Organized Industrial Districts a tool for Community Development 1 = :■: 4NSYU/ANI/ UNITED STATES DEPARTMENT OF COMMERCE Office of Technical Services Digitized by the Internet Archive in 2012 with funding from LYRASIS Members and Sloan Foundation http://archive.org/details/organizedindustrOOunit Organized Industrial Districts a tool for Community Development by Theodore K. Pasma Area Development Division June 1954 U. S. DEPARTMENT OF COMMERCE <> SINCLAIR WEEKS, SECRETARY OFFICE OF TECHNICAL SERVICES Area Development Division • Victor Roterus, Chief For sale by the Superintendent of Documents, United States Government Printing Office, Washington 25, D. C. - Price 65 cents. Foreword This guidebook describes one of the most specialized methods of land use known to American industry — the establishment of planned communi- ties of industry which are counterparts of modern residential subdivisions. Referred to as "organized" or "planned" industrial districts, this rela- tively new concept is recognized as an important tool for communities in their efforts to direct future urban growth into more esthetic, orderly, and efficient patterns. The planned industrial subdivision is a logical response to current trends in industrial location. It is well adapted to the continuing decentraliza- tion of industrial operations, the increasing use of horizontal-line produc- tion methods best housed in land-consuming one-story plants, and the emphasis on esthetics in plant design. It recognizes the scarcity and high cost of in-town sites and the space requirements for future plant expansion, off-street loading docks, and employee parking. Special significance has been given to the development of organized in- dustrial districts by the establishment of the Government's national indus- trial dispersion policy. Under this policy all new manufacturing plants that are important to defense production are urged to locate at least 10 miles from the boundary of any densely populated or heavily industrial- ized area likely to become a bombing target. In the case of the larger cities this may mean as much as 15 or 20 miles from the city center. The industrial dispersion policy gives added impetus to a trend in indus- trial location that has been evident for some years, but in some cases results in a greater separation between plant and parent city than would otherwise be sought. Not infrequently it narrows the choice of sites near a given city to 1 or 2 suburban communities that are in position to supply the utilities and services that a plant requires, as other territory may lack needed utilities and the parent city may be unable or unwilling to extend its services the necessary distance. To the suburban city or the smaller community anxious to attract indus- try, or to the central city seeking to keep dispersed plants within its gen- eral trade territory, the organized industrial district offers a useful device. Through the development of such districts at suitable locations, industry can be offered fully developed and serviced plant sites adequately dis- persed from potential target zones and, with proper planning and zoning, they can be kept from growing to a size that will make them attractive targets in themselves. Security against enemy attack was not a factor in the planning and loca- tion of the older industrial districts described in the following pages be- cause they were established before the atomic era. In the future, adequate dispersion from acknowledged targets and effective limits on concentra- tions of war-supporting industry must be primary considerations. This does not mean that the industrial district idea has no place within the boundaries of the larger cities. It may offer an ideal solution for the redevelopment of blighted in-town areas. But in such locations its use should be limited to service industries, warehouses, or other activities that are not of critical importance to the conduct of war. This study is a part of a broad U. S. Department of Commerce program, centered in the Area Development Division, of servicing State, local, and private industrial organizations with development aids. It was under- taken as a result of numerous requests from these groups — including State development agencies, local chambers of commerce, industrial planners, real estate brokers, and industrial departments of railroads and public utilities — to obtain authoritative data on the experiences and tested tech- niques of developers of successful organized industrial districts. Assem- bled under one cover and on a national basis are the data obtained by visits to many representative industrial districts throughout the country, from the results of a letter-questionnaire sent to various industrial-development groups, and from current literature in the field. The book was prepared by Theodore K. Pasma under the general super- vision of Victor Roterus, chief, Area Development Division, Office of Technical Services. Acknowledgment is made of the cooperation and valuable assistance rendered by Frank Stern, general manager, Central Manufacturing District, Chicago; Douglas P. Wells, vice president and general manager, Clearing Industrial District, Chicago; J. W. Mueller, industrial agent, Fairfax Industrial District, Kansas City, Kans.; John Foreword — Continued M. Stemmons, president, and Lee Halford, field engineer, Trinity Indus- trial District, Dallas; Gifford Till, Director of Industrial Research and Development, Missouri-Kansas-Texas Railroad, Dallas; Joseph B. Sal- mon, Jr., president, National Industries Corp., Dallas; Arthur Wolf, Buck- ner Boulevard Industrial District, Dallas; C. J. Doherty, vice president, and E. H. Farrar, sales manager, Central Manufacturing District, Los Angeles; J. M. Roush, W. Ross Campbell Co., Los Angeles; Jack Lincoln, Los Angeles Airport Industrial Tract, Los Angeles; Stuart Walsh, direc- tor, and H. V. Pederson, economic analyst, Industrial Survey Associates, San Francisco; Robert Danielson, industrial planner, San Francisco; Fred Parr, chairman of the board, Par-Richmond Terminal Company, San Francisco; Frank King, manager, San Leandro, Calif., Chamber of Com- merce; P. J. Pasetta, Pasetta Industrial Tract, Santa Clara, Calif.; W. A. Riggs, industrial engineer, Gulf, Mobile & Ohio Railroad Co., Mobile, Ala. ; C. P. Varney, assistant to president, Chicago, Rock Island & Pacific Railroad, St. Louis; H. H. Mclntyre, general industrial agent, Wabash Railroad, St. Louis; Earl Cook, executive director, Lowell Development and Industrial Commission, Lowell, Mass.; and Walter H. Blucher, con- sultant, American Society of Planning Officials. Acknowledgment is also made to Tracy Augur, director, Urban Targets Division, Office of Defense Mobilization, and Carl Feiss, chief, Planning and Engineering Branch, Housing and Home Finance Agency, for review- ing the chapters on community planning; to Gustav E. Larson, assistant chief, Area Development Division, for his suggestions on industrial pro- motion; and to the directors and personnel of many of the U. S. Depart- ment of Commerce field offices, State planning and development agencies, the Society of Industrial Realtors, the American Industrial Development Council, the Urban Land Institute, and the Chamber of Commerce of the United States, and to all those participating in the industrial districts survey on which much of this book has been based. John C. Green, Director, Office of Technical Services. June 1954. Contents: Chapter 1. An Introduction to Industrial Districts Page Organized Districts Denned ] Advantages to Industry and Community 1 Types of Districts 4 Origin and Growth of Districts 5 National Survey of Industrial Districts 6 Conclusions 7 Chapter 2. Planning for the Industrial District The Importance of Planning 9 Fitting the District to the Community Master Plan 10 Is an Industrial District Needed? 12 Developing an Industrial District Plan 13 Selling the Plan to the Community 16 Chapter 3. Organizing to Establish The District Organizing the Community 18 Industrial Site Development Foundations 19 Other Types of Community Organization 21 Common-Law Trust 21 Industrial District Corporations 22 Industrial Land Companies 23 Chapter 4. Costs and Financing Estimating the Cost of the District 25 Financing the District 27 Sources of Financial Aid 28 Chapter 5. Methods of Controlling the District Zoning for Industry 32 Restrictive Covenants 33 Examples of Typical Covenents 34 Control Through Purchase Agreements and Leases 37 Chapter 6. Getting the District Ready for Industry Selecting and Acquiring the Tract 39 Designing the Tract Layout 43 Physical Improvement of the Tract 48 Contents — Continued Chapter 7. Services and Facilities Pa e Architectural and Construction Services 58 The Package Plan 61 Special Services and Facilities 62 Chapter 8. Promoting the District Planning the Promotional Program 67 Importance of the First Industry 69 Developing A Prospect List 69 Outside Help in Locating Prospects 70 Selecting Promotional Media 72 Preparing Promotional Material 72 Chapter 9. Case Histories of Successful Districts Airlawn Industrial District 76 Bloomfield Planned Industrial Center 77 Chico Airport Industrial Site 77 Fairfax Industrial District 78 Fresno Industrial Sites No. 1 78 Los Angeles Airport Industrial Tract 80 Lowell Industrial Park 80 Oklahoma Industries Industrial District 81 Pasetta Industrial Tract 82 Southland Industrial Center 83 Stockton Industrial Sites, Inc 83 Trinity Industrial District 86 Appendixes: A. Organized Industrial Districts in the United States 87 B. Analysis of National Survey of Industrial Districts 97 Table 1. Number and acreage of industrial districts 97 2. Growth of industrial districts 97 3. Industrial districts in urban areas, by population group ... 97 4. Size of tracts of industrial districts 97 5. Number of industrial districts, by principal owner or sponsor . 98 6. Location of industrial districts, by principal owner or sponsor . 98 C. Specimen Protective Covenant 100 D. States Specifically Authorizing Investment by Life Insurance Com- panies in Income-Producing Real Fstate 103 F. Specimen Conditions for Listing Property With Real Estate Bro- kers 104 F. Articles of Incorporation of an Industrial Foundation 105 G. State Planning and Development Agencies 106 H. Selected Sources 108 figure Page 1. Location of Organized Industrial Districts 2 2. Architect's rendering of New England Industrial Center, Needham, Mass 9 3. Progressive stages of development of Trinity Industrial District, Dallas, Tex 14 4. Community organization to plan and develop Fresno Industrial Sites No. 1, Fresno, Calif 20 5. Organization of Central Manufacturing District, Chicago, 111 . . 22 6. Organization of Clearing Industrial District, Chicago, 111 ... . 23 7. Organization of Los Angeles Airport Industrial Tract 24 8. Organization of Fairfax Industrial District, Kansas City, Kans . 24 9. Modern plant in Airlawn Industrial District, Dallas, Tex., show- ing building setbacks and offstreet loading docks 35 10. Schematic drawing showing relationship of building area to site area 41 11. Layout of Airlawn Industrial District, Dallas, Tex ....... 44 12. Layout of Industrial Addition, Wichita, Kans 46 13. Clearing and grading Southland Industrial District, Atlanta, Ga . 48 14. Layout of a section of Trinity Industrial District, Dallas, Tex . . 49 15. Diagonal system of rail lead tracks in Clearing Industrial District, Chicago, 111 50 16. Typical half section crown road 52 17. Placement of sanitary sewers and water mains in the rail right-of- way 54 18. Placement of sanitary sewers and water mains in the street right- of-way , . 55 19. Placement of storm sewers 56 20. Modern plant in Newton Industrial Center, Newton, Mass ... 58 21. Modern plant in Clearing Industrial District, Chicago, 111 ... . 60 22. Club facilities at Central Manufacturing District, Chicago, 111., including dining room, one of several private rooms, and club lounge 63 23. Special banking service for occupants of Central Manufacturing District, Chicago, 111 65 24. Sample promotional material distributed by industrial districts . 68 25. Modern plant in Airlawn Industrial District, Dallas, Tex .... 77 26. Layout of Fresno Industrial Sites No. 1, Fresno, Calif 79 27. Layout of Los Angeles Airport Industrial Tract ... . . 81 28. Aerial view of the 196-acre tract selected for Stockton Industrial Sites, Inc., Stockton, Calif . . . 84 Cover photograph: Airlawn Industrial District, Dallas, Tex. Chapter 1 An Introduction to Industrial Districts Organized Districts Defined Advantages to Industry and Community Types of Districts Origin and Growth of Districts National Survey of Industrial Districts Conclusions ORGANIZED DISTRICTS DEFINED An "organized" or "planned" industrial district is a tract of land which is subdivided and developed according to a comprehensive plan for the use of a community of industries, with streets, rail lead tracks, and utilities installed before sites are sold to prospec- tive occupants. The comprehensive plan must provide for adequate control of the area and buildings through restrictions and zoning with a view to protecting the investments of both developers of the district and industries occupy- ing the improved sites. Districts which clearly meet the above definition include the Central Manufacturing District and Clear- ing Industrial District, Chicago; Fairfax Industrial District, Kansas City, Kans.; Airlawn and Trinity In- dustrial Districts, Dallas; Central Manufacturing District and Los Angeles Airport Industrial Tract, Los Angeles; Peachtree Industrial Boulevard District, Atlanta; Roosevelt Field and Bergen County Industrial Terminal in the New York area; and the Industrial Addition to Wichita. These districts exemplify the highest degree of plan- ning and organization, and most of them offer a full range of services and facilities, such as design and construction of industrial buildings, financial assist- ance, public warehousing, banking, fire and police protection, and clubrooms and restaurants. Approximately 100 additional districts, reportedly planned and controlled in accordance with the above definition but in a lesser degree, have been developed in scattered locations throughout the country (see map, fig. 1). ADVANTAGES TO INDUSTRY AND COMMUNITY Organized industrial districts offer many advan- tages to prospective occupants of sites as well as to the communities in which they are located. Advantages to Industries Locating in the District Both large and small manufacturers have testified to the advantages of locating in planned districts. For example, the testimony of the general manager of Johnson & Johnson: When Johnson & Johnson began its search for a midwest location in 1933, requirements included suitable property for one-story, straight-line production at a fair figure, closeness of raw materials, ample and convenient trans- portation and rates for areas we cover, available ground for expansion and, in our case, more than normal emphasis was placed upon cleanliness of surroundings and avail- ability of high-type labor. Our Clearing district location helps us to live up to our high standards of manufacturing quality and efficiency, plus giving the added satisfaction of maintaining an employee group under conditions combin- ing the advantage of a metropolitan center with the friend- liness of a small town. The fact that we began here with 156,000 square feet and have expanded in 10 years to a half-million seems to best indicate our satisfaction. Modern trends in plant location have resulted in an increasing demand for locations away from areas of traffic congestion, nonexistent parking, and cramped sites. Management wants more space for functionally designed one-story plants, offstreet parking and loading docks, employee cafeterias and recreational facilities, and future expansion. Furthermore, management wants to be spared the problems and delay attendant upon finding and developing raw sites and in arranging for utilities. Management also wants to be assured that its investment will be protected and that it will have compatible neighbors. A location in a planned district generally meets these requirements. By choosing a district location, a manufacturer or distributor can be assured that needed facilities and conveniences will be there when he moves in, that he will not be faced with zoning problems and possible indignation meetings of abutting residential property owners, and that control will be exercised through the use of private covenants covering permitted uses, pro- hibition of nuisance factors, control of architectural design, and provision for landscaping. 