REVISED MASTER PLAN MONTCLAIR

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Montclair Township
Unified Land Use + Circulation Element
DRAFT: December 2013

INTENTIONALLY BLANK

II

DRAFT: DECEMBER 2013

Acknowledgments
This plan could not have been developed without the participation of the many citizens, business owners, public servants, and elected representatives who participated in the development of this project throughout the past 2+ years. We thank all who dedicated their time and who shared their vision for Montclair, and recognize the effort of the many individuals and groups who contributed to this plan.

STEERING COMMITTEE

Paul Rabinovitch

CLIENT TEAM Robert Jackson Mayor Janice Talley Planning Director John Wynn Planning Board Chair Renee Baskerville, M.D. Councilperson Rich McMahon Councilperson Sean Spiller Councilperson Bill Beetle Municipal Land Use Center Carmen Valentin Municipal Land Use Center Monica Etz NJDOT

Paul Rabinovich Planning Board Carole Willis Planning Board Bill Harrison Zoning Board of Adjustments Chair Stephen Rooney Chair, Historic Preservation Commission Ira Smith Historic Preservation Commission Luther Flurry Montclair Center BID Tom Lonergan Montclair Center BID Gerry Tobin Upper Montclair Business District Judy Typaldos Watchung Business District Renee Baskerville, M.D. Councilperson Dr. Demi Turner South End Business District John Teubner Former Executive Director, Parking Authority Jerry Fried Former Mayor David Cummings South End Business District Tom Calu Acting Executive Director, Parking Authority Kimberli Craft Township Engineer Vivian Baker NJ Transit Sallie Morris NJ Transit Gray Russell Green Team Sanjeev Varghese County Engineer Lori Goldman NJTPA Scott Rowe NJTPA

PLANNING BOARD John Wynn Chair Salley Ross Vice Chair Robert Jackson Mayor Rich McMahon Councilperson Carole Willis Kevin Allen Fire Chief Lanny Kurzweil Paul Rabinovitc Martin Schwartz Peg E. Seip 1st AlternateMargaret Stephen Rooney 2nd Alternate Janice Talley Secretary Arthur Neiss, Esq. Attorney

Paul Rabinovitch

E. Seip

Arthur M. Neiss

W. Thomas Watkinson, P.E., P.P. Engineer
This project was funded by the NJDOT’s Mobility and Community Form Initiative, and was managed by the Municipal Land Use Center at the College of New Jersey.

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IV

DRAFT: DECEMBER 2013

Contents
Part 1.0: Introduction + Overview ................................................................................................................1
1.1. Baseline Conditions.................................................................................................. 3 1.2. Unified Land Use and Circulation Response ..........................................................4 1.3. Vision for Montclair .................................................................................................4 1.4. Township Goals........................................................................................................ 5 1.5 Objectives of the Master Plan...................................................................................6 1.6. Key Terms in this Plan .............................................................................................6

Part 2.0: Township-Wide Strategies ........................................................................................................... 9
2.1 Transportation + Mobility ........................................................................................13 2.2. Land Use + Parking ............................................................................................... 25 2.3. Neighborhood Character ....................................................................................... 37 2.4. Flexible, Affordable Lifestyles ................................................................................ 43 2.5. Economic Development + the Arts ....................................................................... 47 2.6. Infrastructure + Utilities .........................................................................................51

Part 3.0: Area Specific Strategies ............................................................................................................55
3.1. Montclair Center + Bay Street Station Area........................................................... 57 3.2. Walnut Street Station Area .................................................................................... 85 3.3. Valley-Van Vleck Business District .........................................................................99 3.4. South End Business District ............................................................................... 109 3.5. Watchung Plaza Station Area...............................................................................119 3.6. Upper Montclair ................................................................................................... 133 3.7. Montclair Heights ................................................................................................ 147

Part 4.0: Incentivizing TOD’s ....................................................................................................................155 Part 5.0: Relationship to Other Plans ......................................................................................................159 Appendix 1.0: Baseline Conditions Analysis............................................................................................169 Appendix 2.0: Growth Scenario Analysis (2035) ...................................................................................189 Appendix 3.0: Glossary of Terms .............................................................................................................203

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DRAFT: DECEMBER 2013

Part 1.0
Introduction + Overview
1

DRAFT: DECEMBER 2013

NT Y
Clifton City
Normal Ave

Montclair Heights

3 r s

montclair heights focus area
M t. He br on Rd

Cedar Grove Township

upper montclair focus area

Upper Montclair

Va

lly

s r
23

Ale

Mountain Avenue
Rd

xa

nd

er

Av

e

Ave

Ave

B e ll e

vue

Ave

t a in er M oun

th M oun

t a in

Upp

Nor

P a rk

St

Watchung Plaza
V a ll ey Rd

W a tc

hun

valley-van vleck focus area

Pa

rk

St

Walnut Street
Bl oo m fie

walnut street focus area
Bloomfield Township

G ro v e

Verona Township

watchung plaza focus area
g Av e

St

Nutley Township
ve

ld

Ave

A

Sou

th M o

unt

a in

Ave

montclair center focus area
Elm St
O ra

is o n

Bay Street

nge

H a rr

Rd

Glen Ridge Borough

West Orange Township

south end district focus area

§ ¦2 ¨
DRAFT: DECEMBER 2013

80

Belleville Townsh

1.0 Introduction + Overview
This introduction to the Unified Land Use and Circulation Elements begins with a brief overview of the relevant Baseline Conditions and the Unified Land Use and Circulation Response to issues identified through a demographic, transportation, and economic analysis. It then discusses how that response meets the Community’s expressed Vision for Montclair. While a far more detailed discussion of the Plan’s recommendations will follow, the five “Big Ideas” contained within the Plan are to: 1. 2. 3. 4. 5. Direct future growth and development to transit-oriented, mixed-use nodes within the Township. Implement zoning revisions and new land use controls in select areas using formbased code that allows increased density and an improved built environment. Conserve neighborhood form and character. Improve connectivity between neighborhoods and nodes. Maximize mobility assets to make it easier for residents and visitors to walk, bike, park, and ride transit throughout the Township.

1.1. BASELINE CONDITIONS
The Unified Land Use and Circulation Element addresses the Township’s existing conditions, which are presented in a separate Baseline Conditions Report dated November 7, 2011. As a result of demographic, transportation, and economic analysis, this report concludes that Montclair has seen several important shifts that will impact future municipal policy: • household sizes are decreasing, • wages are stagnant, • housing prices are increasing, • more people are taking transit to the workplace, or working from home, • the number of elderly residents is growing, • and the availability of a diverse range of housing types is lacking. Furthermore, residents have expressed concerns with congestion, parking problems, and an unattractive public realm in many areas of the Township. Although educational levels and the number of professional jobs created in the Township are on the rise, the Township lacks the type of development and infrastructure needed to accommodate additional growth and development. This report concludes that these demographic changes will continue if the status quo is maintained. With no adjustment in policy, there will be increases in unmet demand for the limited housing stock suited to the diverse needs of the population of Montclair. As a result, development may encroach into neighborhoods that residents have identified as areas of conservation. Changes in economic sector employment will persist, requiring new and different commercial spaces not currently available.
+ For a more detailed discussion the demographic, transportation, and economic analysis, see Appendix 1: Baseline Conditions.

3
1.0 Introduction

DRAFT: DECEMBER 2013

The result will be a combination of increased costs, more congestion, and fewer municipal dollars to address critical Township issues. The Township will see fewer affordable residential and commercial spaces, decreased economic diversity, a population that is increasingly living in homes that do not meet their needs, and a labor force working in buildings that are inappropriate for their use. In short, maintaining the status quo policy will only make Montclair less competitive, ultimately leading to an erosion of the qualities that residents and visitors appreciate with simultaneous increases in cost and decreases in population growth.

1.2. UNIFIED LAND USE AND CIRCULATION RESPONSE
To fulfill the community’s vision, and accomplish the goals and objectives, a Unified Land Use and Circulation response is necessary to meet the needs of future residents of Montclair. The purpose of linking land use and circulation recommendations together is to ensure that future growth and development in the Township is met with supportive infrastructural improvements, and vice versa. While this approach is largely unprecedented in traditional Master Planning practice and not required in New Jersey’s Municipal Land Use Law, the concept represents a common sense approach to planning for long-term growth and development. For example, it would be difficult for the Township to support increases in density without improvements to parking, pedestrian accommodations, and transit services. Similarly, it is hard to justify spending valuable resources on infrastructural improvements without a growing population and tax base to support them. Unifying the policy intent and direction of the Township’s land use and circulation planning ensures that future growth or capital investments are supported over the long-term within a holistic planning framework.

1.3. VISION FOR MONTCLAIR
A Vision Statement is intended to create a picture of the future based on changes made as a result of the Master Plan Element. It is not a picture of the present. It is meant to provide a clear picture for the Township to aspire to, but it will not suggest specific solutions.
+ For a more detailed discussion of the Public Outreach and Vision Statements, see Appendix 1.0: Baseline Conditions Analysis.

The issues and vision identified during the several rounds of interactive public workshops held in the spring of 2011 were organized into six interrelated themes that were important to the community. • Intra-Township Mobility • Neighborhoods and Housing • Community, Health, and Environment • Montclair Center • Neighborhood Commercial Centers and Train Stations • Town – Gown Relationship The six themes and corresponding summary statements below comprise the community’s Vision Statement for the Township. Input and revisions to the Vision were provided during public workshops and through an online survey.

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1.0 Introduction

DRAFT: DECEMBER 2013

1.

Montclair is a community that makes it easy for residents to rely less on private cars via a well-linked network of alternative transportation options that facilitate convenient access to, from, and within key destinations. (intra-township mobility) The mix of housing opportunities in Montclair provides the necessary components for a vibrant and diverse community. There are options for different age groups and different socioeconomic backgrounds, all of which reinforces the cultural, ethnic, and socioeconomic diversity of the community that Montclair is known for. (neighborhoods and housing) Montclair has become a town known for the quality, accessibility and diversity of its parks and plazas, street and trail networks, and public facilities, as well as for its environmental stewardship. (community health and environment, open space) Montclair Center continues to be a premier mixed-use commercial center, with an arts and entertainment district at its core that attracts both local residents and visitors throughout the region. It is vibrant, safe, clean, and a wonderful place to live, shop and work. (Montclair Center) Neighborhood commercial centers and adjoining train stations are focal points of the community, providing a critical mass that supports a variety of services serving local and regional visitors. Neighborhood Centers are compact, mixed-use, pedestrian-oriented hubs that are economically and culturally vibrant places. (neighborhood commercial centers and train stations) Montclair State University has become a part of both the neighborhoods and the town’s commercial centers as shoppers, residents and as originators of new entrepreneurial businesses. (town-gown relationship)

2.

3.

4.

5.

6.

1.4. TOWNSHIP GOALS
Based on the issues and vision identified during the public workshops, four goals were established to guide the Plan. Each goal is meant to represent a broad, succinct direction for the objectives and recommendations, and to direct the fulfillment of the community’s vision for the Township: 1. 2. 3. 4. Ensure a variety of land uses and transportation modes that pursue a balanced mix of activities and vibrancy. Generate and nurture dynamics that support economic viability. Build on and expand transportation choices that ensure convenience, safety, and access. Encourage public realm and private development that maintains the scale and character inherent in the diverse neighborhoods of the Township.

and historic

5
1.0 Introduction

DRAFT: DECEMBER 2013

1.5 OBJECTIVES OF THE MASTER PLAN
The following objectives are directed at how land use and circulation recommendations can be used to address the identified problems. Objectives are not strategies. They are intended to be broad enough to accommodate a range of alternatives without limiting solutions to any one particular recommendation. Each objective is intended to advance one or more of the goals. Objectives: 1. 2. 3. 4. Provide convenient access for all residents to essential day-to-day goods and services. Optimize access options for each business district. Encourage a wider mix of contextual commercial uses through zoning and redevelopment tools connected to existing transportation assets. Enrich quality of life and strengthen economic vitality by establishing Montclair as a regional center for the arts, with particular focus on creating an “Arts and Entertainment District” in Montclair Center. Strengthen Neighborhood Commercial Centers as economic subcenters of the Township by focusing on the unique market niches inherent in each district. Create connections between existing parks to form an open space network. Advance an interconnected travel system utilizing all forms and combinations of travel to access key destinations in and outside the community. Promote more efficient use of existing and proposed parking infrastructure. Match density and mix of uses to existing and proposed infrastructure capacity.

5. 6. 7. 8. 9.

10. Promote land use, circulation and parking measures that encourage and facilitate travel once/shop thrice behaviors. 11. Seek development regulation (zoning, site-plan, design guidelines, redevelopment plans, operations and maintenance) that produce “places” in the public realm consistent with the vision. 12. Promote and protect existing residential character and form in established neighborhoods. 13. Enable a continued diversity of housing types and values throughout Montclair. 14. Encourage the creation of affordable housing units while increasing the total supply. 15. Facilitate aging in place in the community. 16. Create symbiotic relationship between MSU and Montclair. 17. Seek development regulation that enables and encourages conservation of water and energy resources.

1.6. KEY TERMS IN THIS PLAN
In an effort to create a Unified Land Use and Circulation strategy, this Plan introduces a number of concepts that may be new to policy makers, developers, residents, and key stakeholders. This section provides an overview of those ideas to establish a common lexicon for discourse. Furthermore, a more extensive Glossary of Terms is also provided as an appendix to this Master Plan.

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1.0 Introduction

DRAFT: DECEMBER 2013

• Transit-Oriented Development (TOD)
Transit-Oriented Development (TOD) is the most commonly used term to describe a compact, mixed-use community, centered around a transit station. This cluster of development is typically centered within a 5-10 minute walk of a train station, with a full mix of uses in the area to support the needs of both residents and visitors. Although the term is not extensively utilized in this plan, the key concepts of TOD planning parallel may of the strategies outlined in the recommendations of this document. TOD has gained support from Smart Growth advocates, New Urbanists, and others because it is viewed as an implementable alternative to suburban land use-patterns that have produced congestion for all and reduced access to services for those with limited mobility options. Many TOD advocates also argue that the over appropriation of space for driving and parking, along with the speed at which cars travel, has led to communities with poor aesthetic qualities.

• Form-Based Codes
Form-based codes (FBC) are a regulatory tool used achieve high quality buildings, public spaces, and streetscapes through a focus on physical form rather than a separation of uses. Form-based codes are often used in conjunction with transect-based zones, with the transects serving as a form-based code’s land use regulating plan to define the appropriate form and scale of development in different parts of a community. Form-based codes typically contain elements with standards for building forms, street types, public spaces, and lot frontage types. Form-based codes are also noted for their combination of words, images, and diagrams that produce a clear and legible regulatory tool. This creates codes that are more predictable, implementable, and that leave less room for misinterpretation. Figure 1.1: Example from Mount Holly Form Based Code
DTN
Min Max Min B Front Yard Setback Max Min C Side Yard Setback Max Min D Rear Yard Setback* Max Min E Frontage Percentage Max Min F Building Lot Coverage Max Min G Building Height Max Min H Eave Height Max Min Ground Floor Front Façade I Max Fenestration Ground Floor Side/Rear Façade Min J Max Fenestration Min Upper Floor Façade K Max Fenestration Min Distance between Roofline L Max Offsets Min Distance between Horizontal M Max Façade Breaks Min Distance between Vertical N Max Façade Breaks Min O First Floor Elevation Max Min P First Story Clear Height Max Min Q Pedestrian Realm Width Max Min R Storefront Width Max Min S Front Façade Encroachments Max Min Accessory Building Setback* T Max Front Min Accessory Building Setback* U Max Side/Rear Min V Accessory Building Height Max Front Yard Parking W Side Yard Parking X Rear Yard Parking Y GOVERNMENT/CIVIC/INSTITUTIONAL AA MIXED USE BB WAREHOUSE/LOFT CC RESIDENTIAL ELEVATOR FLAT DD GARAGE (PUBLIC)** EE LINER (FOR PUBLIC GARAGE) FF OFFICE/COMMERCIAL GG SINGLE-STORY COMMERCIAL HH LIVE/WORK II TOWNHOUSE (STACKABLE) JJ TWIN KK SINGLE-FAMILY DWELLING LL ACCESSORY DWELLING ("IN-LAW SUITE") MM GARAGE (PRIVATE-DETACHED) NN A Lot Size -5 ft 10 ft -10 ft -90% --100% 2 st, 30 ft 4 st, 60 ft 25 ft 60 ft 60% 80% 50% -30% 50% -40 ft -40 ft -24 ft -0 ft 16 ft 25 ft 10 ft -20 ft 40 ft -3 ft --10 ft --18 ft NP NP P P P P NP P P P NP P NP NP NP NP NP

COL
-10 ft 10 ft -10 ft -90% --100% 1 st, 20 ft 5 st, 70 ft 25 ft 70 ft 60% 80% 50% -30% 0.5 -40 ft -40 ft -24 ft -0 ft 16 ft 25 ft 10 ft -20 ft 40 ft -3 ft --10 ft --18 ft NP NP P P P P P P P P P P P NP NP NP P

SPC
SEE BUILDING TY -5 ft 10 ft -10 ft -90% --100% 2 st, 30 ft 5 st, 70 ft 25 ft 70 ft 60% 80% 50% -30% 0.5 -40 ft -40 ft -24 ft -0 ft 16 ft 25 ft 10 ft -20 ft 40 ft -3 ft --10 ft --18 ft NP NP P P P P NP P P P NP P NP NP NP NP NP

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DESIGN STANDARDS

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1.0 Introduction

DRAFT: DECEMBER 2013

Part 2.0
Township-Wide Strategies
9

DRAFT: DECEMBER 2013

NT Y
Existing Land Use
Vacant Land Residential (4 Families or less) Apartment/Cooperative Commercial Industrial Exempt - Public School Exempt - Other School Exempt - Public Exempt - Charitable Exempt - Cemetery Exempt - Miscellaneous
Cedar Grove Township
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2.0. Township-Wide Strategies
With its six train stations and extensive system of bus routes, Montclair possesses transit infrastructure that connects residents to destinations throughout the region. Virtually 60% of the geographic area of Montclair is within the classic planning metric of 1/4 mile of a bus or train station. Furthermore, Montclair’s gridded street pattern provides a level of connectivity that promotes mobility options that support the automobile, pedestrians, and cyclists in a way that cul-de-sac oriented suburbs cannot. This gridded system provides parallel options to each route, allowing traffic to be more evenly distributed, and permits individual roadways to be kept relatively narrow and sympathetic to the human scale. Montclair’s built environment however is heavily weighted toward auto dependent development. Its land use and transit, pedestrian, and bicycle systems are not fully integrated to provide maximum benefit inherent in its gridded street system. Residents and visitors heavily favor automobiles as their preferred mobility option, with deficiencies in transit services and underdeveloped pedestrian and bike infrastructure contributing to the choice and necessity of driving. Moreover, land use ordinances and parking requirements create development that does not capitalize on or support the existing transportation system, further exacerbating the problem. As a result, development across the Township is burdened by a need to provide excessive parking, further degrading the public realm and encouraging the provision of parking over most other concerns when developing in these areas. This results in underdeveloped areas around the Township’s train stations and commercial centers, the primary activity nodes of Montclair, and does not incentivize the provision of better options for cyclists and pedestrians. To address these issues, it is recommended that Montclair institute a plan to reinforce existing activity nodes throughout the Township and establish a system of multi-modal transportation connections between them and to the neighborhoods. These activity nodes are not and should not be uniform. Instead each node should be developed in a manner that is sympathetic to the character and scale of its surrounding areas while allowing construction to meet market demand. To ensure this happens, new development should be guided through zoning, formbased code, or similar standards to ensure that new construction allows for appropriate levels of density in a walkable format that will enliven these centers, and that is consistent with each center’s unique character. As these nodes develop, the Township should undertake efforts to link them to each other and to adjacent neighborhoods through a coherent system of safe, consistent, and convenient multi-modal transportation options. Within nodes, it is paramount that strong pedestrian connections link transit stops and parking facilities to development, and that these connections extend beyond the node.

the Township's parking ordinances reflect suburban parking standards that do not account for the availability of centralized parking lots and public transportation.

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INTENTIONALLY BLANK

12

DRAFT: DECEMBER 2013

2.1.
Action Matrix
Land Use
Establish zoning and land use policies that promote sustainable growth and development in key nodes Update zoning township-wide to encourage walkable, urban environments

Transportation + Mobility
Pedestrian/Bicycle/Traffic
Establish a network for pedestrians and cyclists

Transit Access
Upgrade existing transit service to offer improved and integrated options for rail, bus, and jitney/shuttle Improve Shuttle/jitney services provided as circulators through less transit accessible neighborhoods

Parking
Develop shared parking allowances in districts to relieve existing parking pressure in high demand areas Create a Comprehensive Parking Study to review parking requirements in the existing ordinance Price curbside on-street parking to discourage long-term use

Improve circulation for private cars by maintaining roadway infrastructure Create a Street Design Manual that defines standards for streets and sidewalks of various road types Create a Bicycle Master Plan to identify a network of bike routes throughout the Township Establish a 5-part Street Classification System

Remove on-street parking stall striping and “lollypop” meters Implement wayfinding improvements in busy commercial areas and near train stations

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ISSUES + OPPORTUNITIES
Montclair currently faces deficiencies in transit services that contribute to an overall lack of mobility options for residents. Furthermore, zoning does not permit the quality or quantity of growth residents expect to see over the next 20 years. Parking ratios that prevent development from capitalizing on or supporting transit and land use regulations that discourage walkable urban form only compound these problems. What follows is a discussion of the township-wide issues currently facing Montclair. Figure 2.1.a: Community Identified Issues
Issue 1: It is difficult to live in town without at least one private car. Issue 2: Montclair lacks local transit that is safe, consistent, predictable, and convenient. Issue 3: A majority of the NJTransit bus stops are not sanctioned but are "courtesy stops" that are unmarked and difficult to recognize. Not enough local buses, and few residents have knowledge of existing routes. Issue 4: There is inadequate weekend NJTransit service, as trains do not run north of Bay Street Station on the weekends. Issue 5: Montclair train stations and bus stops do not provide adequate facilities, such as racks or storage, for cyclists. Issue 6: Street design, configuration, and sidewalk maintenance gives precedence to the needs of private cars and does not adequately serve the needs of pedestrians and cyclists. Issue 7: Montclair has a lack of safe and easy non-automobile connections to amenities (schools, open spaces, train stations, town centers, etc.) Issue 8: Biking and walking, for recreation and as a form of transportation, is not safe enough

• deficiencies in transit service and lack of mobility options
At the core of many of the township-wide land use and circulations issues is a lack of adequate service for pedestrians, cyclists, and transit users. Rail Service: Currently, NJTransit rail service does not operate north of Bay Street Station on the weekends. Furthermore, residents have noted that there are not adequate bus, bike, and pedestrian accommodations, services, and facilities at the stations along the Montclair-Boonton Line to connect residents with rail service. This deficiency in service not only inhibits residents from reaching desired destinations, but also restricts the ability for Montclair to capitalize on its proximity to Montclair State University, a connection which is likely to become more important as the University continues its ambitious expansion program. Bus Routes: NJTransit buses provide an option for residents and traverse Montclair, connecting neighborhoods to destinations in and out of town. However, the community’s perception is that bus travel is unpredictable and not reliable because stops and routes are not marked. Official NJTransit bus stops must be created by ordinance, and are otherwise considered “courtesy” stops. Drivers are not required to stop at these courtesy stops if they feel conditions are not suitable for passengers to board or de-board. For unfamiliar users, there is nothing to signal a “courtesy” stop, making it difficult to know which buses stop there, where they are going, or how often they arrive. Shuttle/Jitney Services: Jitney or shuttle bus services have been explored by the Township and instituted in some cases (Montclair Shuttle, Bay Street jitney, Senior Shuttle, Farmer’s Market 1-year shuttle). However, there has been difficulty in permanently instituting an intra-Township system that can address connecting identified nodes and activity centers with adequate ridership. The current service is primarily serves as a shuttle to take commuters home from the Bay Street Station during a limited evening time frame. Pedestrian/Bike Accommodations: Finally, many residents have expressed that Montclair lacks safe and easy alternatives to automobile connections to amenities (schools, open spaces, train stations, town centers, etc.). Of particular importance in this regard are the current design, configuration, and maintenance of streets and sidewalks, which gives priority to the needs of private cars and does not adequately balance the needs of pedestrians and cyclists. As a result, many residents feel that traffic conditions make biking

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and walking unsafe. Grove Street, as an example, is often cited as a major thoroughfare in town with inadequate accommodations for non-automobile users. Grove Street’s width, long and straight geometry, and infrequent stops are typical of many of the Township’s north-south streets that do not have adequate accommodations for all users. For these reasons, it is difficult for residents not to rely on private vehicles for many of their transportation needs. From a planning perspective, a reliance on automobiles as the dominant or exclusive mode of travel limits long term community sustainability, limits residential population diversity, adversely impacts human health, restricts the ability for residents to age in place and places a heavy burden on the environment due to infrastructure needs associated with roads and parking facilities.

RECOMMENDATIONS
It is recommended that Montclair establish policies that create a land use and circulation foundation strategy. The recommendations outlined in this section detail a set of policies that establish a base for the recommendations suggested later in the Element that are area and topic specific. The Township-wide Strategy should include:      Implementation policies that create safe, predictable, and convenient mobility options. Creation of a street classification system that gives direction to the character, form, and function of all of Montclair’s public right-of-ways. Strategic increases in allowable density and improved standards for physical form in key commercial areas located near transit nodes. Zoning updates across the Township designed to meet the needs of future generations, and to encourage walkable, urban environments. Development of a set of parking management tools (including shared parking standards) to help support pedestrian-, bike-, and transit-oriented development where appropriate.

• create safe, predictable, and convenient mobility options
The Township should develop comprehensive multi-modal transportation options that balance the needs of all users and connects users to major destinations and commercial districts within the Township, as well as linking them to a larger regional transportation network. • Establish a network for pedestrians and cyclists: There should be a complete network of safe and attractive streetscapes, sidewalks, crosswalks, bikeways, and passageways. For bicycles, this includes routes that encourage users of all experience levels to ride. Ample, secure bicycle parking should be available and easy to find. • Upgrade transit service: There should be frequent weekday and weekend train service at all stations within the Township and to Montclair State University. Rail service should be supported with a comprehensive system of local bus and jitney shuttle routes that provide affordable, consistent and reliable service with stops that are clearly demarcated and schedules that are clearly defined. There should be intra-township transit coverage by linking buses and jitney shuttles to each other and integrated into the larger commuter/regional bus and rail network to support inter-township transit service. Seamless transfers between

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2.1. Transportation + Mobility

DRAFT: DECEMBER 2013

different routes and operators should be coordinated, and transfers between other modes of travel should be accommodated. In the case of Montclair State University, the Township should support and encourage any University led effort to provide shuttle service for students and employees to reach the Township’s commercial centers. • Improve circulation for private cars: the Township should ensure safe and efficient movement by improving circulation to optimize the roadway network, providing necessary infrastructure improvements, and maintaining a state of good repair. All available parking options should be clearly conveyed to motorists. • Increase shuttle bus service: Shuttle bus service should be expanded to provide better connections to trains for neighborhoods that are not within walking distance of Montclair’s train stations. In addition, a jitney bus service should also be provided to improve access within the Bloomfield Avenue commercial corridor. Complementary to the new circulator jitney shuttle, it is recommended that the Shuttle route be expanded to include a loop through the South End Business District. This would extend a direct connection to the Bay Street Station to one of the few business districts and neighborhoods that is not within walking distance of a train station. • Create enhanced bus stops: Major bus stops, such as those in front of the YMCA on Park Street, at Lackawanna Plaza and in Upper Montclair, should be improved to make the bus system more comfortable and easier to navigate. This would increase the viability of buses as a commuting option, and allow for the concentration of services needed to make needed infrastructure investments (such as bike racks and shelter from the weather). Such a node will promote a diversity of transit services in Montclair, complementing the regionally focused NJTransit rail service with improved local bus service. These “enhanced bus stops” would not add to bus traffic, but merely would include additional amenities for bus passengers such as improved bus shelters, informational stops and signage that clearly indicate the location of bus stops, along with visible route maps and schedules. This enhanced information could also include train schedules for the Bay Street Station. Encouraging these transit connections also encourages less driving and supports a walkable and vibrant neighborhood. • Provide illuminated crosswalk signs at unsignalized crosswalks: Illuminated crosswalk signs at unsignalized intersections have been proven to significantly increase pedestrian safety. One such signal was installed at the intersection of Midland Avenue and Bloomfield Avenue. The Township should expand the use of illuminated crosswalk signs at other unsignalized intersections such as Bloomfield Avenue and Seymour Street, Grove Street and Oxford Road and Valley Road and Cooper Avenue. In addition, these should be provided at unsignalized intersections near schools as part of the Township’s Safe Routes to School initiative. • Implement a complete streets network: throughout Montclair, a complete streets network should be created to help balance the needs of all modes of travel. The Township adopted a Complete Streets Policy in 2009, and Essex County adopted a Complete Streets Policy in 2012, therefore the policy foundation exists for implementing complete streets on both local and County roadways in Montclair. County roads are often the busiest and most problematic for non-automotive users, as they typically accommodate high-volume, high-speed car traffic traveling within and outside of the Township. These streets are also critical to Montclair’s internal connectivity, and serve as key links between neighborhoods, train stations, and commercial centers. The development of a complete streets network in Montclair should be applied carefully – one size does not fit all facilities. While consideration of all modes

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is appropriate for all transportation investments, the result need not be that every facility accommodates all modes equally. To work toward the development of a full complete street network and ensure they are properly implemented, the development of the following plan components is recommended: • Create a Street Design Manual: The Township should develop a Street Design Manual that defines appropriate design standards for streets and sidewalks of various road types. For example, the solution for a high-volume County road may require a wide and high-visibility bike lane, while for a low-speed local road, the solution may be to stripe the road surface to indicate shared bike and automobile use. These design standards should group and identify roadways by type (dimensions, volume, speed, function, pedestrian activity, adjacent land uses etc.), develop ideal typical cross sections for each, and identify ideal typical solutions for both typical and non-typical intersections. These design standards should also factor in the cost of such improvements, providing engineering estimates that determine whether the improvement proposed is above or below the targeted project cost percentage in Montclair’s Complete Streets policy, which dictates whether the project ultimately needs to be approved by council before moving forward. Originally, this percentage was set so that project costs in excess of 5% that would have to be funded with local tax dollars required council approval. In 2011, this percentage was amended to 20%. • Create a Bicycle Master Plan: The plan should identify a comprehensive network of interconnected bicycle routes that traverse the township. This should identify both northsouth and east-west township-wide movement and include a map depicting the entire network, major destinations, and connections to other bicycle networks. Grade issues within the Town, especially relating to east-west movement, should be considered when developing routes. The plan should also identify each class of bicycle facilities to be used within the Township (e.g. off-street bicycle path, dedicated on-street bicycle lane, designated shareduse street, etc.), provide design guidelines, and specify what type of bicycle facility treatment should be used on each route within the township. The master plan should include a plan for implementation and funding.

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2.1. Transportation + Mobility

DRAFT: DECEMBER 2013

In 2004, a bicycle study was prepared for the Township which resulted in recommendations for bicycle routes and facility treatments throughout Montclair. In this study, potential bicycle routes were identified based on the bicycle compatibility of roadways, and schematic roadway cross-sections were created for roads where on-street bicycle facilities (such as striped bike lanes on Bloomfield Avenue and Valley Road) were recommended. In 2007, a draft Proposed Montclair Bicycle Network map was developed by the Township. This map identified a bicycle route network for the Township that designated routes and classified them by facility types ranging from off-street facilities to shared lanes; however, this proposed network was never adopted and is currently under review. The network of routes shown in Map 2.1 was developed by the Township as a modification to the 2007 map, and represents the current thinking on where bicycle routes may be appropriate, but does not specify the type of bicycle facility. Facility design and the addition of bicycle routes on other key roadways will need to be carefully studied to determine the most appropriate and safest facility type, and if it is possible to install bicycle lanes on roads with more traffic intensity, like Bloomfield Avenue. A final bicycle master plan should be developed based on this network; however, the compatibility of candidate roadways and applicability of specific treatments along each route should be evaluated further to develop a final plan. Additionally, specific design treatments that could improve bicycle comfort and/or safety at intersections and along the roadway should be considered where applicable. These may include: • Bike boxes • Intersection crossing markings • Protected cycle tracks (bollards, floating parking lane) • Buffered bike lanes • Painted bike lanes • Bike signals Bicycle facility design resources such as the American Association of State Highway Transportation Officials (AASHTO) Guide for the Development for Bicycle Facilities, the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide Manual, and the FHWA’s Manual on Uniform Traffic Control Devices (MUTC) can be used to determine the applicability of various bicycle design treatments. All design and implementation of the adopted bicycle master plan must be done in coordination with the County, the New Jersey Department of Transportation and with the original authors of the 2004 plan, as necessary.

19
2.1. Transportation + Mobility

DRAFT: DECEMBER 2013

NT
2013 Township Proposed Conceptual Bicycle Route Network
2013 Township Proposed Conceptual Bicycle Route Network (Modification of 2007 Study)

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DRAFT: DECEMBER 2013
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This plan is conceptual only and requires further study

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• establish a township-wide street classification system
The multi-modal street classification system outlined here gives direction as to the holistic character, form, and function of Montclair’s public right-of-ways. These classifications are not provided as a regulatory tool, but are intended to be used as a broad guide to help establish a link between the form and function of development and the street network. Five types of streets have been identified within Montclair based primarily on a generalized understanding of typical character, form, and function. However, it should be noted that these street classifications do not represent the results of a holistic study of each street in the Township. Designation of precise (parcel level) street cross-sections and frontage standards should be part of a formbased code that then requires that development, street function, and design support the character of the street. The following provides the typical character and function of the five identified street types. Primary Activity Corridors (PAC): These streets serve the highest intensity retail, commercial, and mixed-use land uses and provide a high degree of mobility within and through the township for cars and trucks. PACs are typically two to four lanes wide, have speed limits of 30 to 45 miles per hours, and have the highest traffic volumes in the community, ranging from 10,000 to over 25,000 vehicles per day. PAC’s are found in Montclair Center, specifically Bloomfield and Glenridge Avenues, which also requires a high degree of mobility for pedestrians, cyclists and transit. Walking along and across the street should be safe and pleasant. Sidewalks should be wide, allowing space for outdoor cafes, street trees, planters, bicycle parking and street furniture, all encouraged as integral parts of the streetscape. Crosswalks should be highly visible and countdown pedestrian signals should be located at every signalized intersection. At nonsignalized intersections, other pedestrian crossing treatments such as signage and flashing beacons should be used. Bulb-outs at corners should be employed to reduce crossing distances. Bus stops should be clearly designated, with signage and shelters at key intersections along the route. Streets should allow on-street parking, with metered parking using multi-space meters. No surface parking should be allowed to front onto these streets, while street-facing structured parking should be strictly limited. Parking located behind buildings should be connected easily to the street, through small pedestrian passageways or through ground-floor uses. Secondary Activity Street (SAS): These streets are critical feeder streets to the PACs and provide more of a balance between mobility through Montclair and access within the centers. SAC’s provide inter-township mobility and capacity for all modes – walking, bicycling, transit and autos - at moderate to high volumes. Speed limits should be somewhat slower, ranging from 25 to 35 miles per hour. Similar to PACs, pedestrian amenities should include sidewalks with street trees, and intersections with curb bulb-outs, crosswalks and pedestrian countdown signals (at signalized intersections), or other pedestrian signage (at non-signalized intersections). Bicycle routes should be provided through designated lanes or shoulder markings and signage. Bus stops should be clearly designated, with signage and shelters at key intersections along the route. Like PACs, no surface parking should be allowed to front onto these streets, but onstreet parking should be permitted, with metered parking using multi-space meters. Streetfacing structured parking should be strictly limited and liner buildings (residential, commercial, and office buildings that sit between the street and the garage) should be implemented as frequently as feasible.

