Mixed-Use Core. (Low) Work with Parks

department for opportunities to site a public park in the island area

in between the one-way pairs to support a more urban

environment.


63

Recommendation/Measures Respon-sibilty

Timeframe

Status

Opportunity Sites.

1. Infill development and renovation – NW corner of Michigan/Wayne

Road.

5 Years

2. Westchester Towers redevelopment into medium density residential. 5 Years

3. Redevelopment: NE corner of WB Michigan/Second Street. 5 Years

4. Infill development of parking north and south of Metro Place Center. 5 Years

5. Infill compatible character residential in Brush Street neighborhoods. 5 Years

Capital Projects.

Sims Avenue Extension. City High

NW Corner Parking Redevelopment & Promenade/Alley. DDA High

New access to Veteran’s Plaza. (see Chapter 5). One-block connection

from eastbound Michigan Avenue to Veteran’s Plaza adjacent to the

parking structure.

City Med

Main Street Connector from EB Michigan. (see Chapters 4,5) (in

conjunction with Westchester Towers opportunity site). This short

connection from eastbound Michigan to Main Street would provide one-

way connection just after the one-way pairs begin. A wayfinding sign

directing traffic to turn in would provide a direct, visible access to all

eastbound traffic.

MDOT Med

Main Street Extension Elizabeth to Newberry. (see Chapters 4,5) (in

conjunction with infill development around Metro Place Center).

City Low

Newberry Extension Michigan to Wayne Road. (see Chapter 5) (with

MDOT and WCDPS). To re-establish the grid and restore connectivity to

the west Brush Street neighborhood, work with MDOT (jurisdiction along

Michigan) and WCDPS (jurisdiction along Wayne Road). Possible signal

may be needed at the Newberry/Michigan intersection.

Various Low

On-Going Projects.

Westbound Michigan Avenue Striping and Lane Use. MDOT High

Wayne Road Improvements. WCDPS High

Downtown Marketing and Business Recruitment/Retention Program. DDA High

Implement Downtown Overlay Zone(s). PC/CC High

Non-motorized/Wayfinding Enhancements. DDA Med

Façade Improvement Program. DDA Med

Wayne Road Gateway Enhancements. WCDPS Med

Expansion of Streetscape Improvements. DDA Med

Establish Official Historic Districts in Downtown Area and Adjacent

Neighborhoods.

PC/CC Med

Eastbound Michigan Avenue Road Diet. MDOT Low

Future Potential Commuter Rail Station Enhancements. City Low

Michigan Avenue Gateway Enhancements. MDOT Low

New Urban Park in Mixed-Use Core. PARKS Low

Funding.

Financing and implementing the recommendations of this plan should look to a long list of available public, private, local, state, county and federal funding sources. Some programs aim at capital improvement projects, while other programs offer loans or grants to encourage new development. There are several City, State, and Federal programs, such as the Federal Transportation Appropriations Act (currently SAFETEA-LU), Highway Improvement Act, State Recreation Funds, Corridor Improvement Act, and DDA, available to assist in these projects, especially along a state trunk line (Michigan Avenue pairs) or where significant jobs will be created. Because the qualifications and structure of these programs change frequently, regular discussion with local representatives from MDNR, MDOT, FHWA, and other State and Federal funding agencies is important. A brief list is included below, with more details found in the appendix.


64

Local funding authorities.

Downtown Development Authority/Tax Increment Financing.

Brownfield Redevelopment Authority.

Grants.

Michigan Brownfield Redevelopment and Site Reclamation Grants.

Clean Michigan Initiative Brownfield Redevelopment Loans and Revitalization Revolving Loans.

Michigan Site Assessment Fund .

U.S. Department of Housing and Urban Development Community Development Block Grants. MSHDA offers CDBG for the following programs:

Economic development planning. Downtowns and gateways.

Economic development infrastructure. Public works.

Unique and innovative projects.

Michigan Urban Land Assembly Program.

Waterfront Redevelopment Grants.

Transportation Economic Development Fund.

Transportation Enhancement Program.

Transportation and Community and System Preservation Pilot Program.

MDOT Small Urban Program.

Next steps.

The individual project concepts illustrated in this plan will need

further refinement as the plan unfolds. This includes more final

study, design, and refined cost estimates of projects, detail design

elements and schematic layouts. Once the schematic design process

is completed and approved, construction documents can be

prepared for implementing various elements of the plan.

The DDA and the City should work to market the opportunities

identified in this Plan to the development community. This may be

a role for DDA personnel. The City should use this plan as a tool to

recruit developers and inspire the development community to help

the DDA achieve the vision laid out in this Plan.

306 S. Washington Ave. Suite 400 Royal Oak, Michigan 48067 248.586.0505 Fax 248.586.0501 www.LSLplanning.com

Documents

Wayne Downtown Planci.wayne.mi.us/20_year_plan_draft_27_oct_09/FinalPlan.pdf · businesses such as the Dairy Queen encourage local residents to walk throughout this area. Buildings