1 Location of Organized l ^ | N£BR. 1 • A " Cheyenne i *Scoff • ' % Denver J. J s Blu Hoi imp!il'\ ilie task of selling stock locally. However, the experience of Fresno, Calif., in raising funds for its nonprofit foundation indi- cates that real community spirit and purpose can perhaps offset the advantage of profit foundations. Building Revenue Bonds There is a great diversity of opinion as to the desir- ability of issuing municipal bonds for industrial de- velopment purposes. This section discusses how this type of financing has been used and presents viewpoints on the issuance of such bonds. Although municipal bonds are often employed to finance the construction of such facilities as transit, water or power systems, or bridges and docks, municipal financing of corporate plant and equipment through industrial building revenue bonds is a rather recent development. In some States municipalities have been authorized by enabling laws to issue such bonds for the purpose of purchasing sites and erecting buildings to be leased to industries. States which per- mit this type of financing include Alabama, Illinois, Kentucky, Louisiana, Mississippi, Nebraska, Pennsyl- vania and Tennessee. Elizabethton, Tenn. — The Tennessee legislature in 1951 authorized municipalities to construct indus- trial buildings and lease them for a length of time and on terms that will produce a rental sufficient to meet the payment of principal and interest on the bonds as they become due, and to pledge for such payment the income derived from such rental. Elizabethton got the approval of the local electorate to acquire land and build a plant according to specifica- tions of a certain lessee, and to equip the structure with machinery. Funds for the project were to be obtained from $4 million of tax-exempt revenue bonds and from rent paid by the occupants of the plant. It is estimated that the annual rental will cover interest and principal payments on the bonds and, after the third year, will net Elizabethton $35,000 annually. Security for the bonds will be by deed of trust against the land, ma- chinery, and building, and reportedly will have no claim against the credit of the city itself. BA WL— Shortly before World War II, Mississippi adopted a program known as BAWI (balance agricul- ture with industry) under which municipalities were authorized to issue bonds to build industrial plants for leasing to new industries. The plan is different from that of Tennessee, however, in that the bonds are se- cured by the full faith, credit, and taxing power of the municipality. The plan has been attractive to new industries. As occupants of BAWI-owned facilities, they can deduct entire rental charge as business expense before taxes. An industry constructing its own plant can deduct only annual depreciation plus any interest on borrowing. Investment bankers' viewpoint. — At its meeting in Hollywood, Fla., November 29, 1951, the Investment Bankers Association of America adopted the following resolution: Whereas, the legislatures in some of the States have re- cently enacted laws authorizing municipalities to construct or acquire manufacturing or industrial plants for the express purpose of leasing such plants to private cor- porations or individuals and to finance such construction or acquisition by the issuance of revenue or general obli- gation bonds of such municipalities payable solely or primarily from the rentals of such plants; and Whereas, similar practices in the past have had injurious effects upon public credit; and Whereas, if this practice is unchecked it may react to the detriment of our present system of free economy and fur- ther may ultimately endanger the valuable position of state sovereignty as a part of our constitutional dual sys- tem of government; now therefore Be It Resolred, That the Investment Bankers Association of America in convention assembled recommends to its members and to dealers generally: First, that each take it upon himself to become thoroughly informed on this whole development am! exercise extreme caution in underwriting or marketing such bonds; and Second, that each use his best efforts to inform voters, state legislators, prospective issuing units of local govern- ment, and other interested parties of the past experience and inherent dangers of public financing of this character. Opinion of an investment service. — A large in- vestment service issued a statement in the summer of 1951 indicating that it did not recommend industrial- plant revenue bonds for investment. It stated that "because of their newness, if for no other reason, in- dustrial plant revenue bonds are apt to be offered to the public at above-average yields. As we view this matter, a particular issue may appear soundlv secured as one reads the offering prospectus. But we believe these bonds will constitute a type of issue which in- vestors will do well to avoid as a class." Conclusions on building revenue bonds. — Since but few States have passed revenue bond acts, and since but few communities within these States have voted their approval in public referendums, relatively few planners of industrial districts will at present be con- fronted with the problem of whether or not to use this type of financing. 29 The fact remains, however, that this source of financ- ing max become available in other States through enact- ment of enabling laws by State legislatures. In this event, it will be advisable to study thoroughly the pros and cons advanced by various groups, and have a thor- ough understanding of the effect the issuance of such bonds may have on the long-range industrial and eco- nomic growth of the community. Private Financing; Groups Various stages in the development of the district may require different types of financing. After the tract is improved and utilities and rail lead lines have been installed, it may be desirable to work with private cor- porations set up specifically to handle the financing and construction of buildings. Although these groups are usually organized pri- marily for the purpose of rendering to industry a "package building and leasing service," it may be mutually advantageous for developers of new industrial districts and these groups to work together. This is the method currently used by Airlawn Industrial District in Dallas. One such corporation stresses the following points when dealing with prospective industries, as indicated in promotional literature: From turning the spade to cutting the ribbon, all you do is select and approve. We screen local ions lor your choice, draw plans and specifications, award contracts, supervise and expedite construction. You just turn the key and move in. Operating procedure insures against extras. You pay a fixed rental for land and building. No guesswork. No hidden or unexpected expenses. This corporation has financed, constructed, and leased plant buildings in several cities and in two lead- ing industrial districts. Local chambers of commerce and banks are in a position to advise planners of dis- tricts as to the whereabouts of similar financing and building corporations. A few of the larger industrial districts carry out such functions themselves as part of their regular service to prospective industry. For example, one of them de- scribes its services as follows: "In properly accredited cases we finance as much as 80 percent of the amount required to acquire land and structures. ... It allows a company the immediate possession of needed facili- ties without drain upon capital assets or cash reserves." Banks Banking institutions are most useful in supplying industrial developers with short-term commercial credit to supplement private risk capital. There is also the possibility of getting a mortgage loan after the land has been improved. The law allows national banks to make first-mortgage loans on improved property. State banks are allowed to make mortgage loans according to their particular State statutes. If the improved land has a relatively high value, a bank mortgage loan on the land and the building in- tended for leasing will produce about 50 percent of the value of both. In such a case the net rentals from the buildings cannot be used for further development pur- poses until the loan has been paid off. With funds of industrial-development corporations providing an equity-capital base, one or more local banks may lend the corporation additional funds for plant construction. For example, Knox Industries, Inc., a development corporation in Rockland, Maine, was capitalized for $30,000. With this amount as equity, 4 commercial banks, 1 building and loan asso- ciation, and 1 savings bank lent the corporation an additional $45,000 to construct a plant. They took a mortgage on the building. The banks of Oklahoma City, Okla., are taking part in a long-range industrial-development project which will include the establishment of several industrial districts. Part of the comprehensive plan called for the removal of several belt lines. The railroads, how- ever, wanted assurance of clear right-of-way titles for lead lines to new industrial districts before they would agree to move the belt lines. Since the city could not legally vote bonds for this purpose, and in order to obtain the cooperation of the railroads, city banks loaned the chamber of com- merce more than $1 million underwritten by 286 businessmen. 2 In seeking to raise money from private investors, it may be found advantageous to work through an investment banker. It may be cheaper in the long run to pay him a reasonable commission than to deal di- rectly with individual investors who may exact a high interest rate. Bankers know who have money to invest and know how to interest them in a promising risk venture. The following sources will be useful guides in locating an investment banker: Security Dealers of North America, H. S. Seibert Co.; Polk's Bankers Encyclopedia; and Rand McNally's Bankers Directory. Insurance Companies Life-insurance companies can be utilized by devel- opers of industrial districts in two ways: (1 ) Mortgage 30 financing, and (2) real estate investment on a lease- back arrangement. Mortgage financing. — This type of financing has been a coast-to-coast activity of life-insurance com- panies, with funds going into every State. According to the Institute of Life Insurance. 3 analysis of the holdings of this type at the end of 1949 indicated that life-insurance mortgage investment exceeded half a billion dollars in each of six States and over a quarter billion dollars in each of 15 States. Although a large proportion of these sums were for homes, apartment houses, and other residential properties, life-insurance dollars are nonetheless an important source of financ- ing industrial construction as well. A large part of the Los Angeles Airport Industrial Tract was developed with life-insurance financial aid. For good industrial risks, the developers and a west- ern life-insurance company assumed as much as 85 percent of the cost of constructing industrial plants on the tract. Of this amount, the insurance company assumed 42 percent of the financing, secured by a first deed of trust. The developers assumed the remainder, secured by a second mortgage. Insurance companies have been useful to industrial- development corporations as a supplemental source of funds. With the capital of the corporation available as equity money, insurance companies have been will- ing to lend additional sums on a mortgage basis to erect plant buildings. The Danbury (Conn.) In- dustrial Corp. has worked with insurance companies in this manner. Investment in income-producing real estate. — Until recently, real-estate investments by insurance com- panies have been limited principally to buildings occu- pied by the insurance companies themselves, or to properties acquired through foreclosure. Through liberalization of many State laws, insurance companies have purchased industrial buildings in several indus- trial districts and have leased them back to the manu- facturer on a long-term lease. The States specifically authorizing insurance com- panies to invest in income-producing real estate are listed in appendix D. In many States, this authority has been extended only to domestic life-insurance com- panies. Laws of other States expressly apply to both domestic and out-of-State life-insurance companies, ex- pressly apply only to out-of-State companies, or expressly require prior approval of the State insurance More complete information regarding insurance reg- ulations can be obtained from State insurance officials. Appendix D includes a complete list, classified by State and indicating the location and title of each State insur- ance official. The leaseback method of financing buildings is be- coming popular. Industries locating in districts like the arrangement because additional working capital is thus made available, and it relieves insurance compa- nies of real-estate problems. States having more liberal insurance laws have had some competitive advantage in locating particular in- dustries desiring this method of financing. For ex- ample, in Kansas, insurance companies may buy raw land, construct buildings, or purchase improved prop- erty for rent or lease. In Missouri, however, permis- sion of the State insurance commissioner is required, and the commissioner reportedly feels that the Missouri law does not invest him with the right to grant such permission. 1 As a result, industrial districts in Kansas are in a more favorable position than districts in neighboring Missouri in this respect. In connection with transactions involving the pur- chase of buildings by financing agencies, certain pre- cautions must be taken, especially as title is taken only when the project is completed to the extent that all payments to contractors have been made and waivers of lien secured to insure delivery of good title. The general manager of Central Manufacturing District, Chicago, has emphasized the necessity of taking the following precautions: 5 Due to the protracted period of construction now prevail- ing and the early transfer of title required, it behooves the developer to provide in his purchase contract with the financing agency that the project cost shall include the agreed cost of the building and improvements, interest on the land price from the date of commencement of construc- tion, interest on all sums paid out to contractors during the period of construction, interest on fees paid to brokers, sums paid to surveyors, (including cost of an "as con- structed" survey), builder's risk insurance, cost of owner's guarantee title policy, the architect's fee, rent from the date of taking possession to be paid either by the occupant or added by the purchaser to the project cost, and any other charges directly incurred. These, then, constitute the principal precautions to be observed and the developer will acknowledge by experience that having taken them into account many of his difficul- ties will have eased before they become problems. commissioner. ' City Plan Commission, Kansas City, Mo. Locational Costs In Industrial Districts of Greater Kansas City. November 1950. 5 Society of Industrial Realtors. The Development of Indus- trial Districts, a Panel Report. 1949. Chapter 5 3iethods oi Controlling the ifisti'iet Zoning for Industry- Restrictive Covenants Examples of Typical Covenants Purchase Agreements and Leases The importance of controlling the industrial district, especially after the initial period of development is over, cannot he overemphasized. Success or failure in establishing and maintaining an attractive area may well hinge on this factor. Control can be exercised ( 1 ) through proper zoning based on modern industrial techniques and perform- ance standards; (2) by private restrictive covenants to supplement existing zoning regulations; and (3) by pertinent clauses in purchase agreements and leases. ZONING FOR INDUSTRY A community can make a serious mistake by pattern- ing its zoning regulations after those of some of the larger cities. Such ordinances may fit neither the special needs nor special problems of that particular community. It is helpful, however, to study the modern concepts of zoning and give them full consideration in revising present zoning and in extending zoning to new indus- trial areas. Serious consideration must be given to the protection of industrial uses from other uses adversely affecting their operation and expansion. Principles of Industrial Zoning Recognizing that all legitimate types of land use in the average community are worthy of being accorded an appropriate share in the community's planning and zoning, the National Industrial Zoning Committee has set forth 12 principles for consideration and study by planners of industrial districts: ' 1. Most communities require a certain amount of indus- trial development to produce a sound economy. 2. Zoning controls are basic tools in the reservation of space for industry, guidance of industrial location into a desirable pattern, and provision of related facilities and areas needed for convenient and balanced economy. 3. Industrial use is a legitimate land use possessing integrity comparable to other classes of land use established under zoning and is entitled to protection against en- croachment. 4. Through proper zoning, industrial and residential areas can be good neighbors. 5. Industry will continue to grow and most industries will require larger areas in the future. 6. There is need for a reclassification of industry based on modern manufacturing processes and the prevailing policy of plant construction so as to determine the desir- ability or lack of desirability for inclusion in a given area. 7. Industrial potentialities of lands bearing a favorable relationship to transportation should be recognized in the end highway plar m should be giv ; should i the stre< rather thai 'National Industrial Zoning Committee. Principles of In- dustrial Zoning, August 1951. 820 Huntington Bank Bldg., Columbus 15, Ohio. The committee comprises representatives of 6 Nationwide organizations of planners, industrial-develop- ment officials, engineers, and industrial realtors. 