21
2.1. Transportation + Mobility

DRAFT: DECEMBER 2013

NT Y
Street Classifications
Street Classifications Primary Activity Corridor (PAC) Secondary Activity Streets (SAS) Township Thoroughfares (TT) Neighborhood Thoroughfares (NT) Residential Streets (RS) Zones Zone C1 Zone C2 Zone C3 Zone C4 Form-Based Code only
Upper Montclair
N o rm

Montclair Heights

Clifton City
al Av e

3 r s

M t. He br on

Rd

Cedar Grove Township

Va

lly

s r
23

Ale

Mountain Avenue
Rd

xa

nd

er

Av

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Ave

B e ll e

vue

Ave

t a in er M oun

th M oun

t a in

Upp

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P a rk

St

Watchung Plaza
V a ll ey Rd

W a tc

hun

Pa

rk

St

Walnut Street
Bl oo m fie

G ro v e
g Av e

Verona Township

St

Nutley Township
ve

ld

Ave

A

unt

a in

Sou

th M o

Bloomfield Township

Ave

is o n

H a rr

Elm

St

O ra nge Rd

Bay Street

Glen Ridge Borough

West Orange Township

§ ¦ 22 ¨
DRAFT: DECEMBER 2013
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N

80

Belleville Townsh

1

Township Thoroughfares (TT): These streets are important streets which carry high volumes of traffic through Montclair, connecting the centers with each other, and providing a high degree of mobility for local intra-township access. These streets are ideal Complete Streets, incorporating sidewalks and crosswalks, as well as bicycle routes, particularly along striped shoulders or in dedicated bicycle lanes. Development along these streets is typically mixed of retail, commercial, office, and residential. Surface parking should be allowed in some cases but should be required to be located behind any structure, not be allowed to face the street, and be accessed through driveways or alleys. On-street parking should be permitted, particularly in areas with multi-family housing and through commercial districts. Neighborhood Thoroughfares (NT): These streets are lower volume roadways that primarily carry traffic within neighborhoods and connect to TTs and SASs. Sidewalks and crosswalks should be incorporated, along with designated bicycle routes along key roadways that will need to be identified in future planning efforts. Roadway speeds should be slower than along other higher level roads, typically under 30 miles per hour. Although development along these streets may have a mix of office and residential development, the character should be predominately residential. If surface parking is allowed it should be required to be behind or to the side of any structure and buffered by landscaping. On-street parking should be permitted, particularly in areas with multi-family housing and/or commercial uses. Residential Streets (RS): There streets are tailored to local access for primarily residential areas. RS’s are meant to be pedestrian oriented, with low traffic volumes and low travel speeds. Sidewalks may or may not be provided, and bicycle routes can be designated through sharethe-road signage and sharrow markings. On-street parking should be permitted as a principal manner in which parking demand is met. When off-street surface or garage parking is allowed, it should be required to be adjacent to (and not below or in front of) dwelling units.

23
2.1. Transportation + Mobility

DRAFT: DECEMBER 2013

INTENTIONALLY BLANK

24

DRAFT: DECEMBER 2013

2.2.
Action Matrix
Land Use
Establish zoning and land use policies that promote growth and development in key nodes

Land Use + Parking
Pedestrian/Bicycle/Traffic Transit Access Parking
Develop shared parking allowances in districts to relieve existing parking pressure in high demand areas

25
2.2. Land Use + Parking

DRAFT: DECEMBER 2013

ISSUES + OPPORTUNITIES
• land use policy is not calibrated for sustainable forms of growth
Montclair’s existing land use policy does not allow for the kind of high-quality, sustainable growth necessary for the Township to meet the needs of future residents. Addressing Form: When speaking to site requirements and bulk standards, Montclair’s zoning code typically sets maximum height and density and minimum front, side, and rear setbacks. However, the code is generally silent on important issues related to the location of parking lots, ground floor transparency, where buildings front/open onto, appropriate sidewalk widths, and important architectural elements, among others. If using the right tools, these elements can be regulated through ordinance, and have been shown to affect the quality of the pedestrian experience and community character. Quality of Design: Many residents have also expressed concern that recent development has not provided the architectural and site amenities that the community envisioned. Although there are myriad factors which influence amenity decision, zoning plays an important role. Although existing zoning does provide some bulk and use standards, it is weak on the design details that are important for establishing area character and creating “place.” Parking Requirements: In many areas, private-sector building additions and renovations are constrained by parking requirements that do not sufficiently provide a full menu of modal choices for residents and visitors. The parking ratios currently used by the Township are generally used for suburban areas with minimal transit services and heavily segregated land uses, two conditions not found in many areas of Montclair. Furthermore, there are no provisions to allow for shared parking for mix-use buildings, development, or districts. Paradoxically, this means that residents and visitors have trouble finding spaces and developers are overbuilding parking.

26
2.2. Land Use + Parking

DRAFT: DECEMBER 2013

• enact land use regulations that promote sustainable growth and development in key nodes
It is recommended that Montclair modify its existing Land Use Regulations to match the vision of the community. To accommodate a sustainable growth pattern, the Township should allow for targeted amounts of increased density in activity nodes near transit stations. These activity nodes are not and should not be uniform. Instead, each node should be developed in a manner that is sympathetic to the character and scale of its surrounding areas while allowing construction to meet market demand. This strategy directs growth and development to where it is most beneficial (the train station areas and commercial districts) while simultaneously easing development pressure where it is least desirable (the residential neighborhoods). New development in these areas should be guided through zoning, form-based code, or similar standards to ensure that new construction allows for appropriate levels of density in a walkable format that will enliven these centers, promote transit use, and is consistent with each center’s unique character. Zoning changes and redevelopment plans should incorporate planned development techniques, such as noncontiguous cluster development, that include density bonuses and maximum height allowances to ensure that new development provides complementary public improvements that may be on- or off-site. Associated improvements tied to density bonuses may include, but are not limited to, creation of new open space, affordable housing, public art, sidewalk/pedestrian infrastructure upgrades, bicycle parking infrastructure, bike share programs, and/or contributions to planned public transit improvements. The following is a general description of all the Zones recommended for key nodes in the Township (1, 2, 3, and 4) and represents the key characteristics of each. The elements discussed here are consistent throughout the Township. However, the specific area discussions that follow take these broad descriptions and provide further detail as to how they should be applied to specific geographic locations.

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DRAFT: DECEMBER 2013

NT Y
Zones for Key Nodes
Zones Zone C1 Zone C2
N o rm

Montclair Heights

Clifton City
al Av e

3 r s

M t. He br on

Rd

Zone C3 Zone C4 Form-Based Code only

Cedar Grove Township

Generalized Area Specific Strategy Locations
Upper Montclair

Va

lly

s r
23

Ale

Mountain Avenue
Rd

xa

nd

er

Av

e

Ave

Ave

B e ll e

vue

Ave

t a in er M oun

th M oun

t a in

Upp

Nor

P a rk

St

Watchung Plaza
V a ll ey Rd

W a tc

hun

Pa

rk

St

Walnut Street
Bl oo m fie

G ro v e
g Av e

Verona Township

St

Nutley Township
ve

ld

Ave

A

unt

a in

Sou

th M o

Bloomfield Township

Ave

is o n

H a rr

Elm

St

O ra nge Rd

Bay Street

Glen Ridge Borough

West Orange Township

§ ¦ 28 ¨
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Belleville Townsh

1

Zone C1 – Transit Cores: Areas covered by Zone 1 will be the most dense, compact, walkable, and lively areas in Montclair. Because of their proximity to key transit nodes, they will allow construction that approximates the bulk and height of buildings that would result in 100 residential units per acre. Under modern construction methods, that would result in approximately 10-story buildings that would approach 100% building-lot coverage. Zone C2 – Township Centers: Parcels covered by Zone 2 should allow construction of dense, compact development that approximates the height and bulk of 75 units per acre construction. Under modern construction methods, that would result in approximately 7-story buildings that would approach 100% building-lot coverage. Zone C3 – Urban Villages: Areas covered by Zone 3 should allow construction of moderately high density. It is recommended that additional density and height allowances should permit construction that approximates the bulk and height of 50 residential units per acre development. According to modern construction standards, this would translate into a mix of 3- to 5-story commercial or residential buildings as well as the construction of town homes buildings. Zone C4 – Towncenter Edge: Zone 4 represents areas will be small-scale but dense. Zoning should allow construction that approximates the height and bulk of 25 units per acre construction. Under modern construction methods, that would result in approximately 2- to 3-story attached or semi-attached buildings that have building coverage ratios of approximately 65%.

• Utilize Density Bonuses to ensure public benefits accompany high-density development

the currently permitted height With regards to maximum height allowances proposed within the C1 Zone for Montclair
Center, the Township should investigate the feasibility of using density bonuses as a tool to ensure that development greater than a height of 6 stories shall require complementary public improvements that may be on- or off-site. Associated improvements tied to density bonuses in this transect may include, but are not limited to, sidewalk/pedestrian infrastructure upgrades, the provision of bicycle parking infrastructure such as dedicated bike storage/parking for visitors and residents, bike share or car share programs or the provision of courtesy loaner vehicles in lieu of parking, and/or contributions to planned public transit improvements.

Delete FBC from graphic
Figure 2.2.a: Zoning Proposals for Key Nodes Diagram

The details of the incentive zoning will be determined in the zoning ordinance.

FBC

C4

C3

C2

C1

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2.2. Land Use + Parking

DRAFT: DECEMBER 2013

• update zoning township-wide to encourage walkable urban environments throughout the township
Across the township, zoning should be updated to improve walkability and improve the public realm. As such, it is recommended that zoning, future redevelopment plans, and public/private infrastructure investments do the following:

1. Encourage short- to medium-length blocks. When longer blocks are absolutely necessary, “cut-throughs” that are publically accessible 24 hours a day 7 days a week should be required.

2. Require that buildings front onto streets (not parking lots), that the principle entrance to buildings be from the street; and that entrances are along major thoroughfares or close to transit stops when possible

3. Establish strong building-street connections by only allowing for the minimum necessary building setbacks; ensuring that windows, in significant numbers, be designed at street level; and prohibiting or discouraging continuous stretches of blank walls with no windows

4. In key commercial districts, ensure that buildings contribute to a continuous succession of facades (“street wall”) that are only broken by streets and pedestrian ways.

5. Prohibit or discourage off-street parking from fronting onto or being visible from the street. Parking should be safely and conveniently connected to street frontage by pedestrian cutthroughs and walkways.

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DRAFT: DECEMBER 2013

6. Give developers incentives to provide their residents with alternatives to individual car ownership such as bike racks, shower facilities for offices, and car share parking spots. Municipalities can also incentivize car share usage by dedicating on-street parking spaces for car share, as is being done in Hoboken, NJ. 7. Establish appropriate sidewalk widths and prohibit development from interrupting or encroaching on the pedestrian realm

8. Permitted Uses should be defined according to generic categories and not specify exact retail types since exact “types” change quickly with time

9. Ensure that high quality pedestrian amenities are used and support access for all.

10. Reduce minimum parking requirements in mix-use districts and provide allowances for shared parking between complementary uses in a mix-use development and between complementary uses on multiple adjacent sites.

11. Ensure that well-marked and well-lit crosswalks are provided throughout the Township.

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• implement shared parking and other parking management tools
The Township should develop shared parking allowances to maximize existing and future parking supply within the business districts. Shared parking is a system where parking spaces are shared by at least two different uses, allowing for spaces to be used more efficiently. Shared parking strategies are often best applied in business districts that have a mix of land uses, because the concept of shared parking is based on the premise that different uses require parking at different times of the day. For example, offices generally require few parking spaces after 6:00pm, the same time that many restaurants begin to see their dinner rush. Likewise, schools and churches often require parking at different times than retail stores or offices. Allowing adjacent sites that have complementary uses, or even creating “shared parking districts” where multiple sites could share parking spaces among their uses, are strategies that should be considered (Figure 2.1.e). In addition, the provision of safe, clean, well lit and landscaped pedestrian connections to accommodate walking trips between parking and public sidewalks encourages use of shared parking areas. Shared parking is already in practice in Montclair in both municipal and private parking areas. Several redevelopment projects have included shared parking requirements. Experience indicated that it is important that these shared parking arrangements be monitored regularly to ensure that they are working and now creating additional parking problems.
LOT B Shared Lot

In addition, regular communication between the Montclair Parking Utility and the Planning Board should be established to ensure that parking issues are addressed.

Figure 2.2.b: Shared Parking Diagram
10:30 am Tuesday LOT A

TOTAL SPACES: 12 USED SPACES: 7

TOTAL SPACES: 9 USED SPACES: 7

9:00 am Sunday

TOTAL SPACES: 12 USED SPACES: 8

TOTAL SPACES: 9 USED SPACES: 8

Furthermore, a comprehensive parking study should be undertaken in which parking requirements for each land use in the zoning ordinance are revisited to determine if they can be reduced, especially in C-1 zoning districts and within the current and proposed TOD areas that are well served by transit, are walkable and bikeable, and have dense mixed-use development. Parking reductions may also be used as incentives for development near transit, or for developers to include parking demand reduction measures such as car sharing, shuttle services, and bicycle amenities within their developments. In commercial areas, the Township should price curb parking to place a premium on onstreet parking. A significant differential between the price of on-street and structured parking would encourage longer term parkers (such as those parking for more than 2 hours) to park elsewhere, and keep on-street parking for shorter, higher turnover parking, maximizing the use of on-street spaces. This would discourage long-term use and encourage higher turnover.. Curbside parking should also be converted from “lollypop” meters with parking stall striping to multi-space meters and parking lanes. Converting from defined parking spaces increases the number of curbside parking by 10 to 20 percent, depending on the block length. Wayfinding improvements are also recommended in busy commercial areas and near train stations. Improved information for motorists looking for parking would help reduce traffic created by vehicles circulating the area looking for parking. Furthermore, the Township should provide safe, clean, well lit and landscaped pedestrian connections between rear parking lots and public sidewalks.

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How Shared Parking Works: A Typical Example Shared Parking is usually implemented by municipal government policy that allows and encourages it, with sharing arrangements actually made between individual facility developers. In most cases, the municipality creates a set of standards for evaluating how many spaces can be reasonably shared. Typically, a table similar to the one below (Figure 2.1.f) is established that adjusts parking for each land use during given times of the week. Occupancy rates for each use in participating in the agreement are multiplied by the number of parking spaces required by the code. The sum of each column is then taken and the highest sum represents the total number of shared parking spaces. The following is an example of such an exercise for three properties: a residential building with 10 code required parking spaces, an office building requiring 15 spaces, and a religious institution requiring 10 spaces. These base parking numbers are multiplied by the occupancy rates in Figure 2.1.f to generate a demand for each use by time of day, displayed in Figure 2.1.g. Each column is summed to determine when the most spaces will be required. In this case, a shared parking lot would require 23 spaces, 8 fewer spaces than individually constructed lots. It is commonly assumed that surface parking costs about $2,500 a space. As a result, such a strategy would save a combined $10,000 and create at least 1,300 square feet of space for other improvements. adjust parking requirements Figure 2.2.c: Sample Occupancy Rates

Monday - Friday
8 am - 6 pm
Residential Office Religious 60% 100% 20%

Saturday & Sunday
8 am - 6 pm
80% 5% 100%

6 pm - Mid
100% 20% 40%

Mid - 8 am
100% 5% 5%

6 pm - Mid
100% 5% 50%

Mid - 8 am
100% 5% 5%

Figure 2.2.d: Sample Adjusted Parking Demand

Monday - Friday
8 am - 6 pm
Residential Office Religious TOTAL 6 15 2 23

Saturday & Sunday
8 am - 6 pm
8 1 10 19

6 pm - Mid
10 3 4 17

Mid - 8 am
10 1 1 11

6 pm - Mid
10 1 5 16

Mid - 8 am
10 1 1 11

Shared Parking Case Study: Red Bank, NJ Red Bank provides an excellent example of how shared parking can improve access to parking while meeting the individual needs of property owners. Red Bank’s ample parking supply was created mostly through public-private partnerships. For example, the Gold Street Lot was created in 1988 by an agreement between four property owners for cross-licenses for access and parking. Each party granted the other a license to use, for public and private parking purposes, a portion of each lot, and spots were specifically reserved for private or public parking. The Borough agreed to take on the cost of normal maintenance of pavement, curbs, other improvements, signs, markings, and lighting. The parties agreed to pay a percentage of the total project cost, based on the number of reserved parking spaces they wanted.

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2.2. Land Use + Parking

DRAFT: DECEMBER 2013

• adjust parking requirements
Parking requirements should be modified near Bay Street Station and along the Bloomfield Avenue corridor. Changes should include allowing for shared parking on mixed-use development sites, allowing for shared-parking agreements between neighboring property owners, and reductions in parking ratios so they accurately reflect the parking needs of Montclair residents and visitors. This measure could greatly reduce the amount of parking supply needed, which will reduce the cost of development and contribute to a more pedestrian-friendly urban environment. A brief review of the parcels analyzed in the Preferred Alternative Scenario (See Appendix) is illustrative of the benefits of this recommendation. Under existing parking regulations the estimated 1,900 residential units, 400,000 square feet of office, and 200,000 square feet of retail development would require 6,300 parking spaces. Even assuming the Township’s parking requirements reflect actual demand, shared parking allowances could reduce the number of spaces by 25 percent (more than 2,500 fewer spaces) while still meeting peak demand parking needs. Furthermore, residential parking requirements should be reduced from about two spaces per (multi-family) dwelling unit to one. Since half of the residents in Montclair only own one vehicle, there is good transit service in this area, and because the land use recommendations create the foundation for dense, walkable development, this requirement would better match actual parking needs. However, reducing parking requirements in Montclair Center should not be restricted to residential uses. Figure 2.2.c below represents suggested parking ratios for downtown areas like Montclair. Such ratios should be used in combination with incentives for car sharing. Furthermore, as the Township continues to address parking issues, it should undertake a parking study that tailors parking strategies to Montclair, evaluates the potential for implementing shared parking, and accounts for the public on- and off-street spaces available.

figure 2.2.e: Recommended Parking Ratios Use Residential Office Commercial/Retail Restaurant Suggested 1 per unit 3.8 per 1,000 sqft GFA 3.6 per 1,000 sqft GFA 14 per 1,000 sqft GLA or 1 for every 4 fixed seats 14 per 1,000 sqft GFA 1 for every 8 fixed seats Shared Parking Existing per New Jersey Residential Site Improvement Standards (R.S.I.S) 4 per 1,000 sqft GFA 5 per 1,000 sqft GFA 1 per 3 seats, plus 1 per 2 seats in lounge or bar areas n/a 1 for every 8 fixed seats sum of the component requirements

Institutional Religious More than 1 use on the premises

GFA: Gross Floor Area GLA: Gross Leasable Area

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2.2. Land Use + Parking

DRAFT: DECEMBER 2013

As mentioned in the issues section, the Township currently exempts the first 15% of additions and all conversions to more intense uses from meeting parking requirements in the C-1 Zone. It is recommended that the Township continue this practice in all zones. Furthermore, when additions are done on a building in any of the proposed zones, existing (non-improved) uses should be exempt from having to meet the parking requirements. Stated differently, property owners should be only required to add parking for additional square footage and/or residential units and be allowed to continue to provide the same number of spaces (but no fewer) for existing construction.
Illustrative example

To illustrate, assume zoning is updated to require 4 spaces for every 1,000 sqft of office or retail space. If a 3-story, 3,000 square foot, mixed-use commercial-office building with 6 parking spaces applies to add 1,000 square feet of office space (one additional story), the applicant would only be required to add 4 more spaces (for a total of 10) and not the 10 additional spaces (for a total of 16) required under the current code. Such practice respects the fact that existing parking meets current demand and simply requires that the property owner provide new parking for new construction. Additionally, structured parking, both above ground and below ground, as well as within the first floor of buildings, is recommended for new development subject to appropriate buffers and/or liner buildings being provided.

• Optimize public parking inventory
Curbside stall parking that designates individual spaces should be removed and replaced with multi-space meters and a striped parking lane. The use of multi-space meters rather than individually striped parking stalls will maximize the on-street parking supply within Montclair Center, as multi-space meters have been shown to result in a 10% to 20% increase in overall parking spaces. The striped parking lane clearly designates where autos can park, and can also serve as a traffic calming tool. Additional recommended parking strategies should include the following items: • Development of a comprehensive and strategic parking plan that guides a process for establishing “in-lieu of” parking fees to create a shared parking structure or other parking spaces. • Implementation of a wayfinding system that informs motorists where off-street parking facilities are located should be developed. • Township or BID investigation of enabling commercial areas with large volumes of out-of-town visitors to create a shared valet parking system to meet demand. This will allow development on smaller parcels to fulfill their parking requirements off-site and allow them to maximize their lot size, while causing less frustration for visitors driving to the Center. This may also have the benefit of more efficiently utilizing scattered, hard-to-find parking sites throughout the Center. This study could be included with the study of shared parking. • Adjustments to pricing of parking to create incentives to park off-street, rather than at on-street meters. By significantly increasing the cost of on-street parking, and lowering the cost of parking lot/garage parking, drivers will have an incentive to park and walk.

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INTENTIONALLY BLANK

36

DRAFT: DECEMBER 2013

2.3.
Action Matrix
Land Use
Encourage new development and a mix of uses to occur at strategic commercial/transit nodes, identified in sections 3.1 - 3.6 institute form-based code to grow strategic nodes appropriately Evaluate use, bulk, and area standards in residential neighborhoods. Create a Neighborhood Conservation Plan for the residential neighborhoods. Expand the number of historic districts and landmarks in the Township.

Neighborhood Character
Pedestrian/Bicycle/Traffic
Adoption of Street Classification system

Transit Access

Parking

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2.3. Neighborhood Character

DRAFT: DECEMBER 2013

ISSUES + OPPORTUNITIES
Figure 2.3.a: Community Identified Issues
Issue 1: Increased density in certain areas may be desirable, but the town lacks adequate standards to guide and determine how and where increased residential density could and should occur. Issue 2: The 4th Ward carries a greater share of the group homes, density, and services than other parts of town, and faces development pressure near the Bay Street Station. Issue 3: Non-residential uses are being approved in existing R1 and R2 single family neighborhoods. Issue 4: There is a lack of adequate resources and attention paid to historic preservation and maintaining Montclair’s architectural heritage. Issue 5: New construction in the residential neighborhoods is at times out of character with the existing community and quality varies greatly.

Montclair is known throughout the region as a desirable place to live. The Township’s diverse population, excellent school system, amenities, and access to transit make Montclair especially unique amongst its suburban neighbors. However, as the needs of Montclair’s residents change, the Township must ensure that the neighborhoods and residential areas in the community adapt to meet the needs of tomorrow’s residents. Montclair has a population that overall is getting older, and more racially diverse. Average household size is getting smaller. Meanwhile, the past ten years have seen home values in the Township more than double, and rent increase by nearly 25 percent. These demographic shifts result in gradual changes in how people choose to live, work, and travel. Montclair needs to keep pace with these changes in order to maintain the long-term sustainability of its neighborhoods. Because Montclair is both a desirable and nearly built-out community, growth pressure is often concentrated within the residential neighborhoods. This arises in many forms, and residents have expressed concern that this pressure results in both incompatible uses and designs that are out of character with the existing neighborhoods. At the same time, there is no overarching strategy for where growth should happen in the Township, leading to imbalances and inefficiencies in where density concentrates.

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DRAFT: DECEMBER 2013

RECOMMENDATIONS
• encourage new development and a mix of uses to occur at strategic nodes
Increased pressure in the Township’s growth and development is a reality that the Township must contend with, and that will likely continue into the future. As a Township that is mostly builtout within its existing footprint, growth pressure naturally falls within existing neighborhoods. Given this reality, Montclair should institute policies that will encourage growth in areas where new residents and new construction would be beneficial and away from existing residential neighborhoods. The Township should institute a Transect-based form-based code in order to direct growth to commercial centers and train station areas while achieving high-quality development and a vibrant public realm. This increased residential development at strategic nodes in the Township should be coupled with policies to encourage mixed-use buildings, providing shops, services, and workplaces for new residents within a walking distance of their homes. Adoption of a Street Classification system, in concert with Transect zones and a formbased code, is also recommended. This would ensure the creation of streets appropriate to the neighborhoods in which they are located, providing access, amenities and connections for pedestrians, bicyclists, transit riders and drivers.

• evaluate use, bulk, and area standards in residential neighborhoods
Development pressure within the residential neighborhoods can often result in new construction or renovations that may be out of character with the existing neighborhood. Architectural details not-withstanding, the public realm of a neighborhood street, and the sense of character of that neighborhood, is first and foremost defined through dimensional issues such as setbacks, building heights, and building coverage, as well as through the use associated with the structure. Existing residential zoning standards should be evaluated against the existing form in the residential neighborhoods to ensure that new developments and renovations contribute to overall neighborhood character. Of particular importance is the review of front yard setbacks, specifically for zones that permit townhouse and multi-family units. These unit types are permitted within the R-3, R-4, C-2, OR-3 and OR-4 zone districts. Front setback requirements range from 30 to 40 feet. Unless controlled through another mechanism, infill over time could result in front yards devoted to driveways and parking spaces, contrary to existing character.

• create a neighborhood conservation plan for the residential neighborhoods
Conservation Plans are excellent tools to help communities maintain their existing character and form, while allowing for reasonable amounts of growth and development to keep neighborhoods viable and sustainable. A Conservation Plan would determine a geographic area for the plan, examine the land use, circulation, and open space patterns within that area, with the goal of calibrating land use regulations and capital improvements to maintaining and evolving that form in a positive direction for the community, guided buy the community’s vision for each neighborhood.

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2.3. Neighborhood Character

DRAFT: DECEMBER 2013

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DRAFT: DECEMBER 2013
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• utilize historic districts and landmarks to protect neighborhood character
Historic preservation is the most effective method permitted in the New Jersey Municipal Land Use Law for preserving neighborhood character. Properties that are either locally designated landmarks or historic districts are protected by additional procedures, including architectural review and detailed design standards, which are not available through zoning and have been proven effective in preserving historic character. Locally designated landmarks and historic districts also offer an additional layer of protection from demolition. Montclair Township currently has three local historic districts and 16 historic landmarks. This does not include the five districts on the State and Federal Register of Historic Places, as shown on the attached map, or the 80 additional properties identified in Montclair’s 1993 Historic Preservation Element of the Master Plan. The Township should expand its existing historic districts to help preserve and protect the historic neighborhoods that are prevalent throughout the Township and new historic landmarks should be created to protect the Township’s important buildings. In addition, the Township should prepare a new historic preservation element to reflect changes in historic preservation practice.

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2.4.
Action Matrix
Land Use
Encourage a mix of housing types that fit the needs of all households types. (non-family, senior, low-income, etc.) Utilize density bonuses as incentives to provide affordable housing Create “Aging-in-Place” Design Standards Expand fresh food access throughout the Township. Allow for expanded healthrelated land uses in the C-1, C-2, and NC zones Encourage cultural and overnight stay uses in Montclair Center

Flexible, Affordable Lifestyles
Pedestrian/Bicycle/Traffic
encourage development near train stations/commercial nodes to add residential opportunities within a walkable distance of services and destinations

Transit Access
encourage development near train stations/commercial nodes to ease ability of new residents to utilize transit for their transportation needs

Parking
encourage development near train stations/commercial nodes to reduce reliance on automobile for all trips

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ISSUES + OPPORTUNITIES
Figure 2.4.a: Community Identified Issues
Issue 1: There isn’t enough diversity in terms of the types and price ranges of housing available in Montclair. Issue 2: Many current residents who want to stay in Montclair after their children leave the house face a lack of options in town for “downsizing,” i.e. moving to a smaller home. Issue 3: One of Montclair’s unique strengths is its diversity, both economic and social, and there is a danger of losing that diversity due to rising housing costs. Issue 4: Because of rapidly rising housing costs, it is becoming less viable for residents to live their whole lives in Montclair, and less likely special that future needs generations can choose to and stay in Montclair. Issue 5: There currently isn’t an equitable distribution of affordable housing and diversity throughout town. Issue 6: Montclair lacks an adequate supply of market rate age-restricted housing. Issue 7: There is a lack of accessible housing that can meet the needs of the elderly and disabled citizens throughout town. Issue 8: Montclair does not have enough housing for senior buildings and housing options that are citizens. “senior-friendly” Issue 9: There is a concern that the current zoning code is not properly calibrated to make it easy for seniors to access services. Issue 10: The current senior bus route has limited service. Issue 11: Montclair does not have sufficient options for community gardens and smallscale farming. Issue 12: The farmer’s market is a great asset, however, it is only open at one location and only during summer and early fall.

Montclair cannot remain a static community and still meet the needs of its residents. A lack of flexible and affordable housing options is making it less viable for residents to live their whole lives in Montclair, and less likely that future generations can choose to stay. Empty-nesters and seniors, as well as young people just entering the workforce, typically prefer smaller homes as well as entertainment and services that are within walking distance. Additionally, as residents age, features common to single-family homes, such as larger than necessary square footages (and the associated high maintenance cost), stairs to access parts of the home, large yards requiring upkeep, and relatively far distances from services make it more difficult for this group to stay in their homes as they age.

RECOMMENDATIONS
• encourage a mix of housing types to fit the needs of all households (non-family, senior, low-income, etc.)
It is recommended that Montclair provide a mix of appropriate household typologies to meet changing and aging demographics. There will be residents who grow older, children who want to stay in Montclair after completing school, or residents with special needs or lower-incomes. Montclair should aim to provide a mix of housing types that work for smaller household sizes as well as for non-family households, have lower square-footages, and that are accessible for seniors and special needs residents. In linking housing with transportation, it is important to note that transportation costs can have a significant impact on households. By creating a more robust multi-modal network that helps households reduce auto use, or even give up owning a car, household expenses can be significantly reduced aiding in the issue of affordability.

housing

• ensure the provision of affordable housing
With respect to affordable housing, the Township must stay current with the most recent rule changes at the state level. That notwithstanding, this Unified Land Use and Circulation Element proposes increases in residential density in several districts throughout the Township. It is recommended that affordable housing policy maintain consistency with the Township’s adopted Housing Element and Fair Share Plan. Increases in density provided through this Unified Plan should be considered as a compensatory benefit sufficient to support the required affordable housing set aside. The affordable units should be woven into the fabric of the new developments rather than developed in stand-alone projects.

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Expand supply of housing for senior citizens

• create “aging-in-place” design standards
The concept of Aging-in-Place is based around the recognition that as residents age, it can become harder for them to remain in their homes. Aging-in-Place design standards would aim to provide guidelines for new construction that enable residents to remain in their community as well as to allow renovations to existing structures that would enable people to stay in their homes for as long as possible, foster spaces for easily accessible social interaction, and accessibility standards for home design. The Township’s street design manual and building codes standards should all be ADA compliant to improve accessibility throughout Montclair

• expand fresh food access throughout the Township
Access to local, healthy food is becoming increasingly important in communities throughout the country. Expanding access to healthy food options in the form of grocery stores, farmer’s markets, and community gardens can provide a valuable amenity to a community. The Township should incorporate these features into their redevelopment planning, affordable housing projects, and land use ordinances going forward. It is recommended that community gardens be permitted as a principal use in all zone districts and that standards be created to both define their use and regulate type, area, and yard standards for structures, signage, and customary amenities (e.g. benches, bike racks, cisterns, and fences).

The Montclair Senior Citizen Advisory Committee conducted a survey which indicated that housing and mobility were two of the major concerns for the Township's senior citizens. Key findings in the survey indicated that seniors are looking to downsize to smaller residences that are designed with a single-story layout, served by elevators, have available laundry facilities and include adequate space for caregivers and/or visiting family. Housing should be located in areas that are walkable, with available parking and access to transportation services. Similarly, there is a need to create opportunities for seniors to "age in place."

• Maintain character of single-family neighborhoods An emerging issue in the Township is the impact of multiple group homes and special needs housing on the quality and integrity of single-family neighborhoods. This stems from a policy decision at the State level to replace institutionalized housing for special needs populations with group homes. The New Jersey Municipal Land Use Law was amended to permit certain types of group homes as permitted uses in all residential zone districts. As a result, an increasing number of group homes have located in residential neighborhoods. The fabric of the neighborhood is affected, however, when a number of group homes are located in close proximity to each other. The Township's Zoning Ordinance should be amended to address the negative impacts created by the undue concentrations of these group homes in single-family residential neighborhoods.

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2.5.
Action Matrix
Land Use
Support and market the arts as a magnet to attract creative and entrepreneurial enterprises Recognize the existing and future expansion of HUMC/ Mountainside Hospital through zoning changes

Economic Development + the Arts
Pedestrian/Bicycle/Traffic
encourage development near train stations/commercial nodes to provide opportunities within a walkable distance of services and destinations

Transit Access
encourage development near train stations/commercial nodes to ease ability of new residents and workers to use transit for their transportation needs

Parking
encourage development near train stations/commercial nodes to reduce reliance on the automobile for all trips

ASSESSMENT
Montclair Township’s local economy is based on a mix of retail trade and services. The Township’s employment base, which fluctuates between 10,000 and 11,000 privatesector jobs1, has remained relatively stable over the past ten years. The composition of the employment base, however, has changed. While health/ social services is the dominant employer with retail trade not far behind, there has been significant growth int the accommodations/food and arts/ entertainment industries, as indicated in Table X.

Table 2.5.a
2012

Figure 2.5.a: Private-sector covered employment trends
2003 Industry Health/Social Services Retail Trade Accommodations/Food Services Professional/Technical Services Arts/Entertainment Services
Jobs 3,198 1,335 791 748 158 Percent 29.1 12.1 7.2 6.8 1.4 Jobs 3,384 1,425 1,447 781 276

Change
Jobs 186 90 656 33 118 Percent 5.8 6.7 82.9 4.4 74.7

Percent 31.0 13.1 13.3 7.2 2.5

1

3rd quarter private-sector employment covered by unemployment insurance pursuant to the New Jersey Department of Labor

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The growth in arts/entertainment services and accommodations/food services is not surprising, as the arts have always been a driving economic force in Montclair. Arts and culture have been integral to community life in Montclair since the mid- to late 19th century, when significant visual artists moved into the Township and established an artists’ colony. Over time, Montclair has become a magnet for the creative community. Montclair’s retail sector has been fairly stable, with relatively low vacancy rates for storefront space in its business districts. The Township’s office market is robust, having absorbed over 80,000 square feet of new office space over the past 8 years. This indicates that there is a latent demand for new office space, with much of the demand coming from “creative economy” companies. Montclair’s office market has been successful, despite the nation’s economic downturn, due in large part to the physical assets of the Township and the composition of its population. According to a survey done by commercial real estate firm CBRE of tenants in its New Jersey properties, the three most important amenities sought by firms as they evaluate office space are the following2: • Easy access to a variety of food choices (22.4 percent); • Access to transit (16.4 percent); and • Access to downtown (11.9 percent). Being able to offer these amenities has become an important factor in a company’s ability to recruit and retain talent, and properties without them are at a serious disadvantage. People want more than just a workspace to go to; they want to work in a place that offers them walkable access to amenities, such as food or a dry cleaner or a gym or a bank. A Monmouth University poll co-commissioned by New Jersey Future in September 2012 highlighted these same preferences, and similar trends have increasingly been showing up nationwide. Montclair Township has all three amenities in abundance and is well-positioned to expand its office market.