8. Industrial zonin hand in hand. 9. Special consider layout in industrial areas. 10. Zoning ordinances should be permissi' prohibitive. 11. A good zoning ordinance should be sufficienty definite to convey to a landowner a clear concept of what he can do with his land. 12. Industrial zoning can be most effective when consid- ered on a metropolitan basis. Performance Standards With modern industrial techniques for elimination of smoke, odor, and noxious gases, there is no reason why many industries now classified as "offensive" or "nuisances'" cannot be permitted in particular zones. A lot may be said for zoning ordinances which set up standards for each zone and permit any industry meet- ing those standards to locate there. Efforts should be made to avoid naming types of industrial uses prohib- ited in specific zones. Attention should be given instead to the actual performance of industries. Eleven cate- gories of performance have been listed by the executive director of the American Society of Planning Officials: 2 Noise Noxious gases Transportation and traffic Smoke Glare and heat Esthetics Odor Fire hazards Psychological effects Dust and dirt Industrial wastes The inclusion of provisions in zoning ordinances which will allow for adjustment to changing conditions will go far in removing the undesirable rigidity in exist- ing zoning ordinances. 2 National Industrial Zoning Committee. Performance Stand- ards In Industrial Zoning, 1954. 820 Huntington Bank Bldg., Columbus 15, Ohio. Board of Zoning Adjustment In order to temper the strict application of zoning ordinances and yet achieve the purposes of the land- use plan, most State enabling laws provide for the creation of a board of zoning adjustment. The effectiveness of zoning ordinances depends on how well this board carries out its powers and duties. Generally speaking, enabling laws grant the board the function of (1) interpreting the provisions of the ordi- nance; (2) deciding on special exceptions; and (3) making adjustments in the application of provisions of the ordinance. It is essential for the board to understand the gen- eral land-use plan of the community. For only by understanding the overall master plan will it be pos- sible for the board to determine the purposes and intent of the zoning ordinance. Zoning and Industrial District Location In searching out a location for the industrial dis- trict, it is desirable to choose a tract which has already been zoned, with such zoning based on land-use studies and a full understanding of the master plan of the area. In this case the use of covenants to control the district can be held at a minimum. On the other hand, if the tract selected has not been zoned, every effort should be made to obtain zoning which will protect not only the proposed industrial district but the area surrounding it as well from encroachment by other land uses. RESTRICTIVE COVENANTS As existing zoning ordinances seldom offer full pro- tection to the developers and occupants of industrial districts, particularly after the initial stage of devel- opment, private restrictive covenants have often been called into force as a supplementary measure of control. The principal restrictions contained in covenants cover setback distances from roads, establishment of building lines, offstreet parking and loading require- ments, and the types of industries permitted to locate in the district. These and a variety of other restric- tions are discussed later in detail. General Purpose of Covenants The general purposes of covenants are very well expressed in the covenant used by Midland Industrial Properties, Inc., in the development of its Industrial Addition to Wichita. This model covenant (app. C) was designed to accomplish the following measures of control: 1. To insure proper use and appropriate development and improvement of each building site. 2. To protect the owners of building sites against such improper use of surrounding building sites as will depre- ciate the value of their property. 3. To guard against the erection thereon of structures built of improper or unsuitable materials. 4. To insure adequate and reasonable development of said property. 5. To encourage the erection of attractive improvements thereon, with appropriate locations thereof on building 6. To prevent haphazard and inharmonious improvement of building sites. 7. To secure and maintain proper setbacks from streets. and adequate free spaces between structures. 8. In general, to provide adequately for a hig+i type and quality of improvement in said property. Assurance of Protection Provisions of covenants are designed to protect both the developers and the occupants of the district. The occupant obviously wants the same covenants to apply to adjacent areas. Following is an excerpt from the covenant of the Farmers Branch Industrial District, Dallas, indicating how that district handles the situation: Grantor . . . agrees and covenants on behalf of himself, his heirs, executors, administrators, and assigns, for the benefit of Grantees herein and the protection of the prop- erty hereby conveyed that in any deed hereafter executed by Grantor conveying any portion ol the above described 25-acre tract, restrictive covenants identical with the above and foregoing restrictions shall be inserted in such man- ner as to constitute covenants running with the land bind- ing upon the Grantees in such deeds or conveyances, it being expressly agreed and understood, however, that the Grantor, in addition to such covenants and restrictions, may include such additional covenants and restrictions as he may deem proper. Duration of Covenants A number of covenants state that the provisions thereof "run with the land," with no indication of a definite time limit. Others specifically state the dura- tion, as indicated in the following excerpt from a covenant of the Airlawn Industrial District, Dallas: It is further covenanted and agreed by the parties to this conveyance that all of the restrictions and conditions above set forth shall remain in full force and effect for a period of thirty (30) years from the date hereof and shall be bind- ing upon heirs, executors, administrators, trustees, devises, successors or assigns of the parties hereto. Change of Provisions Provisions may be made in the covenants to continue the restrictions and reservations contained therein or to release part of the tract from certain restrictions under certain circumstances. Developers of the Indus- trial Addition to Wichita have worked out a model 33 procedure which is contained in clause III, paragraph P. of the district's covenant (app. C). Industrial Properties Corp., developers of Trinity Industrial District. Dallas, has specified a definite termination date, as indicated below: Each condition and covenant herein contained shall termi- nate and be of no further effect after twenty-five (25) years from (date) : provided that at any time within three years before the expiration of said period, the then owners of a majority of the square feet area in the Trinity Industrial District, Installment No , may, by written declaration signed and acknowledged by them and recorded in the Deed Records of Dallas County, Texas, extend such re- strictions, conditions, and covenants for a period of ten (10) years additional, and this right to so extend by the then owners shall exist as long as a majority of the square feet area in said Installment desire to do so. Enforcement of Covenants Restrictive covenants are enforceable through injunc- tion relief in the courts. Adequate provision should be made in the conveyance to indicate the effect of a breach or invalidation of any of the covenants on a mortgage or deed of trust made in good faith. Each of the foregoing covenants, conditions, and restrictions shall run with the land hereby conveyed and a breach of any one of them or the continuance thereof may, at the option of the Grantor, its successors or assigns, be enjoined, abated or remedied by appropriate proceedings. It is understood, however, that the breach of any of the foregoing covenants, conditions and restrictions shall not defeat or render invalid the lien of any mortgage on said premises made in good faith and for value: Provided, however. That any breach or the continuance thereof may be enjoined, abated or remedied by the proper proceedings as aforesaid: And provided further, That each and all of the foregoing cove- nants, conditions, and restrictions shall at all times remain in full force and effect against said premises, or any part thereof, title to which is obtained by foreclosure of any such mortgage. — Fairfax Industrial District, Kansas City, Kans. cient. Some districts, however, enumerate in detail the types of-uses which are prohibited. As indicated in the section of this chapter on per- formance standards, more and more thought is being given to the elimination of naming specific industrial uses which are to be outlawed from different zones. Said premises shall not be used or occupied at any time for any purposes other than for the purposes of the busi- ness of manufacturing, wholesaling, jobbihg, warehousing or businesses of a kindred nature for the convenient and economical conduct of which adjacent railroad trackage facilities are ordinarily required. — Fairfax Industrial Dis- trict, Kansas City, Mo. Land to be sold primarily to manufacturers and processors, those who will employ labor and have need for the facilities furnished. No sales to speculators. Unimproved land cannot be resold by owner except through the Fresno In- dustrial Site Development Foundation at the original pur- chase price. — Fresno Industrial Sites No. 1; Fresno, Calif. That the said premises shall not, at any time, during the period of fifty (50) years from January 2, 1913, be used for any other than manufacturing, industrial or storage pur- poses, nor shall said premises or any part thereof, at any time during the said period, be used for the erection of maintenance thereon of any dwelling, stores, hotels, saloons, or boardinghouses, and that there shall not be sold or dis- posed of at retail upon said premises or any part thereof, at any time during the period aforesaid, any spirituous, malt or other intoxicating liquor of any kind or description. — Clearing Industrial District, Chicago. Fumes and Odor Most covenants make a general statement concern- ing odor, dust, fumes, smoke, and noise. Some are followed by a specific list of prohibited industries. No noxious or offensive trade or activity shall be carried on, nor shall anything be done thereon which may be or become an annoyance or nuisance to the said Industrial Addition hereby restricted by reason of unsightliness or the excessive emission of odors, dust, fumes, smoke, or noise.— Industrial Addition to Wichita. EXAMPLES OF TYPICAL COVENANTS The number and type of covenants contained in con- veyances depends on the degree of control desired, con- trol already available through zoning ordinances, and other circumstances peculiar to particular districts. Following are extracts from covenants of a number of selected industrial districts in each of the categories of restrictions listed below. The legal terminology has not been altered so that planners of new districts will be able to incorporate the best features of each in their own covenants. Use As in a number of instances zoning ordinances ade- quately protect the area against certain types of uses, a mere reference to various sections of the law is suffi- Construction and Plant Design Covenants concerning construction and design often include provisions pertaining to conformance to city construction standards, type of materials permissible, and approval of plans and specifications. All buildings erected on the property shall conform to the. construction standards specified in the City of Dallas, Tex., Building Code in effect at the time of such construction. All buildings erected on the property shall be of masonry construction, or its equivalent, or better, but no building thereon shall be constructed of sheet aluminum, asbestos or iron or steel, or corrugated aluminum, asbestos or iron. No building shall be constructed with wooden frame. Should any such buildings be constructed of lightweight aggregate, concrete blocks, tile blocks or tile brick, the front of such buildings must lie finished with face brick, common brick painted, limestone or their equivalent. When the exterior walls (excepting the front wall) are constructed of lightweight aggregate or concrete blocks, unless such exterior walls are finished in stucco, or granite, mmsm •::/■■■ ' Figure 9. — Modern plant in Airlawn Indu trial District. Dall loading docks. rr building setbacks and offstreet or their equal, the joints shall be tooled or pointed and such exterior walls shall be rubbed down and covered sufficiently with standard waterproofing paint. — Farmers Branch Industrial District, Dallas. All buildings and other structures erected upon the prem- ises hereinbefore described shall be of substantial design and construction and of a design and type satisfactory to the Grantor. The roof of each such building shall be of fire-resistive material, and when any building is with- out solid foundation the opening between the ground and the floor thereof shall be covered with fire-resistive ma- terial. — Fairfax Industrial District, Kansas City, Kans. Purchase of land must complete building on property within three years from date of purchase. — Fresno Indus- trial Sites No. 1, Fresno, Calif. Landscaping No building or structu yond the building grounil shall extend be- is hereby declared that said area between the building lines and the property lines is to be used either for open landscaped and green areas or for offstreet surfaced parking areas. If said area is to be landscaped, it shall be done attractively with lawn, trees, shrubs, etc., according to plans first approved in writing by the Grantor. If said area is to be used for offstreet parking, the parking arrangement and surfac- ing must likewise be approved in writing by the Grantor. Any landscaped areas shall be properly maintained there- after in a sightly and well kept condition. Parking areas shall likewise be maintained in good condition. — Industrial Addition to Wichita. Building Setbacks Requirements for building setbacks range from zero to 100 feet, depending largely on the emphasis placed on the esthetic value of landscaping, the depth of lots from street to utility strip, and the type of road abut- ting the property. Most districts require at least a 10- to 20-foot setback from the side lines of the property. No buildings which may be erected on the above-de- scribed property shall be nearer than one hundred (100) feet to the line of Lemmon Avenue, Cedar Springs Road or Denton Drive, nor nearer than twenty-five (25) feet to the line of any other existing or proposed streets, nor shall any such buildings be erected nearer than fifteen (15) feet to the side lines of said property. — Airlawn Industrial District, Dallas. No structures or buildings shall be located closer than ten (10) feet to any side building site line or rear property line, it being the intent that an open area of at least twenty (20) feet shall exist between all adjacent but separately owned improvements, both at sides and rear; provided, however, that where a rear property line adjoins a dedicated alley, this provision regarding the rear property line shall not apply. Where a right-of-way easement has been granted to the Railway Company, its successors or assigns, either at the rear or side of any building site, no structures or buildings shall be constructed on said right-of-way or any part thereof except with the written consent of Grantor and said Railway Company, its successors or assigns. — Industrial Addition to Wichita. Los Angeles Airport Industrial Tract requires a 10- foot setback which has been utilized by some plant owners for head-in parking. Fairfax Industrial Dis- trict, Kansas City, Kans., retains an easement on a small corner of every corner lot. This allows for neat landscaping, as well as better vision for motorists at intersections. Loading Docks Several districts prohibit loading docks on any street frontage. Others, while permitting them, have restric- tions intended to prevent traffic congestion: No loading docks may be on any street frontage. Provi- sion for handling all freight, either by railroad or truck, shall be on those sides of any buildings which do not face on any streel or proposed streets. — Airlawn Industrial Dis- tort. Pallas. No loading dock shall be constructed fronting on any pub- lic street or roadway unless such loading dock, and every part thereof, is twenty-five (25) feet or more from the nearest right-of-way line of the street on which said loading dock fronts. — Trinity Industrial District, Chicago. Parking Facilities Providing parking facilities is one of the most com- plex problems facing developers of districts. The problem will become more acute, especially in highly developed districts, due to the high value of land and because an increasing number of employees desire to drive to work. The trend toward establishing indus- trial areas in the suburban areas will add to the number of drivers. Although