RECOMMENDATIONS
The Township’s land use and development policies should be updated to recognize those market niches that are most successful in Montclair. The most prevalent market niches are arts and entertainment, supported by the creative community. Another niche is health care and health related uses which includes not only medical offices, but also ambulatory health care services, physical therapists, massage therapy, radiology, blood banks and similar establishments. Finally, there is a burgeoning market for health and fitness centers, which include health clubs, yoga and personal training studios and similar uses. Specific strategies to embrace these market niches include the following:

2

Elaine Clisham, “Demand Grows for Smart-Growth Work Environments.” New Jersey Future, January 12, 2012

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facilitate the establishment of

• establish and market “arts districts” as an approach to revitalizing neighborhoods where galleries and other arts venues are concentrated
1. 2. 3. 4. 5. Identify areas where the architectural quality of the buildings and flexibility of space for living, working, exhibiting and performing lend themselves to the “arts district” model. Change zoning regulations to permit live-work arrangements in identified arts districts. Support the creation and preservation of inviting public spaces and common areas in “arts districts” to encourage people to congregate, interact and exchange ideas. Conduct walking tours that connect residents to the arts districts and highlight its history, architecture and cultural resources. Encourage the location of retail, entertainment and services that complement arts districts.

• capitalize on the presence of theaters, museums and other major arts venues as catalysts for neighborhood and regional development
1. Develop stronger ties between arts and cultural institutions and institions of higher learning, such as Montclair State University and Bloomfield College, to bring university-related arts programming to the community. Encourage the creation of exterior exhibits, programs or physical improvements that extend the creativity of the venue to the larger neighborhood. Design public capital improvements that reflect the presence of these major art and cultural institutions.

2. 3.

• use public art to strengthen the “sense of place” and highlight the heritage and character of neighborhoods
1. 2. 3. 4. 5. Create a public art program and work with developers and corporations to incorporate public art as a standard component of development projects throughout the Township. Assign an administrator within the Township government as the arts and culture liaison. Utilize the arts community to provide technical assistance on public arts projects. Include public art in capital projects such as streetscape and park improvements. Develop a variety of funding mechanisms to support ongoing public arts projects.

• identify potential office districts appropriate for “creative community” uses
1. Evaluate areas near the proposed arts districts with building types that can be adapted to office uses and with sufficient lot sizes to provide for off-street parking.

• update zoning regulations to identify appropriate locations for health and medical-related uses
1. 2. 3. Create a new zone Hospital and Medical Office zone district to encompass Hackensack University Medical Center (HUMC)/Mountainside. Clarify zoning regulations as they pertain to health care services, health and fitness facilities and educational services. Expand locations where health care and health related uses are appropriate.

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2.6.
Action Matrix
Land Use
Revise zoning standards to address private lot improvements to stormwater management system

Infrastructure + Utilities
Pedestrian/Bicycle/Traffic
Pursue implementation of the complete streets policy by creating a Complete Streets Network Create a shade tree program to encourage walkability as well as environmentalism. Incorporate implementation of the Safe Routes to Schools program into a Street Design Manual and Bicycle Master Plan make needed improvements to the existing stormwater management and street tree systems invest in public amenities to support improved circulation

Transit Access

Parking

ISSUES
Montclair should promote walking, biking, mass transit, and car-sharing opportunities as a lifestyle and affordability issue. A full one half of households in Montclair have only one car or less, and car ownership carries a high cost for households and individuals in terms of maintenance, fuel, and insurance. Relying on a car for all one’s transportation needs is not a financially viable option for many seniors, younger people, and lower-income residents, so having housing options within walking distance of services is key in reducing the need to own a car for all one’s transportation needs. Improving the pedestrian and bicycling environment will make it easier for all residents of Montclair to get around the Township safely and comfortably, and will make amenities such as schools, open spaces, train stations, and commercial centers much more accessible to everyone in the Township.

Figure 2.6.a: Community Identified Issues
Issue 1: The Township is not currently using stormwater management as an opportunity to improve the environmental health of Montclair or to contribute to an interesting and vibrant public realm. Issue 2: Many public streets do not have an adequate supply of shade trees. Issue 3: Montclair has a lack of safe and easy non-automobile connections to amenities (schools, open spaces, train stations, town centers, etc.) Issue 4: There is a concern that future growth in Montclair could put a strain on the school district’s limited capacity to both transport and provide facilities for more students. Issue 5: The current senior bus route has limited service.

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The school system has been identified as an area where there is a disconnect between land use and transportation. By breaking down the traditional role of a “neighborhood” school, the magnet school system requires an intricate system of buses to efficiently connect students to their chosen schools. Existing policy is such that elementary school students are only bused if they reside one-mile from school; often resulting in parents driving students to school instead. As a result there is increased traffic congestion and conflict between parent drop-off and bus drop-off. Many parents currently do not feel it is sufficiently safe to allow their children to walk or bike to school. Montclair’s street network also needs to be made more functional and comfortable throughout the Township. Montclair is currently implementing stormwater management strategies that demand a lot of gray infrastructure (sewer systems, storm drains, etc) and do not effectively address stormwater where it falls through the use of green infrastructure, which can lead to flooding, pooling at crosswalks, and drainage issues after heavy rains. On a related issue, residents have identified a lack of shade trees in the Township. In both cases, efforts to green the Township’s streets can play a dual role, both functionally reducing the stormwater load on existing infrastructure but also making streets more pleasant and attractive to pedestrians while improving the micro-climate of the public realm.

RECOMMENDATIONS
• implement complete streets policies
The Township of Montclair and Essex County have each adopted Complete Streets policies. The next step the Township should pursue is adopting design standards and a regulating plan for how streets should function, and where certain features should be prioritized. This should be done in partnership with the County, and should ultimately result in clear, long-term plans that can be realized gradually as incremental capital improvement projects occur, ultimately creating a Complete Streets Network. Complete Streets should incorporate all users, such as pedestrians, cyclists, automobiles, and be able to handle environmental functions such as stormwater management. Elements that relate to a Complete Streets Network include the creation, adoption, and implementation of a Street Design Manual and a Bicycle Master Plan for the Township.

• bolster shade tree program
Montclair’s shade tree program should be bolstered in order to provide clear recommendations for specific tree types that are appropriate for each street, based on general width and use of the street, changing climate, solar orientation, and stormwater management concerns. The guidelines will outline selection of street tree species to address common concerns including obstructing views of storefronts/signs, planting under power lines and damage to sidewalks and pavement. Whenever possible, the palette will be comprised of native plant materials to ensure durability, minimize maintenance requirements and encourage the establishment of natural ecosystems.

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Streets that have been identified as those in need of more street trees include:      Bloomfield Avenue, especially on the south side Valley Road, south of Van Vleck Street and in Upper Montclair between Wildwood Avenue and Oakwood Avenue Orange Road in the South End Business District Lackawanna Plaza Grove Street near Lackawanna Plaza

• implement safe routes to school
Safe Routes to Schools (SR2S) is a national program that provides funding for projects that support walking and biking to school. A variety of tools can be used including traffic calming and other traffic safety improvement measures, as well as education campaigns for students, parents, and motorists to encourage bicycling and walking to school. Successful SR2S programs can also reduce traffic congestion during peak school arrival and departure periods. Bicycling improvements in particular would be effective in Montclair where the magnet school system draws students from beyond walking distance, but well within a reasonable bicycling distance. Major routes to and from schools should be identified as priority bicycle and pedestrian routes for improvements, and should be included on the Township’s Bicycle Master Plan.

Eliminate space

• make needed improvements to stormwater management and street tree system

Encourage efforts to reduce stormwater flow using alternative techniques such as

Montclair is currently implementing stormwater management strategies that demand a lot of gray infrastructure (sewer systems, storm drains, etc) and do not effectively address stormwater where it falls. On a related issue, residents have identified a lack of shade trees in the Township. Efforts to improve the pedestrian realm by increasing the amount of vegetation and using bio-swales, rain gardens, small-scale water features, and improved tree cover can go hand-in-hand with efforts to capture stormwater before it enters the sewer system. In this way, infrastructure investments that reduce the environmental and fiscal cost of treating stormwater can be combined with beautification efforts.

• invest in public amenities to support improved circulation
The issue of unmarked bus stops, the lack of bike racks or storage at train station, poor pedestrian connections, and difficult street crossings highlights the importance of amenities to support non-automotive transportation through improved public realm amenities. Although some of the issues in Montclair have to deal with system improvements, it is also important for the Township to focus on things like benches, covered bus shelters, good pedestrian lighting, and other amenities that increase the chances that improved transit service will translate into improved transit use.

• adopt an off-tract improvement ordinance
Improvements to the Township’s aging infrastructure will be necessary as development and redevelopment takes place. The Municipal Land Use Law permits municipalties to adopt ordinances that require developers to pay for their pro rata share of off-tract water, sewer, drainage and street improvements. The Township should conduct a study of the existing conditions and necessary improvements to its existing infrastructure and adopt an off-tract improvement ordinance.

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Part 3.0
Area Specific Strategies
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3.1.
Action Matrix
Land Use
establish zones that will promote sustainable growth and development in key nodes coordinate land use with street classification recommendations evaluate appropriate building stepback controls for mid and high-rise construction take full advantage of transit village designation to implement proposed land use and circulation strategies utilize zoning and form-based code as a foundation for redevelopment plans utilize density bonuses to tie increased densities to accompanying public improvements

Montclair Center + Bay Street Station Area
Pedestrian/Bicycle/Traffic
create an enhanced pedestrian and bicycling environment

Transit Access
create a new Montclair Center Jitney Shuttle route linking Bay Street Station, Valley Road, and Walnut Street Station create enhanced bus stops to facilitate improved user experience of the existing bus system and proposed shuttle

Parking
reduce parking ratios for new development and renovations in Montclair Center create parking exemption for addition of 15% extended to all zones, however, remove requirement to supply all parking if addition is over 15% for existing uses. Remove on-street parking stall striping and “lollypop” meters implement a wayfinding system to direct motorists to off-street parking facilities investigate shared valet parking options for the district

maintain and improve Bloomfield Avenue’s functionality through pedestrian improvements and study a potential two-way bicycle route provide appropriate pavement marks and signage provide ample, secure bicycle parking

Enhance Glenridge Avenue as a “primary activity corridor” that complements Bloomfield Avenue

adjust price of parking to incentivize long-term parking in off-street lots add appropriate standards for above and below ground structured parking

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ASSETS
The Bloomfield Avenue corridor contains the largest commercial district in the Township and serves as a regional destination with a large assortment of restaurants, shopping, office and entertainment uses. The district stretches almost two miles from its eastern border at the Borough of Glen Ridge to its western border at Orange Road. It contains many assets which make it a unique, successful and award-winning downtown that attracts customers and residents from a relatively large region. It is an important regional center for artistic, cultural and entertainment activities and is a hub for community activities, municipal functions and religious institutions. The district contains an eclectic mix of distinctive late 19th and early 20th century commercial architecture and has been designated as a local historic district since 2002. The Montclair Historic Preservation Commission works closely with property owners and businesses to ensure that changes to the buildings in the district maintain the historic integrity of the area. In addition, the area has been designated as a Business Improvement District which has provided a springboard for important initiatives, a variety of programmed activities and daily maintenance of the area. Bloomfield Avenue is the principal east-west thoroughfare in Montclair, providing both local access to Montclair Center and regional access to surrounding communities. It also connects to major highways that link Montclair Center to the rest of New Jersey. In addition, Bloomfield Avenue is served by both train and bus service, notably the Bay Street Station at the easterly end and the confluence of several bus routes at Park Street at the westerly end. The Bloomfield Avenue corridor contains several sub districts, each defined by distinctive characteristics and land uses. These sub districts, moving from east to west, include the Transit Village district, Lackawanna Plaza district, Arts and Entertainment district and Western Gateway district. Figure 3.1.a: Montclair Center BID + Historic District
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Figure 3.1.b: Community Identified Issues
Issue 1: Existing parking is not always easy to find or convenient to access, nor does it provide a feeling of security for the user (the Fullerton Garage reportedly does not feel safe). Issue 2: Some temporary private parking lots operated unregulated by the Township, but fill demand during peak times and special events. Issue 3: Current parking requirements are the driving force in regulating the scale, form and type of development in the C-1 Zone on Bloomfield Avenue. Issue 4: Bloomfield Avenue is not safe for pedestrians to cross, and doesn’t have an adequate and appropriate sidewalk width throughout the length of the BID (Particularly problematic intersections include ChurchGlenridge and Valley Rd). Issue 5: Many of the destinations in Montclair Center are not conveniently accessed by public transit. Issue 6: Significant gaps exist in the fabric of Bloomfield Avenue around Lackawanna Plaza and Bay Street, and at the DCH Site. They are currently underutilized and do not encourage pedestrian activity along the corridor. Issue 7: There are too many vacancies along Bloomfield Avenue, particularly in larger commercial spaces. Issue 8: Growth in Montclair Center could be beneficial, but this must be done without adversely affecting the characteristics of place that are important to the community. Issue 9: Upper floors of buildings are in some cases experience higher than desirable turnover rates and vacancies. Issue 10: Current development and design guidelines are not producing the kind of development that people in town are happy with, the prime example being the Sienna. Issue 11: The size of the Montclair Center BID is not large enough to reflect a growing commercial district surrounding Bloomfield Avenue.

ISSUES + OPPORTUNITIES
• poor public transportation, bike, and pedestrian connections
The following is a discussion of the many factors that contribute to poor mobility options for residents and visitors. poor connections to Bay Street Station: Many areas of the corridor most enjoyed by residents and visitors are not well connected to public transportation. This is particularly true of the Bay Street Station area, which is only a ½ mile, or 10 minute walk, from the heart of Montclair Center, and less than ¼ mile to other potential area destinations. Inadequate wayfinding signage, poor building walls, parking lots and curb cuts that front on the street, and dangerous pedestrian crossings at intersections along Bloomfield Avenue produce a perception that the Bay Street Station is far away and cut off from the Center. This is also the case along Glenridge Avenue, which connects to the northern end of the Bay Street Station and intersects Bloomfield Avenue near Fullerton Avenue. Upon exiting the station at either end, there is no signage directing someone to the Center; likewise there is little or no signage along Bloomfield Avenue providing directions to the train station. difficult to understand Bus system: Several local and regional bus routes also service this area. However, it is difficult to identify bus stops and determine bus schedules and destinations. Many residents have noted that the NJTransit bus system is difficult to understand or predict because many bus stops are poorly marked and/or not official - contributing to the residents’ perceptions of the system’s unreliability. inadequate pedestrian and bicycle connections: The Bloomfield Avenue corridor does not provide adequate pedestrian and bicycle connections both internally to the corridor and to adjacent neighborhoods. Insufficiently designated crosswalks, wide, odd-angle intersections, and a lack of pedestrian amenities such as street trees, wayfinding, and clear connections between parking and destinations are all issues found along the Avenue. Additionally, there is tremendous variation in sidewalk quality and condition. Pedestrian activity is also inhibited by the speed and volume of traffic flow along Bloomfield Avenue, creating a hostile environment for pedestrians crossing the street. There are virtually no bicycle facilities (bicycle routes, lanes, racks) in the area making use of a bicycle in Montclair Center very inconvenient. The result of these pedestrian, bike, and transit deficiencies is that Township residents and visitors confront real and perceived lack of mobility options contributing to increased use of automobiles and thus greater demand for both roadway capacity and parking facilities.

experiencing

• parking
constrained resources at peak times: Community members identified that, in addition to being an impediment to development, parking resources are often strained at peak times, especially on weekend evenings. Many

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businesses feel that this constraint inhibits pedestrian exploration of Montclair Center. Additionally, community members also expressed that existing off-street parking lots and garages are not sufficiently easy to find or access, and do not provide a feeling of security for the user. parking ratios: Montclair parking ratios correspond to those typically used for suburban development where there is limited transit options, few opportunities to bike or walk to work, and no on-street parking opportunities. Although these standards may be appropriate in parts of the Township, these ratios place an undue financial burden on property owners and developers in Montclair Center, some of whose residents and visitors are likely to use non-auto modes of transportation, and would not require a parking space. Furthermore, these requirements unnecessarily prevent developers from reaching the maximum allowed building heights and density for all but the largest lots. It is recommended that parking ratios be reduced for new development in this area without compromising the integrity of the corridor. The Township has made a special stipulation for parking in the C-1 Zone, which only exists in Montclair Center along Bloomfield Avenue, Glenridge Avenue, and Church Street. § 347-101: Off-street Parking Requirements reads, Off-street parking shall be required for all new buildings, additions to buildings and conversions to a greater residential density or conversions to other uses which require more off-street parking in accordance with the following schedule. In the C-1 Zone, additions of less than 15% of the existing building’s total square footage which do not reduce the number of off-street parking spaces that serve the property, and conversions to more intensive uses, are exempt from the off-street parking requirement [continues to outline parking requirement] This language allows for small additions and renovations in the C1 zone without requiring new parking, something that increases opportunities for improvements to the existing building stock.

Figure 3.1.c: Parking condition in Montclair Center

• vacancy and underutilization
The historic character and form of the buildings on Bloomfield Avenue help to make it a unique, authentic downtown environment. However, community members expressed that vacancy and underutilization constrain certain areas of the corridor. Physical building deterioration is an issue, and there are several highly visible underutilized properties that continue to negatively impact Montclair Center. Additionally, there is a need for more effective development of certain parcels of land within the Town Center, especially in the areas east of Grove Street and off Bloomfield Avenue. Marginally used parking lots and deteriorated and predominantly vacant buildings could be more actively used in ways that support Montclair Center developments. Community members also identified a lack of balance between not having enough ground-floor retail space, and upper floors of buildings experiencing higher than

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desirable turnover rates and temporary and long-term vacancies. Although there is clearly a tension between the need to preserve existing buildings and the need to innovate to meet modern needs, some of this may be the result of zoning and parking requirements.

• zoning does not reflect the vision of the community
Under the existing zoning, the core of the Montclair Center area falls under the C1 Zone which is a commercial district that allows for mixed-use development at a maximum density of 55 units/acre. Just off this commercial core, multi-family residential (R3 and R4) and residentialoffice (OR3 and OR4) zones allow between 10 and 28 residential units/acre. These residential zones serve as transition areas between Montclair Center and single-family zones (R-1 and R-2) of much lower densities. The Township has focused much of its revitalization efforts on Montclair Center over the past decade, including the creation of a Business Improvement District (BID) in 2001 and continued focus on redevelopment (including the DCH site). Nonetheless, private-sector building additions and renovations are overwhelmingly more constrained by parking requirements than by design guidelines or use restrictions. This issue arises in both required parking ratios, most relevant to new construction, and a cap of 15% for additions to existing buildings before a property is required to meet off-street parking requirements. This cap has the effect of supporting preservation, but not larger scale adaptations that may be needed to ensure the highest and best use of the property. Many residents have also expressed concern that recent development has not provided the architectural and site amenities that the community envisioned. By limiting development to six stories along Bloomfield Avenue - which generally limits developers to wood frame construction - the zoning code does not allow for the economies of scale necessary to use high quality construction materials and still provide units at market rate. Furthermore, although existing zoning does provide some bulk and use standards, it is silent on architectural details that are important for establishing area character and creating “place.” Finally, permitted uses should be updated to reflect the fact that Montclair Center is not just a local amenity, but a regional destination that attracts visitors coming for concerts, dining, cultural activities, and more. Community members identified that Montclair Center lacks sufficient hotel capacity, a use which could complement and bolster commercial businesses in the Center.

combine these two paragraphs

• circulation and land use connection
The issues discussed above suggest that to maximize allowable densities and allow Montclair Center to thrive, grow, and evolve with changing life styles and needs, the Township must address mobility needs. These include efforts to strengthen mobility options independent of the automobile, implement a variety of parking strategies, create a comprehensive pedestrian improvement plan, adopt and implement a bicycle plan, design improved connections to the Bay Street Station through pedestrian and bicycle amenities, and improve public transportation services. At the same time, (re)development must be well designed and appropriately scaled so that it contributes to the existing character of the area while accommodating modern commercial and residential needs.

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Hahne’s Redevelopment Area Hospital Redevelopment Area Montclair Gateway Redevelopment Area - Phase 1 Montclair Gateway Redevelopment Area - Phase 2 Glenridge Avenue Redevelopment Area New & Mission / Elm Street Redevelopment Area Bay Street Station Redevelopment Area Pine Street Redevelopment Plan Focus Area Boundries

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RECOMMENDATIONS
Montclair Center is envisioned to continue growing and developing as a central activity district in the region, with a dense, pedestrian-friendly core and superior transit access. The recommendations that follow address the transportation connections, increased density, and full integration of land use and mobility options to create a walkable, livable, and pleasant Montclair Center. This section recommends a strategy for incorporating enhanced design standards or form-based code into the land use regulations in the area of Montclair Center, and a menu of mobility options to enhance the Bloomfield Avenue corridor and transit accessibility. The densest zone proposed, (C1), is centered on both the Lackawanna Plaza District, with lower density zones transitioning off of these cores into the neighborhoods. Linking these two nodes together will be a comprehensive redesign and menu of pedestrian improvements that will make Bloomfield Avenue a true complete street. Roadway classifications provided for this corridor will ensure a cohesive and complete link between building forms and public streets. Additionally, a new shuttle route is envisioned as a way to link Bloomfield Avenue, Bay Street Station, Valley-Van Vleck, and Walnut Street Station into a comprehensive local-serving transit network that compliments the existing shuttle through the South End.

LAND USE DISTRICTS
Montclair Center occupies a large land area, and there are several sub-districts within Montclair Center that should be codified as overlay zones to help support and foster the unique identity of each:

• Transit Village District
Create a new Transit Village overlay zone to support the existing uses surrounding the Bay Street train station: The Transit Village district is concentrated around the Bay Street Train Station, the Township’s newest train station which opened in 2002 and provides direct train service to Newark, Hoboken and Manhattan. A new 250-space parking deck provides commuter parking for the station and parking for residential and commercial uses in off-peak times. This area is characterized by mid-rise multi-family buildings containing over 500 dwelling units in immediate proximity to the station, built as redevelopment projects over the past twenty years, as summarized in Table 1. Neighborhood stores serving this area are provided along Glenridge Avenue while a variety of retail, personal service and office uses are provided along Bloomfield Avenue. The Transit Village District is located adjacent to the Pine Street Historic District which is a historic working class neighborhood with a large number of 3 to 4-story multi-family buildings built from the 1890’s through the 1930’s. It is also located in close proximity to the Hackensack University Medical Center/Mountainside Hospital, which is located at the border of Glen Ridge and includes a number of medical office buildings. While much of the area around the Bay Street train station has been redeveloped, there are two significant development opportunities in the area. The Eastern Gateway Redevelopment Plan, which was adopted in 2012, includes the three properties that front on Bloomfield Avenue just west of the Pine Street intersection. Two of these properties contain large parking areas fronting on Bloomfield Avenue, which is inconsistent with the historic streetscape pattern. The Plan allows 6-story buildings with a maximum density of 75 dwelling units per acre. The owner of the Montclarion is preparing plans to build a mixed-use 5-story building containing structured parking and approximately 40 apartments.

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The Elm Street and Mission/New Area Redevelopment Plan was adopted in 2006 and addresses the large vacant property fronting on Bloomfield Avenue between New and Mission Streets. The Plan proposes mixed-use development for this property, permitting a 4-story building with a maximum density of 40 dwelling units per acre. Finally, HUMC/Mountainside Hospital plans to expand their facilities to include additional medical offices.
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Table 1: Transit Village Development
Project Name 1. Matthew Carter Apartments 2. Montclair Mews 3. Montclarion 4. Pine Ridge 5. Residences at Montclair 6. Matthew Carter Apartments Total Dwelling Units 54 136 56 48 153 72 519 Density 27 du/acre 19 du/acre 42 du/acre 69 du/acre 56 du/acre 22 du/acre Description 3-story rental 3-story rental & owner 4-story rental 4-story senior rental 4-story rental 3-story rental

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• Lackawanna Plaza District
Create a new Lackawanna Plaza overlay zone district to support the redevelopment efforts for the Lackawanna Plaza area: The Lackawanna Plaza district contains Lackawanna Plaza, a vestige of the Township’s Urban Renewal redevelopment initiative from the 1970’s. The Plaza contains the historic Lackawanna train station, which was adapted to retail use as part of the development of the Lackawanna Plaza shopping center in the 1980’s. This area was rezoned from Urban Renewal to the C-1 zone district sometime after the shopping center was completed. The Lackawanna Plaza District is bordered by a variety of institutional uses, including the Geyer Family YMCA (1) and the Post Office (3) Glenridge Avenue and the new Charles Bullock School (5) on Washington Street. Union Gardens (2), located at the corner of Greenwood Avenue and Glenridge Avenue, is a 4-story building containing 87 dwelling units and a density of 41 units per acre. Crane Park (4), located at the corner of Glenridge Avenue and Lackawanna Plaza, provides an attractive gathering space and focal point for this area. The west side of Lackawanna Plaza and Bloomfield Avenue contains commercial and mixed-use buildings ranging between 1and 3-stories in height. The buildings along the west side of Lackawanna Plaza, which are comprised of formerly automotive and light industrial uses at the northern end and traditional commercial and mixed-use buildings at the eastern end, have been renovated in recent years. The area is characterized by a large amount of surface parking, with substantial setbacks on the north side of Bloomfield Avenue. The combination of significant setbacks from the street, abundance of surface parking, and the low-scale one-story buildings are not characteristic of downtown Montclair. The Township is currently evaluating the 8-acre Lackawanna Plaza area to see if it meets the criteria for an area in need of redevelopment. The Township is considering a public-private partnership to create a new municipal complex in this area, with structure parking that would serve both the municipal complex and commercial uses. This would bring a significant amount of additional activity to the downtown, which would in turn support the nearby businesses. Lackwanna Plaza District
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• Arts and Entertainment District
Create a new Arts and Entertainment overlay zone to support the arts and entertainment related uses in the heart of the Bloomfield Avenue corridor: The Arts and Entertainment district extends from Lackawanna Plaza to Park Street and contains the core of the Township’s art and entertainment uses, including the Wellmont Theater, Clairidge Theater, the Church Street pedestrian mall and numerous art galleries and restaurants. Church Street was reconfigured as a one-way street with extensive sidewalks and landscaping to create an outdoor plaza in the 1970’s and has become the cornerstone for the district. This area also contains the intersection of Bloomfield, Glenridge, North and South Fullerton Avenues and Church Street, historically known as “Six Corners,” which is considered the traditional center of the District. South Park Street was recently reconfigured to provide more pedestrian amenities, similar to Church Street. Structured parking at the Crescent Deck and the Fullerton Deck serve the district.

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While the commercial activity is concentrated along Bloomfield Avenue, Glenridge Avenue and Church Street, the surrounding cross streets provide a variety of supporting uses. North Fullerton Avenue is characterized by larger scale office and residential buildings on the east side, two houses of worship on the west side, and anchored by the municipal building at the north end. South Fullerton Avenue is characterized by two houses of worship, one of which has been adapted to a commercial use, larger-scale office and residential buildings and the public library. Park Street north of Bloomfield Avenue includes the four-story YMCA and smaller scale office and residential buildings. Forest Street and North Willow Street are characterized by smaller scale multi-family residential buildings. South Willow and Union Street contain smaller scale residential buildings, with a large concentration of rooming houses. This area includes six rooming houses with 83 units, many of which are served by communal kitchens and/or communal bathrooms. The Arts and Entertainment District has numerous opportunities for development. • The Glenridge Avenue Redevelopment Area was created by the Township Council in 2002, but a redevelopment plan was never adopted. This area includes a large surface parking lot and two vacant lots at the corner of Glenridge Avenue and North Willow Street with redevelopment potential. • The federal government has vacated the Social Security building on Bloomfield Avenue and the Township has submitted an expression of interest in acquiring the property. This property provides a significant opportunity for development when combined with several adjacent surface parking lots owned by the Township. • Development opportunities are provided by several public and private surface parking lots in the area.

Figure 3.1.d: Arts and Entertainment District Development
Project Name 1. 65 N. Fullerton Ave 2. 188 Claremont AVe 3. 39-41 N. Fullerton Ave 4. 14 Forest Street 5. 16 Forest Street 6. 45 Church Street 7. 85-87 Union Street 8. 5 Roosevelt Place Total Dwelling Units 43 29 68 28 28 84 14 107 412 Density 68 du/acre 63 du/acre 84 du/acre 50 du/acre 70 du/acre 168 du/acre 42 du/acre 113 du/acre Description 5-story residential 5-story residential 5-story residential 5-story residential 5-story residential 6-story residential 8-story residential 7-story residential

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• Western Gateway District
Create a new Montclair Center Western Gateway overlay zone district: The Western Gateway district is bordered by Park Street to the east and Orange Road to the west and includes the Township’s largest mixed-use redevelopment projects. The western end of the district is established by a Whole Foods food store and the Public Service building, which formerly contained the Luna Stage and has been expanded for retail and office uses. Bell Street, a cross street located at the northwestern end of the district, contains the Bellclaire mixed-use development that was built in the 1990’s. Parking in the area is currently served by the Orange Road parking deck and several surface lots. Elementary Orange Road, located at the southwestern end of the district, contains Hillside Middle School, the Montclair Pre-K, and the former Christian Scientist Church, which has been adapted to include a 20,000 square foot office building. Not surprisingly, this district (which includes the western end of Church Street) contains a large number of houses of worship. There are four houses of worship near the intersection of Church Street and Trinity Place. The Board of Education offices are located nearby at the intersection of Church Street and Valley Road.

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Two redevelopment plans have been adopted for this area. The Hahnes Redevelopment Plan includes the Siena, which is a 7-story mixed-use development project located at the southwest corner of the intersection of Park Street and Church Street. This redevelopment plan also includes the Kensington, which received site plan approval in 2012 for an 88-unit assisted living facility with 2,000+ square feet of first-floor commercial space. The district also includes the Montclair Center Gateway – Phase 1 Redevelopment Plan, which was adopted in 2011. This redevelopment plan includes CentroVerde, a mixed-use redevelopment project approved for the car dealership formerly located on the block bordered by Valley Road, Bloomfield Avenue and Orange Road. CentroVerde received site plan approval in 2012 for 329 dwelling units, 38,000 square feet of office and 33,000 square feet of retail in three buildings. The developer is currently evaluating the option to convert proposed building 3, located at the corner of Orange Road and Bloomfield Avenue, into an 8-story hotel. This area contains several underutilized parcels and redevelopment plans are being developed for these properties. • Montclair Center Gateway - Phase 1 Redevelopment Plan – The Ferrara’s automobile repair shop is included in the redevelopment plan. There are currently no proposals to develop this property in accordance with the redevelopment plan, but the potential remains. • Montclair Center Gateway - Phase 2 Redevelopment Plan – The Township is currently preparing a redevelopment plan for the properties included in the Montclair Center Gateway – Phase 2 redevelopment area. • Midland Avenue Redevelopment Area – This property, which includes the Midland Plaza parking lot, was designated a redevelopment area in 2002. No redevelopment plans have been adopted, but the property remains a potential redevelopment site. • The Board of Education building, located at the corner of Valley Road and Church Street, may be a potential redevelopment site if the Board of Education offices are relocated to a new central municipal complex at the Lackawanna Plaza shopping center.

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LAND USE STANDARDS
To complement the proposed districts, new regulatory zoning standards or form-based code should concentrate density along Bloomfield Avenue and then reduce allowable uses and densities as one approaches adjacent neighborhoods. These zones are designed to encourage pedestrian activity, use of transit, and a reduced reliance on cars, while encouraging the kind of growth that will further enliven the center as both a regional and local destination. These new zones are also intended to take full advantage of the corridor’s transportation resources, and to lay the foundation for current and future redevelopment areas that do not yet have a program, and that currently default to the underlying zoning. In all zones, residents and key stakeholders have expressed general support for increased density according to the revised standards outlined in each section. However, a more detailed examination should establish the exact allowable development characteristics that will increase density, support transit, and help create a lively and walkable Montclair Center. Furthermore, in all zones, the Land Use Ordinance should include the following provisions to support the other circulation recommendations made in this Plan. • Require clear pedestrian connections between parking and the front sidewalk. • There should be developer-provided bicycle share and car share incentives built into zoning to further support reduced parking needs. • Land Use regulation should require quality investments to be made in landscaping techniques and public realm furnishings that ensure a high quality visitor/resident experience. • Reduced parking requirements and increased density allowances should be coordinated with contributions to improvements in public realm mobility assets including: sidewalks, streets, and public parking improvements and sustainable implementation of the jitneys.

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• Montclair Center Core (C1)
These areas are meant to be the most dense, compact, walkable, and lively areas in Montclair. Transportation stops will be upgraded to appear more prominent in the streetscape, and development will be constructed to facilitate use of transit. Areas within this zone will have a concentration of commercial development that is unique within Montclair, and, to reinforce the pedestrian environment, buildings will primarily front onto Primary Activity Corridors. Adding a robust blend of retail, office and residential development will ensure that these areas are used 24 hours a day, 7 days a week. Much of the current zoning within the area proposed for the C1 zone allows for a mixture of commercial and residential uses with a maximum density of 55 residential units per acre.

permitted

Land Use recommendations for the Montclair Center Core (C1) Bulk and Building Standards

may

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• This zone should include a base height of 6 stories, with incentive zoning that permits an increase in height up to 10 stories in exchange for appropriate public benefits such as parks and open space, affordable housing and similar public amenities. • Bulk and height of buildings should result in 100 residential units per acre. • To develop in this manner, minimum lot size should be approximately 30,000 may permit up to sq. ft. • Zoning design standards should require upper story stepbacks and/or regulate street-to-building ratios so that new construction has similar vertical street wall height as existing structures - - this will ensure that Bloomfield and Glenridge Avenues do not become cavernous. • Facades should be constructed with high quality materials while allowing for maximum first floor transparency. Uses

suggested building height 6 - 10 stories approximate density 100 units/acre suggested building coverage 100% general character regional and local retail class A office space residential elevator flats regional entertainment venues mix-use buildings transit adjacent structured parking

The details of the incentive zoning will be determined in the zoning ordinance.

• New development should principally consist of residential and office development above retail stores. • Zoning should permit a mix and balance of uses that ensure the district be active during all times of the day and night. • The Land Use Ordinance should encourage the construction of destination retail development that draws shoppers from around the county and region. • The Township should encourage the construction of one- and two-bedroom residential units geared towards emerging demographic preferences. • Existing prohibited and conditional uses, as regulated in existing zoning districts within the borders of this zone, should carry over into the land use regulations for this zone. Parking • New parking should be to the rear of buildings within new parking decks and garages faced with liner buildings of retail and residential.

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• Montclair Center Downtown (C2)
This zone will consist of large-scale, dense, compact development that reinforces the existing form while allowing new construction that contributes to a more vibrant and active area. New development will front onto Montclair’s two most important commercial corridors (Bloomfield Avenue and Glenridge Avenue/Church Street) and thus will be supported by high quality public realm amenities needed to carry a large volume of bus, bicycle, pedestrian and automotive traffic. Added density and height allowances in Montclair Center Downtown will permit increased commercial, office, and residential development at a scale that is harmonious with the existing form. It will permit construction that unites two C1 areas while ensuring that existing fabric is not overwhelmed by buildings of the highest density. Montclair Center Downtown Montclair residents and the Township have expressed support for allowing construction to exceed the heights and density currently allowed in the C-1 Zoning District (6 stories and 55 residential units per acre). Land Use recommendations for the Montclair Center Downtown (C2)

C2

suggested building height 6 - 7 stories approximate density 75 units/acre suggested building coverage 100% general character regional and local retail class A office space residential elevator flats regional entertainment venues mix-use buildings transit accessible structured parking

Bulk and Building Standards

The details of the incentive zoning will be determined in the zoning ordinance.

• This zone should include a base height of 6 stories and 100% building coverage, with incentive zoning that increases the maximum building height to 7 stories in exchange for appropriate public benefits. • Bulk and height of buildings should result in 75 residential units per acre. • New development should contribute to a consistent street wall along Bloomfield Avenue, Church Street and Glenridge Avenue, while not drastically changing the character of well-established commercial corridors. • Zoning design standards should require upper story stepbacks above the 4th floor and/or regulate street-to-building ratios so that new construction has similar vertical street wall heights as existing structures - this should ensure that Bloomfield and Glenridge Avenues do not become cavernous. • Facades should be constructed with high quality materials while allowing for maximum first floor transparency. Uses • Buildings should be a blend of retail, office and residential uses with a high ratio of ground-floor windows. When possible, the Township should encourage the construction of residential and office development above retail stores. • Zoning should permit a mix and balance of uses that allow the district to be active during all times of the day and night. • Existing prohibited and conditional uses, as regulated in existing zoning districts within the borders of this zone, should carry over into the land use regulations for this zone. Parking

not exceed

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• New parking should be to the rear of buildings within new parking decks and garages faced with liner buildings of retail and residential.

DRAFT: DECEMBER 2013

• Montclair Center Village (C3)
This zone will be a medium-scale, dense area that consists principally of residential and office buildings with limited local serving retail options. These areas will feel connected to, but distinct from, the major commercial areas within Montclair Center. Montclair Center Village (C3) helps establish a transition between high- density main street development and wellestablished lower-density residential neighborhoods. This medium-scale construction will be supported by streets and sidewalks where pedestrian circulation will be given a priority and traffic will move at a slow-to-moderate pace. This zone also includes the area immediately surrounding the Hackensack University Medical Center (HUMC)/Mountainside, a major employer and key destination in the region. Allowing the area surrounding this important node to develop at increased densities will take full advantage of the economic potential of the Hospital, as well as its proximity to the Bay Street Station. Montclair residents and the Township have expressed support for allowing construction to exceed the heights and density currently allowed under existing zoning (a mixture of residential types with densities ranging from 10 to 32 residential units per acre). Land Use recommendations for the Montclair Center Village (C3) Bulk and Building Standards • The zoning should permit buildings up to 4 stories in height, with approximately 75% building coverage. • Bulk and height of buildings should result in 50 residential units per acre. Uses

C3

Montclair Center Village

suggested building height 4 stories approximate density 50 units/acre suggested building coverage 75% general character local retail services professional office space residential elevator flats small groceries mix-use buildings transit accessible structured parking

not exceed

• uses should favor more residential and small office development, with a mix of commercial, residential elevator buildings, and townhomes. • Commercial development should be principally local serving, and zoning in this area should not allow formal retail spaces larger than approximately 15,000 square feet. • Existing prohibited and conditional uses, as regulated in existing zoning districts within the borders of this zone, should carry over into the land use regulations for this zone. Parking • New parking should be to the rear of buildings. When appropriate it should be within new parking decks and garages faced with liner buildings of retail and residential. Parking lots, when allowed, should not be permitted to front onto streets without adequate landscaping buffers.

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• Montclair Center Edge (C4)
Montclair Center Edge (C4) will be a small-scale, dense area where single-family homes, apartments, and professional office buildings mix to create an urban village where residents can comfortably commute by transit, by bicycle, or on foot. Residents of this area can access most of their daily needs either in Montclair Center or the Walnut Street Station area, and professional office development will primarily serve a local clientele. Parcels within the Montclair Center Edge (C4) are principally residential, but lie within short distance of three major transit nodes: the Walnut Street Station, Bay Street Station, and Bloomfield Avenue/Park Street and the enhanced bus station. Moreover, they are located between the Bloomfield/Glenridge Avenues and Walnut Street commercial corridors. As such, parcels within this zone represent the greatest opportunity for lower scale, dense, primarily residential development. Land Use recommendations for the Montclair Center Edge (C4) Bulk and Building Standards • The zoning should permit buildings up to 3 stories in height, with approximately 65% building coverage. • Bulk and height of buildings should result in approximately 25 residential units per acre. Uses • uses should principally be residential uses in a mix of elevator buildings and townhomes. Moderate amounts of small professional office buildings should be allowed where supported by circulation and public realm amenities. • Existing prohibited and conditional uses, as regulated in existing zoning districts within the borders of this zone, should carry over into the land use regulations for this zone. Parking • Parking should be limited to the rear or side of buildings.

C4

Montclair Center Edge

suggested building height 3 stories approximate density 25 units/acre suggested building coverage 65% general character residential professional office space transit accessible surface parking

• Coordinate Land Use with Circulation Recommendations
The increased density allowance previously enumerated should be coordinated with public realm improvements to ensure new construction contributes to the objectives outlined in the Street Classification recommendations and to the Circulation recommendations made later in this section. Within a given zone, parcels that have frontages on more than one street classification type should face onto the highest categorized street classification type in the following hierarchy:

1: PAC

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Highest Street Classification

Lowest Street Classification

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3.1 Montclair Center + Bay Street Station

A form-based code should be developed to regulate bulk, use, and design standards by frontage type. The following recommendations outline a general strategy for linking street classification circulation recommendations to development types that will be compatible with the character and function of the street.

DRAFT: DECEMBER 2013

• All Buildings fronting onto Primary Activity Corridors (PAC) should promote these streets as the highest intensity retail, commercial, and mixed-use corridors that have a high degree of circulation amenities that accommodate all mobility options. • All Buildings fronting onto Secondary Activity Streets (SAS) should be principally residential and office in use, while allowing limited local serving retail and commercial development. • All Buildings fronting onto Township Thoroughfares (TT) should comprise a mix of retail, commercial, office, and residential uses. • All Buildings fronting onto Neighborhood Thoroughfares (NT) should be predominately residential while allowing for a moderate amount of small professional-office development. • All Buildings fronting onto Residential Streets (RS) should be primarily residential in use, or other associated uses currently allowed in the Township’s residential zones. Montclair Center Zones and Street Classification System Map S
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• Utilize Building Stepback where appropriate
Figure 3.1.e: Stepback Example
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Podium

Upper Story Stepback Example This example of an upper story stepback, currently under construction in Philadelphia, PA, shows how a ground floor podium can create a streetwall consistent in height and character with the surrounding historic fabric, while accommodating added density in a contemporary tower within the stepback.

The Township should utilize building stepbacks to ensure that increased density allowances do not result in cavernous streets that block light and air. Building Stepbacks are a mechanism that allow for mid- and highrise construction without limiting the amount of light and air that reaches

sky exposure plane Tower Top Zone with additional Stepbacks from Streetwall Residential or Office Residential or Office Tower Mid-Zone with Stepbacks from Streetwall Residential or Office Residential or Office Residential or Office 6 Stories or 67’ Maximum (C1) Residential or Office Residential or Office Residential or Office Residential or Office Ground-Floor Retail Podium Base Zone Typical Height 2-4 Stories Residential or Office Residential or Office Office or Screened Parking Deck Office or Screened Parking Deck Active / Transparent G.F. Use (Retail or Office) Maximum Suggested Building Height & Stepbacks suggested in Montclair Center Core (C1) Podium / Tower Building at Maximum 6-10 Stories

Typical Building allowed under current C-1 Zoning

Primary Mixed-Use Street

the street. Usually controlled through zoning, building facades are not allowed to encroach within the desired stepback zone, which can change with building height. This mechanism can be repeated at various intervals and allowances can be made for private open space accommodations on the floor with the building stepback. Additionally, zoning can establish a “sky exposure plane” which cannot be penetrated by the building’s exterior wall.

• Take full advantage of Transit Village Designation
The zones proposed seek to take full advantage of the NJDOT Transit Village designation, which encompasses all lands within a half-mile radius of the Bay Street Station. The benefits of this designation include state commitment to a municipality’s vision, coordination among the state agencies that make up the Transit Village Taskforce, priority funding, technical assistance, and eligibility for grants from NJDOT. The program is meant to support municipalities pursuing Transit-Oriented Development (TOD) programs which encourage dense, mixed-use, walkable development, as these have been shown to spur sustainable economic growth and maximize the value of nearby transit investments. The proposed zones near the Bay Street Station are targeted to fulfill the possibilities offered by this designation.

• Utilize Land Use recommendations to maximize the potential of Redevelopment Area designation
Montclair Center, and specifically Bloomfield Avenue, contain the majority of Redevelopment Areas within the Township. Currently, only two of these redevelopment areas contain programs that call for dense, mixed-use development, the Montclair Gateway Redevelopment Area (Phase 1) and the Hahne’s Redevelopment Area, both at higher densities than allowed under the underlying C1 Zoning. The remaining areas, for the most part, do not contain specific programs and default to the underlying zoning. Additionally, there are a number of potential redevelopment sites along Bloomfield Avenue that have the potential for transformative changes to the corridor over time. Taken together, the undeveloped sites represent over 1.25 million square feet of potential construction. In the past, redevelopment plans that superseded zoning have been created to correct many of the underlying issues with existing zoning regulations identified earlier in this section.

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However, the detail and planning needed to correct these issues via individual redevelopment plans results in high costs for the Township. A well designed form-based code that meets the recommendations outlined in the zones in this Master Plan would eliminate many of the current costs associated with creating a redevelopment plan and help save the Township money.

• Create a Hospital and Medical Office Zone
The purpose of this zone is to provide appropriate land use and design requirements for the HUMC/Mountainside Hospital and associated health and medical office facilities.

• Reevaluate the Glenridge Avenue and adopted Elm/New and Mission Street Area redevelopment plans
Implementation of the above listed redevelopment plans has not yet been successful. These redevelopment plans should be reevaluated to determine what changes are necessary for effective implementation.

• Expand the Office-Residential 3 (OR-3) Zone
The OR-3 zone should be expanded along Forest Street to provide additional opportunities for office uses.

CIRCULATION
Along with the zones and Street Classifications described above that will govern the form, mix and density of development and streets within Montclair Center, several integrated circulation and mobility recommendations are needed. The recommendations below tailor the TownshipWide recommendations to the particular needs of Montclair Center and the Bay Street Station area.

• Create enhanced Pedestrian & Bicycle Recommendations
The following represent recommendations that individually address key issues and that, when combined, will comprehensively improve the pedestrian and bike experience. • Create an enhanced pedestrian and bicycling environment: Along Bloomfield Avenue and other streets that traverse Montclair Center improvements should be made to improve the pedestrian and bicycling environment. This is critical to the growth potential of the area. A variety of design improvements should be implemented to create a safe, attractive, and continuous experience throughout Montclair Center. • Maintain Bloomfield Avenue as a crucial east-west mobility spine in the Montclair Center: Special care should be undertaken not to degrade this function, especially between the Montclair Art Museum and Bay Street Station. • Make pedestrian improvements outlined in Figure 3.1.f and Figure 3.1.g: these will enhance the safety and comfort of walking along Bloomfield Avenue, particularly when interacting with traffic. • Provide pavement markings and signage: This should be done on all driveways to warn drivers that they are crossing an active bicycle facility.

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• Provide ample secure bicycle parking: the Township should require new commercial properties to be set back from the street to provide space for bicycle parking. • Convert Glenridge Avenue into a Primary Activity Corridor that complements Bloomfield Avenue: Based on future development designed to activate the street, similar improvements to those identified for Bloomflield Avenue should be applied to Glenridge Avenue, including a complete network of crosswalks and sidewalks. Specifically, the intersection of Glenridge Avenue and Grove Street should be treated with high visibility crosswalks and curb extensions to improve the safety and walking experience for pedestrians crossing this intersection.

Figure 3.1.f: Bloomfield Avenue Conceptual Pedestrian Improvements Add crosswalks to all approaches at signalized intersections. Currently, many intersections have only one crosswalk across Bloomfield Avenue (Hartley Street, Glenridge Avenue, Church Street, Midland Avenue, Valley Road, Bell Street/Orange Road, Upper Mountain Avenue and Sunset Avenue). Signalize intersections that are 500 feet or more from a crossing, especially within the Bloomfield Avenue shopping core, to provide more crossing opportunities. This would improve overall pedestrian circulation and likely increase foot traffic at the businesses along Bloomfield Avenue. Install bulb-outs. Due to its east-west orientation, several north-south streets intersect Bloomfield Avenue at a diagonal, resulting in wide intersections with very long crosswalks. This exposes pedestrians to longer crossing distances, increasing the potential for conflicts with motorists. At these locations, curb extensions, also known as bulb-outs (similar to recent improvements at South Park Street and Bloomfield Avenue) should be installed. These bulb-outs could also contribute to reducing the speed of turning vehicles by creating a tighter turning radius at Bloomfield Avenue intersections.

Utilize high visibility crosswalks should be installed at intersections that have a high mix of turning vehicles and pedestrians crossing the street.

Reduce Curbcuts that interrupt pedestrian facilities by creating breaks in the sidewalk and adding vehicle-pedestrian conflict locations. Curbcuts for driveways should be limited and relocated to side streets wherever possible. The presence of pedestrian facilities that cross any curbcuts should be clearly indicated to motorists. This could be achieved by increasing the visibility of the sidewalk and by adding signage.

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Figure 3.1.g: Bloomfield Avenue Conceptual Pedestrian Improvements
Provide curb bump-outs and add high visibility crosswalks at Saint Luke’s Place and Orange Road. Improve sidewalk conditions at curb cuts between Francis Place and Bell Street. Add high visibility crosswalks and traffic signal to pedestrian-triggered walk signal at Midland Ave, and create sidewalks leading from Bloomfield Ave into Maple Place.

Add curb bump-outs and high visibility crosswalks at Valley Road, while reorienting crosswalks to parallel the existing R.O.W.

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NOTE: The illustration above is meant to provide conceptual ideas for improvements consistent with the community’s vision for the Bloomfield Avenue corridor, and would require further study to determine feasibility.

• New Montclair Center Jitney Shuttle
It is recommended that a new circulator jitney shuttle be created to better connect the major transit/commercial nodes to Montclair Center. The recommended route prioritizes moving people up and down Bloomfield Avenue and reinforcing Bay Street Station as the principle transit stop in the area. Furthermore, this recommended route connects the development along Valley Road (and adjacent residential neighborhoods) to Walnut Street and Bay Street Stations. Finally, the Montclair Center Jitney circulation pattern more directly connects the proposed increases in density in the Walnut Street Station area with those along Bloomfield Avenue. As illustrated, the recommended route would require the Montclair Center Jitney to travel just under 3 miles to complete a trip. The Jitney should be scheduled to meet every incoming and outgoing train from Bay Street Station. Ideally, riding the Jitney would be free for shoppers, which would encourage a hop-on/hop-off approach for anyone shopping or working within Montclair Center or the Walnut Street Station area. This would constitute a high level of service and help ensure that development within Montclair Center is connected to transit by transit.

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• Create an enhanced bus stop near Park Street and Bloomfield Avenue
With few exceptions, every major regional and inter-municipal bus that enters Montclair passes through the intersection of Park Street and Bloomfield Avenue. Thus, there is a major opportunity to create a transit node that supports area land uses and encourages and improves transit mobility within the Township. Recommended is the development of an enhanced bus stop to encourage ridership and to assist bus passengers transferring from one bus line to another (and to the recommended Montclair Center Jitney). The enhanced bus stop would not add to bus traffic, but merely would include special enhanced amenities for bus passengers such as improved bus shelters, informational stops and signage that clearly indicate the location of bus stops, along with visible route maps and schedules. This enhanced information could also include train schedules for the Bay Street Station. Adding this enhanced bus stop would provide additional opportunity to connect Montclair Center with Bay Street Station and Upper Montclair. Encouraging these transit connections also encourages less driving and supports a walkable and vibrant neighborhood. The enhancement of the bus system will support the additional development of multi-use housing, retail, and office development.

Map 3.1.h: New Montclair Center Shuttle
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Existing Montclair Shuttle Route NOTE: It is recommended that the Township explore revising the existing Montclair Shuttle route to connect the South End Business District with the Bay Street Station.

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Enhanced bus stop with amenities for passengers in Albany, NY.

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INTENTIONALLY BLANK

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3.2.
Action Matrix
Land Use
establish zones that will promote sustainable growth and development in key nodes coordinate land use with street classification recommendations pursue Transit Village designation investigate opportunities for redevelopment near the station in tandem with a review of existing zoning

Walnut Street Station Area
Pedestrian/Bicycle/Traffic
add a two-way bicycle route to Walnut Street provide bicycle facilities at Walnut Street Station Make intersection improvements around the station area ensure the provision of sidewalks and clear walkways to connect pedestrians to the station

Transit Access
Link Walnut Street Station as a key stop on the proposed Montclair Center shuttle route work with NJ Transit to add weekend train service

Parking
encourage shared off-street parking integrate existing, under-utilized parking lots into a shared offstreet parking plan reduce parking ratios from existing zoning

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ASSETS
The Walnut Street area is former manufacturing center in Montclair, partly due to its proximity to the New York and Greenwood Lake railway depot on Walnut Street. The Crump Label factory on Label Street which started in 1875 did a large business in label and color printing, besides manufacturing waterproof paper, and provided a consistent source of employment in the community until well into the 20th century. The current zoning for this area, which is largely the C-2 General Commercial and Light Manufacturing zone, reflects its industrial heritage. This is the only place in the Township where light manufacturing, distribution, storage, auto body and automotive repairs are permitted, and as a result the area contains a wide variety of uses. With the decline of the manufacturing sector, however, many of the former industrial uses have been adapted to new uses including a senior day care center on Greenwood Avenue and retail and offices uses on Forest Street and Depot Square. New office uses have been created on former light industrial sites on Grove Street, while other new uses include a multi-family building on Walnut Street and an indoor recreation facility on Label Street. Walnut Street between Forest Street and Depot Square has become a traditional retail district serving the surrounding neighborhood. Walnut Street between Depot Square and Grove Street contains a variety of commercial and institutional uses. There are several important historic structures in the area including the former fire station on Walnut Street and the Deron School on Grove Street. Grove Street between Walnut Street and Oxford Street contains a small neighborhood commercial center serving with one-story commercial structures that serve the surrounding neighborhood. Centralized parking is provided behind the stores. Kaveny Field and the Deron School are located across from the commercial district. Walnut Street east of Grove Street contains a 7-story senior housing apartment building and two-family houses with a variety of commercial uses located behind the houses. Grove Street between Walnut Street and the railroad tracks contain a variety of light industrial and commercial uses. Existing Land Use T
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ISSUES & OPPORTUNITIES
Figure 3.2.a: Community Identified Issues
Issue 1: There is no weekend train service north of Bay Street Station. Issue 2: The areas surrounding train stations are underutilized, often with surface parking lots occupying land closest to the stations. Issue 3: There’s a lack of adequate bike storage at train stations and in some commercial districts. Issue 4: Transit parking lots are underutilized on weekends and holidays. Issue 5: The Walnut Street commercial center is growing with destination restaurants and retail, however, this area still contains many light industrial uses and does not have a formal organization guiding its growth and development.

The Walnut Street Station is adjacent to an emerging commercial center in an area with an industrial past. The train station is an asset that is underutilized due primarily to the lack of weekend train service. As of the date of this publication, the station essentially exists as a park-and-ride facility for people commuting out of the Township during the week, with the transit parking lots sitting empty over the weekend. Currently, poorly maintained parking lots surround the station, isolating the station from surrounding development. Most adjacent development turns its back on the station. The relatively low level of residential development near the station limits the number of riders that walk to the station from the neighborhood, providing little incentive to increase weekend train service beyond Bay Street Station. Along with these transportation related issues, emerging land uses along the Walnut Street commercial center suggest a diverging land use trend from the intent of the existing zoning. The majority of the Walnut Street Station area sits within the C2 Commercial Zone, which is distinct from the C1 Zone in that it calls for lower densities (ranging from 10 to 28 du/acre), lower building heights, and a mix of uses that includes warehouse, light manufacturing, and single to multi-family residential uses. This historic blend of light industrial with commercial uses has changed in recent years, as the area has shifted to a commercial district characterized more by small professional offices, restaurants, small eateries, and shops along Walnut Street within walking distance of the train station. However, zoning has not been re-evaluated to ensure that it reflects the vision the community has for this area. This tension between land use and zoning underscores a larger conflict between the traditional light industrial uses in the area, the emerging commercial development, and the long established residential neighborhoods surrounding it. As Montclair Center continues to grow and develop, even with increased density allowances, the Walnut Street Station area will also see pressure to grow and develop, and will need to be better connected with the surrounding neighborhoods and Bloomfield Avenue. This area will also likely see increased pressure for residential development, which could support the commercial uses and the train station in the commercial center.

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RECOMMENDATIONS
Walnut Street Station represents an exciting opportunity for the Township to foster a new Transit Village in a developing downtown center. The emerging commercial and retail uses, along with the potential for increased residential development and density, are key elements of the recommendations for the Walnut Street Station area. As in Montclair Center, this area is envisioned as a lively, pedestrian and bicycle friendly area, but at a less intense level of development. The recommendations that follow address the transportation connections, increased density, and full integration of land use and mobility options. This section recommends a strategy for incorporating form-based code into the land use regulations in the area, and a menu of mobility options that will remake Walnut Street as a complete street, improve pedestrian connections to the station, enhance station amenities, provide shuttle service to Bloomfield Avenue, and reform parking standards to enhance the viability of mixeduse development.

LAND USE
The three proposed Walnut Street Transect Zones - - core, village and edge - - are designed to reinforce a strong core around the Walnut Street station, while transitioning to lower densities to match the character of the surrounding neighborhoods. These Transect Zones are also designed to assist this area in meeting the criteria for designation as a Transit Village by NJDOT, which could increase opportunities for funding and coordination at the state level. In all zones, residents and key stakeholders have expressed general support for increased density according to the revised standards outlined in each section. However, a more detailed examination should establish the exact allowable development characteristics that will increase density, support transit, and help create a lively and walkable district. Furthermore, in all zones, the land use ordinance should include the following provisions to support the other circulation recommendations made in this Element. • Require clear pedestrian connections between parking and the front sidewalk. • There should be developer-provided bicycle share and car share incentives built into zoning to further support reduced parking needs. • Land use regulation should require quality investments to be made in landscaping techniques and public realm furnishings that ensure a high quality visitor/resident experience. • Reduced parking requirements and increased density allowances should be coordinated with contributions to improvements in public realm mobility assets including: sidewalks, streets, and public parking improvements and sustainable implementation of the jitneys.

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Hahne’s Redevelopment Area Hospital Redevelopment Area Montclair Gateway Redevelopment Area - Phase 1 Montclair Gateway Redevelopment Area - Phase 2 Glenridge Avenue Redevelopment Area New & Mission / Elm Street Redevelopment Area Bay Street Station Redevelopment Area Pine Street Redevelopment Plan Focus Area Border

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• walnut street village (C3)
This zone will be a medium-scale, dense area that consists principally of residential and office buildings. This will encourage an active mix of uses adjacent to core, but at a slightly lower density to step down development to the adjacent residential neighborhoods. This Transect will help bolster the viability of the commercial core along Walnut Street, while also establishing a transition between the higher-density core and the well-established lowerdensity residential neighborhoods. Land Use recommendations for the Walnut Street Village (C3) Bulk and Building Standards

not exceed

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• This zone should permit buildings up to 4 stories in height, with 75% building coverage. • Bulk and height of buildings should result in 50 residential units per acre. • Buildings should front on the street with minimal setbacks, and should form a consistent, unbroken street wall except at intersections and pedestrian ways. Uses • Uses should favor more residential and office development, with a mix of commercial and residential elevator buildings and townhomes. • In this Transect, streets are classified primarily as Township Thoroughfares, transitioning into Neighborhood Thoroughfares and Residential Streets. • Existing prohibited and conditional uses, as regulated in existing zoning districts within the borders of this Transect, should carry over into the land use regulations for this Transect. Parking • New parking should be located to the rear of buildings. When feasible, parking should be located within new parking decks and garages faced with liner buildings that have active ground-floor uses facing the street. Surface parking lots, when allowed, should not be permitted to front onto streets without adequate landscaping buffers.

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• walnut street edge (C4)

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It is recommended that this Transect take the form of small-scale, dense development where single-family homes, townhomes, apartments and professional office buildings mix to create an urban village where residents have the option to commute primarily on transit, by bicycle, or on foot. Residents of this area may access most of their daily needs near the Walnut Street Station or Montclair Center, and professional office development will largely service a local clientele. Parcels within this Transect are principally residential, but lie within proximity of three major transit nodes, Walnut Street Station, Bay Street Station and the Park Street/Bloomfield Avenue enhanced bus station, and between the Bloomfield Avenue/Glenridge Avenue and Walnut Street commercial corridors. As such, parcels within this Transect represent the greatest opportunity for lower scale, dense, principally residential development. Land Use recommendations for the Walnut Street Edge (C4)

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Bulk and Building Standards • This zone should permit buildings up to 3 stories in height, with approximately 65% building coverage. • Bulk and height of buildings should result in approximately 25 dwelling units per acre.

suggested building height 3 stories approximate density 25 units/acre suggested building coverage 65% general character residential professional office space transit accessible surface parking

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• New parking should be to the rear or side of buildings.

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• Coordinate Land Use with Circulation Recommendations
The increased density allowance previously enumerated should be coordinated with public realm improvements to ensure new construction contributes to the objectives outlined in the Street Classification recommendations and to the Circulation recommendations made later in this section. Within a given transect, parcels that have frontages on more than one street classification type should face onto the highest categorized street classification type in the following hierarchy: 1: PAC 2:SAS 3:TT 4:NT 5:RS

zone

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Lowest Street Classification

A form-based code should be developed to regulate bulk, use, and design standards by frontage type. The following recommendations outline a general strategy for linking street classification mobility recommendations to development types that will be compatible with the character and function of the street. • All Buildings fronting onto Primary Activity Corridors (PAC) should promote these streets as the highest intensity retail, commercial, and mixed-use corridors that have a high degree of circulation amenities that accommodate all mobility options. • All Buildings fronting onto Secondary Activity Streets (SAS) should be principally residential and office in use, while allowing limited local serving retail and commercial development. • All Buildings fronting onto Township Thoroughfares (TT) should comprise a mix of retail, commercial, office, and residential uses. • All Buildings fronting onto Neighborhood Thoroughfares (NT) should be predominately residential while allowing for a moderate amount of small professional-office development. • All Buildings fronting onto Residential Streets (RS) should be primarily residential in use, or other associated uses currently allowed in the Township’s residential zones.

• create the foundation for transit village designation
As an emerging mixed-use center proximate to transit, it is recommended that the Walnut Street Station area be considered for an application with NJDOT to become a designated Transit Village. It is expected that implementing the land use and mobility recommendations in this section will lay the foundation for a strong application for Transit Village designation. The criteria for an area submitting an application, abridged from the most current language available on NJDOT’s website, is as follows:     Attend a pre-application meeting with the Transit Village Coordinator. Identify existing transit. Demonstrate municipal willingness to grow. Adopt a transit-oriented development (TOD) redevelopment plan or TOD zoning ordinance that includes transit-supportive: site design guidelines, architectural design guidelines, and parking regulations. Identify specific TOD sites and projects, documenting ready-to-go projects and including affordable housing in the Transit Village District. Identify bicycle and pedestrian improvements. Identify “place-making” efforts near transit station and establish a management organization. Identify annual community events and celebrations. Identify arts, entertainment, and cultural events.

  

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The zoning and mobility recommendations contained in this section are anticipated to help develop a case for Transit Village designation, should the Township decide to pursue it. These recommendations, as well as the affordable housing recommendations found in Section 2.4 Flexible, Affordable Lifestyles, reflect a willingness to grow, represent a TOD zoning ordinance with appropriate parking and design regulations, propose a strategy for providing affordable housing, and identify bicycle and pedestrian improvements for the area.

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• investigate opportunities for redevelopment
The Township has successfully used redevelopment to create transit-oriented development near Bay Street Station. The area around Walnut station is evolving as industrial uses are slowly beginning to give way to commercial and residential uses. As the Township undergoes the process of rezoning the areas detailed above, it should also investigate opportunities for redevelopment, especially in the areas immediately adjacent to the station.

CIRCULATION
The following recommendations will improve the overall circulation and mobility options in the area, and are specifically designed to link circulation with land use policy. The recommendations below are generally designed to improve mobility options within the area by enhancing pedestrian, bike, and transit access.

• implement pedestrian and bicycle recommendations
Walnut Street is the principal commercial corridor in this area and should be enhanced to meet the circulation needs of all users. With the proposed Montclair Center jitney/shuttle in place, the road will be served by local transit, but Walnut Street should also be enhanced with bicycle and pedestrian improvements. • Add a shared-use two-way bicycle route to Walnut Street: A “Class III” shared-use bicycle route designated by pavement markings and signage is recommended, as the street is too narrow to accommodate both parking and a dedicated bicycle lane. • Provide bicycle facilities: lockers or a shelter over the bicycle racks at Walnut Street Station should be provided at the station. • Make intersection improvements: this should include adding crosswalks to all intersection approaches, especially around the station area, with pedestrian countdown signals included at signalized intersections. • Provide sidewalks in the station parking lot: Specifically within the station area, pedestrian walkways should be added to the station parking areas to connect the platforms and surrounding pedestrian network.

• create new Montclair Center shuttle
As described in Section 3.1 of this document addressing Montclair Center, a new shuttle route is recommended to connect the Walnut Street Station area with Montclair Center, the Valley-Van Vleck business district, Bloomfield Avenue, and Bay Street Station. This new shuttle should be scheduled to circulate at least four times per hour, and should be provided at a nominal cost for all riders. For further details, see the discussion of this service in the Montclair Center section.

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• adjust parking standards
To reduce the overbuilding of parking, the Township should: • Encourage shared off-street parking: arrangements should be made to allow sites in the Walnut Street area that have uses with different peak demand periods to share parking. For example, office and retail (daytime and early evening demand) should be allowed to share parking spaces with residential uses (overnight demand). • Utilize under-utilized parking areas: steps should be taken to allow underutilized parking areas surrounding the train station to be shared with complementary uses in the area (e.g. residential use overnight, and retail use on the weekend). • Reduce parking minimums: in all Transects, parking ratios outlined in Section 2.2, Montclair Center should be used. This would better account for the number of residents and visitors who are anticipated to commute by transit, bike, or on foot.

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3.3.
Action Matrix
Land Use
create a form-based code to implement desired development types and character in the district coordinate land use with street classification recommendations integrate desired shared central parking for multiple lot recommendations into any zoning revisions

Valley-Van Vleck Business District
Pedestrian/Bicycle/Traffic
make pedestrian improvements at intersections including crosswalks, countdown signals, pedestrian scale lighting add appropriate street trees to enhance walkability and pedestrian comfort Reduce or improve quantity of curb-cuts (driveways) on Valley Road

Transit Access
Link Valley Road Business District as a key stop on the proposed Montclair Center shuttle route

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The Valley-Van Vleck business district is a small commercial center located on Valley Road generally between Van Vleck Street and Walnut Street. This area provides a number of retail stores and services for the surrounding residential neighborhood. South of the business district is a small office zone along Valley Road containing a variety of office uses. The larger parcels on the west side of the road include office buildings, while the smaller properties contain former houses converted to office use. The area generally between Valley Road, James Street, Central Avenue and Talbot Street is known as “Frog Hollow” and contains a cluster of small vernacular workers’ housing built largely in the 1870’s. The development is not associated with a particular person or place, though similar architectural elements are present in many of the homes. Odd-shaped lots are found in the area as a result of the previous alignment of the Erie railroad right-of-way. Several of these odd-shaped lots contain commercial and light industrial uses, which negatively impact the surrounding neighborhood. Of particular concern is James Street, where properties previously containing light industrial, storage and commercial uses lie vacant and create a detrimental influence on the surrounding residential neighborhood. Many of the properties along North Mountain Avenue on the western end of the district are included in the Mountain Historic District, which is on the State and National Register of Historic Places. The Georgian Inn, located at the corner of North Mountain Avenue and Claremont Avenue, is a key historic building in this district and has also been designated as a local historic landmark.

Figure 3.3.a: The Georgian Inn historic site

Figure 3.3.b: Historic building on North Mountain Avenue

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ISSUES & OPPORTUNITIES
Parking in many of the businesses is difficult, particularly for the businesses on the east side of Valley Road which include smaller lots. Parking where provided is located on individual lots behind the buildings and is difficult to access and maneuver. A shared or centralized parking layout, which is found in the other neighborhood business districts, would improve parking access and maneuverability without detracting from the streetscape. The presence of non-conforming uses within the R-2 Zone District, most notably in the form of light industrial and storage uses, has a negative impact on the residential neighborhood. In addition, there are several properties along Valley Road that have been vacant for many years and negatively impact the surrounding uses. These properties should be incorporated into a scattered site redevelopment program to bring them back to conformity with the neighborhood. The Georgian Inn, a designated local historic landmark, is in the R-3 zone district and includes a variety of uses, all of which are nonconforming. The main building, located near North Mountain Avenue, is a hotel with 15 suites and a lower office level. The detached carriage house, located at the northeastern end of the lot, contains an apartment and office uses. A large surface parking lot is located between the hotel and the carriage house and is also shared with the adjacent 3-family house located at 323 Claremont Avenue, which is also a locallydesignated historic landmark. The property is tired in appearance and in need of upgrade, particularly because of its prominent corner location and historic designation.

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C1 - Central Business Zone C2 - General Business & Light Manufacturing Zone NC - Neighborhood Commercial Zone RO - Mountainside Zone RO(a) - One-Family Zone R1 - One-Family Zone R2 - Two-Family Zone R3 - Garden Group Zone R4 - Three-Story Apartment Zone OR3 - Garden Apartment & Office Building Zone OR4 - Three-Story Apartment & Office Building Zone P - Public Zone

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RECOMMENDATIONS
The goal for this area is to give it a real sense of place, and to reinforce the Valley-Van Vleck Business District as a walkable commercial center. Through the use of zoning changes, form-based land use controls, and mobility improvements, the Township can support future economic development, as well as create a new and distinct identity for the corridor.