not always possible, planners of districts should make every effort to require occupants to pur- chase twice the area needed for the plant buildings and to reserve the extra land exclusively for parking. Sev- eral districts are attempting to do this. The recently established Expressway Industrial Park in Toledo, Ohio, requires an offstreet parking space for each 1% employees. Others provide for offstreet parking but do not specifs minimum space — which generally results in overflow parking in the too-narrow streets. Districts which do not include requirements for offstreet parking in their plans should take this fact into consideration in determining the width of streets. For each light manufacturing, jobbing, warehousing, whole- saling, or other use permitted in the area subject to these covenants, there shall be provided offstreet automobile parking facilities, such facilities to be approved in writing by Grantor but to be based generally, but not specifically, at the minimum rate of one parking space for each three employees to be employed mi the premises by the original occupant thereof. — Industrial Addition to Wichita. Los Angeles Airport Industrial Tract now requires a prospective occupant to purchase land one-third greater in area than the area required for the plant structures. Trinity Industrial District, Chicago, with a shortage of parking facilities, has initiated a plan to recover more land for parking purposes. According to the developers, many sites adjacent to points where rail lead lines curve into the property will be reserved for parking only. Right-of-Way Easements Following are examples of districts which have made specific provision for rail easements. The Grantee, its successors and assigns, shall not, without the prior written consent of the Grantor, construct or per- mit the construction of any railroad track upon the said premises and no railroad company, its successors and as- signs, shall be allowed to use any track now or hereafter upon, or extending to, any part of the said premises without the permission in writing of the Grantor. — Fairfax Indus- trial District, Chicago. Railroad right-of-way easements may be granted by the Grantor on any property hereby restricted so long as it is the owner in fee simple of said property. The same right is reserved to any subsequent owner in fee simple of prop- erty covered by these covenants. — Industrial Addition to Wichita. The Farmers Branch Industrial District. Dallas, has granted an easement over and across its tract to a power company for constructing and maintaining public utilities. Storage Facilities Control over the location of storage space is often found necessary in order to maintain a neat general appearance in the district. No materials or supplies shall be stored or permitted to re- main on any part of the property outside the buildings constructed thereon. Any finished products or semi-fin- ished products stored on the property outside of said buildings shall be confined to the rear one-half of the property, but shall in no instance be placed on that side of a building paralleling an existing or proposed street. — ■ Farmers Branch Industrial District, Dallas. Waste Disposal It is important to prevent the indiscriminate dumping of waste material or refuse. No waste material or refuse shall be dumped upon or permitted to remain upon any part of said property outside of buildings constructed thereon. In addition to the foregoing, the property shall not be used by any industry whose primary business requires industrial sewerage, unless the then governing municipal body authorizes the use of its sewage disposal facilities or said industry constructs its own sewage disposal plant. — Farmers Branch Industrial District, Dallas. Improvements Made or Erected The following example indicates how districts can control land sold to prospective industries where such occupants erect their own structures. Improvements (commercial or light industrial buildings, etc.) erected on property subject I" this declaration as de- scribed in Clause I hereof, shall not exceed forty-five (45) feet in height, provided, however, that water towers or tanks, standpipes, penthouses or structures for housing elevators or elevator equipment, stairways, ventilating fans or similar equipment required to operate and maintain the buildings, fire or parapet walls, skylights, tanks, cooling or other towers, wireless, radio or television masts, roof signs, flag- poles, chimneys, smokestacks, gravity flow storage and/or mixing towers or similar structures may exceed this height with the written approval of the Grantor. — Industrial Addi- tion to Wichita. Erection of Individual Powerplants The erection of certain types of powerplants by indi- vidual occupants could become objectionable because of smoke, odor, and fumes. Power used in or developed or obtained for the operation of any establishment within the confines of the area sub- jected to these restrictions shall be confined to electrical or substantially equivalent type of power using only oil, gasoline, gas or liquid petroleum products or similar com- bustible materials in its production, or other products which do not produce excessive smoke, odors, or fumes. — Industrial Addition to Wichita. Billboards and Signs The effect of uncontrolled use of billboards and other advertisements on an otherwise attractive district is obvious. No billboards or advertising signs other than those identi- fying the name, business and products of the person or firm occupying the premises shall be permitted, except that a sign not to exceed ten (10) feet by twenty (20) feet in size offering the premises for sale or lease may be per- mitted. — Industrial Addition to Wichita. Fences and Walls Improperly placed fences and walls are eyesores. Prior approval of such structures will eliminate this possibility. No fence, masonry wall, hedge or mass planting shall be permitted to extend beyond the building lines established herein except upon approval in writing by the Grantor. — Industrial Addition to Wichita. Mineral Reservations It is reported that considerable natural gas is located beneath the surface of Fairfax Industrial District. As it does not pay to drill for this gas on a commercial basis, and as this type of activity would decrease the attractiveness of the district, the developers have in- cluded the following reservation in conveyances: Excepting from this grant and reserving unto the Grantor, its successors and assigns forever, all minerals and all min- eral rights of every kind and character now known to exist or hereafter discovered, including, without limiting the generality of the foregoing, oil and gas and rights thereto, together with the sole, exclusive and perpetual right to explore for, remove and dispose of said minerals by any means or methods suitable to the Grantor, its successors and assigns, but without entering upon or using the surface of the lands hereby conveyed, and in such manner as not to damage the surface of said lands or any building now thereon or hereafter erected thereon or the substructure of any such building, or to interfere with the use thereof by the Grantee, its successors or assigns. CONTROL THROUGH PURCHASE AGREEMENTS AND LEASES The larger districts which build industrial buildings for sale or lease are able to exercise a high degree of control over the area by including covenants, restric- tions, and reservations in detail in purchase contracts and leases. Condition and Use of Premises Following are some of the pertinent conditions per- taining to the use of premises contained in purchase agreements of the Central Manufacturing District, Chicago: The second party further covenants and agrees that the entry into occupancy of said premises by the second party shall constitute an acknowledgment that the same and the building . . . and improvements thereon have been received by the second party in good and first-class con- ' dition and that the second party will at all times during the life of this agreement keep said premises and the buildings and improvements at any time thereon and the appurtenances and the sidewalks and alleys adjoining the same in a safe, clean, and wholesome condition tind will in all respects observe and comply with all governmental, health, and police requirements and regulations respecting said premise- ami buildings and all ordinances and laws affecting said premises and buildings and improvements, and that the second party will remove, at the second party's own expense, any rubbish of any character what- soever which may accumulate thereon; that the second party will not use or permit to be used upon or in said premises or any building thereon anything that will in- validate any policy of insurance at any time carried on the building or improvements thereon or that will in- crease the rate of insurance on the same or adjoining property; that the second party will not overload any floor in any building at any time on said premises; and that the second party will not use or allow the use of said premises or any portion thereof or any building thereon at any time during the life of this agreement for the manufacture, storage, distribution, or sale of intoxicating liquors, or for any business which shall increase the fire hazard of adjoining property, or for any business which constitutes a nuisance or causes the emission of odors or gases injurious to products manufactured upon ad- joining premises or premises within five hundred feet of the above-described premises, or for any purpose cal- culated to injure the reputation of said premises or of the neighboring property, or for any purpose or use in violation of the laws of the United States or of the State of Illinois, or of the ordinances of the City of Chicago, or for any purpose other than that of and that no signs or structures objectionable to Trustees will be erected or permitted to be erected or placed upon said above-described premises. No holes in walls nor any other change or alteration in or addition to the building or buildings erected on said premises by the Trustees shall be made by the second party without, in each case, the written consent of the Trustees. In addition to most of the above provisions, leases of the Clearing Industrial District, Chicago, contain the following conditions: No changes or alterations in the building or buildings or improvements erected by Lessor on the demised premises shall be made or permitted by Lessee without in each case the previous written consent of Lessor. Lessee covenants and agrees that the said premises shall not, at any time, during the term hereof, be used for any other than manufacturing, industrial or storage purposes, nor shall said premises or any part thereof, at any time during the said period, be used for the erection of mainte- 37 nance thereon of any dwellings, stores, holds, saloons, or boardinghouses, and that there shall not be manufactured or sold or disposed of upon said premises or any part thereof at any time during the period aforesaid, any spirit- uous, malt or other intoxicating liquors of any kind or description. In the event said premises, or any part thereof, are used for any such prohibited purpose during the said period. Lessor, its successors or assigns, are hereby given and granted the right, upon five (5) days' previous written notice to Lessee, or to the pretended owner of or person then in possession of said premises, with or without force, to enter upon said premises and demolish and remove there- from the structures herein prohibited, to institute and prose- cute any proceedings, in law or equity, against all or any persons violating, or attempting to violate said covenants or any of them or for the specific performance thereof, and to obtain an injunction against Lessee and all other per- sons violating, or attempting to violate said covenants or any of them, and in said injunction suit, or any other suit, to recover from Lessee, or from such other person or per- sons, all costs incurred by Lessor, its successors or assigns, in demolishing and removing any such structures, and all costs and expenses, including attorneys' and solicitors' fees, incurred by Lessor, its successors or asigns, or its or their agents, in any such legal proceedings so brought to enforce said covenants, and in addition thereto, an amount as dam- ages to cover the time of its or their officers and agents, which shall be equal to the amount of the expenses so incurred in court costs and attorneys' or solicitors' fees. It is expressly understood and agreed that the remedies hereinabove reserved to Lessor, its successors or assigns, for the enforcement of any or all of the rights hereunder, shall be concurrent and cumulative. Maintenance of Buildings The following conditions pertaining to maintenance of buildings are contained in purchase agreements of the Clearing Industrial District: The Purchaser covenants and agrees that the entry into possession of said premises by the Purchaser shall con- stitute an acknowledgement by the Purchaser that the same and the buildings and other improvements thereon have been received by the Purchaser in good and first-class condition, and that while this agreement remains in force, the Purchaser will carefully keep and maintain the build- ing or buildings and other improvements on said premises at all times in a safe, good and first-class condition and repair, ordinary depreciation from reasonable use excepted. The Purchaser will not overload the floors of said build- ing and will not in any event permit any weight to be placed upon any of said floors in excess of the amounts set forth in the hereinabove-mentioned plans and/or specifications as the amounts which the doors respectively are designed to carry safely, and will not permit any objectionable noise or odor to escape or be emitted from said premises in any way tending to create a nuisance and will comply with all governmental, health and police requirements and regu ■ lations respecting said premises. The following conditions pertaining to maintenance of buildings are contained in leases of the Clearing In- dustrial District: Lessee will carefully keep and maintain the buildings and improvements upon the premises hereby demised in first class condition and repair at all times during the term of this lease and will afford Lessor, all reasonable opportunity to inspect said premises, buildings and im- provements for the purpose of determining whether said premises and buildings and improvements are being prop- erly maintained in such condition and repair and Lessee agrees that at the termination of this lease, either by lapse of time or otherwise. Lessee will surrender up possession of said premises in as good condition and repair as the same shall be in upon Lessee's taking possession thereof, de- preciation from reasonable use excepted. Lessee will not overload the floors of said building and will not in any event permit any weight to be placed upon any of said floors in excess of the amounts set forth in the hereinabove- mentioned plans and or specifications as the amounts which the floors respectively are designed to carry safely, and will not permit any objectionable noise or odor to escape or be emitted from said premises in any way tending to create a nuisance and will comply with all governmental, health and police requirements and regulations respective said Chapter 6 Getting the District Ready for Industry Selecting and Acquiring the Tract Designing the Tract Layout Physical Improvement of the Tract SELECTING AND ACQUIRING THE TRACT With a comprehensive plan of action on paper and an organization to carry out the details, attention can be given to the selection and acquisition of a suitable tract and its subsequent physical improvement. As the land selected for the district must meet the requirements of prospective industry, consideration should be given to the factors which influence industry management's decision to select a particular site once it has chosen the general area in which to locate. For example, management may be adverse to moving out too far because of higher telephone rates, greater in- surance and utility costs, or inadequate labor supply, public transportation, and fire and police protection. National Security Factors Management's views on location preferences must be weighed against national-security considerations, the availability of properly zoned industrial land, and the effect of the proposed location on the normal com- munity pattern of utilities, transportation facilities, and land use. In the selection of any sizable tract of land for in- dustrial-district development, consideration should be given to Federal Government programs to disperse new industrial facilities. It is believed this is an effective means of reducing the vulnerability of industry to aerial attack. The vulnerability of production is brought out by the fact that 71 percent of the country's productive capacity and 54 percent of its industrial workers are located in 50 major metropolitan areas. To be assured that the proposed district location meets the criteria of the National Industrial Dispersion Program, the originators of a project should check with the industrial dispersion committee in the area to de- termine whether a site offers relative security against aerial