LAND USE
Regulations within the existing code are adequate for issues of density and use in this area, but the missing element is the regulation of form and function, addressing the character of development and how that development meets and interacts with the public realm. As a community hub along a busy arterial, it becomes very important to properly regulate aspects of the public realm so that the area does not become too automobile-focused at the expense of pedestrians and neighborhood character.

• form-based code

an

A form-based code is the most effective way to address these issues from a land use and zoning perspective. A form-based code places the bulk and form of buildings under greater regulation while opening up the opportunities for mixes in land uses located within close geographic proximity of one another. In this case, a form-base code should:       establish and regulate the character of the buildings to define the area as a walkable neighborhood shopping center. use clear graphics that allow residents and property owners to have predictable and clearly defined outcomes. reinforce the importance of linking development to a multi-modal transportation network and street classification that includes sidewalk and bicycle standards. allow for a mix of uses and building types which are consistent in character yet flexible for changing uses. establish clear standards for public realm amenities. encourage shared parking strategies and other means to reduce the need for redundant parking spaces.

Figure 3.3.c: Examples of a Form-Based Code

D L A H J N I O R M G E P Q S B F

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• Coordinate Land Use with Circulation Recommendations
A form-based code should be developed to regulate bulk, use, and design standards by frontage type. The following recommendations outline a general strategy for linking street classification circulation recommendations to development types that will be compatible with the character and function of the street. • All Buildings fronting onto Township Thoroughfares (TT) should comprise a mix of retail, commercial, office, and residential uses. • All Buildings fronting onto Neighborhood Thoroughfares (NT) should be predominately residential while allowing for a moderate amount of small professional-office development. • All Buildings fronting onto Residential Streets (RS) should be primarily residential in use, or other associated uses currently allowed in the Township’s residential zones.

zones
Map 3.3.d: Montclair Center Transects and Street Classification System Map
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• zoning changes
• Scattered Site Redevelopment Program: Establish a scattered site redevelopment program to address eyesore properties that negatively impact neighborhoods, concentrating on the problem properties on James Street and Valley Road. • Georgian Inn: Rezone the Georgian Inn from R-3 to the adjacent OR-3 which more accurately reflects its commercial use.

CIRCULATION
• implement circulation improvements to Valley Road
This segment of Valley Road is relatively narrow compared to more northerly segments of the roadway, including one travel lane in each direction, along with parking, typically on one side of the street. As with most roadways in Montclair, sidewalks are generally present along this stretch. One benefit of a more narrow street section is that it can contribute to the area feeling more pedestrian-friendly, and encourage slower travel speeds. This can add to supporting the sense of place that the form-based code can create. Circulation improvements that would assist Valley-Van Vleck in becoming a more economically developed area and gateway to Montclair Center should include: • Make pedestrian improvements at intersections: these should include including crosswalks, bulb-outs, and pedestrian lighting, especially near commercial development. At signalized intersections pedestrian countdown signals should be installed. • Addition of street trees: Appropriately selected street trees will beautify the commercial area, encourage walking, and modulate the micro-climate. • Reduce the number driveways and/or improve them: The Township should reduce the number of driveways when possible through the creation of shared, central parking areas behind multiple lots. Sidewalk and bicycle route markings across driveways should be made more visible where needed. • Encourage shared off-street parking: Work with property and business owners to find opportunities to create centralized parking for the businesses on the east side of Valley Road which include smaller lots. • Prohibit parking from fronting streets: Parking lots should be located behind buildings rather than along street frontages. • Connect area to Montclair Center through Shuttle: The Proposed new Montclair Center shuttle route would serve the Valley-Van Vleck Business District, connecting it to both the Walnut Street and Bay Street Stations, as well as along the retail and commercial areas of Montclair Center (See Section 3.1 addressing Montclair Center circulation recommendations for more detail). These land use and transportation recommendations will help to better organize and unify the character in this area, and to create a small center that can serve the local residential community and visitors from outside the Township. The pedestrian and bicycle improvements will provide a strong linkage from one end of the Valley-Van Vleck Business District to the other, with the form-based code specifically focused on improving the quality of buildings, street frontages, and public spaces in the district.

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3.3 Valley Van-Vleck Business District

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3.4.
Action Matrix
Land Use
create a form-based code to implement desired development types and character in the district coordinate land use with street classification recommendations

South End Business District
Pedestrian/Bicycle/Traffic
Add crosswalks and pedestrian signals to intersections

Transit Access

Parking

Reinvigorate the Montclair Move parking stalls to the Shuttle to better serve the South east side of the parking lot so End parkers do not have to cross drive aisle. Add landscaped median between parking lot and Orange Road West Require and improve mid-bock cut-throughs from parking lot to Orange Road

Reconfigure intersection of Orange Road West and Orange Road as a “T” intersection with crosswalks Reconfigure the intersection of Orange Road West and Cedar Avenue Narrow Orange Road West to allow space for a landscaped median between the roadway and the parking lot. Establish bicycle route on Orange Road Install pedestrian lighting in parking lots and mid-block cutthroughs

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NT Y
Clifton City
Normal Ave

Montclair Heights

3 r s

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Cedar Grove Township

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West Orange Township

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Belleville Townsh

ASSETS
Most of the South End neighborhood was not developed until after the turn of the century, when such streets as Willow Street, Pleasant Way and Alden Road were opened. Modest homes with Tudor and Classical elements were built on relatively small lots, creating a higher density residential neighborhood in the vicinity of Canterbury Park, one of the last parks created in the Township. Known as the “South End,” there is a strong sense of neighborhood that prevails in this closely knit section of the town. The South End business district is strategically located along Orange Road to provide local services to the surrounding neighborhood. The northern entrance to the district is particularly attractive, with a landscaped park at the terminus of Cedar Avenue providing an attractive gateway to the district. The two buildings at the northern end of the district have key historic characteristics which help establish the traditional “Main Street” feel for the area. Orange Road wraps around the district in a one-way traffic pattern, with off-street parking provided on the southbound side of Orange Road and on-street parking provided on the northbound side of Orange Road. This traffic pattern is unique to the Township and was established in the 1950’s. It assists in controlling the traffic passing through this community at the crossroads of Orange Road, Washington Avenue and Cedar Avenue. The South End district is served by bus service and access to the MontclairBoonton commuter rail line is available from either the Bloomfield station, which is located on Washington Street, or the Glen Ridge station which is located on Ridgewood Avenue. Figure 3.4.a: South End Business Districts Community Identified Issues
Issue 1: The South End commercial center suffers from a lack of maintenance, high traffic speeds on County roads, vacancies, identity issues and a lack of easy access to parking.

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ISSUES + OPPORTUNITIES
The South End business district suffers from a lack of maintenance, high traffic speeds on County roads, traffic circulation that causes southbound traffic to bypass the majority of storefronts in the district, vacancies and a lack of clear direction to available public parking. The primary issue in this area is the flow of traffic through the District. The loop road circulation pattern that was created to ease traffic flow along Orange Road has benefits, but could be refined to further enhance the traffic calming effect and to also deal with ancillary issues the unique traffic flow creates. This pattern, as currently implemented, has impacted the district by making it easier to move through the area, but harder to visit or discover the assets within it. Traffic is split between the intersection of Orange Road and Cedar Avenue and Orange Road and Linden Avenue, with northbound traffic diverted to a two-lane, one-way roadway along the historic corridor, and southbound traffic being diverted to a bypass road – Orange Road West – along a bypass route, which features the unattractive side of the businesses and a public parking lot behind the buildings along the western edge of the commercial center. The parking lot, which should benefit the business district, is poorly maintained, has limited access with no signage to direct the public and has poor pedestrian connections to the businesses it is intended to serve. The existing pedestrian passageways between Orange Road and Orange Road West and back-door entrances break up the long block, but are very uninviting or largely inaccessible and entirely on private property.

RECOMMENDATIONS
As the only commercial district at the southern end of the Township, the South End Business District is an asset to the community that should be enhanced to ensure its longterm sustainability. The following recommends adaptations to the existing zoning, as well as a redesign of the circulation system to lay the foundation for an improved, local-serving, commercial district in the heart of this neighborhood.

LAND USE
The existing NC (Neighborhood Commercial) Zone allows a variety of commercial uses including restaurants, convenience, specialty and service retail on ground floors and business and professional offices on upper floors. Additionally, residential units are permitted including multi-family buildings with densities up to 28 du/acre and up to 36 feet in height, or 3 stories.

• form-based code
It is recommended that existing zoning in terms of use and density requirements remain unchanged. The scale is appropriate for the neighborhood that it serves. However, it is recommended that the code for Neighborhood Commercial be updated using a Form-Based Code format. This will allow the community to ensure that both renovations and infill are of a high quality and predictable in terms of building form and siting, and that relationships of parking, loading, and pedestrian circulation are addressed in a character consistent with neighborhood expectations.

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(South End)

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Hahne’s Redevelopment Area Hospital Redevelopment Area Montclair Gateway Redevelopment Area - Phase 1 Montclair Gateway Redevelopment Area - Phase 2 Glenridge Avenue Redevelopment Area New & Mission / Elm Street Redevelopment Area Bay Street Station Redevelopment Area Pine Street Redevelopment Plan

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Further, as with other areas of the code, it is recommended that a review of bulk standards should ensure that infill development will respect the historic community fabric. In the NC Zone, new buildings are required to have a 20 foot front setback unless replacing an existing building or are adjacent to existing buildings with lesser setbacks. Changes to the code should establish a consistent front setback that reflects the walkable context envisioned. As a local-serving commercial district within walking distance of a residential neighborhood, it is also recommended that the allowable uses be reviewed in this zone to ensure that uses are permitted which will enhance the quality of life in the neighborhoods and support local needs. The zoning code should ensure that neighborhood access to fresh food and daily services is allowable by right.

• storefronts
• Storefront windows: Enforce existing storefront ordinances and window/ window signage ordinances and encourage council to create more rigid ordinances to eliminate the variances in window aesthetics. Create specific ordinances regarding materials to use for the windows, what percentage of the window must remain free from signs, lettering or other detractions. • Renovations: Pass a specific resolution regarding the length of time that a business has to complete renovations of storefronts and storefront windows; with specific language regarding permitted window coverings and storefronts during the time of renovations.

• Coordinate Land Use with Circulation Recommendations
A form-based code should be developed to regulate bulk, use, and design standards by frontage type. The following recommendations outline a general strategy for linking street classification circulation recommendations to development types that will be compatible with the character and function of the street. • All Buildings fronting onto Primary Activity Corridors (PAC) should promote these streets as the highest intensity retail, commercial, and mixed-use corridors that have a high degree of circulation amenities that accommodate all mobility options. • All Buildings fronting onto Township Thoroughfares (TT) should comprise a mix of retail, commercial, office, and residential uses. • All Buildings fronting onto Residential Streets (RS) should be primarily residential in use, or other associated uses currently allowed in the Township’s residential zones.

CIRCULATION
• Traffic Calming
• Commission traffic study to determine best options for addressing issues. • Traffic calming devices: Use traffic calming devices, such as curb bump-outs, enlarging the island at the southern gateway, as appropriate to slow the flow of traffic through the district. • Road Diet (Northbound): Consider narrowing traffic flow northbound through the business district by widening sidewalks on Orange Road East. • Road Diet (Southbound): Narrow Orange Road West to expand parking median and have the island between Orange Road and parking for planting

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Figure 3.4.b: 2013 South End Business District - Township Proposed Conceptual Circulation Improvements
proposed expanded southern gateway island widened curb & sidewalk widened curb, sidewalk, & landscaping 20’ Cartway proposed expanded northern gateway island

N

Add crosswalk

textured asphalt crosswalk (typical)

expanded sidewalk & narrowed roadway

Two lanes between Washington Ave and Cedar Ave.
brick pavers

brick pavers (typical)

curbing

street trees

textured asphalt crosswalk

This plan is conceptual only and requires further study
• Parking: Remove parking on both sides of Washington Avenue from Madison Avenue to Orange Road to improve traffic operations and vehicle maneuverability. • Inter-municipal cooperation: Work with Glen Ridge to create traffic calming measures on Washington from Ridgewood to Orange Road.

• Aesthetics
• Improve the northern gateway island: Improve traffic island to accommodate a “center stage” opportunity and seasonal gatherings (i.e. tree lighting, etc.) • Re-configure the southern gateway: Reconfigure the southern gateway by increasing the size of the island and creating a beautiful entrance from the south into the business district. • Lighting: Lighting should be improved both in style of the fixtures and the amount/location provided.

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• Landscaping: Improve landscaping in the district by replacing trees that are dead with new trees to provide a shade tree canopy. Landscape the parking area with a canopy of trees and tasteful lighting, including seasonal flowers in the planters. • Seasonal Plantings: Place new planters in each of the locations in the pavers that were left for landscaping; have seasonal flowers and uniform seasonal plantings and decorations. The South East Beautification Group could maintain and upkeep the plantings. • Gateway: Utilize the town-owned island at the corner of Pleasant Way and Orange Road to create a beautiful, environmentally enhancing welcome to Montclair (South End Village). Utilize trees, seasonal plantings, sculpture and other appropriate artwork. • Kiosk and Signage: Place a kiosk on one or more of the three islands in the area with names of businesses on it and directions to parking. The kiosk should be lit at night. This will serve to identify the businesses and be an additional source of light in the area. • Public Art: Encourage and facilitate opportunities for public art.

• improve circulation for drivers, pedestrians and cyclists
• Sidewalks: Widen sidewalks where appropriate to accommodate comfortable benches. • Signalize or add stop signs to crosswalks: An all-way stop sign or traffic signal should be installed to slow traffic, and allow for pedestrian crosswalks to operate. • Require and/or improve mid-block cut-throughs: it should be easy to park in the back and walk out to Orange Road by way of an open air, landscaped pedestrian-way that is well-lit and feels secure. Work with artists to create a user-friendly, inviting walkway between the parking lot and stores that incorporates public art. • Install pedestrian lighting: parking lot improvements should include pedestrian lighting. • Reconfigure the intersection of Orange Road West and Cedar Avenue: the channelized right turns should be eliminated to allow vehicles to turn without stopping. These are unnecessary and unfriendly to pedestrians and cyclists. By creating a typical, right angle intersection with four legs, pedestrians will find it easier and more pleasant to walk to the South End Business District. • Add crosswalks: Additional crosswalks should be installed at each of the intersections along the length of Orange Road. • Establish bicycle route on Orange Road.

• parking
• Metered parking: Consider metered parking or pay for parking with the machine similar to South Park. For all 30 spaces on Orange Road West side. • Handicapped parking: Appropriately identify handicapped parking in lot of Orange Road West and provide at least one of the upgrades as a fully handicap space (preferably near the medical services). • Signage: Ensure the presence of highly visible signs to direct individuals to parking areas.

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• improve Montclair Shuttle transit connections
Currently, the Montclair Shuttle - which provides limited service to Bay Street Station - passes about 1/4-mile away from the center of the Business District. As of the creation of this document, this shuttle only runs 4 round trips during the evening rush hour, scheduled to meet the train arrivals and departures. No service is provided on weekends or in the morning, severely limiting the potential ridership and usefulness of the shuttle. Despite the limited service, this shuttle provides an important transit linkage to this neighborhood which is otherwise underserved by transit. The revitalization of the Montclair Shuttle is recommended: service should be extended to the South End Business District and the cost to riders should be made nominal. Both actions will encourage ridership and allow residents to access local transit services to get to destinations. It is important that the jitney go to 340 Orange Road (Senior Citizen residence) before it loops back through the South End Business District down Washington to Madison, going North to Maple and then North to Bay Street Station. This should be prioritized.

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3.5.
Action Matrix
Land Use
establish zoning that will promote sustainable growth and development in key nodes coordinate land use with street classification recommendations consider redevelopment of the parcels on the north side of Watchung Avenue towards Park Street

Watchung Plaza Station Area
Pedestrian/Bicycle/Traffic
Prepare a traffic and circulation study to determine how to improve function and safety. Add crosswalks, pedestrian countdown signals, bulb-outs at corners to narrow intersection. Study the potential for a bicycle route along Watchung Avenue

Transit Access
work with NJ Transit to add weekend train service

Parking
develop a parking study to optimize use of existing inventory, combined with evaluation of shared parking. remove on-street parking stall striping install multi-space parking meters and stripe parking lane

enhance pedestrian cutthroughts to off-street parking facilities

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NT Y
Clifton City
Normal Ave

Montclair Heights

3 r s

montclair mon mont mo ontclair lair r heights heigh height h hts hts focus fo area focu ar are area a
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Cedar Grove Township

upper upp uppe pper r montclair montclair focus area mo

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West Orange Township nship ip

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ASSETS
The Watchung Plaza neighborhood commercial area and the adjacent Watchung Plaza Station principally serve the immediately adjacent community. As with other stations north of Bay Street Station, Watchung Plaza Station has no weekend train service and is used primarily as a commuter station for those accessing jobs outside of Montclair. With only about 75 parking spaces at the station, the great majority of riders from this station are either dropped off by others or walk from the surrounding neighborhoods. At night and on the weekends, the station parking lot is underutilized. The commercial development surrounding Watchung Plaza Station consists almost exclusively of single-story local serving retail stores, primarily accessed through the complicated five-legged intersection of Watchung Avenue and Park Street. With a few significant exceptions, buildings are constructed according to traditional ‘main street’ standards: no building setbacks, large shop-front windows, doors that open onto the street, and signage that sits on the building (and not perpendicular to it). Parking is mostly provided on the street or behind buildings. The Watchung Plaza district was developed between 1900 and 1930 as a neighborhood commercial center to serve the Watchung section of Montclair. Its history is tied to the Watchung Avenue Station of the Erie Railroad (later NJ Transit), and its development was guided in large part by the Watchung Improvement Association, a group of Montclair residents who sought appropriate and attractive development around the Watchung Avenue Station. The district contains several key historic buildings and public plazas. Architect Clifford C. Wendehack, a resident of Upper Montclair, prepared the designs for the plaza and the commercial building on the east side of the plaza. The plan included a new street, Park Place, along the eastern side of the park and a second west of the railroad, between Park Street and Midland Avenue. The Tudor Revival-style building on Watchung Plaza is the only commercial work by Wendehack documented to date. The building is notable for its unusual footprint and curved façade, which take advantage of the corner location, as well as for its cottage-like appearance. The distinctive appearance of the stores designed by Wendehack served as a blueprint for the style and character of the buildings erected on Watchung Plaza and Watchung Avenue in t he years that followed. The photos below show other key historic buildings in the district that exhibit the Tudor-revival style that characterize the district. Another notable asset in the district are its two parks. Watchung Plaza Park, located between Watchung Plaza and the railroad line, provides a gathering space and focal point for the business district, providing views of the attractive buildings from Watchung Avenue and the train station. Watchung Park, located on the west side of the railroad, provides a passive open space area that frames the entrance to the business district from the west. Existing Land Use RD
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Figure 3.5.a: Key commercial building, designed by Clifford Wendehack

Figure 3.5.d: Watchung Avenue Key Historic Building

Figure 3.5.c: Watchung Plaza Key Historic Building

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ISSUES & OPPORTUNITIES
There are several development opportunities in Watchung Plaza. The parking lot in the center of Block 3402 could be expanded by purchasing properties adjacent to the lot along North Fullerton Avenue. This lot could be developed to provide mixed-use development and structured parking. In addition, the lots at the northwest corner of the intersection of Park Street and Watchung Avenue are extremely deep. These lots could support additional development, with additional parking provided between the buildings and the railroad line. Access to the parking could be provided through the Township parking lot at the southern end of this district. Finally, the gas station at the corner of Park Street and Watchung Plaza and the adjacent lot with its large surface parking lot facing the street offer additional opportunities for new development. Breaking the traditional main street pattern and creating voids along the street are the gas station at the northeast corner of Park Street and Watchung Avenue, the adjacent surface parking lot, and the front parking lot of the Montclair Animal Hospital, all located on the north side of Watchung Avenue. As a result, the north side of the street fails to mirror the “village” feel of its southern counterpart and takes on a suburban feel. This character runs counter to the goal of creating a neighborhood center that supports transit and can be accessible by foot or bicycle. This lack of consistent building types is likely the result of standards within the Neighborhood Commercial zone which requires a minimum 20 foot front yard setback except where an existing building is being replaced or when the lot adjoins a building with a lesser setback. This same zone only allows residential units in mixed use buildings and limits construction to 28 units per acre. Since many of the lots covered by the NC zone are smaller than 7,000 square feet (0.16 acres), this zone provides limited opportunities for increased residential or mixed-use density without lot assembly. The five-legged intersection of Watchung Avenue and Park Street is the primary transportation issue in this focus area, in addition to being a land use issue. Both the roadway geometry and the driveways that are used to access the gas station and surface parking lots contribute auto movements to the complicated circulation pattern. Circulation here has been identified by residents as one of the most important issues to address in this section of Montclair. Finally, although commercial development is principally concentrated around the corner of Watchung and Park Streets, there is limited commercial construction west of the tracks along Watchung Avenue facing Midland Park. This development is consistent in type and character (one story ‘main street’ development) to that on the other side of the tracks. Figure 3.5.d: Watchung Plaza Community Identified Issues
Issue 1: There is no weekend train service north of Bay Street Station. Issue 2: Parking areas surrounding train stations are poorly maintained and unkempt. Issue 3: The areas immediately surrounding train stations are underutilized, often with surface parking lots occupying land closest to the stations Issue 4: Some Train Station Areas lack the opportunity for retail to be in the station or immediately adjacent Issue 5: There’s a lack of adequate bike storage at train stations and in some commercial districts. Issue 6: There are 12 at-grade crossings that were recently designated as Quiet Zones however, there is a concern that these Quiet Zones may ultimately cause safety issues at these crossings. Issue 7: Transit parking lots are underutilized on weekends and holidays. Issue 8: Insufficient parking and traffic congestion are major obstacles to transitoriented growth at commercial centers adjacent to train stations. Issue 9: Despite the availability of public transit in neighborhood commercial centers, many people still choose to drive to them. Issue 10: The intersection at Watchung and Park is unsafe and problematic for both drivers and pedestrians. Issue 11: The public park/plaza and train station area at Watchung Plaza is underutilized and suffers from lack of maintenance and vandalism Issue 12: The gas station at Watchung Plaza is seen as a problem and an opportunity area for development.

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RECOMMENDATIONS
The recommendations for Watchung Plaza are focused on moderately increasing the density around the train station and transitioning this increased intensity down to the neighborhood level within a roughly 5-minute walk radius to enhance this locally serving mixed-use district. Included in this strategy is the recommendation of improving the circulation at Watchung Avenue and Park Street. The realignment of this intersection is the marriage of land use and circulation planning itself, with the redevelopment of land parcels and the intersection reconfiguration each creating the opportunity for the other.

LAND USE
The land use strategy recommended focuses on creating a moderately dense mixed-use core around the train station that quickly transitions to the neighborhood scale, and that supports the area’s vitality. Vital to this strategy is not just the density component, but also high quality pedestrian realm standards that address issues like curb cut placement, street trees, and other elements of the public realm that are influenced by site design standards. In all zones, residents and key stakeholders have expressed general support for increased density according to the revised standards outlined in this section. However, a more detailed examination should establish the exact allowable development characteristics that will increase density, support transit, and help create a lively and walkable Watchung Plaza. In all zones, the land use ordinance should include the following provisions to support the other circulation recommendations made in this Element. • Require clear pedestrian connections between parking and the front sidewalk. • There should be developer-provided bicycle share and car share incentives built into zoning to further support reduced parking needs. • Land use regulation should require quality investments to be made in landscaping techniques and public realm furnishings that ensure a high quality visitor/resident experience. • Reduced parking requirements and increased density allowances should be coordinated with contributions to improvements in public realm circulation assets including: sidewalks, streets, and public parking improvements.

The gas station, located at the corner of Watchung Avenue and Park Street, is a prominent property that deserves a development or use that reflects the character of the district. Redevelopment of this property is an important objective for the district. Existing parking capacity available within the overall district should be considered in the redevelopment of this key corner property.

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• watchung center (C4)
The Watchung Center Zone will maintain a relatively small-scale, local character, permitting infill and new construction that matches the existing character of Watchung Village. Land Use recommendations for Watchung Edge (C4) Bulk and Building Standards • Building heights should not exceed the height of existing structures (approximately 3 stories). As such, A formal zoning revision process should begin by examining approximately 3-story buildings, with 65% building coverage. • Bulk and height of buildings should result in 25 residential units per acre • Any increases in density should come from more compact development that allows for a diverse set of housing types that might include elevator flats and townhomes. Uses

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• First floor commercial retail uses with upper floor offices or residential uses. • Existing prohibited and conditional uses, as regulated in existing zoning districts within the borders of this zone, should carry over into the land use regulations for this zone. Parking • Parking should be limited to the rear or side of buildings.

suggested building height 3 - 5 stories approximate density 25 units/acre suggested building coverage 65% general character commercial retail and services transit accessible surface parking

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Hahne’s Redevelopment Area Hospital Redevelopment Area Montclair Gateway Redevelopment Area - Phase 1 Montclair Gateway Redevelopment Area - Phase 2 Glenridge Avenue Redevelopment Area New & Mission / Elm Street Redevelopment Area Bay Street Station Redevelopment Area Pine Street Redevelopment Plan

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• Coordinate Land Use with Circulation Recommendations
The increased density allowance previously enumerated should be coordinated with public realm improvements to ensure new construction contributes to the objectives outlined in the Street Classification recommendations and to the Circulation recommendations made later in this section. Within a given district, parcels that have frontages on more than one street classification type should face onto the highest categorized street classification type in the following hierarchy: 1: PAC 2:SAS 3:TT 4:NT 5:RS

Highest Street Classification

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A form-based code may be developed to regulate bulk, use, and design standards by frontage type. The following recommendations outline a general strategy for linking street classification mobility recommendations to development types that will be compatible with the character and function of the street. • All Buildings fronting onto Primary Activity Corridors (PAC) should promote these streets as the highest intensity retail, commercial, and mixed-use corridors that have a high degree of circulation amenities that accommodate all mobility options. • All Buildings fronting onto Neighborhood Thoroughfares (NT) should be predominately residential while allowing for a moderate amount of small professional-office development. • All Buildings fronting onto Residential Streets (RS) should be primarily residential in use, or other associated uses currently allowed in the Township’s residential zones.

• investigate potential redevelopment areas
There are several sites in the area identified for possible redevelopment planning. The Township may wish to explore the possibility of using redevelopment to facilitate new construction.

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CIRCULATION
Evaluate
Circulation recommendations in this section concentrate on improving the arrival and mobility options for pedestrians and cyclists around the train station, while exploring the possibility of a parking district to ease the parking burden in this area.

• reconfigure watchung avenue & park street intersection
Traffic circulation and safety are concerns at this intersection which is currently unsignalized and operates as a confusing five-legged intersection (one approach is a driveway to a parking lot). A traffic and circulation study of the intersection should be prepared, extending to the west side of the railroad bridge, to fully evaluate the problem and address issues with circulation and safety. Figure 3.5.e: Example of signalized intersection and improved crosswalks Figure 3.5.f: Example of extended curb edges to reduce crosswalk length

adjust parking standards
Since parcels covered by the proposed zoning revisions are well within a five minute walk (1/4-mile) of the Watchung Station, it is recommended that the following parking strategies be implemented to better account for the share of visitors and residents who walk, bike, and take transit to access services. • Allow shared parking: arrangements should be made to allow shared parking for the parcels within all zones. Furthermore, development around the station area should use station parking as part of an overall shared parking strategy. • Undertake a parking study: investigate the possibility of developing shared community parking facilities for all development in the Watchung core and Watchung periphery zones. These zones meet the test of being within a five minute walk (1/4 mile) of the intersection of Watchung Avenue and Park Street. Such a district parking system would provide spaces for

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all the uses in the area, and new development would pay a fixed rate in-lieu of building the required number of spaces under the code. Such a strategy would: 1. 2. 3. reduce the amount of underutilized parking spaces by facilitating shared parking; decrease the cost of development by reducing the overall number of spaces needed; and increase opportunities for development on smaller lots by eliminating the need to provide on-site parking.

• Maximize the on-street parking supply: convert the designated on-street parking spaces surrounding Watchung Station into a parking lane and multi-space meters. • Enhance pedestrian cut-throughs to off-street parking facilities: Use lighting and landscaping to encourage pedestrian circulation and facilitate shared parking for multiple shopping trips.

Parking District Case Study: Medford, NJ In Medford, NJ several municipal lots were created to facilitate parking for shoppers. One of the lots, the South Main Street lot, was established by the Township through the assembly of land behind several stores. The lot is available to anyone shopping in the area and was created when the property owners dedicated the land to the Township through a lease agreement. The Township is responsible for maintenance and upkeep.

Parking District Case Study: Lake Forest, IL Lake Forest has had an in-lieu fee policy for approximately 15 years. The policy was put into place to preserve the historic character of the downtown. The fee is currently set at $22,000 per stall and all funds generated through the fee must pay for parking acquisition or development. The city considers the program effective and developers have responded favorably to the fee option due to the scarcity of developable land.

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3.6.
Action Matrix
Land Use
establish zone districts to promote sustainable growth and development in key nodes coordinate land use with street classification recommendations implement parking management strategies in development such as car share and bike share

Upper Montclair
Pedestrian/Bicycle/Traffic
provide ample bicycle parking throughout the district and at the train station improve street crossings through the use of mid-block crossings that are signalized where necessary

Transit Access
work with NJ Transit to add weekend train service

Parking
undertake a traffic and circulation study to determine feasibility of left turn lanes along Valley Road Implement an off-street parking wayfinding system

improve pedestrian encourage development that will create an attractive southern connections between parking gateway to Upper Montclair lots and commercial streets through inviting lighting and landscaping

Investigate the viability of a district-wide valet parking system

develop a parking study to optimize use of existing inventory, combined with evaluation of shared parking. Remove on-street parking stall striping and “lollypop” meters adjust price of parking to incentivize long-term parking in off-street lots implement a wayfinding system to direct motorists to off-street parking facilities

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Figure 3.6.a: Bellevue Theater

ASSETS
Upper Montclair is a substantial commercial hub, with a mix of national chains and locally-owned stores that draw both local and regional customers. The buildings are comprised largely of 2 to 3-story commercial structures, with retail uses on the first floor and commercial or residential uses above. The district stretches along two major roads, with Valley Road as the principal thoroughfare and Bellevue Avenue as a secondary corridor. Two major grocery stores bookend the Valley Road segment of Upper Montclair, with A&P at the southern end and Kings at the northern end. Upper Montclair is a locally-designated historic district containing an eclectic mix of historic styles defined by several key buildings, as shown on the attached map which identifies key historic buildings and open space areas. The Bellevue Theater, a key historic building, provides a regional draw for the district. St. James Church, located in the heart of the district, is a key historic building whose front yard provides a gathering place for special events in the district. The Bellevue Library, for example, is a key historic building that includes a plaza that defines the eastern edge of the district. Anderson Park, a Countyowned park designed by Frederick Law Olmstead that is on the State and National Register of Historic Places, defines the western edge of the district while a small pocket park defines the southern edge of the district.

Figure 3.6.b: St. James Church

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ISSUES & OPPORTUNITIES
Figure 3.6.d: Community Identified Issues
Issue 1: There is no weekend train service north of Bay Street Station. Issue 2: Parking areas surrounding train stations are poorly maintained and unkempt. Issue 3: There are 12 at-grade crossings that were recently designated as Quiet Zones however, there is a concern that these Quiet Zones may ultimately cause safety issues at these crossings. Issue 4: Transit parking lots are underutilized on weekends and holidays. Issue 5: The areas immediately surrounding train stations are underutilized, often with surface parking lots occupying land closest to the stations Issue 6: Some Train Station Areas lack the opportunity for retail to be in the station or immediately adjacent Issue 7: There’s a lack of adequate bike storage at train stations and in some commercial districts. Issue 8: Insufficient parking and traffic congestion are major obstacles to transitoriented growth at commercial centers adjacent to train stations. Issue 9: Despite the availability of public transit and proximity, many people still choose to drive to the busier neighborhood commercial centers. Issue 10: Excess traffic congestion, exacerbated by multi-modal conflicts, is an issue in Upper Montclair (especially on Valley Rd) in terms of exiting, entering, passing through, and being able to find short-term and long-term parking near destinations.

Traffic congestion and conflicts between pedestrians, bicyclists and drivers are an issue in Upper Montclair, especially along Valley Road, which operates as one travel lane in each direction with curbside parking on both sides of the street. Finding parking near desired destinations has been reported as difficult, and searching for parking and maneuvering to curbside parking spaces contributes to traffic congestion. This makes it difficult to access the Upper Montclair area, particularly for an uninitiated visitor who can hold up traffic on Valley Road while trying to find a parking space. Although convenient off-street parking is available behind businesses, it is difficult to find. In addition, because there are no dedicated left turn lanes, northbound left turns from Valley Road onto Bellevue and Lorraine Avenues create backup along Valley Road. Valley Road also serves buses, with DeCamp buses stopping behind Valley Road adjacent to the rail station and NJ Transit buses traveling along Valley Road. Overall, the success of this area as a bustling commercial district that attracts both local and regional visitors contributes to higher levels of traffic and congestion, and steps should be taken to address congestion through a variety of treatments and solutions. Existing community concerns related to traffic flow and parking, especially along Valley Road, have in the past led to community opposition to new development over concerns of exacerbating this issue. Many residents have noted that, at times, it is difficult to find easily accessible parking in the district. The recommendations that follow seek to address how Upper Montclair can improve circulation, while remaining the unique destination it is today. Land use in Upper Montclair is principally governed by the Neighborhood Commercial Zone. This zoning does little to encourage residential development within 1/4-mile of the station: in the NC zone, residential units are limited to 28 residential units per acre. The quality of the pedestrian experience is negatively impacted by inappropriate uses and buildings, such as drive-throughs, blank building walls at corners, and large expanses of surface parking. The A&P shopping center, which forms the southern gateway to Upper Montclair, is characterized by a large surface parking lot with significant setbacks from the street. This forms an unattractive entrance that is out of character with the historic nature of Upper Montclair. In the area along Valley Road near the station, much of the built form supports a walkable urban environment with no building setbacks and consistent street walls. However, these buildings are located within the NC zone which requires a minimum 20 foot front yard setback except where an existing building is being replaced or when the lot adjoins a building with a lesser setback. This ensures that lots that do not conform to this walkable urban environment will encourage further deterioration of neighborhood character on adjacent parcels if they are redeveloped.

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RECOMMENDATIONS
Upper Montclair is a successful regional commercial center that attracts both local and national retailers, as well as visitors from the region, the community, and from Montclair State University. The recommendations provided below seek not to change Upper Montclair, but to enhance the capacity for additional development in the district to support businesses, the train station, and mobility improvements. In conjunction, this section provides recommendations on how to reduce traffic congestion and ease parking, while simultaneously providing the infrastructure necessary to encourage walking, biking, or taking transit to the district when possible.