attack. Ninety-one of these communities have conducted or are conducting surveys to determine the existence and extent of potential target zones and to identify the general areas of adequately dispersed sites for new defense industries, and more than half have had their surveys approved in Washington. (Criteria for dispersion are set forth in Industrial Dispersion Guidebook for Communities, available for reference at depository libraries and for sale by field offices of the U. S. Department of Commerce. Site Requirements The site requirements discussed below are considered by most industrial-district developers to be vitally important in the selection of the tract. Railroads. — It is advantageous to locate the district where it can be served by a railroad, if not on the main line then near enough to make it economical to extend lead tracks into the area. Another point for consideration is whether a tract should be selected where the district can be served by one railroad exclusively or by several railroads. A spokesman for a railroad serving a district exclusively is very strong in his opinion that the former is the better method. Since the railroads will play an im- portant role in locating industrial prospects, it may be worthwhile to get the views of roads serving the general area before making a final selection. The developers of a successful non-railroad-owned district urged that a railroad with an aggressive industrial department be consulted. Selection of a tract lying within the switching limits will be an added selling point when contacting pros- pective industries. In or near the larger industrial centers, it is advisable to consider areas where recipro- cal switching arrangements already exist among the railroads serving the area. Highways. — Since more and more freight is being transported by truck, a location near a major highway should be considered; if not on a major highway, then a location where there are suitable access roads to these highways. Several districts reported that by locating adjacent to express highways they can retain for their occupants all the advantages of accessibility — to suppliers, related industries, markets, and labor — that similar plants en- joyed on "intown" sites before congestion set in. Expressway speeds . . . bring a factory 7 miles from a rail- road team track as close in time as a downtown factory 1 mile from its team track. Or, it may take 10 minutes to truck materials from an intown supplier to an intown plant half a mile away; the same 10 minutes would get a truck from a plant to a freeway entrance half a mile from the truck 39 the lil.'S. a long haul is just as substantial; and the more of its journey a truck performs by expressway rather than ordinary street, the lower is its operating cost per mile and the less i- it- ii>k of accident or delay. The advantages become more telling ^till when accessibility to labor force is compared. If a worker is willing — as most of them are — to travel 30 minutes to work, an intown plant can reach out by streetcar only 5 miles for workers, figuring a 5-minute walk at each end of the trip. An outlying plant not near an expressway can easily reach about 10 miles (figuring a 5-minute walk from the parking lot). But a plant 2 minutes from a freeway, with the same 5 minutes' walk, can attract workers from 15 to 20 miles away, depending on how far they live from an access point at the other end. 1 Water supply. — This is a controlling element in determining the types of industries which can be attracted to the district. Water mains must be close enough for economical extension into the tract selected. Volume of supply may also be a vital element. The possibility of drilling wells for supplemental water supply should also be considered. In certain parts of the country, particularly where there are no large users of water, the demand for water for adequate fire pro- tection is usually the major criterion. Power supply. — The area selected must have high- tension powerlines available with sufficient voltage for all industrial uses in the district. Sewerage. — Assurance must be made that there will be adequate facilities for waste disposal in the area selected. Facilities now available for other industries in the area may not be of sufficient capacity to support an additional group of industries. Gas lines. — In a region where gas is the primary source of fuel, it is important to check the location of natural gas lines and the possibility of extending lateral lines into the district. The developers of one industrial district reported that a gas company would make no immediate commitment to extend its line into the area. Topography. — The tract selected must be high enough in elevation to assure proper drainage. In addition, the substratum must adequately support foundations for various types of structures which will later be constructed on the tract. Depending on the particular location, it may or may not be worth while to invest heavily in clearing, grading, and filling. Size of tract. — The tract must be large enough to accommodate a group of industries with allowance for plant expansion. The tract should be in one parcel if possible to minimize difficulties of land assembly and speculative activities otherwise arising from the pur- chase of single scattered tracts. Residential subdivision. — The tract should be not too far away from a residential area large enough to supply the necessary labor for industries locating in the district. With the increasing use of automo- biles, however, and with adequate parking facilities and restaurants, employees are willing to travel greater distances to work. Zoning. — It is desirable to locate in an area which has already been zoned exclusively for industry, based on a comprehensive land-use study of the en- tire area (ch. 5) . How Much Land Is Required Although there is no certain, scientific method of determining the optimum number of acres required for a particular type of industrial district, considera- tion of the following may prove helpful: 2 1. An objective appraisal of the pace of industrializa- tion in the local area will aid in forecasting future land requirements. Past requirements are no criteria for the 2. Horizontal-line production methods require land-con- suming, one-story structures. 3. Increasing emphasis is being placed on esthetics. In- dustry wants modern plants in pleasing surroundings, with adequate parking areas and landscaping. This also requires added space frig. 10). 4. Industries now housed in obsolete multistory buildings in the local area may want to move out of their congested locations to a new district where there is more space. Scarcity and increasingly high cost of land in the core areas of central cities often precludes the purchase of 5. National-security considerations. An increasing number of industries are considering security from aerial attack as a factor in choosing locations. The national industrial dispersion program has added impetus to this trend. In the interest of national security, it may be found desirable to plan two or more smaller districts, spaced far enough apart to preclude the possibility of creating new areas of industrial congestion. 6. More and more employees drive to work, accentuat- ing congestion in the core areas and making it desirable to locate in peripheral areas with adequate space for employee parking. 7. Sufficient acreage should be purchased now for future expansion. The present cost of purchasing extra land is only a small fraction of what it will cost several years later. In the new Expressway Industrial Park in Toledo, there is a required 3-to-l ratio of land area to plant area. 8. The degree of rigidity of setback, loading, parking, and other restrictions imposed by the developers will also affect acreage determination. In this connection, the de- velopers of Trinity Industrial District, Dallas, stated that approximately 1,000 square feet of raw land will normally produce slightly over 500 square feet of developed land, the remainder going into streets, utility, and rail easements, 2 An additional useful guide is the classification of industries by land area contained in Space Fur Industry, Technical Bulle- tin No. 23, Urban Land Institute, Washington, D. C, July 1954. . A 43,560 SQUARE FOOT BUILDING (EQUIVALENT OF I ACRE) ON A 4-ACRE SITE (EQUIVALENT OF 174,240 SQUARE FEET 4. AN 87,120 SQUARE FOOT BUILDING (EQUIVALENT OF 2 ACRES) ON A 9-ACRE SITE (EQUIVALENT OF 392,040 SQUARE FEET) 3. A 21,780 SQUARE FOOT BUILDING (EQUIVALENT 5. AN 87,120 SQUARE FOOT BUILDING ON A 9-ACRE SITE OF ONE-HALF ACRE) ON A 4-ACRE SITE I Figure 10. — Schematic drawing showing relationship of building area to site area. etc. This is apparently based on the developer's own ex- perience at Trinity where building setback restrictions are not quite as rigid as in Industrial Addition to Wichita, Clearing, and other industrial districts. The developers of Trinity believe that thus far they have not made ade- quate provision for offstreet parking and intend to do so in the future. 9. If there are prospects of Ideating some of the larger national firms in the district, consideration should be given to the fact that a number of these firms have adopted a policy of purchasing initially at least 5 to 10 times as much land as the original plant will occupy. 10. An analysis of tract sizes of established industrial districts indicates that 80 percent of the districts have tracts of less than 500 acres (app. B, table 4). The average tract is about 454 acres (app. B, table 1). Of the older, well planned districts, the average acreage is about 1,000. (For a complete list of acreages, see "number of acres" column in app. A.) How to Find a Suitable Tract Many farsighted community planners, recognizing the importance of industrial development to community growth, have set aside and zoned suitable acreage for industrial use. Others have found that their best in- dustrial sites along trackage have been developed into residential subdivisions while suitable residential property is being ignored by developers. This problem has been emphasized by the director of the industrial department of a midwestern railroad: I might say to you that our railway company has found it necessary in order to assure the availability of industrial sites to potential industry to go in and acquire real estate at various points along our railroad. Our situation is not dissimilar to that of most other railroads in that very few communities on their own volition have provided industrial sites either by acquisition of land or by adequate zoning. As a result, unless the railroads or private individuals undertake the provision of industrial facilities, an industry finds it necessary to do its own searching and take whatever might be available. I am quite certain, from my own knowledge, that some communities have lost opportunities to secure industries because of this lack of planning in their city development. Assuming that the community has not already re- served acreage for industrial development, the follow- ing may be of value in searching for and selecting a suitable tract. Sources of professional help. — The services of the industrial department of the local chamber of com- merce, industrial realtors, industrial development de- partments of railroads and utilities, and industrial planning consultants can be utilized to good advantage. It has been suggested before that these groups should be represented on the Physical Requirements Commit- tee (ch. 3), which is responsible for selecting and ac- quiring the site. Other possible sources of existing data on available sites include the city engineer's office, planning and zoning commission, public works depart- ment, and State planning and development agencies. Time and expense may be saved by first checking the above sources. For example, in looking for land for an industrial district in Houston, Tex., the developers decided to first consult the railroad serving the north- west part of the city. This particular railroad had already made a survey of the industrial expansion pos- sibilities in the area and was looking for a developer to buy a particular tract of desirable land it had selected. Identifying potential areas. — If satisfaction is not obtained from the above sources, it may be found necessary to make a quick survey of potential industrial sites in the area. In this case, the following research tools will be useful: 1. Base map. — Obtain a good, large-scale map of the local area upon which additional data can be plotted. 2. Land-use maps. — These maps, usually prepared by township, village, or county planning commissions, will be useful in determining the locations of existing industrial areas. Another source of this type of information is San- born fire-insurance maps. 3. Zoning miijis. These maps, available from the city, county, township, or village planning commissions and zoning boards, will indicate the availability of land for industrial use. 4. Topographic maps. — Time spent in the field will be reduced by referring to topographic quadrangles of the local area. Coverage of these maps can be quickly deter- mined by checking Index to Topographic Mapping, Map Information Office, U. S. Geological Survey, Department of the Interior, Washington 25, D. C. (copies free). From these maps, available at the above address, it is possible to determine readily the relationship of highway and rail- road as well as terrain conditions. Important information on drainage conditions will also be revealed. 5. Aerial photographs. — Up-to-date vertical aerial photo- graphs are useful to supplement and correct the topo- graphic maps, particularly as to manmade features which have occurred since the topographic surveys were pre- pared. Aerial photos are particularly useful in deter- mining current land use especially in areas which have not yet been mapped topographically. These photos may be available from city and county planning commissions, chambers of commerce, regional planning commissions or associations, county agricultural agents, or local offices of the Production and Marketing Administration, U. S. Department of Agriculture. The Air Force, the Corps of Engineers, and the U. S. Coast and Ceodetic Survey have also made aerial surveys of certain cities and counties. It may be advisable to write the Map Information Office, U. S. Department of the Interior, concerning the best avail- able aerial photography for the particular area under con- sideration. This agency is responsible for the indexing and coordination of aerial photography for all Govern- ment agencies and will refer inquiries to the appropriate agency. Many private companies offer aerial photographic and mapping services, costs varying with the size of the area and the scale desired. One source states that if done on a cooperative basis with one or more nearby cities, the cost will run anywhere from .|80 to $300 per square mile. Another source states that a private firm made a bid of $3,000 to survey a 35 square-mile area. 6. Road and street maps. — Check the city engineer's office and county and State highway departments for 42 a map of paved highways and other roads in the immediate area. Street maps should be available from the local chamber of commerce. 7. Railroad maps. — Check the city engineer's office or local railroad office for a large-scale map showing all rail- roads in the area, if possible with the number of tracks, the yards, and the switching limits. 8. Canals and waterways. — Generally, waterways and harbor facilities are mapped in sufficient detail on topo- graphic maps. 9. Utility map. — Local utility companies, the State public service commission, city engineer's office, or the local plan- ning commission can usually supply a large-scale map on which are plotted the limits of municipal and private water districts, the distribution of sewage-disposal service, and the location of gas and electric power lines. With the tools in hand, it should not be too difficult to identify potential industrial tracts. The committee can now plot on the base map all tracts in the local area which seem to have possibilities for future in- dustrial development. The following suggested pro- cedure may be useful in this respect: 1. Referring to the topographic maps, plot on the base map locations of all land having a slope of approximately 10 percent or less. Actually, depending on the locality, the 10 percent figure may be too high. One developer in Texas stated that it would be prohibitive to develop a district on a tract having a 10-percent slope. Of course, in areas such as Pittsburgh and Atlanta where terrain is rough, such development may be found practical. 2. Referring to available recent aerial photos, land-use maps, and zoning maps, plot on the work map all vacant areas which may be available for industrial use and which have a slope of 10 percent or less. 3. Referring to the transportation maps of the area, draw on the base map lines parallel to and about 1 mile from paved highways or railroads. These lines repre- sent the approximate maximum distance from transporta- tion facilities that industrial plants are normally located. Also plot the areas served by freight-car switching service and the areas served by less-than-carload service. 4. Referring to the utility map, plot on the base map the locations of electric transmission lines, gas lines, water supply pipes, and sewage disposal systems. 5. If a dispersion survey of the area has been made, draw in the 10-mile disperson line (if target zones have been identified) in order that proposed sites can be checked for the national-security factor. This line can be obtained from the local industrial dispersion committee. With this master work map, the committee can per- sonally inspect the areas which are believed to be suit- able. Many areas will be eliminated. With industrial real estate, railroad, and utility representatives on the committee, a firm recommendation as to the general acceptability of several areas can be made. A final decision can then be made on one of these depending on availability, cost, and conformity with the mini- mum requirements set forth in the comprehensive industrial district plan. Acquiring the Tract After several tracts have been selected as logical locations for the new district, the next step is to check their availability (concurrent with the site survey if practicable) and to take up options on one or more parcels. This should be done with a minimum amount of publicity as property owners who become aware of the plans are apt to increase the price of their land out of proportion to its value. In the Pasetta Tract in Santa Clara, Calif., for example, the cost of the first parcels of land, purchased from 7 different owners, ranged from $2,500 to $3,500 an acre. Prices^of the remaining properties when finally purchased ranged from $4,500 to $6,000. The problems of land assembly are necessarily more acute in areas within the central city, and costs may be prohibitive. Congestion, cost, and national security are a few reasons why it may be expedient to locate in the peripheral areas where land is more plentiful and can be assembled in fewer parcels. In the smaller com- munities, land assembly is normally not so difficult. For example, as soon as the Fresno, Calif., group de- cided to establish an industrial district, a real-estate member of the industrial committee was authorized to obtain options on 320 acres. This action was taken quietly, but immediately after the options were obtained the project was publicized and campaigns begun to raise the necessary funds for the purchase and improve- ment of the tract. The community of Chico, Calif., had a relatively easy time in assembling land for its industrial district by purchasing an airport from the Federal Government after World War II. In the Oklahoma City area, the task of securing con- trol of hundreds of acres for the establishment of nine industrial districts was given to an experienced indus- trial-real-estate broker. At least several instances have been reported where sizable tracts were purchased from owners of large estates. For example, in searching for a site for High- land Industrial Terminal, Houston, Tex., the develop- ers found a large family estate 6 miles northwest of Houston. Those in charge of the estate were friendly toward industrialization, and part of the property was purchased for $2,500 per acre. DESIGNING THE TRACT LAYOUT Although some preliminary thinking regarding tract layout can be done in the earlier stages of industrial- district planning, the final layout plan will necessarily Courtesy: Missouri-Kansae-Texas Railroad. Figure 11. — Layout of Airlawn Industrial District, Dallas, Tex. have to await the selection and an accurate survey of the tract. Who will do this technical job? What are the criteria of a good layout plan? What is the ex- perience of established districts in designing block patterns? How is a plat used? Sources of Professional Assistance It is essential that the layout be designed by profes- sionally qualified people. A reliable source of aid is the industrial development department of the railroad or railroads which will serve the property. For ex- ample, the Missouri-Kansas-Texas Railroad, serving Airlawn at Dallas, has a staff of civil engineers to survey topography, drainage, trackage, and other physi- cal features. The final plan of the tract, including the proper placement of trackage, roads, sewers, and utility easements, will depend on an accurate physical survey of this kind. Another source of aid is the professional industrial- planning consultant, many of whom specialize in in- dustrial district planning. An experienced consultant can quickly assemble the necessary data and prepare a plan for consideration, thus keeping his fee as low as 1 or 2 percent of the actual development costs. For example, the Industrial Addition to Wichita was de- signed by a nationally known land planning engineer and surveyed by a civil engineer in Wichita. A third possibility is for qualified local specialists to cooperate with the industrial-district committee. This was the case in Fresno, Calif, (ch. 9). where a com- mittee of industrial-real-estate brokers volunteered their services and laid out the 320-acre tract in 50 lots, planned the location of the streets and lead tracks, had the area surveyed, and filed the plat with the appropriate real estate commissioner (fig. 26). As indicated earlier, an excellent means of getting firsthand data is to send an inspection team to a few of the well-established and successful districts. One developer reports: "All of the developers I have ever talked to have been quite free with their time and very willing to discuss the problems and particularly the 'don'ts'. . . ." Checklist of Factors To Consider In designing the layout, or in reviewing the layout prepared by others, the following checklist may be helpful : 1. The layout must be flexible so that warehousing and distribution operations, as well as manufacturing industries, can be attracted to the district. 2. The tract must be laid out in such a way that a pro- spective occupant can be offered the size, shape, and type of site most perfectly meeting his specific requirements. 3. Sites should be laid out so as to minimize the number of oddly shaped areas which cannot be sold. 4. Consideration must be given to modern trends in in- dustrial location such as space for horizontal-line produc- tion methods and for parking facilities, cafeterias, and pos- 5. The basic plan for the streets, trackage, and utility easements should be designed with a view toward minimiz- ing development costs and toward maximum efficiency of operation of the industrial district. This can be accom- plished by taking into consideration the factors indicated below. 6. The layout plan should provide for — Minimum area in streets, but with street widths ade- quate for anticipated traffic flow through the district, Minimum length of tracks, Minimum length of utility lines, and Minimum cut-and-fill earth moving. 7. If possible, drainage runs should coincide with major streets. 8. Streets and trackage should be so laid out on contours that parked trucks and spotted freight cars stand on level ground. 9. Provision should be made for the free flow of truck traffic without interference with rail-freight switching. 10. An effort should be made to avoid acute angles at importar 11. When installing rail leads and spurs, rail curvatures should be kept at a minimum. 12. Street axes should be laid out in such a way that — The long dimension of normal anticipated build- ing is not exposed to mid-afternoon glare, Rail lead tracks can reach a maximum number of sites yet cross a minimum number of streets, and The best building fronts will face highway traffic. 13. The street pattern should be devised in such a way that block lengths and lot depths are adequate yet not excessive, keeping in mind the type of tenants most likely to be attracted to the area. 14. The layout should be designed so that development and construction in the district can be carried out in pro- gressive stages or '"installments" if desired. However, all necessary easements should be considered now and held in reserve for future needs and expansion. 15. The layout plan should show the proper building setback lines, conforming to approved restrictions or exist- ing zoning ordinances applying to the tract. Block Pattern and Size of Individual Sites The block pattern must be designed to conserve land, to permit the best possible arrangement of facilities and improvements, to assure maximum accessibility, and to allow for a certain degree of flexibility in lot depths to meet the various requirements of prospective occu- pants. (Figs. 11, 12, 14, 26, and 27.) General block pattern. — Most industrial districts in the United States are laid out in a gridiron pattern. This is in contrast to some of the British industrial districts (trading estates) which have successfully adopted a curvilinear street pattern. Block dimensions. — The size of a particular block depends to some extent on the planned depths of in- dividual sites and the location of rail right-of-way Courtesy: Midland InduE Figure 12. — Layout of Industrial Addition, Wichita, Kans. easements. For example, in order to have site depths of 150 and 125 feet within a single block and still have lead tracks cross a minimum number of streets, de- velopers of Trinity designed the block as follows: 1. A block with long axis 1,000 feet and short axis 328 feet, and ' 2. Placement of the 53-foot rail right-of-way easement parallel to the long axis of the block, a little off center to allow for a 150-foot depth on one side and 125-foot depth on the other side. The developers of tbe Industrial Addition to Wichita wanted block B to contain sites with lot depths of 377.5 and 328.5 feet. Accordingly, the block was designed as follows: 1. A block with long axis 751 feet and short axis 460 feet. 2. Placement of the 45-foot rail right-of-way easement parallel to the short axis of the block so that sites on the north side have 377.5-foot depths and sites on the south side 328.5-foot depths. At least several organized industrial districts have a variety of block sizes, ranging from 720 by 300 feet to 2,400 by 1,200 feet: Block dimen- Site sions Long axis Short axis Width Depth Trinity (Dallas): Block 11 1,000 328 '45 150 45 125 Block 12 1,050 318 45 45 150 115 Block 21 1,000 580 45 45 415 125 Block 23 1,000 414 45 45 137 237 Block 4 720 1,400 300 980 45 205 125 Airlawn (Dallas) 380 280 365 510 560 330 560 600 510 900 600 600 300 180 700 600 600 Industrial Addition (Wichita): Block B 751 460 250 210 250 210 377. 5 377. 5 328.5 328.5 Los Angeles Airport In- dustrial Tract 2, 000 528 2 100 264 Fresno, Calif 2,400 1,200 300 250 600 600 600 600 Depth of sites. — The depth of an individual site is measured from the road to the rail right-of-way. It is the considered opinion of most district developers that a depth of about 200 feet is essential to satisfy the min- imum requirements of an individual industry. A depth requirement of more than 500 feet is quite unusual except where an unusually large plant is to be accom- modated, as, for example, Coco-Cola and Eastman in Airlawn Industrial District, Dallas, or Continental Can Co. in Clearing Industrial District, Chicago. The largest site in the Peachtree Industrial Boulevard, At- lanta, has a depth of 800 feet and contains more than 11 acres. Width of sites. — Depending on the design of the block, there is some degree of flexibility in site widths. Some block plans, however, limit this flexibility. The long rectangular blocks of Trinity in Dallas make it possible to sell individual sites in units of 45 feet wide. Thus a prospective occupant may require 2 or 3 units for plant space, with a fourth unit for parking or re- served for expansion. Los Angeles Airport Industrial District, with even longer blocks, operates in a similar manner except that units are 100 feet wide. Preparing the Plat A plat is a plan for developing a piece of property. As applied to industrial districts, it is actually the lay- out plan or map of the tract. • The legislative body creating the city or county plan- ning commission may authorize and empower it to approve plats showing new streets and other proposed changes in property lines. The primary reason for re- quiring such approval is to assure that new streets and other facilities are coordinated with the existing street system and that the layout plan is properly related to proposals shown on the master plan of the community. Where to get help. — If unfamiliar with platting procedures, it will be wise to check with the county or city planning commission. Although not empowered to prepare plats, the commission staff can assist the sub- divider and surveyor by bringing them up to date on State and county regulations pertaining to platting. Outline procedure. — Although the process for get- ting plat approval varies somewhat among States, this outline will be a useful checklist: 3 1. The subdivider (in this case the industrial district developers) engages a surveyor or engineer to compile information and data on the tract to be subdivided; 2. The subdivider prepares an outline sketch plan for submission to the appropriate planning commission staff for advice and assistance on governmental regulations: 3. The planning commission examines the outline sketch plan and informs the subdivider of design standards, such as drainage, utilities, road layouts, and other parts of city or county plans that would affect the tract to be sub- divided. 4. The district developers (subdividers) prepare a pre- liminary plat for submission to various government agencies for their examination. These agencies may include the drain commission, health department, road commission, State highway department (if tract is adjacent to or affects State trunklines), etc. 5. The appropriate planning commission reviews the pre- liminary plat in terms of compliance with subdivision standards. The commission may then issue a certificate of review to indicate the compliance of the plat with pre- scribed standards. 6. After receiving conditional approval, the district de- velopers may have their surveyor or engineer prepare a final plat to conform with the requirements of the particu- lar State's plat laws and the conditions of approval of the planning commission. 7. The planning commission then certifies final approval of the plat and district developers can proceed with the physical improvements of the tract. , Land Sub- '•* Figure 13. — Clearing and grading Southland Industrial District, Atlanta. Ga. PHYSICAL IMPROVEMENT tracts, and other improvements are installed after set- OF THF TRACT tlement is made with the prospective occupant. Thus the street pattern and rail rights-of-way in the original The physical improvement of the tract includes grad- p]at can be adjusted to accommodate industries requir- ing and putting in streets, rail lead tracks, utilities, and ing krger sites whh greater depth landscaping ( fig. 13 ) . First, however, a determina- tion must be made of how much of the tract to improve Installing Rail Facilities initially. The engineering departments of the railroads serving How Much Land To Improve the district wil1 * ake the responsibility of installing rail lead tracks and industry spurs. Listed below are some There is no precise formula for determining how of {he factorg tQ be considered in installing trackage: much of the tract to improve at the start. However, if R(lU right . of . way . The rail r ight-of-way width re- it is estimated that the land will be fully developed in quirements vary from 17 feet for a sin gl e .track lead to 3 to 5 years, and the layout is flexibly designed to ac- & minimum width of 33 feet for a double . track lead . commodate lioih medium m\i\ Lierhl manufacturing as m . ,, c ■ 1,1 -i 1 • 1 . ... 1 r 1 these riiihl-ol-wav wkIIIis must iK-cc^arMN he iiicreaM'd well as waiclioii-inu ti|ici\ih(iii-. llien it ina\ lie lound . . , . . . . . . . ,,.,,,, 1 ... . in some ( a>cs to |ii'o\ ide adequateh tor surface drain- practicable to install all streets, sewers, and utilities . , , , ^ . 