LAND USE
The land use strategy involves the creation of zones that build up density at the core of the commercial area, and gradually transitions density levels down to the neighborhood scale. Valley Road and Bellevue Avenue become key streets to activate with development, and additional zoning revisions are recommended for the area along Valley Road near the A&P grocery store. Furthermore, in all zones, the land use ordinance should include the following provisions to support the other circulation recommendations made in this Element. • Require clear pedestrian connections between parking and the front sidewalk. • There should be developer-provided bicycle share and car share incentives built into zoning to further support reduced parking needs. • Land use regulation should require quality investments to be made in landscaping techniques and public realm furnishings that ensure a high quality visitor/resident experience. • Design standards should be crafted to preserve the views of the First Watchung Mountain from Anderson Park. • Maintain the vitality and pedestrian nature of the business district by focusing retail uses on the first-floor in the village center, with a wider variety of commercial uses permitted on the first-floor at the edge of the village. • Preserve the historic integrity of the district by ensuring that any new development maintains the character and scale of the key historic buildings that define the district. • Maintain an adequate supply of parking by continuing to require new development to provide parking at an adequate ratio to meet demand, while improving efficiency of existing parking resources by converting on-street, individually striped, parking stalls to parking lanes, implementing parking pricing and wayfinding strategies, and encouraging/ incentivizing bike share and car share programs. • Buildings and infrastructure that detract from the historic nature and pedestrian feel of Upper Montclair, such as drive-throughs, large surface parking lots, and blank walls along the street line, should be redeveloped in a manner consistent with the historic feel of Upper Montclair. Of particular concern is the A&P whose large surface lot creates an unattractive southern gateway to Upper Montclair. • Increased density allowances should be coordinated with contributions to improvements in public realm mobility assets including: sidewalks, streets, and public parking improvements.

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• upper montclair village (C3)
This zone should be a medium-scale, dense area that consists principally of mixed-use retail, office and residential buildings. This will encourage an active mix of uses that will help bolster the viability of the commercial core along Valley Road and Bellevue Avenue.

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Land Use recommendations for Upper Montclair Village (C3) Bulk and Building Standards

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suggested building height 3 - 5 stories approximate density 50 units/acre suggested building coverage 75% general character local retail services professional office space multi-story residential small groceries mix-use buildings transit accessible structured parking

• This zone should permit planned development, with a density bonus from the existing 28 units per acre up to 50 units per acre, and an increase in building height from the existing 3 stories to 5 stories, in exchange for appropriate public benefits such as parks and open space, affordable housing and similar public amenities. • The maximum building coverage should be established at 75%. • Buildings should front on the street with minimal setbacks, and should form a consistent unbroken street wall except at intersections and pedestrian ways. Uses • Provide for a blend of mixed-use buildings.

• Existing prohibited and conditional uses that reinforce the pedestrian nature The details of the incentive zoning will be of the district, as regulated in existing zoning districts, should be maintained. determined in the zoning ordinance. Parking • Off-street parking should generally be within new parking decks and garages, and these structures should be faced with liner buildings of retail and residential or located behind buildings. • When off-street parking is not feasible, parking should be provided in lots located to the rear of buildings.

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• upper montclair edge (C4)
This zone should provide a small-scale, dense area where single-family homes, apartments, and professional office buildings mix to create an urban village where residents may commute primarily on transit, by bicycle or on foot. Residents of this area may access most of their daily needs within Upper Montclair. This zone provides a small-scale transition principally between the Upper Montclair Station area and the surrounding residential neighborhoods. Land Use recommendations for Upper Montclair Edge (C4)

Bulk and Building Standards • This zone should include a maximum building height of 3 stories, with approximately 65% building coverage. • Bulk and height of buildings should result in approximately 25 residential units per acre.

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Uses • Parcels within this zone lie at the edge of the Upper Montclair Station area, and, as such, represent the greatest opportunities for lower scale residential, commercial, and office development. • Existing prohibited and conditional uses, as regulated in existing zoning districts, should be maintained. Parking • Off-street parking should be limited to the rear or side of buildings.

suggested building height 3 stories approximate density 25 units/acre suggested building coverage 65% general character compact residential professional office space transit accessible surface parking

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• Coordinate Land Use with Circulation Recommendations
The increased density allowance previously enumerated should be coordinated with public realm improvements to ensure new construction contributes to the objectives outlined in the Street Classification recommendations and to the Circulation recommendations made later in this section. Within a given zone, parcels that have frontages on more than one street classification type should face onto the highest categorized street classification type in the following hierarchy: 1: PAC 2:SAS 3:TT 4:NT 5:RS

Highest Street Classification

Lowest Street Classification

A form-based code should be developed to regulate bulk, use, and design standards by frontage type. The following recommendations outline a general strategy for linking street classification mobility recommendations to development types that will be compatible with the character and function of the street. • All Buildings fronting onto Primary Activity Corridors (PAC) should promote these streets as the highest intensity retail, commercial, and mixed-use corridors that have a high degree of circulation amenities that accommodate all mobility options. • All Buildings fronting onto Secondary Activity Streets (SAS) should be principally residential and office in use, while allowing limited local serving retail and commercial development. • All Buildings fronting onto Township Thoroughfares (TT) should comprise a mix of retail, commercial, office, and residential uses. • All Buildings fronting onto Neighborhood Thoroughfares (NT) should be predominately residential while allowing for a moderate amount of small professional-office development. • All Buildings fronting onto Residential Streets (RS) should be primarily residential in use, or other associated uses currently allowed in the Township’s residential zones.

• southern upper montclair gateway
The southern gateway to Upper Montclair needs additional consideration to make an attractive entrance to the business district and integrate this area with the historic, traditional design that characterizes Upper Montclair. Redesign of the A&P shopping center in which the building meets the street line and screening the parking would improve this area. Eliminating or improving the auto-oriented uses in this area, where parking often obstructs sidewalks, will improve pedestrian safety and mobility. In addition, redesign and new landscaping at Green Garden Park (located at the intersection of Valley Road and Northview Avenue) will significantly improve the entrance to the area.

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Zones

Upper Montclair Transects and Street Classification System Map
P EC

1/4 Mile
SE NE CA

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FER N W

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AVE

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OAK WO OD AVE

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*Note: Zone Colors have been changed to facilitate legibility of the Street Classifications Street Classifications Primary Activity Corridor (PAC) Secondary Activity Streets (SAS) Township Thoroughfares (TT) Neighborhood Thoroughfares (NT) Residential Streets (RS) Zones C3 C4 Form-Based Code only

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CIRCULATION
A variety of measures should be implemented in Upper Montclair to improve mobility and circulation throughout the core shopping district. Travel demand should be shifted to other modes where possible. This should be achieved by developing robust multi-modal alternatives to the personal vehicle. However, it is equally important to take steps to reduce congestion on Valley Road and reduce frustration for drivers searching for parking in this area.

• make pedestrian, bicycle, and transit improvements
• Study the potential of a north-south bicycle route using Valley Road or other Township thoroughfares: This should be addressed as part of a Bicycle Master Plan, and include specific recommendations for the Upper Montclair business district. • Provide ample bicycle parking: Throughout the district and around the train station, bike parking facilities should be provided to improve multi-modal access to area amenities. • Improve street crossings: To encourage walking throughout the area, implement pedestrian circulation enhancements such as mid-block crossings, signalized where necessary. • Expand rail service: Initiate Township dialogue with the county and NJ Transit to expand weekday and weekend rail and bus service to provide shoppers from outside the Township with an attractive travel alternative to personal vehicles.

• ease traffic congestion
To ease congestion the following actions are recommended. • Undertake a traffic and circulation study: This should be done to determine the feasibility of implementing left turn lanes at key intersections along Valley Road. • Implement an off-street parking wayfinding system: This system should guide vehicles to the nearest parking areas to reduce parking-related traffic circulation. There is ample parking in the area and drivers should not need to “look” for a spot. • Investigate a district-wide valet parking system: As a destination commercial district with a strong local and regional draw, the Township and the business district should investigate the feasibility of creating a shared valet parking system to ease the burden of visitors looking for parking, and to ease the burden on business owners to provide parking for visitors.

• adjust parking standards
Since most parcels covered by the two proposed zones are well within a five minute walk (1/4mile) of the Upper Montclair Station, it is recommended that the following parking strategies be implemented to better account for the share of visitors and residents who walk, bike, and take transit to access services. • Allow shared parking: Arrangements should be made to allow shared parking for the parcels within all zones. Furthermore, development around the station area should use station parking as part of an overall shared parking strategy

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• Replace Individually striped on-street parking spaces: In Upper Montclair (particularly on Valley Road and Bellevue Avenue) striped spaces should be replaced with multi-space meters and striped as a parking lane. Multi-space meters can increase parking supply by between 10 and 20 percent. This would maximize the on-street parking supply within Upper Montclair. • Make pricing of on-street spaces reflect their higher level of demand: On-street parking spaces should cost more than parking lots or future parking structures. This system would encourage drivers to stop searching for on-street parking, park in a lot or structure and then walk to their destination. • Develop a wayfinding system that guides drivers to off-street parking facilities. • Implement Parking management strategies: these should include incentives for car share and bike share to reduce parking demand for development projects. • Improve pedestrian amenities: the Township should ensure pedestrian cut-throughs from parking to destinations are created and enhanced with inviting lighting and landscaping to encourage pedestrian circulation and making multiple trips on foot.

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3.7.
Action Matrix
Land Use
maintain wooded buffers on Township and NJ Transit owned land Ensure new University buildings south of Normal Ave are compatible with the residential neighborhood Ensure new University buildings north of Normal Ave retain setbacks and streetscapes compatible with the residential neighborhood Utilize non-profits or other creative means to keep homes on the south side of Normal Ave residential

Montclair Heights
Pedestrian/Bicycle/Traffic
Create a “soft”, visually attractive border and streetscape with MSU Extend the sidewalk network at the south side of Normal Ave to improve pedestrian access to the train station Explore the viability of installing traffic calming measures on Highland Ave

Transit Access
Work with MSU and NJ Transit to create a visually appealing gateway at Carlise Road and Normal Ave Install bicycle facilities at the train station

Parking
Explore changes and expansion of the residential parking permit program to minimize on-street parking spillover from MSU

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NT Y
Clifton City
Normal Ave

Montclair Heights

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montclair heights focus area
M t. He br on Rd

Cedar Grove Township

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80

Belleville Townsh

ASSETS
The Montclair Heights neighborhood includes the area surrounding the Montclair Heights train station which is bordered by Montclair State University to the north, Highland Avenue to the west, Mt. Hebron Road to the south and Valley Road to the east. It also includes the 500 block of Upper Mountain Avenue. The Montclair Heights train station has 67 parking spaces and the Township has issued 95 parking permits. On average, the lot is usually only half full. The train station is used by commuters who live nearby and students who commute to the University. The University provides shuttle service to and from the station for students. The residential homes in this neighborhood are relatively modest in size. Bradford Elementary School is located on Mt. Hebron Road at the southern end of the neighborhood. The eastern border along Valley Road includes Mt. Hebron Cemetery, which slopes away from the roadway. The neighborhood contains several assets, including a 3.45-acre bird sanctuary located west of the railroad tracks between Mt. Hebron Road and Normal Avenue. This sanctuary, which is a tributary to third Pearl River, is a flood hazard area and contains freshwater wetlands. The sanctuary provides a good buffer between the railroad and the houses on Upper Mountain Avenue. The wooded areas on the western border of Carlisle Road on NJTransit land also provide a buffer between residential homes on Upper Mountain Avenue and the University. There are several historic sites in the neighborhood, one of which is the Van-Reyper Bond house on Valley Road. The house is significant for the integrity of its representative style architecture and its association with the Dutch settlement of Speertown, now Upper Montclair. The property was built for use as a single family residence until it was bestowed to Montclair State University in 1952 and is currently used as offices for the University. The property, which includes the 4.2 acre lot upon which the house is located, was designated as a historic site on the State and National Register of Historic Places on November 27, 1978. It was designated as a local historic landmark on September 11, 2007. Another building of historic significance is the Montclair Heights Reformed Church, located at the corner of Mt. Hebron Road and Valley Road, which is important because of its association with the Speer and Van-Reyper families. The church’s design, which is a decidedly English-style rubble stone with asymmetrical entry and a corner tower, reflects the congregation’s desire to forego Dutch tradition and instead create a contemporary building that was consistent with the period of building in Montclair.

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ISSUES & OPPORTUNITIES
The Montclair Heights neighborhood has been affected by recent growth at Montclair State University (MSU), which currently has over 19,000 students, the second largest public university in New Jersey. Since 1998, enrollment at the University has grown by 37%. Enrollment is expected to continue to increase with the opening of the University’s new 107,500 square foot environmental center and 143,000 square foot business school. Sustained high levels of growth at MSU have created friction with the surrounding residential community with regards to rush-hour automobile traffic, parking, stadium noise and light and the proximity of tall parking garages and student high-rise housing to single family homes. Friction between the residential community and the University in terms of University development within and adjacent to the neighborhood is also an issue. For example, the development of a surface parking lot on the historic Van Reyper-Bond property resulted in tension between the university, the adjacent neighborhood and the Township. In addition, further University encroachment into the residential neighborhood is a concern for some members of the community. Normal Avenue has historically been the boundary between the more intense University buildings on the north side of Normal Avenue and the single-family neighborhood to the south. The University’s acquisition of properties with single-family homes on the south side of Normal Avenue has increased concerns about the University encroaching on the adjoining residential neighborhoods. In response, the neighborhood formed a citizen’s action committee called Neighborhood University Watch (NUW) to monitor and proactively address issues associated with MSU. Historically, MSU has engaged the border community reactively when its development projects have impacted the border community, as the south side of Normal Avenue is not appropriate for large-scale development, given it’s residential nature. NUW members have been pleased with Montclair State’s participation with the Montclair State University Community Committee (MSUCC), which was established by the Township Council, also interfaces with the University on planning matters.

RECOMMENDATIONS
• Land Use
Preservation of the Montclair Height residential neighborhood is important. In order to maintain the integrity of this area, the following land use strategies are recommended: • The existing wooded buffers on Township and NJTransit land between the train line and adjacent residential homes should be maintained. The landscaping on NJTransit property on the western border of Carlisle Road, between Mt. Hebron and Normal Ave, should be enhanced to further buffer the neighborhood. • Any new University buildings south of Normal Avenue should maintain the size and scale of the adjoining single-family homes. Larger structures and more intensive development at MSU should occur on properties on the north side of Normal Avenue. • Development on the north side of Normal Avenue and the 500 block of Upper Mountain Avenue should maintain the lower-scale, residential streetscape of Normal Avenue and Upper Mountain Avenue. Buildings on the north side of Normal Avenue that exceed 3-stories should be stepped back at the upper floors to reduce the impact to the residential neighborhood to the south and west.

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Existing Zoning

Montclair Heights
Bird Sanctuary

Norm
IN S ID E P A RK TER

al Av e
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Montclair Heights Reformed Church

C1 - Central Business Zone C2 - General Business & Light Manufacturing Zone NC - Neighborhood Commercial Zone RO - Mountainside Zone RO(a) - One-Family Zone R1 - One-Family Zone R2 - Two-Family Zone R3 - Garden Group Zone R4 - Three-Story Apartment Zone OR3 - Garden Apartment & Office Building Zone OR4 - Three-Story Apartment & Office Building Zone P - Public Zone

Hahne’s Redevelopment Area Hospital Redevelopment Area Montclair Gateway Redevelopment Area - Phase 1 Montclair Gateway Redevelopment Area - Phase 2 Glenridge Avenue Redevelopment Area New & Mission / Elm Street Redevelopment Area Bay Street Station Redevelopment Area Pine Street Redevelopment Plan

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• The Township should enter into a joint planning process with MSU whereby a landscape and streetscape plan is created to ensure a “soft” and visually attractive border. • •The Township should engage with MSU and NJ Transit to create a visually appealing and well signed entrance for MSU that enhances the look of Normal Avenue and the Train Station. • •Creative means should be explored to keep homes along the south side of Normal Ave single-family in nature, including the involvement of nonprofit organizations to promote affordable housing.

• Circulation
• The Township should explore changes and expansion of its residential parking permit program to minimize on-street parking spillover from MSU into the residential neighborhoods. • The Township should continue to monitor parking activity along streets in this neighborhood to ensure that student parking does not become a problem. If student parking is noticeable, then parking limitations should be enacted and enforced. Student parking on local streets has created problems in the past and has been addressed by the Township with a hodgepodge mix of parking regulations. Most residents in the area greatly prefer resident parking permits so that they can continue to use the street parking in front of their houses. Unfortunately the resident parking permit situation is only available to a limited set of residents, without any clear rationale. Areas with a straight two-hour parking limit create problems with residents. The Township should study the policies and normalize the parking restrictions for the whole area with a stated preference for expanding resident permit parking. • An extension of the sidewalk network at the south side of Normal Avenue should be prioritized to allow for improved pedestrian access to the train station. • Bicycle facilities, such as covered bike lockers should be installed at the train station to improve the viability of multi-modal transit options in this area. • Explore the viability of installing traffic calming measures on Highland Ave, similar to the speed humps installed on Upper Mountain Avenue, to mitigate the negative impacts of increased traffic and drivers traversing the Township above the posted speed limit.

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Part 4.0
Incentivizing TOD’s
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TRANSIT ORIENTED DEVELOPMENT
The Transit Cooperative Research Program (TCRP) of the Transportation Research Board, a division of the National Academies, has conducted a number of studies on Transit Oriented Development (TOD). Most TOD projects studied share a focus developing a mix of land uses (including multi-family housing, offices, retail, and urban entertainment), creating a pedestrian friendly environment, increasing multi-modal transportation options (especially transit options), and doing so in moderate to high density construction. As such, research on the topic can shed light on how Montclair can attract the best development through a new land use and mobility framework that places an emphasis on creating development that capitalizes on and supports transit. TCRP research projects have included extensive review of a variety of incentive efforts as well as perceived obstacles to successful implementation of TOD efforts. Key TOD incentives tend to fall into three major categories: (1) positive and supportive regulatory environment; (2) supportive systems for developing infrastructure; and (3) appropriate land assembly.

• Regulatory Environment
The Regulatory Environment will influence developers and land owners decisions about where and what to develop. The following section discusses the importance of the planning framework, zoning regulations, plan review process, and parking requirements.

_ TOD Area Planning Framework
America’s best TOD examples start with a vision and proceed to plan execution through aggressive and inclusive station area planning which results in supportive zoning, infrastructure enhancements, and fiscal policies that reward smart-growth investments. Most developers would prefer that the public sector attend to matters of preparing a specific plan for station areas backed by supportive zoning and infrastructure. Often, zoning overlays or new zones – such as those outlined in Part 2 of this document - are created to allow mixed-use projects to be built. Specific to New Jersey, receiving transit-village designation from NJDOT provides benefits to municipalities seeking to implement TOD. Benefits include: • Commitment from the State of New Jersey to a municipality’s vision for redevelopment. • Coordination among the State agencies that make up the Transect Village Task Force. • Priority funding from some State agencies. • Technical assistance from some State agencies. • Eligibility for grants from the New Jersey Department of Transportation (NJDOT). However, political leadership is vital to TOD implementation, particularly at the stage of creating and implementing the TOD planning framework. Plan development processes that are inclusive and transparent, with ongoing public input have been found to be essential to success.

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The details of the incentive zoning will be determined in the zoning ordinance.
_ Overlay Zoning & Increased Density
TCRP research notes that station area plans need to incorporate zoning that allows increased density for construction. TOD are often attractive to developers because they have been granted more latitude in designing project that have mixes of use, higher densities, increased building envelopes, lower parking ratios, and better access to area services. The land use and mobility recommendations outlined in Part Three provide the framework for such incentives.

_ Expedited Development Plan Review
Once a publicly-supported station area planning framework has been adopted, projects complying with those plans should be promptly issued necessary permits and allowed to build as-of-right. The principles at play are fairly simple: reward “good development” through streamlined review, giving developers who comply with the TOD visions and plans as much certainty, clarity, and built-in assurance as possible.

_ Supportive Parking Requirements
A key element of infrastructure, especially in creating the desired density in areas like Montclair, is the use of shared parking spaces (often in structured parking garages). As outlined in Part 2 of this document, there are opportunities to reduce parking standards while still allowing increased density. To accomplish this goal, municipalities and local agencies have chosen to provide several elements of a proper parking environment to trigger TOD development. These elements can include establishing parking standards that are appropriate for transit-supported locations; allowing developer’s flexibility in meeting parking requirements (often through offsite arrangements); and constructing public garages to meet increments of needs as they come on line. These public garages may require initial public investments, but the investment can be recouped through parking fees or impact fees assessed within the station/TOD zone on increments of development

• Supportive Infrastructure
Successful TODs emphasize “placemaking”: creating attractive, memorable, human-scale environs with an accent on quality-of-life and civic spaces. Many developers also feel that public infrastructure is crucial in leveraging TOD. This may include everything from under-grounding of utilities and expansion of sewerage capacity to sidewalk improvements and improved transit service. In many cases, public investment is necessary to create this sense of place early in the TOD implementation cycle. However, there are many opportunities for financing of these investments. In some cases, initial public investments are often recouped through stationarea wide impact fees. In others, the incentives provided to developers through increased bulk standards or reduced paring ratios are coupled with agreements to partner on making off-site improvements to infrastructure.

• Land Assembly
In some cases, the use of redevelopment powers is essential to facilitate land assembly so that development components can be constructed consistent with the overall station area plan. A lack of developable parcels is cited by developers as one of the major obstacles to TOD, particularly parcels of sufficient size to attract large development firms with “deep pockets.” The costs of land assembly are sometimes within the budgets of the individual private developments, particularly when significant increases in density are provided. In other cases, however, local governments have needed to use financing tools such as tax-increment financing and tax-exempt bond financing to achieve economic viability.

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Relationship to other Plans
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INTRODUCTION
It is important to be aware of, to identify, and to discuss the relationships between local planning and the planning that takes place within or at other levels of government and within other relevant jurisdictions. The actions and reactions that take place within the Township are in some cases directly and indirectly linked to what takes place within the state, region, county, and surrounding municipalities. This section of the Master Plan discusses immediate and adjacent existing zoning and planning within the nine adjacent municipalities, takes note of the County Essex County 2004 Cross-Acceptance Report, speaks to the relationship of the Montclair Master Plan to the State Development and Redevelopment Plan, as well as the State Strategic Plan. In addition, this section discusses the Township’s regional and state planning context as discussed in the Delaware Valley Regional Planning Commission’s regional plan for a sustainable future, the 2001 State Development and Redevelopment Plan, and the most recent State Strategic Plan.

ADJACENT TOWNSHIPS
• LITTLE FALLS TOWNSHIP
The Township of Little Falls shares a common northern boundary line with the Township of Montclair. Little Falls Township is located in Passaic County. Zone districts within Montclair Township, along this common boundary line, include the P - Public Zone and the R1 - One Family Zone. The R1 Zone is located directly opposite the Little Falls R-1A Residential Zone. The R-1A Residential Zone permits single-family detached residential dwelling units, churches and similar places of worship, public and parochial schools, public libraries, museums, park and playgrounds, and accessory uses customarily incidental to permitted uses. The other adjacent zone in Little Falls is the PI - Public Institution Zone which is occupied by Montclair State University. The Little Falls Township “Master Plan” states in part that the land uses identified along Montclair’s border with Little Falls includes one-family residential and public and semipublic land uses and concludes that: “These uses are consistent with the Land Uses in Little Falls along this border”. The Passaic County Final Cross-Acceptance Report identifies a potential redevelopment area, known as the “Clove Road Area”, along County Route 620 located just west of the railroad tracks between U.S. Highway 46 and just north of the municipal boundary line. This Little Falls Township border area is located in the State’s Metropolitan Planning Area.

• CITY OF CLIFTON
The City of Clifton shares a common northern boundary line with the Township of Montclair. The City of Clifton is located in Passaic County. Zone Districts within Montclair Township, along this common boundary line, include the P - Public Zone and the R1 - One Family Zone. The R1 Zone is located directly opposite the City of Clifton C - Cemetery Zone, the R-A1 residential, One Family Zone, and the B-A Business and Professional Offices Zones. The R-A1 Zone permits single family detached residential dwelling units on minimum 9,375 square foot lots. Permitted Conditional Uses include private schools, public utilities, and houses of worship. The B-A Zone permits business and professional offices. Permitted Conditional Uses include meeting halls, nursery schools, laboratories for research, design and experimentation, hospitals, and business schools. The City of Clifton “Master Plan” states: “The Zone Plan of Montclair is generally consistent with the Clifton designation. Along Clifton’s eastern border, Montclair and

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Clifton share the Immaculate Conception Cemetery which extends southward between the two municipalities. Beyond the cemetery and extending to the municipal border with the Township of Bloomfield, there are two public land districts and two single-family neighborhoods. One of these single-family neighborhoods in Montclair adjoins an area business and professional district in Clifton, generating the only conflict between the two zone plans. In general, Montclair’s zone plan is consistent with the designations of Clifton’s zone plan”. The City of Clifton border area is located in the State’s Metropolitan Planning Area.

• CEDAR GROVE TOWNSHIP
The Township of Cedar Grove shares a common western boundary line with the Township of Montclair. Cedar Grove Township is located in Essex County. Zone districts within Montclair Township, along this common boundary line, include the P - Public Zone, the R1 - One Family Zone, and the RO - Mountainside Zone. The P - Public Zone is located directly opposite the cedar Grove “Public and Recreation Area”. The R1 Zone is also located directly opposite the Public and Recreation Area and an R-18 Residential District while the RO Zone is located opposite a small Restricted Commercial District and the R-18 Residential District. The R-18 District permits one-family dwelling units on minimum 18,000 square foot lots. Other permitted uses include churches and other place of worship, public and parochial schools, and public parks and playgrounds. This Cedar Grove Township border area is located in the State’s Metropolitan Planning Area.

• VERONA TOWNSHIP
The Township of Verona shares a common western boundary line with the Township of Montclair. Verona Township is located in Essex County. Zone districts within Montclair Township, along this common boundary line, include the P - Public Zone, the R-1 One Family Zone, and the RO - mountainside Zone with small areas of the R4 - Three Story Apartment Zone. The P Public Zone is located directly opposite a public area in the Township of Verona. The RO Zone is located across from the R - 100, a semi-public area, and an A-2 zone in Verona while the R1 zone is located across from the R - 100 Zone. The R4 - Three Story Apartment Zone is located directly opposite and close to the ETC and A - 3 zones in Verona Township. The R - 100 (Very Low density Single-Family) Zone District permits single family homes on minimum 12,000 square foot lots, the A -2 zone permits apartment buildings and senior citizen housing at 25 to 35 dwelling units an acre, the A -3 (Residential-Townhouse) zone district permits singlefamily detached homes on minimum 8,400 square foot lots and townhouse development as a permitted conditional use at gross densities between 8 and 12 dwelling units an acre. The ETC (Extended Town Center) Zone District permits, among other non-residential uses, retail and retail service establishments, full-service restaurants, baked goods stores, offices, banks, personal service establishments, and family day care on minimum 12,000 square foot lots. Permitted conditional uses in the ETC zone include auto sales, mixed residential with retail, office and commercial uses, and service stations. The P- Public zone permits schools, parks, open space, and other public facilities and public offices on minimum 10,000 square foot lots. The SP (Semi-Public) zone permits houses of worship and private schools on minimum 65,340 square foot lots. This Verona Township border area is located in the State’s Metropolitan Planning Area.

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• WEST ORANGE TOWNSHIP
The Township of West Orange shares common western and southern boundary lines with the Township of Montclair. West Orange Township is located in Essex County. Zone districts within in Montclair Township, along the western common boundary line, is the P -Public Zone while zone districts along the southern boundary line includes the R1 - One Family Zone, the RO - Mountainside Zone and the R2 - Two Family Zone. The R1 zone is located opposite the R-T, R - 6, R - G, and B - 1 Zone Districts in West Orange Township while the P - Public Zone is located opposite the R - 1 Zone District in West Orange. The RO - Mountainside Zone ids located opposite the R-T and the R - G zones while the R2 Zone is located across from the R - T Zone. The R -1 Zone permits single - family detached residential development on minimum 80,000 square foot lots. The R - 6 zone permits single-family detached residential development on minimum 6,000 square foot lots, the R-T zone permits twin residential units on minimum 5,000 square foot lots, the R - G zone permits garden apartments at 8 dwelling units an acre, and the B -1 Retail Business zone permits a variety of non-residential uses with no minimum lot sizes. This West Orange Township border area is located in the State’s Metropolitan Planning Area.

• CITY OF ORANGE
The City of Orange shares a common southern boundary line with the Township of Montclair. The City of West Orange is located in Essex County. The zone district within Montclair Township that is located along the southern boundary is the R1 - One Family Zone. The R1 zone is located across from the A - 1 and the A - 3 zone districts in the City of Orange. The A - 1 Residential Zone district permits single-family detached houses on minimum 10,000 square foot lots. Permitted conditional uses include essential public services and public uses, institutional uses, and home professionals. The A -3 zone district located along the common boundary line is represented by the existing Rosedale Cemetery. This City of Orange border area is located in the State’s Metropolitan Planning Area.

• CITY OF EAST ORANGE
The City of East Orange shares a common point of location with the Township of Montclair. The City of East Orange is located in Essex County. The zone district within Montclair Township that is located across from the City of Orange boundary line is the R1 - One Family Zone. The R1 zone is located across from the R - 2 zone district in the City of East Orange. The R -2 (Two-Family Residential, Townhouse) Zone District permits two-family dwellings on minimum 3,000 square foot lots and townhouses on minimum 1,500 square foot lots plus pre-existing mixed residential and commercial buildings, accessory off-site parking facilities, parks and playgrounds, premises for municipal purposes except for public works garages and solid waste facilities, and home professional office uses. The City of East Orange border area is located in the State’s Metropolitan Planning Area.

• GLEN RIDGE BOROUGH
The Borough of Glen Ridge shares a common eastern boundary line with the Township of Montclair. The Borough of Glen Ridge is located in Essex County. The zone districts within Montclair that are located across from the Borough of Glen Ridge are P - Public, R1 - One Family, C1 - Central Business, R2 - Two Family Zone, R3 - Garden Group Zone, and the Pine Street Redevelopment Area. Located directly south of Bloomfield Avenue along the common

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boundary line and opposite the Township of Montclair exist the R -1, R - 2, and R - 3 residential zone districts in Glen Ridge Borough. The R -1 zone is a residential single-family detached low density zone, the R - 2 is a residential single-family medium density zone and the R 3 is also a residential single-family medium density zone. Areas to the north of Bloomfield Avenue and the railroad right-of-way include a B - Business zone, a health care zone, and the R -2 zone district. The Glen Ridge zone pattern in the area roughly between Bloomfield Avenue and the railroad right-of way includes and Open Space area, C -1 Commercial, and R - 5 Residential. The Borough has in place an open space historic district that runs along most of the shared common boundary line. The R-1 Zone permits single-family detached dwelling units on minimum 10,000 square foot lots, churches, private country clubs, and public and private day schools. The R-2 zone permits single-family detached dwelling units on minimum 6,200 square foot lots and the R-3 zone permits single-family detached dwelling units on minimum 4,800 square foot lots. The C-1 Commercial zone permits commercial retail limited to first floor locations, professional offices, personal service establishments including restaurants (excluding fast food), public parking and structures and municipal facilities. The OS-H Open Space District permits noncommercial parks, playgrounds and open spaces, the R - 5 District permits single-family detached dwelling units, townhouses, and public parking lots and structures and the b -Business zone permits offices and professional buildings, nursing homes, and public and private schools. Glen Ridge “Master Planning” notes that Montclair is located along the Glen Ridge western border, noting: “The majority of the land in Montclair bordering Glen Ridge is zoned R - 1 Moderate Density single-family residential. Both parks in Montclair along the boundaries are zoned P - Public Use, consistent with their park designations. The area fronting on both sides of Bloomfield Avenue is zoned C -1 Commercial. Furthermore, the R - 4 Three Story Apartment zone is located along Glen Ridge Avenue and Baldwin Street. Generally, the Glen Ridge Master Plan is compatible with the Montclair Master Plan and Zoning”. The Borough Master Plan goes on to recognize that Montclair is redeveloping the Pine Street area and that: “A new train station, firehouse, senior housing and apartments are planned for this area in close proximity to Glen Ridge. As the Pine Street area redevelops, the Borough should work closely with the Township of Montclair to create linkages between existing mass transit infrastructure and ensure compatibility with Borough land uses and traffic patterns”. The Borough of Glen Ridge border area is located in the State’s Metropolitan Planning Area.

• BLOOMFIELD TOWNSHIP
The Township of Bloomfield shares a common eastern boundary line with the Township of Montclair. The Township of Bloomfield is located in Essex County. The zone districts within Montclair that are located across from the Township of Bloomfield are P - Public zone, RO(a) - One Family zone, and the R1 - One Family zone. The P -Public zone is located directly across from the P - Public Uses zone which permits parks, government buildings, and non-profit educational institutions. It also permits garden apartments as a conditional use. This zone includes most parks and recreation and open space areas in the Township which experience heavy usage by residents, schools, and visitors. The R - 1A Single-Family Residential Low Density District in the Township of Bloomfield is located directly opposite the RO(a) and the R1 zones in Montclair. The R - 1A zone is a predominantly residential land use district that permits singlefamily detached dwellings. The zone also permits compatible non-residential uses like public buildings, utilities, and parks. Maximum gross residential density is 8.7 dwelling units per acre. The Bloomfield “Master Plan” states, in part: “The Township of Bloomfield is bordered to the west by the Township of Montclair from the municipal boundary with Clifton in the north to the Brookdale County Park in the south. The area is characterized by a majority of residential uses with parks and open space. The land use and zoning pattern along the municipal border is

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consistent with compatible single-family residential neighborhoods and a shared county park. There are no changes recommended for the land use and zoning pattern in this section of the Township”. The Township of Bloomfield border area is located in the State’s Metropolitan Planning Area.

COUNTY PLANS
The County of Essex prepared a Cross-acceptance Report dated December 16, 2004. In that report the County presents discussions regarding municipal consistency with the Preliminary State Plan that takes into consideration the following Township of Montclair planning documents: the 1978 Comprehensive Master Plan, the 1985, 1987, 1992, and 1999 Master Plan Reexamination Reports, the 1989 and 1997 Housing Plans, the 1993 Historic Preservation Plan, the 1998 Development Strategy for an Arts, Culture & Entertainment District, and the 2004 Natural Resource Inventory. This County Report presents a detailed discussion of how the policy objectives of the State’s Metropolitan Planning Area are being satisfied by the Township in its many planning documents. The discussion contained in the County Report is as follows: The Report concludes that the Township has had a “very good” performance grade in implementing the goals and policies of the State Plan. The Report notes that the Township is an older suburb and that the Township has and continues to focus on redevelopment areas, reuse and concentrated development efforts in or near the Town Center or train stations. The Report notes that: New multi-family residential developments have been located in or near the Town Center or on major street/bus lines. The zoning ordinance permits a variety of housing types and the Township is embarking on an affordable housing initiative that will exceed the Council on Affordable Housing (COAH) requirements for affordable units, as was done in previous COAH Rounds”.

STATE PLANS
• STATE STRATEGIC PLAN: NEW JERSEY’S STATE DEVELOPMENT & REDEVELOPMENT PLAN
On November 14, 2011 the New Jersey State Planning Commission approved a draft final State Strategic Plan. The plan was prepared as an update the prior 2001 State Development Plan. The Strategic Plan states that its focus will be to foster “targeted job growth, supporting effective regional planning” while preserving the State’s critical resources. Specifically, the goals of the Plan are as follows: • Goal 1: Targeted Economic Growth: Enhance opportunities for attraction and growth of industries of statewide and regional importance. • Goal 2: Effective Planning for Vibrant Regions: Guide and inform regional planning so that each region of the State can experience appropriate growth according to the desires and assets of that region. • Goal 3: Preservation and Enhancement of Critical State Resources: Ensure that strategies for growth include preservation of the State’s critical natural, agricultural, scenic, recreation, and

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historic resources, recognizing the role they play in sustaining and improving the quality of life for New Jersey residents and attracting economic growth. • Goal 4: Tactical Alignment of Government: Enable effective resource allocation, coordination, cooperation and communication among those who play a role in meeting the mission of the Plan. The Plan takes note that the Governor’s Institute on Community Design recommended, in part, that “working landscapes, preservation areas, and open spaces” should be protected and that municipalities should be incentivized to create compact, livable communities. The State Planning Commission intends to “fully phase out” the 2001 State Policy Map within the next few years and to replace it with a new map that identifies: Priority Growth Investment Areas, Priority Preservation Investment Areas, and Open Space Conservation Areas. The Plan states that the use of “planning areas” and the designation of centers will be discontinued. The Plan presents a list of “Garden State Values” that will be the basis for “discretionary State investment” through a scorecard system. The values will be used to channel growth toward existing infrastructure, promote urban and first tier suburban redevelopment, protect critical natural resources and promote healthy lifestyles. New Jersey State Development and Redevelopment Plan On April 28, 2004, the New Jersey State Planning Commission released a preliminary NJ State Development and Redevelopment Plan which is used to “guide municipal, county and regional planning, state agency functional planning and infrastructure investment decisions.” The Plan establishes statewide planning objectives regarding land use, housing, economic development, transportation, conservation, recreation, and historic preservation and serves as a blueprint for the future of New Jersey. The Plan places nearly all of Montclair in a PA1 Metropolitan Planning Area, as it did in the original State Plan 2001, an area that is targeted for growth. The policies and objectives of PA1 communities are largely the same as outline in the 1992 State Plan, as follows: • Using land use controls focusing on development and redevelopment where efficient use of public facilities and services can be achieved. • Preserving housing stock and providing a range of housing choices. • Encouraging infill developments, assembly of parcels into efficiently developed sites, and the creation of public/private partnerships. • Capitalizing on high-density settlement patterns to encourage use of public and nonauto transportation. • Reclaiming environmentally damaged sites (brownfields) and preventing future damage, with particular emphasis on remaining wildlife habitat, air quality, open space, and recreational opportunities. • Maximizing recreational opportunities by enhancing existing parks and facilities and creating new sites. • Integrating historic preservation into redevelopment efforts. • Eliminating deficiencies in public facilities and expanding them where necessary to accommodate future growth and redevelopment.

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• Regionalizing and coordinating as many public services as feasible and economical, encouraging private-sector investment, and public/private partnerships. The Township’s parklands are mapped on the State Map as Parks and Natural Areas. Our critical slope area along First Mountain is mapped as a PA5 (environmentally-sensitive planning area). Our State and National Historic Districts are mapped as Critical Environmental Sites. A 2004 Draft Plan was drafted but not adopted. The State Planning Act requires the State Planning Commission to adopt a State Development & Redevelopment Plan. The State Strategic Plan, drafted over the past two years, is the revision to the 2001 State Plan & Redevelopment Plan. It sets forth a vision for the future of the State along with strategies to achieve it. A public hearing to adopt the State Strategic Plan was set for November 1012. It was postponed and as of the writing of this document has not been rescheduled. New policies introduced in the 2004 Preliminary State Plan include environmental justice, the location of educational facilities and their relationship to the local community, the health benefits of smart growth, the promotion and preservation of the agriculture industry, the transport of goods and the relationship between incompatible land uses. It expands on the process of Plan Endorsement and clarifies the role of the State Plan and COAH. COAH will utilize the State Plan when granting substantive certification of Housing Elements and Fair Share Plans. COAH will allow municipalities to rely upon the population and employment projections which will be contained in the State Plan when it is readopted, or prior to that, the projections that were prepared by the North Jersey Transportation Planning Authority (NJTPA) in determining a municipality’s third round affordable housing allocation. The 2004 Plan also developed indicators and targets that will more accurately measure how well the Plan is being implemented and the extent to which plans submitted for Plan Endorsement meet the goals of the Plan. The Township participated in the County’s Cross-acceptance process which involved comparing Township planning documents with the goals of the State Plan and identifying any inconsistencies. The Township’s 1999 Master Plan and redevelopment plans were consistent with the goals of the State Plan for a PA1 community.

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INTENTIONALLY BLANK

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APPENDIX 1.0 Baseline Conditions Analysis

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Base Map Showing Montclair Township In Relation To Surrounding Municipalities

NT Y
Clifton City
Normal Ave

Montclair Heights

3 r s

M t. He br on

Rd

Cedar Grove Township

1/4 Mile

Upper Montclair

Va

lly

s r
23

A le

Mountain Avenue
Rd

xa

nd

er

Av

e

Ave

Ave

B e ll e

vue

Ave

a in unt er M o

th M o

unt

a in

Upp

Nor

W

at

ch

un

g

Watchung Plaza
V a ll d yR

Pa

rk

St

1/4 Mile

Walnut Street
Bl oo m fie

G ro v

Verona Township

e St

Av

e

1/4 M ile

P a rk

St

Ave

1/2 mil e

Nutley Township

ld A ve

unt

a in

th M o

Bloomfield Township
1/4 Mile

Sou

Ave

is o n

H a rr

Elm

St

O ra nge Rd

Bay Street

Glen Ridge Borough

West Orange Township

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1.0. baseline introduction
A Master Plan is, at its essence, a long-range policy roadmap for achieving the vision of a community. They guide decisions made by a town or city addressing a number of factors, including compatible land uses, the design and location of buildings, roadways and transportation systems, public facilities and open space, and impacts to property values and taxes. The Master Plan accomplishes this by outlining a community’s goals, vision, and objectives, and providing recommendations for how to achieve them. Typically, these recommendations are segmented into discrete categories, such as land use, circulation, open space, affordable housing, etc. This segmentation, however, often ignores the intrinsic connections that exist between all elements of a community’s growth and development, and can result in an imbalance in how these elements evolve over time. The Unified Land Use and Circulation Master Plan Element recognizes this basic connection between the land use and circulation elements of a Master Plan, and seeks to provide a blueprint for how Montclair can plan for these two aspects of their growth and development in tandem. Montclair is primarily a residential community, like many others in the Metropolitan New York region. However, unlike most other communities in the region, a number of features and amenities of the Township make it unique. There is a richness to the community that makes it a socially, economically, and environmentally sustainable place. Desirable neighborhoods, good schools, vibrant business districts, and convenient commuter transit options make this well established Township a highly sought-after address. This success, however, brings challenges as well. Maintaining Montclair as a diverse, leafy, vibrant place can be difficult in the face of high property values, high property taxes, a weak economy, and aging infrastructure. To help balance Montclair’s growth over the next several decades, the Unified Land Use and Circulation Master Plan Element will provide a guide that will help the community plan for these two intertwined aspects of their growth and keep Montclair’s planning consistent with the community’s vision.

1.1. demographic and economic conditions
DEMOGRAPHICS
At the time of this report, initial 2010 Census data had just been released at the municipal level. Where 2010 data were not yet available, 2005-2009 American Community Survey (ACS) results were used to compare with previous decades. This overview provides an assessment of the current conditions of the Township as well as identified trends in age, race, overall population, and housing.

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• population characteristics
Steady Population Since 1980

figure A1.1: population 1910 - 2010
50
population in 1,000s of people

Montclair’s population reached its peak in 1970 at just over 44,000 people (Figure A1.1). By 1980, however, the population had declined to 38,321, a loss of 13%. Since 1980, the Township’s population has fluctuated by a few percentage points each year around the 38,000 mark. The 2010 US Census reported the Township’s population to be 37,699, a loss of 959 people since 2000.

40 30 20 10 0 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010
2010
10.7% 27.2%
60.2%

An aging population: increases in median age

The median age of the Township is on the rise, increasing from 37.7 in 2000 to 39.9 in 2010. year This is reflected in the 55 to 64 year-old cohort, which gained 1,668 people (a 52.82% increase). Conversely, all the cohorts from 0 – 54 years old lost population, with 20 to 34 year-old cohort decreasing the most in size (15.29%).
10.7% increases in “other race” population; 40% increase in Hispanic/Latino population

With respect to racial diversity, Montclair saw an increase in the “other race” population, now representing 10.7% of the total population (Figure A1.2). The Hispanic or Latino population saw the biggest percentage increase, 40.9%, followed by the Asian population as well as people identifying as “two or more races.” The White population saw only a slight increase, but represents a larger share of the total population than in 2000. The Black population experienced the most significant decrease, losing 18.14% of its population or 2,267 people.

figure A1.2 Race (1980 - 2009)
1980
1.7%

1990
3.5%

2000
7.5%

29.1%

31.0%

32.3%

69 2% 69.2%

65.5%

62.1%

White

Black

Other

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• housing
5.6% increase in Housing Units 1990-2010

While the population declined over the last decade, the number of housing units and occupied housing units has been steadily increasing since 1990. Total housing units increased by 842 between 1990 and 2010, a 5.6% increase. This growth is faster growth than the county experienced (4.8%). This increase in total housing units is coupled with a reduced household size in Montclair, from 2.52 in 1990 to 2.47 in 2010. The result is that fewer people are occupying more houses (Figure A1.3).
Owner-occupied units are occupied by larger households;

Household size varies significantly between owner-occupied and renter-occupied housing. Owneroccupied have an average household size of 2.85 persons (Figure A1.4) while renter-occupied units have an average household size of 1.96 persons. This suggests that rental units are servicing singles or couples without kids, while home ownership is more common for families with kids.
More owners than renters; no change in owner/renter split from 2000

Owner occupied units represent 57% of all units. The split between owner and renter-occupied units (57/43) is roughly unchanged from 2000, with a slight change towards more owner-occupied units and fewer rental units. It is reasonable that some rental units were converted to owner or condo units during that time.
Household size is decreasing

From 1980 to 2010, the mean household size dropped approximately 5%. It is likely that this trend will continue. This moderate change in household size is consistent with national trends in which more people are choosing to have fewer (or no) children and/or young adults are staying single for longer periods of time after moving out of their parents home. As such, this change in household size is indicative of increased demand for a variety of household/building types to meet the needs of individuals and families without children.
53.4% increase in median home value and 23.1% rise in rents (2000 to 2009)

Median home values rose dramatically between 2000 and 2009. In 2000, the median value of a home was $317,500, rising to $606,800 by 2009. Adjusting for inflation and using 2009 dollars, figure A1.3: Household Size by Decade figure. A1.4: Household Size by Tenure 2010

2.6

2.5 53

2.85 5

2.52 2

2 2.47

1980

1990

2000

2010

Owner Occupied

Renter Occupied

1.96

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this change represents a 53.4% increase in median value (Figure A1.5). Home values at a county level remained well below home values in Montclair Township over that period. An increase in median rent was less dramatic, but still rose by 23.1% when adjusted for inflation (Figure A1.6). Median rent also rose at the county level, though again less significantly than they did in Montclair Township. It is likely that there has been some market corrected since 2009 and that there has already been a decline in median rent and house value. However, this remarkable increase has already seemed to have affected the population diversity in Montclair. In 2009, the ACS estimated that nearly a third of homeowners (32%) and more than a third of renters (33.5%) had housing costs that were greater than 35% of their income. Given that median household incomes fell between 2000 and 2009, and the median value or price of housing rose significantly, it is not surprising to find households paying a large portion of their income towards housing costs.

figure A1.5: Median Value of Home - Montclair

figure. A1.6: Median Contract Rent

$700,000 $600 000 $600,000 $500,000 $ $400,000 $300,000 $200 000 $200,000 $100,000 $0

$1,400 $1 200 $1,200 $1,000 $ $800 $600 $400 $200 $0

Montclair

Essex

In 2009 Dollars

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• income and employment statistics
0.5% loss in inflation adjusted median household income

According to the ACS, Montclair’s median household income increased from $74,894 in 2000 to $92,873 in 2009 (Figure A1.7). While this seems like a significant increase, when adjusted for inflation it’s actually a 0.5% loss. The inflation-adjusted median household income of Essex County has decreased by 1.2% between 2000 and 2009. Income at all levels is significantly higher in Montclair than in Essex County as a whole (Figure A1.8). By 2009, the median household income of Montclair was $38,697 higher than that of Essex County. This is not a new trend: median-family, median-household, and per capita income has been consistently higher in Montclair than the county since the 1980s. Economic conditions have certainly contributed to stagnant earnings over the nine-year period. However, incomes have not been flat during that time. The previous Master Plan Reexamination cites a 2003 median household income of $84,000, which when adjusted for inflation ($97,940) represented a growth in household income. It is likely that the median household income in Montclair peaked between 2003 and 2005 and then fell during the current economic recession.

figure A1.7: Income - Montclair
$140 000 $140,000 $120,000 $100,000 $80 000 $80,000 $60,000 $40,000 $20 000 $20,000 $0 1980
Median Family Income

figure A1.8: Income - Essex County
$140,000 $120,000 $100,000 $80 000 $80,000 $60,000 $40,000 $20 000 $20,000
1990 2000
Per Capita Income

2005 09 2005-09
In 2009 Dollars

$0 1980
Median Family Income

1990
Median HH Income

2000
Per Capita Income

2005-09
In 2009 Dollars

Median HH Income

7% increase in college educated people; 5% increase in professionals

One trend that continues to rise is the percentage of residents with college degrees, up to 64.1% in 2009 (ACS) from 57% in 2000. While this may reflect a national trend towards more of the population attending college, it is also likely a threat to the socioeconomic diversity of the Township. This trend is represented in the occupations held by residents (Figure A1.11). The management and professional category represented 63.4% of the population, up from 58.2% in 2000, all other categories either reduced their share or stayed level from 2000. The portion of the population with jobs in the service industry appeared to take the biggest hit, reducing the share from 10.4% to 7.7%. This change in occupation supports the theory that rising housing costs in the Township make living in Montclair less affordable.

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TRANSPORTATION
50% of households have 1 car or less

The 2009 ACS reports that approximately half of occupied housing units in Montclair have one car or fewer, roughly the same percentage as in 2000. The change from 2000 to 2009 was that fewer households now have no cars and more households now have more than 2 cars, likely meaning that there are more cars owned in the Township. Despite this trend, the share of public transportation commuting rose to 24.8% from 22%, and driving a vehicle to work dropped from 66.4% to 61.3% (Figure A1.9). The percentage of people working at home rose from 6.3% to 8.1%.
10% increase in transit to work from 1990 - 2009

Since 1990, the percentage of people taking transit to work has increased. Correspondingly, the number of people driving to work has dropped by almost 10%. Significantly, an average of 8% of Montclair residents also worked from home in the years between 2005-2009.

figure A1.9: Commute to Work (1990 - 2009)
1990 2000 2005-2009

9.8%

19 2% 19.2%

4.1%

1.2% 6.3% 22.0%
4 0% 4.0%

1.8% 8.1% 24.8%

71.0%
Other Transit

66.4%
Drove Walked

61.3%

Worked at Home

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ECONOMIC SECTOR ANALYSIS
The most recent economic data available for Montclair is from the 2007 Economic Census. The Economic Census is an every five-year sample survey, which, like the Decennial Census, is a sample survey of a population where all units of that population are a part of the sample. The population sampled in the Economic Census is all employer establishments in the United States. Data are recorded by economic sector, a set of 24 categories of economic activity such as retail trade and educational services. Each of those sectors is further broken down into more specific economic categories such as food and beverage store or restaurant. However, the Economic Census at the local level will not display data that is so small it may identify the respondent. For Montclair, we looked at data across the 12 economic sectors present in the Township. Until the 2012 data has been released, the 2007 Economic Census is the most current and accurate data from which to work. It should be noted that the following does not reflect the difficult economic conditions present between 2007 and 2011 and that the situation on the ground may be somewhat more challenging than that which is presented in this report. This is not, however, to suggest that the data is obsolete – healthcare and social assistance is still likely a significant sector with regards to the number of people employed there and retail trade is still likely a significant revenue generator.
Snapshot

Between 2002 and 2007, retail, healthcare, professional, and accommodation and food services were consistently important to the economy of Montclair in terms of the number of establishments, the number of employees, and revenues generated. With the inclusion of data from Montclair State University (MSU), the educational services sector also becomes vital to the region. Between 2002 and 2007 the overall workforce within Montclair remained relatively consistent with growth or loss in number of establishments and employees at less than 5%. Due to recent and ongoing economic turmoil, it is likely that between 2007 and 2012 these gains and losses have been more dramatic, but it is also quite likely that these sectors – retail, healthcare, professional, education, and accommodation and food services – continue to provide the economic backbone of Montclair.
Consistent employment and number of establishments

Between 2002 and 2007 Montclair remained relatively consistent in terms of both the number of establishments (Figure A1.10) and the number of those employed there (Figure A1.11). There was, however, significant change within the various sectors: wholesale trade lost 26.9% of its establishments and administrative, support, waste management, and remediation services lost 20.8%, the majority of which was in administrative and support services The educational services sector was the largest winner, gaining 66.7% in new establishments, followed by arts, entertainment, and recreation (53.1%), information (25.0%), and health care and social assistance (13.9%). All other sectors neither gained nor lost more than 10% of their establishments between 2002 and 2007.
Growth in education, motion picture/sound recording, and accommodation/food services

Several sectors had a significant increase in number of employees. Education as a whole doubled those employed there, from 106 to 213. This is likely related to the fact that six fine arts schools which provide instruction in the arts including dance, art, drama, and music were added in that time

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figure A1.10: Number of Establishments by Sector
300

2002 2007

250 200 150 100 50 0

* data not available

figure A1.11: Number of Employees by Sector
3,500 3,000 2,500 2,000 1,500 1,000

* *

500 0

figure A1.12: Revenue by Sector
$450 $400 $350 $300 $250 $200 $150 $100 $50 $0
in millions of dollars

* * * *

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period, according to the change in the “number of establishments” category. The motion picture and sound recording industries also nearly doubled the number of employees, from 52 to 103. The largest overall gain in any sector was from accommodation and food services, which added 231 employees, or 24%, to its workforce.
Shrinking employment in other services and retail

The largest sector losses in the number of employees in Montclair between 2002 and 2007 were in other services and retail trade, which lost 220 (-29.3%) and 125 (-7.6%) employees respectively. In other services, repair and maintenance made up the majority of the losses and in retail trade, food and beverage stores lost the most employees. We should note, however, that Montclair State University (MSU), a significant generator of both revenue and jobs has not been referenced here. According to a 2009 Economic Impact Report released by (MSU), 4,445 people were employed by the University in 2008. This, along with expenditures from employees and students and capital expenditures resulted in MSU contributing $148.1 million dollars into the New Jersey economy according to the Report. Yet, due to the way that employees are categorized and to the overlap and intersection of geographic areas, the full extent of this influence is not captured within the census data.
Montclair is more professionally oriented than the county

In 2007 Montclair had proportionally more establishments in information, professional, scientific, and technical services, healthcare and social assistance, arts, entertainment, and recreation, and accommodation and food services than did Essex County (Figure A1.13). As compared to Essex County, Montclair gained proportionally more establishments in information, real estate and leasing, educational services, arts, entertainment, and recreation, and accommodation and food services (Figure A1.13). However, Montclair also lost more than the County in wholesale trade, professional, scientific, and technical services, administrative, support, waste management, and remediation services, and other services. figure A1.13: Number of Establishments as Share of Sector in 2007
25.0% 20 0% 20.0% 15.0% 10 0% 10.0% 5.0% 0 0% 0.0%

Montclair Essex

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CONCLUSIONS OF DEMOGRAPHIC AND ECONOMIC ANALYSIS
Fewer residents are currently occupying more housing units in Montclair. Conversely, wages are stagnant, housing prices are increasing, and car ownership remains high. At the same time, educational level is increasing as are the number of professional jobs created in the Township. Nonetheless, the number of younger residents is decreasing, household sizes are shrinking, and the number of elderly residents is increasing. This dynamic indicates that a larger percentage of income is being dedicated to basic necessities and that Montclair is becoming decreasingly diverse economically. Changes in household size and character will continue to lead to increases in demand for housing that is better suited to the changing population’s needs. Moreover, changes in economic sector employment will increase demand for new and different commercial spaces. Without corresponding construction the result will be less affordability, decreased economic diversity, and a population that is increasingly living in homes that do not meet their needs, and working in buildings that are inappropriate for their use. In short, maintaining the status quo policy will only make Montclair less competitve and ultimately lead to an erosion of quality and an increase in cost. Within this context, decisions that the Township makes regarding land use and transportation investments will have a direct impact on the quality of life of residents. When land use policy is coordinated with transportation policy, it is possible to     increase housing and employment density around public transportation; allow for commercial and residential uses to be built in closer proximity; increase opportunities for local and regional train, bus, bike and pedestrian transportation; and create conditions that allow development to occur that meets the needs of older, smaller, and more non-traditional households.

Such efforts will encourage construction that better meets the needs of residents, decrease the tax burden infrastructure placed on households, and make the Township more affordable for all residents. This will help Montclair attract younger residents and retain those who grow up in the Township. The Township will have a better market position to attract more retail and commercial services, which will further strengthen the area’s appeal.

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1.2. outreach process
Montclair’s last comprehensive Master Plan was completed in 1978, and the last Master Plan Reexamination Report was completed in 2006. Over the past 34 years since the 1978 Master Plan, many aspects of the Township have changed and several parts of the Plan have been updated, including the Housing Element, Historic Preservation Element, and Conservation Element. In order to ensure that the Unified Land Use and Circulation Element accurately reflects the long-term vision of the Township, a comprehensive public outreach process was developed in order to evaluate past, as well as identify new issues, goals, objectives, and visions for the Township. The initial outreach process included three primary components: stakeholder interviews, public visioning workshops, and an online presence on the Township’s website that included coverage by TV34. The following meetings and activities were hosted to facilitate this process:    Sixteen Stakeholder Interviews with individuals and small focus groups. Four 1st Round Public Workshops to gather issues and ideas from around the Township. One 2nd Round Public Workshop to assess the issues gathered from the first workshops, and to write a vision statement for several “themes” that emerged from the first workshop. One online Goals Survey to rank the relevancy of the goals identified in the 2006 Master Plan Reexamination to the Township today. One 3rd Round Public Workshop to review the Goals Survey, Issues, and Vision Statements for six major themes identified during the public process. One online Vision Survey to review the visions identified during the public process and receive additional feedback and comments on the vision statements and objectives.

  

The public outreach process resulted in an informed set of issues and vision statement organized by six community-driven themes, as well as a set of four long-range goals and objectives for the Township.

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1.3. vision, goals and objectives
VISION STATEMENT
A Vision Statement is intended to create a picture of the future based on changes made as a result of the Master Plan Element. It is not a picture of the present. It is meant to be compelling and provide a clear picture for the Township to aspire to, but it will not suggest specific solutions. Those solutions will come about within the goals, objectives, and recommendations of the Unified Land Use and Circulation Element. Throughout the public process, many ideas emerged that addressed several themes that were important to the community. The issues and vision identified during the workshops were organized into six interrelated themes that were important to the community.       Intra-Township Mobility Neighborhoods and Housing Community, Health, and Environment Montclair Center Neighborhood Commercial Centers and Train Stations Town – Gown Relationship

The six themes and corresponding vision statements below comprise the community’s Vision Statement for the Township. Input and revisions were provided during the second and third public workshops, and during the online Vision Survey.

• 1. intra-township mobility
Montclair is a community that makes it easy for residents to rely less on private cars and to choose from a well linked network of alternative transportation options to get to and from destinations. The menu of options includes regional train service, bike ways, tree-lined and well-maintained sidewalks, predictable public transit services, and well-marked crosswalks at key intersections, as well as shared bike and car services. To the greatest extent possible, transit options have been seamlessly integrated with one another. Thoroughfares and major connector streets have sufficient signage and striping to keep car, bike, and pedestrian traffic moving at safe speeds. Wayfinding has been enhanced by integrating technology into parking, bus, and train services to allow for users to get real-time information about schedules, pricing, availability and location, increasing usability and value. New homes and apartments, stores, offices and services have been concentrated around existing commercial and transit nodes, reinforcing compact, walkable areas that additionally serve as a hub for bike, bus, and train services to meet. This increased flexibility means that residents have more choice in how they get around day-to-day, and can make adjustments based on weather, gas prices, and other factors, allowing for many households to own fewer cars if they choose. This also helps decrease pressure on the school district’s bus system and parent drop-off areas by making it safe for more students to get to school by walking or biking. Senior citizens feel more comfortable aging in place, as they too can more easily walk or take transit services to destinations throughout the Township.

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• 2. neighborhoods and housing
The mix of housing opportunities in Montclair provides the necessary components for a vibrant and diverse community. There are options for different age groups and different socioeconomic backgrounds, all of which reinforces the cultural, ethnic, and socioeconomic diversity of the community that Montclair is known for. The physical and economic challenges of aging in Montclair has been greatly reduced due to an expanded menu of unit types throughout the Township that accommodate those with leaner budgets, those with less ability to maintain large properties, and those with physical access issues. Similarly, it is easier for younger generations with modest incomes to stay in Montclair, maintaining or establishing new roots in the community. Strategically adding density near commercial centers, and improving infrastructure and mobility options throughout town has increased both the accessibility and proximity of services, shopping, jobs, community events and schools for all residents. Smaller, urban-sized apartments near train stations serve the housing and lifestyle needs of both young professionals and senior citizens, while providing a denser, increased population for neighborhood centers. Design guidelines provide predictable controls on development in the community that both protect the character of neighborhoods while allowing for growth and change, where appropriate, over the long term. These guidelines and standards create the opportunity for smaller, more affordable housing in existing neighborhoods throughout the Township. These guidelines also ensure that growth does not detract from quality of life, but rather enhances it.

• 3. community health and environment, open space
Montclair has become a town known for the quality, accessibility and diversity of its parks and plazas, street and trail networks, and public facilities. All public spaces in Montclair’s open space system are well-maintained, active places serving a variety of users, and are connected to the town’s neighborhoods, commercial centers, transit services, and institutions. Trails, tree-lined sidewalks, bike lanes, and mid-block paths form a green network linking open spaces and creating amenities used by pedestrians, joggers, cyclists and skateboarders. These links additionally serve as outdoor exercise space, efficient modes of transit, and as an integral part of the open space system. Township parks are well-programmed according to community needs and in harmony with adjacent homes incorporating amenities such as lighting for extended use, benches, and signage. The menu of passive and active activities across all parks has been expanded, offering greater opportunities for community fruit and vegetable gardens, dog parks, playgrounds, skate parks, performance spaces and expanded athletic/exercise space. Rooftops are used as gardens, and other available space not previously considered as green are being utilized for public plazas and gardens, expanding the town’s open space inventory without consuming more land area, and more efficiently using available resources. Environmental stewardship, storm-water management, and energy-conservation/generation practices have been integrated into both open spaces and public buildings. Montclair’s tree canopy continues to grow, both with new plantings in needed areas and in appropriate maintenance and replacement of existing trees, creating healthier micro-climates in outdoor spaces and tree lined streets that provide comfortable places to walk. Public buildings, schools, and community facilities have become town leaders in the use of green roofs, solar panels, and other new best practices in environmental stewardship, and serve as community centers for both continued education and cultural activities. Access to and education about healthy and locally grown food has multiplied, with growing farmer’s markets and community gardens. Partnerships with local organizations and institutions have created opportunities for improving community health through education, recreation, and nutrition.

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• 4. Montclair Center
Montclair Center continues to be a premier mixed-use commercial Business Improvement District (BID), attracting both local residents and visitors throughout the region. It is vibrant, safe, clean, and a wonderful place to live, shop and work. The Center has expanded its boundaries to incorporate growing businesses in the downtown and along Bloomfield Avenue. Strategic growth has repurposed existing buildings where appropriate and redeveloped property to provide residential and commercial space that captures the opportunities of the market. Some Montclair residents have given up their commutes and opened a professional office in the Center, providing more daytime activity in the district and a community of creative professionals. Strong and predictable design standards ensure that the wonderful qualities of Montclair Center that make it a desirable destination are protected while allowing the Center to grow, including the quality of materials, urban scale, ease of mobility, activity, and cultural amenities. Montclair Center’s growth and evolution has been spurred by improved pedestrian, bike, and vehicle circulation and parking options throughout the district, including the Bloomfield Avenue corridor. An uninterrupted pleasant urban pedestrian experience, created by filling in gaps in the urban fabric, adding or enhancing public spaces and plazas where appropriate, as well as improving sidewalk and intersection conditions, links the two district bookends of the Bay Street Station and the Montclair Art Museum, encouraging pedestrian activity along the entire corridor. Parking has become easy and predictable to find for both cars and cyclists and former surface parking lots fronting directly on Bloomfield Avenue have been replaced by new development. Structured parking is safe and easy to access, and either includes ground floor retail or other active uses along the street, or does not front important pedestrian and bike thoroughfares. Transit services along Bloomfield Avenue are predictable and convenient; residents and visitors arriving at the Bay Street Station can easily move East-West through the district. Residents can access Montclair Center in a variety of ways, by walking, biking, taking public transit, or driving with the assurance of knowing that the infrastructural needs for all modes of travel are accommodated at Montclair Center.

• 5. neighborhood commercial centers and train stations
Neighborhood commercial centers and adjoining train stations are focal points of the community, providing a critical mass that supports a variety of services serving local and regional visitors. Neighborhood Centers are compact, mixed-use, pedestrian-oriented hubs that are economically and culturally vibrant places. Residential units in apartments and above retail increase the immediate customer base of centers and allow these residents the convenience of proximity to services and transit. The size and land use mix of each commercial center is different, and each has a unique identity. Some may have a local and regional draw and support a busy rail station. Others may be smaller centers oriented to serving the local community. Though these centers are spread throughout town, they are complementary in providing commercial, light industrial, and higher density residential opportunities throughout all of Montclair. Neighborhood commercial centers are pedestrian, bicycle, and car friendly. Improvements to circulation networks and redevelopment in select large surface parking lots have strengthened connections to train stations while preserving valuable parking. Land use regulations have been implemented that produce vibrant, dense, and walkable development that encourages visitors and adds appropriate scale, open space, and infrastructure to commercial centers. Transit-Oriented Development where some of the Township’s train stations exist supports both the use of mass transit and the surrounding businesses. Commercial centers not attached to train stations are integrated with other mobility systems, such as bus routes and bike paths. Train stations and surrounding areas are safely and efficiently used in ways that feed neighboring

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commercial districts, and support commuters and neighbors. Station buildings are active all day and into the evening with commercial and community activity, keeping platform areas and public spaces safe and vibrant. Train stations serve as transit hubs but are also surrounded by a healthy mix of retail, office and residential uses, making stations not just outposts, but vibrant places.

• 6. town – gown relationship
Montclair State University has become a part of both the neighborhoods and the town’s commercial centers as shoppers, residents and as originators of new entrepreneurial businesses. Faculty and recent graduates take advantage of Montclair’s flexible, creative office space to spin research and ideas into start-up companies. The MSU community is active in town, volunteering at service organizations and participating in civic events throughout the year, while some of its graduates remain nearby to teach in Montclair’s public schools. MSU students and employees are residents and frequent visitors to the town’s commercial centers. Improved transit services and bike infrastructure, supported by both the University and the Township, make it easy for students and employees to reach commercial centers without a car. More students are living on campus, but also living downtown and in neighborhood commercial centers, adding to the vibrancy and viability of businesses in town. Montclair also benefits from the University’s unique attractions, as the arts, cultural, and athletic regional draws of MSU become not just a part of the University, but also a part of the town’s appeal for residents and visitors. Actively engaged partnerships exist between MSU, the town, and the surrounding neighborhood to ensure that the interests and goals of the University are better aligned with those of the town. Neighbors are partners with MSU in planning for land use, open space, parking and circulation, and in working together have been able to achieve more than as separate entities. Parking, traffic congestion, and desirable community character are vetted through these partnerships to ensure that the quality of the surrounding residential neighborhoods remains intact while allowing for the University to grow in a way that enhances the University’s standing and enhances the value of the surrounding neighborhoods.

GOALS
Based on the issues and vision, four goals were established. Each goal is meant to represent a broad, succinct direction for the objectives and recommendations, and to guide the fulfillment of the community’s vision for the Township: 1. 2. 3. 4. Ensure a variety of land uses and transportation modes that pursues a balanced mix of activities and vibrancy. Generate and nurture dynamics that support economic viability. Build on and expand transportation choices that ensure convenience, safety, and access. Encourage public realm and private development that maintains the scale and character inherent in the diverse neighborhoods of the Township.

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OBJECTIVES
The objectives were derived from the issues identified during the public outreach process. They are directed at how land use and circulation recommendations can be used to address the identified problems. However, the objectives are not strategies. They are intended to be broad enough to accommodate a range of alternatives without limiting solutions to any one particular recommendation. Each objective is intended to advance one or more goals. Following the list of objectives is a table (fig. 4.x) showing which objectives advance each stated goal, either directly (d) or indirectly (i). Objectives: 5. 6. 7. 8. 9. Provide convenient access for all residents to essential day-to-day goods and services. Optimize access options for each business district. Encourage a wider mix of contextual commercial uses through zoning and redevelopment tools connected to existing transportation assets. Support Montclair Center and the Bloomfield Avenue Corridor as a local and regional economic center. Strengthen Neighborhood Commercial Centers as economic subcenters of the Township.

10. Create connections between existing parks to form an open space network. 11. Advance an interconnected travel system utilizing all forms and combinations of travel to access key destinations in and outside the community. 12. Promote more efficient use of existing and proposed parking infrastructure. 13. Match density and mix of uses to existing and proposed infrastructure capacity. 14. Promote land use, circulation and parking measures that encourage and facilitate travel once/shop thrice behaviors. 15. Seek development regulation (zoning, site-plan, design guidelines, redevelopment plans, operations and maintenance) that produce “places” in the public realm consistent with the vision. 16. Promote and protect existing residential character and form in established neighborhoods. 17. Enable a continued diversity of housing types and values throughout Montclair. 18. Encourage the creation of affordable housing units while increasing the total supply. 19. Facilitate aging in place in the community. 20. Create symbiotic relationship between MSU and Montclair. 21. Seek development regulation that enables and encourages conservation of water and energy resources.

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APPENDIX 2.0 Growth Scenario Analysis (2035)

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2.0. projected growth by 2035
In the process of developing the recommendations of the Unified Land Use and Circulation Element for Montclair, several alternative future growth scenarios were explored to see how the goals and objectives of the Master Plan could be implemented to direct anticipated growth in a direction consistent with the vision of the community. The ultimate goal of the scenario building process was to analyze if Montclair’s current planning efforts were sufficient to meet the community’s desired vision, and if not, what changes would be necessary to achieve the goals and objectives of the Township. To better understand how Montclair will change over the next 20-25 years, a future growth scenario was established by North Jersey Transportation Planning Authority (NJTPA), a federally recognized regional planning organization. By 2035, NJTPA projected Montclair would have an additional 2,000 jobs and 2,321 households. These numbers were translated into commercial square footages and number of new housing units. (Figure A2.1) What follows are four possible scenarios that reflect several different approaches the Township could take towards managing this growth. In addition, the Consultant Team, Client Team, and Steering Committee collaborated to create a fifth, hybrid scenario. This final scenario establishes a preferred growth alternative for the Township based on fulfilling the community’s stated goals and objectives outlined in 1.3. Vision, Goals, and Objectives. Note that each scenario is developed in the comparative context of NJTPA projections for the year 2035. The alternative scenarios primarily address different steps the Township could take towards directing and managing growth (such as amending the zoning code, improving pedestrian and bicycling connections, and pursuing redevelopment), and do not reflect other potential policy changes that could occur at the regional, state, or federal level.