1,1 rr., . age and am utilities and sew et> which are included in betore plant construction is undertaken, this was ° done in the development of the 100-acre Los Angeles the St "P- SeV6ral industrial districts ha ™ re P orted Airport Industrial Tract (fig. 27) . the f° llo wmg right-of-way widths: Many industrial-district developers believe it is best Feet to improve the land in installments, thus allowing for Grimly Industrial District 53 1 D Oklahoma Industries, lnc 45 changes in the original tract layout plan to fit various Airlawn Industrial District 40 circumstances which may arise. As indicated in fig- Fresno, California 32 „ „ . . T 1 . , „. n .. . , Pasetta Industrial Tract 30 ure 5, Irmity Industrial District, Dallas, has been Clearing Industrial District __ 25 improved, and sites sold, in definite installments since Central Manufacturing District 22 IQ/17 Bergen County Industrial Terminal 20 In the Crawford development of the Central Manu- As shown in figure 14, the 53-foot right-of-way nor- facturing District, Chicago, private streets, switch mally used in the Trinity Industrial District allows 48 Courtesy: Industrial Properties Corporation, Dallas. Figure 14. — Layout of a section of Trinity Industrial District, Dallas, Tex. for ample space for a lead track, two industry tracks, and utilities without taking any part of the industry's property. Track curvatures. — The curve of the lead track is usually expressed in terms of degrees or as the ra- dius of the circle of which the curve is a part. Ex- pressed in degrees, the curve equals the angle between two lines drawn from the center of the circle to the ends of a 100-foot segment of the circle. The sharper the curve the greater the degree of the angle. Ex- pressed as the radius of a circle, the sharper the curve, the smaller the circle, and thus the shorter the radius. Although a minimum radius of 300 feet is con- sidered standard for rail lead curves, sharper curves are sometimes permitted where diesel switchers are used to spot cars on sidings, in the interest of space conservation, or to provide more straight trackage be- yond the curve. Airlawn has a curvature radius of 500 feet even though a diesel locomotive is employed for switching service within the district. Industrial Addition to Wichita has a 400-foot rail-lead curvature. It is important to determine in advance whether large road locomotives will spot cars on the sidings or whether small diesels will be used. If the former, the 14° curvature (radius of about 400 feet) recom- mended by most roads should be adhered to. With curves of 16° to 18°, or sharper, there is always the hazard of derailing this equipment. In addition, the cost of maintaining the track is increased and difficulty is often experienced in coupling cars. Where diesels are used exclusively for spotting cars, curvatures of from 20° to 24° apparently can be safely used if necessary to conserve land area for sites. Spur-track agreements. — All trackage beyond the switch connection or commencing at what is referred to as the "clearance point" is installed, owned, and maintained solely by and at the industry's cost with- out refund. The cost of the switch connections, how- ever, although advanced to the railroad company prior to installation, is generally refunded to the industry on a per-car basis. Although the rights-of-way of the lead tracks are usually dedicated to the railroad, spur tracks for the most part are located on industry- owned land. The railroads usually require all private spur-track users to sign agreements embodying owner- ship, operation, maintenance, and use of such trackage. Depressed spur tracks. — It is often desirable to depress spur tracks in the district in order to bring the level of the car door flush with the plant floor. This is common practice in both Trinity and Clearing In- dustrial Districts. In most instances this will necessi- tate retaining walls, and attention will have to be given to required clearances, recommended gradient, proper drainage, and substantial bumping posts. Railroad gradient. — The maximum gradient of trackage is 2 percent (a vertical climb of no more mm Figure 15. — Diagonal system of rail lead tracks in Clearing Industrial District, Chicago, 111. than 2 feet per 100 feet of track) . For spur tracks it is recommended that the gradient be kept as near 1 percent as possible, which will of course depend on the topography of the tract and funds available for leveling and grading the area. Arrangement of spur-track turnouts. — The ar- rangement of spur-track turnouts will directly affect the adjacent site or sites. To minimize the site area needed for such turnouts, the Clearing Industrial District is divided into 40-acre square units and the trackage is brought into the area on a diagonal (fig. 15) . Accord- ing to the developers, this reduces by one-half the track curvature needed to get into each site and obviates buying extra land for approach track to rectangular buildings. As shown on the plat map of installment 4, of Trinity Industrial District (figure 14), common spur tracks have been laid out to reach a plant site without cutting off the corner of any industry's land for trackage. In districts where the tract is subdivided into small and narrow sites, it may be necessary to bring the spur into the lot by cutting off corners of the adjoining site. The amount of land to be cut off should in every case be determined by the engineering department of the railroad serving the area on the basis of recom- mended rail curvatures. Location of spur tracks. — Generally lead and spur tracks should be located at the rear of the sites, thus eliminating the congestion which would surely result if located on the street right-of-way. Certain tract lay- outs, however, make it possible to place them success- fully at the sides of -the buildings. Streets, Curbs, and Sidewalks In the installation of streets consideration must be given to adequate street width ; width of street right-of- way; type of construction material; and type of curb best suited to the district. With respect to sidewalks, are they necessary? If so, where shall they be placed? These and other considerations are discussed below in the light of the experiences of several representative industrial districts. Width of streets and rights-of-way. — The widths of secondary streets in a representative group of dis- tricts range from 30 to 60 feet and right-of-way from 50 to 70 feet (see accompanying table). Types of street construction. — In order to reduce wear and tear by heavy trucks, most districts install streets of reinforced concrete. Trinity, for example, uses 7-inch-thick reinforced concrete (fig. 16). How- ever, if the cost factor must be given serious considera- tion, asphaltic concrete pavement can be substituted. Width i of- a feet Road R ght-of- way Fairfax Industrial District 60 40 40 40 40 40 40 40 30 29 Clearing Industrial District Airlavvn Industrial District 70 60 Central Manufacturing District, Chicago. Peachtree Industrial Boulevard Develop- 60 Oklahoma Industries, Inc New England Industrial Center 60 Bergen County Industrial Terminal 50-60 In this connection, the developers of a midwestern district reported they planned to use asphaltic con- crete paving because they believed that equally good re- sults could be obtained at a cost of 65 to 70 percent of the cost of reinforced concrete. All roads in the Los Angeles Airport Industrial Tract are composed of 6 inches of base course plus 6 inches of asphaltic con- crete. At least one tract in the Central Manufactur- ing District, Chicago, has private streets paved with vitrified brick. Ownership of streets. — Central and Clearing Dis- tricts in Chicago are examples of districts with "pri- vate" streets, owned and maintained by the district managements. In most of the others, particularly the smaller districts, streets are dedicated to the city. Something can be said for both types of ownership. It has been reported that private ownership carries with it the advantage of being able to carry on con- struction and repair of the streets without first securing permission from city officials. In addition, public traffic can be routed around the district, thus minimiz- ing traffic congestion within the district. Under pri- vate ownership, the district management maintains the streets and charges the cost to the abutting property owners concerned. Streets initially privately owned need not necessarily be retained permanently on that basis. When the district is completely developed, and if most of the buildings are sold rather than leased, it may be advan- tageous to dedicate the streets to the city. Curbs. — Provision is generally made for curbs. One district, however, reported that it would not place curbing in the initial stage of development but would later construct a shallow gutter for drainage. Accord- ing to the developers: "Such a design of gutter would be about 3!/2 feet in width and about 12 inches thick !' 1 •- i, 1 1 i ./£'" g<3C/,t>S 4 ' •l • &' : I^W^T^ Courtesy: In< Figure 16. — Typical half section crown road. ;s Corporation. Dallas at the edges and 8 inches thick at the center or invert of the gutter." The Trinity Industrial District uses a monolithic- curb on its crown-type roads. As shown in figure 16, the curb is 7% inches from top to surface of road, rounded where it meets the road surface. Including the 7-inch reinforced concrete pavement, the total depth of the curbing is 14% inches. At the Los Angeles Airport Industrial Tract streets are graded toward the center (inverse crown), where the concrete gutter is located. Clearing Industrial District has used a 60° curb since it found that 90° curbs were being wrecked by heavy trucks. Sidewalks. — Not all industrial district developers think it necessary to include 'sidewalks in the district plan. For example, Airlawn in Dallas and Bergen County (N. J.) Industrial Terminal have none. Cen- tral and Clearing, on the other hand, have sidewalks abutting the curb. Fairfax has 5-foot sidewalks, with a small planting strip on both sides. As indicated in figure 16, the Trinity layout plan shows a 6-foot side- 52 walk of 4-inch concrete. Whether sidewalks are located adjacent to the curb depends on the particular block layout of the installments as developed. The New England Industrial Center has 8-foot sidewalks. Developers of Clearing Industrial District believe that in areas where snow is prevalent it is advantageous to place the sidewalks next to the curb. With a 60° curb, it is possible to run a snowplow through the dis- trict streets with one wheel on the sidewalk. Installing Utilities It takes time and money to get an area ready for industry — to extend water and sewer mains, power and gas lines, and other utility services. Some cities, by proper planning and scheduling of public-works expansions, have made their municipal services and facilities available to industrial areas at minimum cost. In other cities, however, the extension of such services and facilities have proved to be expen- sive and time consuming. These considerations should be ironed out in the planning stage of the industrial district development and a suitable site selected accord- ingly. The current practices of several representative in- dustrial districts with respect to the installation of pub- lic utilities are discussed below. Location of utility strip. — There is no established pattern for the location of easements for utilities. It appears desirable, however, to locate utilities insofar as possible in the rail right-of-way. As indicated in figure 17, Trinity runs its principal sanitary sewers and water mains in the rail right-of-way and places its storm sewers under the center of the street right-of- way. Trinity attempted to have its power and tele- phone poles placed in the rail right-of-way but could not prevail on the power company and telephone com- pany to get that close to the railroad. Central, Clear- ing, and Fairfax have eliminated power poles on street frontages by placing power and light cables under- ground. Airlawn places its utilities, including power poles, in the 10-foot utility-easement strip on either side of the streets. Fairfax places its utilities between the side- walk and curb, or between the sidewalk and building line where the sidewalk is adjacent to the curb. Central and Clearing, Chicago; Peachtree Industrial Boulevard, Atlanta; Oklahoma Industries, Oklahoma City; and Bergen County, N. J., are further examples of districts utilizing the easements on either side of the streets for the installation of utilities. Power and light. — Individual industries located in industrial districts usually purchase electricity from the power companies serving the area. An exception is the Pershing Road tract of the Central Manufacturing District (Chicago). Here a central unit has been in- stalled to provide steam and electric current for light, heat, and power to serve the entire tract. This was possible because of the compact nature of the tract, the size of the plant buildings, and the similar demands of the industries located there. In the Fairfax Industrial District, Kansas City, Kansas, power is supplied by a municipally owned plant having a generating capacity of 99,000 kw. With reference to installation charges for power and electricity, the Clearing Industrial District reported: Electric power and industrial gas are brought to each site by the Public Service Co. of Northern Illinois, without charge to an occupant until it enters his premises. Pub- lished tariffs offer rates to meet varying demands for service. Substations in the district for both gas and power guarantee steady and reliable service in required volui In the recently developed New England Industrial Center and Newton Industrial Center, near Boston, overhead electrical service at the sites is supplied by the Boston Edison Co. Single-phase, three-wire serv- ice (117-234 volts) is available, as well as additional service to meet specific requirements. In Southland Industrial District, Atlanta, the trans- mission line of the Georgia Power Co. passes over a part of the district. From this line is tapped a 19,000- Volt line which runs into the tract at several points. Gas. — In most of the larger districts, industrial gas is brought to each site without installation charge to an individual industry until the line enters his property. If the track selected by the district is too far away from the nearest gas line, however, an initial charge may be made by the gas company to extend its line to the dis- trict, with possible rebates according to the amount of gas used by occupants of the district. It is important to remember that the mere presence of a gas trunk- line is no indication of availability for use by district oc- cupants. In addition, if there are no local distribution facilities, the gas company will want some assurance that there will be enough users to justify tapping a main line. Southland Industrial Center, Atlanta, has tapped a 20-inch high-pressure gas main with a 2-inch high- pressure main which runs into the district tract. Newton (Mass.) Industrial Center ties into a 16-inch line with reported capacity to meet any demand. New England Industrial Center, Needham, Mass., reports that a 4-inch high-pressure line is available to prospec- tive occupants, capable of passing over 40,000 cubic 53 feet an hour. Los Angeles. Airport Industrial Tract reports a 6-inch high-pressure line on the west boundary. Water. — The availability of a public water supply to the industrial district, as in any other industrial development, largely determines the type of industries which can be attracted to the area. The water require- ments of various industries — volume of supply, quality, temperature, and pressure — will therefore influence the size of sites. Many types of industries have mini- mum water requirements and will be suitable prospects for most districts. Fairfax Industrial District obtains water from the municipal plant, which in turn obtains it from "the inexhaustible supply of the Missouri River," and is delivered at a main pressure of 115 pounds. All water mains and fire hydrants in the district conform to _ ^-l-S n SC' s --- J^^/Hi 3 ^- JL e JZ^'L 4.5' Dia.MjnhoU 75 ~ C ~ oncre/e 3 form S | » 1 1 - - m rath local indus- trial real-estate brokers, chamber of commerce. banks, utilities, railroad representatives, and other local groups; also with local prospects. Items in bulletins of imluMrial departments of local cham- ber of I Example: Central Moiiiifin lin- ing District A In .-. ■ ■ m. monthly publications of dis- tricts located respectively in Chicago and Los Angeles. Advertisements in nearby city newspapers announcing opening. Send material suited to edi- torial treatment to nearby city newspapers. Send news releases and other material to nearby city newspapers and to news Local correspond - s will be helpful. tories for regional trade magazines. Advertisement i regional " national i 1 newspapers financial sections of Send releases t< Examples: Fortune, Editor and I'alilislicr, Business Week, Sales Management, etc; also selected news and trade mag- azines. Check periodical di- ind trade la^a/in Send copies to State planning and development agency, State chamber of commerce, industrial -development de- partments of railroads serv- ing the area, selected banks in the general area, and selected prospects including suppliers of existing local industries. Items in bulletins planning and de agencies. of State elopment Send to plant -location services, interested Government agen- cies, and selected list of pros- pects including suppliers of existing local industries. Items in periodic bulletin of the American Industrial De- velopment Council, 1615 H St., NW., Washington 6, D. C; Industrial Development (national magazine of area analysis and site selection), Atlanta, Ga.; etc. /ell a all Send blotters showing flysheets describing new areas openi firms, banks, etc., for handouts. itly completed plants to all prospects and others on ms Leave generous supply with lo< Send to selected prospect- reipiiring more personalized data tl carefully prepared follow up letters to interested prospects who have been referred to the district. Always best to deal with local prospects personally. It may be necessary to send a representative to call on "live prospects" and advisable to contact personally selected national concerns believed to be considering decentralization of operations. Central Manufacturing District, Chicago (privately owned) Speaking of Ourselves . . .