Figure A2.1: NJTPA 2035 Growth Projections Category Residents New Households New Housing Units NJTPA Projections 6,931 2,321 2,420 Category New Employment (jobs) Retail Restaurant Hotel
Assumptions: Current economic sectors in the Township were divided into retail and office categories and those ratios were used to determine future sector growth. Standard multipliers (450 sf/employee for retail and 250 sf/employee for office) were used to estimate of commercial square footage. For residential growth, it was assumed that each household equaled one housing unit. Adjustments were made to account for a normal 4% vacancy/turnover rate.

NJTPA Projections 2,000 430 170 50 20 1,330 200,000 total sqft 20,000 total sqft 130 total Rooms 10,000 total sqft 330,000 total sqft

Repair (Mostly Auto) Office Additional Space Retail Restaurant Hotel Repair (Mostly Auto) Office

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Map A2.2: Township Baseline

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2.1. alternative 1: township baseline
To begin this process, a baseline growth scenario was developed to explore what could potentially occur if the Township made no changes to its municipal planning efforts. The outcomes of the baseline show whether the current course of municipal action will bring the community closer to its vision or if policy interventions are needed. Under this baseline scenario, the majority of growth would occur within five redevelopment areas located along Bloomfield Avenue, as well as approximately 100 new homes within infill sites within existing residential zones that adhere to current ordinances. No major transportation improvements are implemented, so pedestrian and bicycle networks remain as they are today. Most traffic would be focused on Bloomfield Avenue, contributing to an increase in congestion. The majority of this growth would occur in 5-6 story mixed-use, elevator builds along Bloomfield Avenue, with retail occupying the first floors and residential and/or office uses above. This new development will be supported by a combination of surface parking lots and single story parking decks. Higher densities along Bloomfield Avenue would create additional demand for transit service at the Bay Street Station and may allow for additional bus service along Bloomfield Avenue, but transit services in the rest of the Township would likely remain similar to today. In absolute terms, this projected growth would result in approximately: Housing: 700 new units, resulting in an increase of 4.5% over current levels. Retail: 187,000 new SF of retail space, resulting in an increase of 16% over current levels. Office: 320,000 new SF of office space, resulting in an increase of 20% over current levels.

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1/4 Mile

STA N
CO LU MB

FERNC

LIFF TER

FO RD

PL

W AL DE

WA LN UT PL

ST

DEPOT SQ

BELL

AV E

PL

LA BE L

FO RE ST

TER

Montc

N

PL

ST

ON T

WA LN UT AV E

US A

VE

GLEN RID

GE PKWY

ST

MID

RG PL
CARR IAG EW

ST LU KE`S

HOBU

LA ND

AR DS LE
LA BE L
TUX DE D O

YR

D

PL A ZA

AV E

RD

AY
M A

CL AR EM
ON

O

Walnut Street
ST

PL E

LLO YD

AV E

DE A

ILL O W

HILLSI

FU LL ER T

ST

NT AV E

CA M

RD

BR ID

E

S. PARK

MYR TLE A V
LA MU LFO RD

CHURCH ST

GR EE NW O

PL

W AL NU TP KW W AL Y NU TC RE SC EN T

S. W

VE

ST

SO UT H

W ILL AR D

OD

OX FO RD ST 1/2 mil e

GE

RD

RIDGE WOOD

KE LE YP L

FAIRM OUNT AV

RD

BE R

TE R

AVE

LL AN D

PL

BEVER

Watchung Plaza

LEY RD
E

BELLE

IN A

GLEN SI

VE

DE TE R

VE

COO PE

VE DR

WO OD M

ON TR

Upper Montclair

CORNELL WAY
D

HADD ON PL

LANE RD

C LA RE M HIL O NT LP PL L

OD RD EDGEWO

Nutley Townshi
PL

INNESS

TRINITY TRINITY PL PL

PLAZA

ROSWELL

LD FIE M O O BL

TER

OUR ST

PLYMOUTH ST

BAY AVE
PIN E

LA CKAWANNA

WILDE PL

IN TE R SOU TH M OU NTA IN A VE

CL O VE R

1/4 Mile
SH E

UNION ST

SEYM

G EO RG E

Bloomfield Township

ST

VE A

ST

RM A

N

ST

OUN TA

PORTER PL

T TE R

Y BA

ST

AS W

PRO SPE C

HIN

S. M

RD

GATE S AV E
VE

CROSS ST
N ORA

CLIFF

R HA

EY TL
N

ST

Bay Street
AV IDGE GLENR E

BALDWIN ST

WILDWOOD TER

TO G N ST
N O LT FU

RD GE

UND ER

TO NA

CLIN

YR

WA RRE
RIDG E RD

MELRO SE PL
ST

D

N AVE

D

M AP LE

AV E

LLEW ELLY NR
Y WA

RA MS E

N PL

EL M

M ISS IO

W NE

ST

ST

ST
O W M EL D O E AV G XIN LE TO N A VE

STO NEB

HARRISO

OC K

PL

Glen Ridge Borough
AV E

IDE

EAG LE R

LE R

ST

AL E

MU RRA YS T

WA YS

W HE E

DR

TEN NIS

WO OD LA

LOC UST

N. B R
E PL

WIL LO WD

PL

ND A

S AR SE PL

VE

OO KW O
ND R

ON AVE

West Orange Township

SID AY W

SUTH E

OD DR
CED A
D NIS H UA NE R

MA RSTO

RLA

CAREY CT
RA VE
DR AP ER A

NP

L

Baseline Conditions Potential & Current Redevelopment Sites Vacant Parcels - Infill Alternative 2 Additions Glenridge Avenue Area Walnut Street Station Area
lair ntc Mo

D

NNP

O RC HA RD

HIGH TER

AVE

AL DE N

RD

WARM AN ST WILF RED WAY GR AN T TE RR

ORANGE RD ORANGE

GRANAD

A AVE

WASH ING TON

CT

AVE

DO UG LA S

SOUT HERN TE

FR AN KL IN

RR

RD

TER

MAD IS

GRA HAM

VE

PL

LIN CO LN

ST

Line

AV ENU E

§ ¦ ¨
280

AMELIA

ST

PLEASANT

HOLLYWO OD AVE

HITCHCOC

K PL
LIN DE N

IRV ING ST

A2: Growth Scenario Analysis

DRAFT: DECEMBER 2013
0.0 0.25 0.5
N

1

City of Orange Township
HAYWARD ST

1

ENFI ELD

194

FRA NKLI N

WARD PL

FRE M

ON T

South End Business District
KLAW N RD

AV E

B l i Townsh Belle Bellevi approximate 1/4 - mile walking distance Belleville from station

ST

AV E

BROO

2.2. alternative 2: maximize economic development
One of the concerns from the community that arose frequently during the public process was the lack of ratable properties in the Township, a factor that is contributing to the rising tax burden that is falling increasingly on homeowners. While Master Plans cannot directly impact tax policy, they can provide the policy basis for encouraging land uses that produce the kinds of job-generating and tax-revenue generating development for which the Township is looking. This alternative looks at how Montclair could maximize its ability to enhance economic development in the Township over other factors with the objective being to reduce the tax burden on homeowners by increasing opportunities for commercial development in the Township. New development will focus on two areas of Montclair, the potential and current redevelopment sites identified in Map A2.3 along Bloomfield Avenue and the area around Walnut Street Station. Development along the Bloomfield Avenue corridor would take the form of 5-6 story mixed-use buildings with ground-floor retail and a mix of residential and office above, though with a greater concentration of office uses than in other scenarios. Structured parking, train service at the Bay Street Station, and bus service along Bloomfield Avenue would support development in this area. New development in the area of Walnut Street Station would take the form of 2-3 story low-rise office buildings and light industrial uses. This development would be supported substantially by surface parking lots. The focus on economic development at the expense of investment in the transportation system, may result in significant traffic increases, that may have been somewhat mitigated with additional investments in pedestrian, cycling, and transit improvements. In absolute terms, this projected growth would result in approximately: Housing: 1,200 new units, resulting in an increase of 7.5% over current levels. Retail: 187,000 new SF of retail space, resulting in an increase of 16% over current levels. Office: 820,000 new SF of office space, resulting in an increase of 57% over current levels.

195
A2: Growth Scenario Analysis

DRAFT: DECEMBER 2013

Map A2.4: Neighborhood Conservation

NT Y
Clifton City
NORM AL

Montclair Heights
AVE
VE

3 r s

TER

CARLISLE RD

MOUNTAINSID E PARK

MT HEB RO NR D
DA NIE LS D R

CO LLE GE A

PL

PARK TER

Cedar Grove Township
AV E AN D

GA RF IEL D

MAC OPIN AVE

LA

SA LL LL

ER

D
RIV ER

WIN DER MER E

VA LLE

CAPR ON LA

RD

BRO OK

EDGE

STO NEH ENG ED

PL

s r
23
BRA D FO RD A VE

HIG HL

WIN

YR

CLIFF

MO UN TA IN

L

GLENWO

RD

VA LLE

YP

D

RD

DS OR PL

LA UR EL

WEL LE

SLEY

RD
OVERLOO K RD

PL

R

Mountain Avenue
ELSTO N RD

VIE W

AV E

RA BK

IN D

R

PO TTE R

CT

NA SSA UR

R TTE UE RQ MA

D

D

RU TG ERS

PL

OD RD

TER
LA NS IN

AL EX

AN D

LEE

PL

YAN TACA W

FAIRVIEW

SE NE CA

BRAEMORE RD

INW OO D TE

OOD AV E

NO RW

SEN EC AP L

FERNW

OO D

1/4 Mile

G

PL

NORM AN

RD

SUNSET PARK
R

WESTVIEW

RD

BUCKING HAM RD

RD SQUIRE SQUIRE HILL RD

MARIO N RD
AV E

ER A

VE

PL

INGLES

IDE RD

E

DURYEA RD

OAK WOO D AV

INWOO D AVE

INWOOD RD
CLAREW ILL AV E

HELLER DR

CLUB RD

THE FA IRWAY

BELL

EVUE

AVE

LORR AI

GREEN VIEW RD

NE A

VE

IN A

W AVE

GRO

R AVE

N. M OU NTA

NORTH VIE

UPP ER M OU NTA

PAR KSID E

SUM

MIT A VE

DRYDEN

WAY

ALVI

GO DFR

N RD

GRANDV

IEW PL
RD

EY RD

ARGYLE

BR OO KFIE L

DR

D

VIC TO RIA

WILD WOO D

AVE

TER
RTO NA VE

CHE ST

ER RD

E RD

PA RK

SID E

1/4 M ile

AUB REY RD
GORD ONH URST
MT VE
GRO VE ST

BU RN

ST

ST

AZA

ED GE M

G PL

HO

VE RA

WATER BURY RD

ON TR

Verona Township

Frog Hollow / Valley Road
RD

N. FUL LE

BRU C

PA RK W AY

AVE

RNO N AV

E

D

HUN

PA RK

WATC

WATC

CL UB S
AL PIN ES T

T
AIR E CT

ESS E

BR UN SW

XA VE

Bloomfield Avenue Business District

ER W IN

HUN G PL

AZA

ON T

CR EST M

W EN

DO VE R

GARD EN

RD

ER WIN

ST

PRES COTT

PA RK
YALE TER MEN DL TE R

AVE

AV E

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YAN TEC AW

AVE

HARVAR D ST
PH ER S T

VE

SP EC

onton

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CH R

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ISTO

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TER

MO NTC LAIR

Line

CHA MPL AIN

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ST

TA

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T

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PA RK

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CH E

lair-Bo

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WIL LIA M

AV E

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HIG HM

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1/4 Mile

STA N
CO LU MB

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LIFF TER

FO RD

PL

W AL DE

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ST

DEPOT SQ

BELL

AV E

PL

LA BE L

FO RE ST

TER

Montc

N

PL

ST

ON T

WA LN UT AV E

US A

VE

GLEN RID

GE PKWY

ST

MID

RG PL
CARR IAG EW

ST LU KE`S

HOBU

LA ND

AR DS LE
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YR

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PL A ZA

AV E

RD

AY
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CL AR EM
ON

O

Walnut Street
ST

PL E

LLO YD

AV E

DE A

ILL O W

HILLSI

FU LL ER T

ST

NT AV E

CA M

RD

BR ID

E

S. PARK

MYR TLE A V
LA MU LFO RD

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GR EE NW O

PL

W AL NU TP KW W AL Y NU TC RE SC EN T

S. W

VE

ST

SO UT H

W ILL AR D

OD

OX FO RD ST 1/2 mil e

GE

RD

RIDGE WOOD

KE LE YP L

FAIRM OUNT AV

RD

BE R

TE R

AVE

LL AN D

PL

BEVER

Watchung Plaza

LEY RD
E

BELLE

IN A

GLEN SI

VE

DE TE R

VE

COO PE

VE DR

WO OD M

ON TR

Upper Montclair

CORNELL WAY
D

HADD ON PL

LANE RD

C LA RE M HIL O NT LP PL L

OD RD EDGEWO

Nutley Townshi
PL

INNESS

TRINITY TRINITY PL PL

PLAZA

ROSWELL

LD FIE M O O BL

TER

OUR ST

PLYMOUTH ST

BAY AVE
PIN E

LA CKAWANNA

WILDE PL

IN TE R SOU TH M OU NTA IN A VE

CL O VE R

1/4 Mile
SH E

UNION ST

SEYM

G EO RG E

Bloomfield Township

ST

VE A

ST

RM A

N

ST

OUN TA

PORTER PL

T TE R

Y BA

ST

AS W

PRO SPE C

HIN

S. M

RD

GATE S AV E
VE

CROSS ST
N ORA

CLIFF

R HA

EY TL
N

ST

Bay Street
AV IDGE GLENR E

BALDWIN ST

WILDWOOD TER

TO G N ST
N O LT FU

RD GE

UND ER

TO NA

CLIN

YR

WA RRE
RIDG E RD

MELRO SE PL
ST

D

N AVE

D

M AP LE

AV E

LLEW ELLY NR
Y WA

RA MS E

N PL

EL M

M ISS IO

W NE

ST

ST

ST
O W M EL D O E AV G XIN LE TO N A VE

STO NEB

HARRISO

OC K

PL

Glen Ridge Borough
AV E

IDE

EAG LE R

LE R

ST

AL E

MU RRA YS T

WA YS

W HE E

DR

TEN NIS

WO OD LA

LOC UST

N. B R
E PL

WIL LO WD

PL

ND A

S AR SE PL

VE

OO KW O
ND R

ON AVE

West Orange Township

SID AY W

SUTH E

OD DR
CED A
D NIS H UA NE R

MA RSTO

RLA

CAREY CT
RA VE
DR AP ER A

NP

L

Baseline Conditions Potential & Current Redevelopment Sites Vacant Parcels - Infill Alternative 3 Additions Home larger than 3,500 SF Lot larger than 3/4 acres Both approximate 1/4 - mile walking distance from station
lair ntc Mo

D

NNP

O RC HA RD

HIGH TER

AVE

AL DE N

RD

WARM AN ST WILF RED WAY GR AN T TE RR

ORANGE RD ORANGE

GRANAD

A AVE

WASH ING TON

CT

AVE

DO UG LA S

SOUT HERN TE

FR AN KL IN

RR

RD

TER

MAD IS

GRA HAM

VE

PL

LIN CO LN

ST

Line

AV ENU E

§ ¦ ¨
280

AMELIA

ST

PLEASANT

HOLLYWO OD AVE

HITCHCOC

K PL
LIN DE N

B l i Townsh Belle Bellevi Belleville

IRV ING ST

A2: Growth Scenario Analysis

DRAFT: DECEMBER 2013
0.0 0.25 0.5
N

1

City of Orange Township
HAYWARD ST

ENFI ELD

196

FRA NKLI N

WARD PL

FRE M

ON T

South End Business District
KLAW N RD

AV E

ST

AV E

BROO

2.3. alternative 3: neighborhood conservation
In terms of reducing the financial burden on homeowners, another alternative that was explored was to allow for denser housing options within the residential neighborhoods themselves. This alternative was envisioned as a way to make the neighborhoods more economically viable for Montclair’s population by providing a greater degree of housing choice within existing large lots in the Township. This alternative combines the growth discussed in the baseline alternative and suggests implementing creative zoning changes in the neighborhoods to allow for growth while conserving neighborhood character. In this alternative, approximately half of all new residential development and all commercial development will occur on Bloomfield Avenue as described in the baseline. The remainder of the residential growth will occur on scattered sites throughout Montclair on lots of 3/4 of an acre or larger. This additional growth in the neighborhoods would be woven into the existing neighborhood fabric as either carriage houses on existing lots while others might be adaptations of existing singlefamily units into additional dwelling units. As in the baseline, an additional 100 units are expected to be accommodated in the neighborhoods on sites that are currently vacant. This scenario would not likely generate the demand for additional transit services beyond Bay Street Station, and the lesser office space would have less impact on traffic than other scenarios. In absolute terms, this projected growth would result in approximately: Housing: 1,300 new units, resulting in an increase of 8% over current levels. Retail: 187,000 new SF of retail space, resulting in an increase of 16% over current levels. Office: 320,000 new SF of office space, resulting in an increase of 20% over current levels.

197
A2: Growth Scenario Analysis

DRAFT: DECEMBER 2013

NT
Map A2.5: Maximize Mobility

Y
Clifton City
NORM AL

Montclair Heights
AVE
VE

3 r s

E PARK TER

CARLISLE RD

MOUNTAINSID

MT H

EBR ON RD
DA NIE LS D R

CO LLE GE A

PL

PARK TER

Cedar Grove Township
AV E AN D

GA RF IEL D

MAC OPIN A

VE

LA SA LL

ER

D
RIV ER

WIN DER MER E

CAPR ON LA

PL

TER
LA NS IN

STO NEH EN

RD

BRO OK

s r
23
BRA D FO RD A VE

HIG HL

WIN

LA U DS OR PL
L

WEL LE

RE L

SLEY

RD
OVERLOO K RD

PL
D

YR

NT AIN

VA LLE

EDGE

GE D

CLIFF

MO U

GLENWO

RD

VA LLE

YP

R

Mountain Avenue
ELSTO N RD

VIE W

AV E

RA BK

IN D

R

PO TTE R

CT

NA SSA UR

U RQ MA

D

ER ETT D

RD

RU TG ERS

PL

OD RD

AL EX

AN D

LEE

PL

YAN TACA W

FAIRVIEW

SE NE CA

G

BRAEMORE RD

OO D TE

OOD AV E

NO RW

SEN EC AP L

FERNW

OO D

PL

NORM AN

RD

SUNSET
R

PARK

WESTVIEW
HAM RD

RD

BUCKING

SQUIRE HILL RD

MARIO N RD
AV E

ER A

VE

PL

INGLES

IDE RD

E

DURYEA RD

OAK W

INW

INWOO D AVE
OOD AV

INWOOD RD
CLAREW ILL AV E

HELLER DR

CLUB RD

THE FA IRWAY

BELL

EVUE

AVE

LORR AI

GREEN VIEW RD

NE A

VE

IN A

W AVE

GRO

R AVE

N. M OU NTA

NORTH VIE

OU NTA

PAR KSID E

SUM

MIT A VE

DRYDEN

WAY

UPP ER M

ALVI

GO DFR

N RD

GRANDV

IEW PL
RD

EY RD

ARGYLE
WILD W OOD AVE

BR OO KFIE L

DR

D

VIC TO RIA

TER
RTO NA VE

CHE ST

ER RD

E RD

PA RK

SID E

AUB REY RD

ST

ST

ON TR

AY
AZA

WATER BU

ED GE M

G PL

HO

VE RA

RY RD

VE

H UN

PA RK

WATC

WATC

HUN

BS

T

ESS E

CL U
AL PIN

BR U

XA VE

Bloomfield Avenue Business District

RD

ER W

IN

G PL

AZA

ON T

CR EST M

W EN

DO VE R

GARD EN

RD

ER W

ST

IN

PRES COTT

NS W

PA RK
YALE TER MEN DL TE R

AVE
AW A

TA

MO NTC LAIR

Line

SP EC

ES S

onton

ST

CH R

VL EC K

PR O

JA M

ISTO

VA N

TER

PH ER

ST

CT

AV E

VE

ES T

BE LL

IC KR D

YAN TEC

VE

AIR E

HARVAR D ST
GRAY
STEPHEN

CHA MPL AIN

ST

ST

T

CEN TRA L

ST

PAR KH

lair-Bo

URST

PA RK

RD
HIG HM

WIL LIA M

AV E

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SUNSET AVE

LID

ST

CH E

STN UT

STA N
CO LU M

RD

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LIFF TER

ST
ST

FO RD

PL

Montc

ON T

W AL DE

WA LN U

TP L

ST

DEPOT SQ

BELL

AV E

PL

LA BE L

FO RE ST

TER

WA LN UT AV E

BU

SA

VE

GLEN RID

GE PKWY

N

PL

ST

ST LU

MID

RG PL
CARR IAG EW

KE`S

HOBU

LA ND

AR DS LE
LA BE L
TUX DE D O

YR

D

PL A ZA

AV E

RD

AY
M A

CL AR EM
ON

O

Walnut Street
ST

PL E

LLO YD

ILL O W

AV E

HILLSI

FU LL ER T

ST

NT AV E

CA M

RD

BR ID

DE A

S. W

OD

SO UT H

GR EE NW O

S. PARK

E

C LA RE M HIL O NT LP PL L

TRINITY PL

LA

W AL NU

MYR TLE A V
MU LFO RD

CHURCH

TC RE

PL

W AL NU TP KW

ST

SC

ST

EN T

VE

W ILL AR D

OX FO RD
Y

GE

RD

RIDGE WOOD

KE LE YP L

FAIRM OUNT AV

RD

BE R

TE R

AVE

LL AN D

PL

BEVER

Watchung Plaza

LEY RD
E

GRO VE ST

Verona Township

Frog Hollow / Valley Road

N. FUL LE

BRU C

PA RK W
D

GORD ONH UR

BU RN

MT VE

ST A

RNO N AV

E

BELLE

IN A

GLEN SI

VE

DE TE R

VE

COO PE

VE DR

WO OD M

ON TR

Upper Montclair

CORNELL WAY
D

HADD ON PL

LANE RD

PLAZA

OD RD EDGEWO

ST

Nutley Townshi
PL

INNESS

ROSWELL

BL O O M

TER

OUR ST

PLYMOUTH ST

BAY AVE
PIN E

LA CKAWANNA

WILDE PL

MO UNTA IN A VE

CL O VE R

UNION ST

SEYM

G EO RG E

Bloomfield Township

ST

FIE LD A VE

ST

SH E

R

RM A

IN TE

N

ST

OUN TA

SOU TH

PORTER PL

T TE R

Y BA

ST

AS W

PRO SPE C

HIN

S. M

RD

GATE S AV E
VE

CROSS ST
N ORA

LIFF

R HA

EY TL
N

ST

Bay Street
AV IDGE GLENR E

BALDWIN ST

WILDWOOD TER

TO G N ST
N O LT FU

RD GE

ST

ERC

NA

CLIN

YR

WA RRE
RIDG E RD

MELRO SE PL
ST

D

N AVE

D

M AP LE

AV E

LLEW ELLY NR
Y WA

RA MS E

N PL

EL M

M ISS IO

UND

TO

W NE
D O E AV

ST

ST

W M EL O G XIN LE TO N A VE

STO NEB

HARRISO

OC K

PL

Glen Ridge Borough
AV E

IDE

EAG LE R

EL ER

ST

AL E

RA YS T

WA YS

W HE

MU R

DR

TEN NIS

WO OD LA

LOC UST

N. B R
E PL

WIL LO WD

PL

ND A

S AR SE PL

VE

OO KW O

ON AVE

West Orange Township

SID AY W

SUTH

ERL AN DR

OD DR
CED A

MA RSTO

CAREY CT
RA VE
DR AP ER A

NP

L

Baseline Conditions Potential & Current Redevelopment Sites Vacant Parcels - Infill Alternative 4 Additions Glenridge Avenue Area Walnut Street Station Area Watchung Plaza Area
lair ntc Mo

D

NIS H UA

NNP

O RC H

HIGH TER

AVE

AL DE N

RD

WARM AN ST WILF RED WAY GR AN T TE RR

ORANGE RD

AR D

GRANAD

A AVE

WASH ING TON

CT

AVE

DO UG LA S

SOUT HERN TE

FR AN KL IN

RR

RD

TER

MAD IS

GRA HAM

NE R

VE

PL

LIN CO LN

D

ST

Line

AV ENU

§ ¦ ¨
280

AMELIA

ST

PLEASANT

HOLLYWO OD AVE

HITCHCOC

K PL
LIN DE N

Bellevi B Belle l i Townsh Belleville

E

IRV ING ST

ENFI ELD

198
A2: Growth Scenario Analysis

FRA NKLI N

WARD PL

FRE M

ON T

South End Business District
KLAW N RD

AV E

AV E

BROO

approximate 1/4 - mile walking distance from station

DRAFT: DECEMBER 2013
0.0 0.25 0.5
N

1

City of Orange Township
HAYWARD ST

ST

2.4. alternative 4: maximize mobility
The fourth alternative seeks to take advantage of Montclair’s strong rail network, the greatest assets is has to promote growth in the Township. This alternative assumes that the baseline alternative is supplemented by development/regulatory efforts aimed at maximizing the availability of housing and convenience services within walking distance of key transit nodes and commercial districts. This effort would occur at the Walnut Street, Watchung Plaza, and Upper Montclair train station areas as well as in the redevelopment areas along Bloomfield Avenue. The majority of new development will occur along the Bloomfield Avenue corridor, with roughly half of new residential units, and most of the new retail and office development occurring in this high growth area. A modest amount of new housing, retail, and office space will be added to the other three identified station areas. Each station would be developed maximizing mixed-use, 5-6 story buildings and townhouse development. All development would carefully focus on pedestrian connections to and between buildings, retail areas and, in particular, to and from the train stations. Parking will be accommodated through a combination of surface parking, structured parking, and/ or first floor parking on mixed-use buildings. However, the availability of public transit is a major focus of this scenario, so this alternative assumes that programs and policies should be in place to discourage vehicular use when possible and increase the use of transit, walking, and biking. In absolute terms, this projected growth would result in approximately: Housing: 2,300 new units, resulting in an increase of 15% over current levels. Retail: 214,000 new SF of retail space, resulting in an increase of 20% over current levels. Office: 420,000 new SF of office space, resulting in an increase of 30% over current levels.

199
A2: Growth Scenario Analysis

DRAFT: DECEMBER 2013

Map A2.6: Preferred Growth Scenario

NT Y
Clifton City
NORM AL

Montclair Heights
AVE
VE

3 r s

TER

CARLISLE RD

MOUNTAINSID E PARK

MT HEB RO NR D
DA NIE LS D R

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Cedar Grove Township
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Bloomfield Avenue Business District

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Verona Township

Frog Hollow / Valley Road

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Upper Montclair

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Bloomfield Township

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Baseline Conditions Potential & Current Redevelopment Sites Vacant Parcels - Infill

TO G N ST
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Glenridge Avenue Area Walnut Street Station Area Watchung Plaza Area Preferred Growth Scenario Additions Additional Potential Growth Sites Commercial Clusters ~ 1/4 mile walks from station
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West Orange Township

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§ ¦ ¨
280

AMELIA

ST

PLEASANT

HOLLYWO OD AVE

HITCHCOC

K PL
LIN DE N

B l i Townsh Belle Bellevi Belleville

IRV ING ST

A2: Growth Scenario Analysis

DRAFT: DECEMBER 2013
0.0 0.25 0.5
N

1

City of Orange Township
HAYWARD ST

ENFI ELD

200

FRA NKLI N

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FRE M

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South End Business District
KLAW N RD

AV E

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2.5. alternative 5: preferred growth scenario
In analyzing the baseline growth scenario and three alternatives, it was apparent that the baseline would not be sufficient to meet the community’s vision, and that each alternative scenario had trade-offs for achieving the community’s goals. Each alternative has good ideas about the direction and implementation of future growth in Montclair, though no one alternative was deemed sufficient. Therefore, a hybrid alternative was developed that sought to pull the best from each of the scenarios, with the goal of best achieving the community’s long-term vision. This alternative assumes that Montclair is seeking to maximize mixed-use development in the Bloomfield Avenue corridor and within walking distance of Montclair’s train stations. The intent is to create a vibrant walkable community, maximizing economic development and using the benefits of that economic development to conserve historic neighborhood character. Transit oriented development (TOD) principles will be used within 1/4 mile of transit; however, each location will be tailored to its individual character. In addition, commercial centers outside of transit zones will be upgraded to best serve neighborhoods. Existing residential neighborhoods and housing stock will become more sustainable as the fiscal health of the entire township benefits from growth based on locating near existing transit assets. The bulk of this new development will occur in the following locations: 1) along the Bloomfield Avenue corridor and adjacent to Bay Street Station, 2) within 1/4 mile of Walnut Street Station, 3) within 1/4 mile of the Watchung Plaza Station, and 4) adjacent to the Upper Montclair Station. The Valley Road business area and South End business districts will see modest growth, infill, and improvements as well. As in the baseline, approximately 100 new homes will be developed on infill sites within existing residential zones and adhere to current ordinances. The look, character, and feel of each station area is expected to be as follows: Bloomfield Avenue/Glenridge Avenue Corridor: New development will take the form of 7 to 10 story mixed-use buildings. Generally speaking, retail will occupy ground floors and office and residential uses will occupy upper floors. New parking will generally be within new parking decks and garages. Garages will be faced with liner buildings of retail and residential. Pedestrian, bicycle and transit improvements along the corridor will encourage people to walk and ride, rather than drive. Walnut Street Station: New development will take the form of 5 to 6 story buildings where the first floor is generally retail facing the street. Parking is accommodated by a combination of one level garage deck and surface parking. Watchung Plaza Station: New development will take the form of approximately 4 story mixeduse buildings and townhouses. The first floor of the mixed-use building is generally retail and office space providing services to the community. The upper floors are a combination of residential and office uses. Parking is largely accommodated by surface parking although some may be incorporated into the first floor of the mixed-use buildings. Townhouses will address the street in a traditional form, with front doors on the street and parking in the rear. With changes in development, the intersection of Watchung Avenue and Park Street would be improved to introduce simpler traffic movements, safer pedestrian crossings and a traffic signal. Upper Montclair Station: A modest number of new dwelling units in the form of approximately 4 story buildings where the first floor is generally convenience retail/office community will comprise new development. Parking will be a combination of surface parking as incorporated into the first floor. Wayfinding to parking will be improved, as will pedestrian

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connections and overall traffic flow. In absolute terms, this projected growth would result in approximately: Housing: 3,500 new units, resulting in an increase of 22% over current levels. Retail: 400,000 new SF of retail space, resulting in an increase of 40% over current levels. Office: 500,000 new SF of office space, resulting in an increase of 35% over current levels. While the alternative growth scenario analysis process helps determine how different land use and circulation policies might affect Montclair’s anticipated growth trajectory, it does not provide a specific policy roadmap as to how to achieve a build-out scenario that is consistent with the community’s vision. The strength of the hybrid alternative is in how it meets the goals and objectives of the community by promoting mixed-use growth and economic development around transit and commercial centers, encouraging less dependency on private automobiles for movement, and allowing for the conservation of existing neighborhood character. Part 2 of the Unified Land Use and Circulation Element provides recommended policies to allow the community to achieve their stated vision for future growth and development in Montclair.

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APPENDIX 3.0 Glossary of Terms

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DRAFT: DECEMBER 2013

GLOSSARY OF KEY TERMS
Aging-in-Place: The ability to live in one’s own home and community safely, independently, and comfortably, regardless of age, income, or ability level. Bike/Car Share: A service in which bicycles/cars are made available for shared use to individuals who do not own them. Community Gardens: A parcel of land used for the communal growing of vegetables, flowers, etc. used for human consumption but not for commercial sales. Complete Streets: A street that is designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists, and transit riders of all ages and abilities. Connectivity: The measure and extent to which components of a network are connected to one another, and the ease with which they can converse. Density: The number of dwelling units permitted per net acre of land. Density Bonus: The allocation of development rights that allow a parcel to accommodate additional square footage or additional units beyond the maximum for which the parcel is zoned, usually in exchange for the provision or preservation of an amenity on- or off-site. Elevator Buildings: A multi-story building serviced by an elevator and common lobby, which may be single or mixed-use. Form-Based Code: A land use ordinance that addresses how individual site development contributes to the overall public realm. Liner Buildings: A single or multi-story building devoted to commercial or residential uses. The purpose is to “line” the exteriors of large structures such as parking garages. This allows large, blank facades to be screened by pedestrian scaled uses. The building may be attached or integrated into the larger structure, or sit in front of it, with separations dictated by buildings codes. Mid-Block Cut-Throughs: A public space within a lot that may be open or enclosed and which is designed and/or intended to be used by the public to pass between a public right-of-way and a parking lot located within the interior of a block or to the rear of a building. Mixed-Use: A building that includes more than one use; typically having different uses on the first floor and the upper floors of the building. A common example is ground-story commercial with offices or residences on upper floors. Neighborhood Thoroughfares (NT): See description in Section 2.1: Transportation + Mobility, for a definition of Neighborhood Thoroughfares (NT) Nodes: An identifiable grouping of uses or activities that result in a spatially defined area of activity. Pedestrian Amenities: Improvements that enhance the look, feel, and function of the pedestrian experience within the public realm. Examples of pedestrian amenities include benches, street lights, street trees, high-visibility crosswalks, etc.

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Glossary

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Primary Activity Corridors (PAC): See description in Section 2.1: Transportation + Mobility, for a definition of Primary Activity Corridors (PAC) Public Realm: Property (streets, alleys, civic greens and parks) within the public domain and physically within a city or neighborhood within which citizens may exercise their rights. At its most ideal level, public space and public buildings can be characterized as being of, for, and by the people. Residential Streets (RS): See description in Section 2.1: Transportation + Mobility, for a definition of Residential Streets (RS) Secondary Activity Streets (SAS): See description in Section 2.1: Transportation + Mobility, for a definition of Secondary Activity Streets (SAS) Shared Parking: A public or private parking area used jointly by two or more uses. Shared Valet Parking System: A valet parking system operated by a group of businesses rather than a single business, or an entity such as a Business Improvement District (BID). Stepbacks: A building where successive stories or groups of stories recede farther and farther from the front, side, and/or back, so as to allow increased light and air to reach the street. Township Thoroughfares (TT): See description in Section 2.1: Transportation + Mobility, for a definition of Township Thoroughfares (TT) Transit-Oriented Development: Development, often in mixed-use and compact form, that is clustered within a 5-10 minute walk of a train station. Wayfinding: A consistent use and organization of definite sensory cues from the external environment.

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Glossary

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