—The foreword of this 31- page 8- x 11-inch brochure states: "The intention is to present, as concisely as possible, the organization of the Central Manufacturing District, its practical conception, its chronology of development, its purposes and the means and methods by which it provides for industries . . ." Fully illustrated with aerial photographs of the various . tracts, and photos of many plants and bank and club facilities. Includes a roster of industries. Central Mann tin luring District Magazine- This monthly 7- x 9%-inch magazine, published by the district for the past 35 years, contains 64 pages of articles, editorials, reg- ular features such as "In the District" and "The Stock- yards District Traffic Club." For Once ... A Practical Ideal in Modern Warehouse Facilities . . . Immediately Available.— A 6-page 8- x 9- inch leaflet describing the advantages of the Central Stor- age and Forwarding Co., located in the district. "A Few of the 300 Big-Name Companies That Have Located in the Central Manufacturing District." — Caption of a 2-page advertisement in its monthly magazine. In addition to naming 15 plants in bold type, scattered over one full page, the ad carried the promotional statement: "There are good and sound reasons why over 300 companies, large and small, have established their plants in the Central Manufacturing District. Labor supply, insurance rates, transportation facilities, proximity to markets — these are but a few of the community advantages that are unique to this truly modern industrial community. In addition, we will finance land and buildings under terms that are most favorable to you. . . ." "The Wrong Way To Find Your Plant Location!" — Caption of 2-page ad in the Central Manufacturing District monthly magazine which shows outline map of the United States with blindfolded industrialist standing in the center with a factory in his hands. A second caption reads: "Don't Blindfold Yourself to the Advantages Offered by a Private Industrial Community." Clearing Industrial District, Chicago (privately owned) Clearing sells primarily through industrial brokers. It promotes the district through the following promo- tional literature: Clearing Industrial District.- This ]9-pagc 8 Mi- x 11-inch brochure describes the district organization and facilities and services offered to prospective occupants. Fully illustrated. "Where To Locate Your Plant — Experiences in Plant Location as Told by Ten Prominent Chicago Manufac- turers." — This 21-page 8%- x 11-inch brochure describes each tract comprising the district, followed by testimonials of executives of plants which have located in the various tracts. For example, one page shows a 3- x 4-inch photo of the president of one of the firms, briefly describes the firm and carries a two-paragraph testimonial under the caption "President Tells Why Company Likes Clearing." "Chicago's Suburb of Industry — Clearing Industrial Dis- trict."— A folder 9 by 11% inches after the single large sheet is folded in quarters shows on the cover an oblique aerial photo of part of the district, on the back is a roster of industries. Inside left page lists "Facilities and Advantages of Clearing Industrial Districts"; inside right shows aerial photo of "A Portion of the Great Freight Clearing Yards of the Belt Railway of Chicago." Fully opened to 18 x 23 inches, the sheet displays five 4%- x 2-inch photos of modern plants and a 14- x 15-inch Map of Chicago and Vicinity Showing Location of the Clearing Industrial District." Los Angeles Airport Industrial Tract (privately owned) A single industrial real-estate broker is the exclusive agent for the sale of sites and buildings in this district. A folder with the following language is used extensively to promote the district: Surrounded by Distinguished Company — Plan To Lo- cate Your Plant . . . at . . . Los Angeles Airport Indus- trial Tract." — A single 17- x 22-inch sheet is folded three times to 8% x 5% inches for mailing purposes. Completely folded, one side shows the above caption with the other side blank for name of addressee. Unfolded the first time to 8^2 x 11 inches, it shows an aerial photo of the district on the top half and a list of 11 Unique Advantages for Industry Adjoining Los Angeles' $20,000,000 Airport" oi the lower half. Unfolded again to half size, there is i description of the tract layout, facilities and services, a well as numerous photos. Opened fully, there is a map of the Los Angeles area upon which the location of the disti is plotted, surrounded by 12 photos of modern plants and the captions "Note Ease of Reaching Any Part of This Con- centrated Population— Yet Out of Its Traffic Congestion" and "Plan for Expansion — For Parking — For Satisfied Labor — For Accessibility in the Los Angeles Airport In- dustrial Tract." Fairfax Industrial District, Kansas City, Kans. (railroad owned) The Union Pacific Railroad has prepared an elabo- rate brochure for the use of its representatives in principal cities in promoting the sale of sites in the district. "Fairfax Industrial District— For Modern Industries With a Future — Planned and Developed as an Eastern Gateway to the Great Southwest." — This 12- x 16-inch buckram-bound 32-page brochure has a colored aerial photo on the cover, followed by color prints of Union Pacific trains; a large map showing the district in relation to the entire Union Pacific route; data on the Kansas City metropolian area with aerial photos of the Kansas City business district; a full-page aerial photo of the district and on the adjoining page a plat map showing district streets, existing buildings, and layout of lead and industrial tracks; 4 pages describ- ing the district and locational advantages: comparisons showing efliciences and economies of one-story and multi- story industrial buildings; 4 pages of color photos of indus- trial plants; 4 pages of aerial views of the surrounding area: 4 pages of additional data on the metropolitan area: and 3 pages describing the chronological development of the district. ChicO Industrial Sites (municipally Owned) location of Chico. The second page includes layout plan ,.„. T . . . „. i •! 11 at •» i i anc * physical data of the district. Several pages outline Chico Industrial bites . . . Available INow! — A good , , r , . . , „, . , , . , , , .-, ,,. , ., the advant i - ■ r, ,\y 2 cents. The developer made the following observations which may be useful and encouraging to local groups now planning districts: 1. Land in the district was assessed at $100 an acre in 1945. The average assessment is now approximately $1,000 2. In 1945. the 300 acres produced about $1,000 in revenue to Santa Clara County, none to the city of Santa Clara. The combined tax revenue now is 300 times as great. 3. "Don't set a fixed price and then change it." A nearby community reduced its land price considerably in seeking a big industry. The company became suspicious and located in the Santa Clara district instead. 4. Labor, housing, and climate, in that order, were re- ported to be the factors influencing industries to locate in the district. 5. In promoting the district, the developer occasionally sends a man east to talk to prospects. Other contacts are made through railroads and industrial brokers. 6. Industries located on the tract are willing to pay the extra city tax in order to get better fire insurance rates and municipal services. 7. Giving options to industries searching for sites in the area is good business. At least one plant decided on a district location because a formula was worked out to apply the option money to the purchase price. 8. Insurance companies have financed most of the plant construction in the district. 9. Only one rail line has access to the site. The pros and cons of this are discussed in chapter 6. SOUTHLAND INDUSTRIAL CENTER Atlanta, Ga. After World War II, it became increasingly difficult in Atlanta to find sites meeting the requirements of many of its expanding firms and of outside companies wish- ing to locate there. In 1947 the Nashville. Chattanooga, and St. Louis Railway, teaming up with the Atlanta Chamber of Commerce, city business leaders, and real- estate brokers, designed and began development of the 170-acre Southland Industrial Center (fig. 13 in ch. 6). It was determined to plan the district with all the care given to the creation of new residential areas and to provide the most attractive building sites possible. The developers said: All utilities — water, gas, electric power, sewage, and tele- phone lines — are led to the edge of each property ready for instant connection. Purchasers of sites . . . need only to choose their location, unroll their blueprints, and start Warehouse areas are separated from factory sites. Firms having like needs will be located in the same sections in order to provide the most satisfactory facilities and serv- ices to all. Buyers need have no fear of being placed next to plants whose manufacturing processes or physical activities will interfere with their own undertakings. Although the railroad is primarily interested in lo- cating industries on its line, it expects the cost of the project to be repaid from the sale of improved in- dustrial sites. STOCKTON INDUSTRIAL SITES, INC. Stockton, Calif An abbreviated chronology, excerpted from editorials and news items from the Stockton Record, reports the progress in planning and developing Stockton Indus- trial Sites, Inc., a community industrial district or- ganized for profit (fig. 28) . June 27, 1951 — "Developing Sites for Industries" (editorial). For many years there has been recurring talk of organ- izing Stockton capital for the purpose of purchasing and preparing sites for industry. To this end the board of directors of the Stockton Chamber of Commerce has au- thorized the formation of a corporation under chamber sponsorship. . . . Required for organizing Stockton's capital will be a re- ceptive but not too restrictive attitude on the part of individuals and institutions which can afford to invest. And equally important, the project will require earnest leadership and devoted, followthrough legwork. Otherwise this potentially beneficial idea will die a lingering death in chamber committees. June 27, 1 951 —"Effectual Machinery."— This is the caption of a cartoon showing a bulldozer with "Industrial Site Corporation" on the front and stating: "With Community Backing. Good Leadership, This Job Can Be Accomplished." November 30, 1951 — "Winning Proposition for In- dustry" (editorial). . . . There are two good reasons for proceeding to acquire a large block of land for development. One is that this method assures that industry will not be repulsed^ by the practice of jacking-up land values. The other is assurance of orderly development and protection of investments from deteriorating use of surrounding property. From the Stocktonian's viewpoint there are several im- portant considerations also. Fundamental, of course, is the additional commercial traffic which industrial payrolls and products generate. And only slightly less secondary should be the citizens* concern that the proper kind of industry locate here, and that this growth be healthy from the standpoint of the broadest community interest. November 30, 1951— "$500,000 in Stock Placed on Sale to Spur Development of Business Site." The attraction of industry today was put up to the busi- nessmen of Stockton as a community project. Five hun- dred thousand dollars' worth of common stock in an indus- trial site corporation was placed on sale by the Stockton Chamber of Commerce. . . . An option has been obtained to purchase for $200,000 a 196-acre site . . . that fits all the requirements of in- dustry. . . . The stock will be offered for 90 days. If the minimum requirement of 3,000 shares is not sold by then, the deal is off. . . . November 30, 1 951 —"12 Factors Used to Select Site." (Figure 28.) . . . How did the Chamber of Commerce select the site for its industrial power? The chamber contacted railroads, industries, and manu- facturers and came up with 12 factors considered essential in locating an industry. . . . By the process of elimination, the site finally chosen was found to be the only one meeting all requirements. January 4, 1952 — "Campaign for an Industrial Tract." This was the caption of an editorial, accom- panied by a cartoon, "Nail It Down — Industrial Sites Drive Is One Way To Insure Industrial Development." ... It should be no great feat to raise pledges to pur- chase 1300,000 in stock to buy an industrial tract in the next week. Action should be very fast on this imaginative enterprise which seems to have taken a popular hold on the community. A plan in which business and industry should be interested primarily, it also has attracted the support of labor unions and of civic groups. What the Chamber of Commerce wants is promises to buy at least $300,000 in stock in Stockton Industrial Sites, Inc. Such pledges are a requisite of incorporation. The money will be used to purchase a carefully chosen tract of 83 Figure 28. — Aerial view of the 196-acre tract selected for Stockton Industrial Sites, Inc., Stockton, Calif. 196 acres west of the city and to develop the property for sites for industry. Stockholders will control the corpora- tion through a board of directors elected by them. Shares are priced at $100, with a limit of $25,000 in shares to a single person. Once an area of this size with obvious advantages is made available, much of the guesswork will be removed from efforts of the chamber and other groups to attract new business and industi\ to Slockton. Land values will be fair and constant, and inquiring industrialists can be as- sured they will not be gouged at the last moment in their negotiations. Also, they can be certain that users of sur- rounding property will not deteriorate the value of their plants or interfere with their operations. Already a poten- tial customer wants a piece of the tract. There should be 300 persons in Stockton willing to fi- nance the site corporation readily at $1000 apiece. But this is not the best way. For the sake of continued com- munity interest in the project, the stock should be spread widely among many holders . . . January 5, 1952 — "Mayor Ventre Proclaims Next Week as 'Industrial Site Week.' " A chamber of commf made for $10,000 to a r $100 minimum. . . . The $300,000 figure was set by the secretary of state as a minimum for incorporation. Of this, $200,000 will go to purchase the land from W. H. Cordes, San Francisco financier. The remainder will be used to develop the property. The chamber official warned that the deal must be com- pleted by February 15 because the option runs out on that date. • official said one sale has been . . many are listed for the January 7, 1952 — "Stockton Industrial Site Proj- ect Explained in Detail by Promoter." — Three long columns were devoted to questions and answers about the project. The following question brought up a point about restrictions: Q. Are there any limits or restrictions on the industries to be sold land in the site? A. Yes: city and county zoning restrictions will limit the type of industry as to size, odor, noise, and other factors. January 7, 1952 — "Business Leaders Map Cam- paign Program." . . . Chamber directors will meet at 7 a. m. tomor- map a subscription drive. ders will meet at noon of the drive throughout Some 40 bush Wednesday ... to plan expan nity. January 8, 1952 — "Industrial Site Funds Pouring One-fourth of the . . . goal has been subscribed. The total is expected to be swelled considerably at a luncheon of business and civic leaders tomorrow noon. . . . Fourteen chamber directors signed for $9,000 in stock commitments this morning to push the drive over the $75,000 mark. January 17, 1952— "Invest Today in Stockton's Future." — A large advertisement included a tear-out •, 7 at $5,000 each, e. Many are at the coupon stating: "I am interested in purchasing shares in Stockton's Industrial Site." January 22, 1952 — "Stockton Site Fund Reaches $172,000 With 246 Individual Contributions." . . . There is one $10,000 i: 2 at $2,500, and 31 of $1,000 c $100 minimum. . . . It's the little fellow that is going to put the industrial site plan over. February 15, 1952 — "Industrial Fund Near Goal The Stockton Industrial Site plan was within $23,000 of its goal today, just 24 hours before the deadline. . . . February 19, 1952 — "Industrial Site Goal Is Boosted." Goal of the Stockton Industrial Site drive was boosted to $320,000 today and deadline for receiving stock com- mitments was continued to Saturday. . . . The $20,000 added to the goal is needed as a cushion in the event some of the subscribers are unable to pay cash immediately to back up their commitments. February 24, 1952 — "Industrial Site Drive Dead- line Tonight." . . . the money must be subscribed by midnight tonight to allow for incorporation, collection of the money, and purchase of the property before an April 16 option runs Attorney Ralph Kingston lias prepared articles of in- corporation which were approved by the executive board this week. They will be presented to the secretary of state as soon as the goal is achieved. March 11, 1952— "City Industrial Site Plan Hits Goal." Stockton will have an industrial site. Attorney Kingston said he will call directors of the corporation together ... to approve bylaws and regu- lations of the corporation. Then Kingston will take the plans of the corporation to San Francisco to seek permission of the California Corporation Commission to issue the stock and collect the subscriptions. March 19, 1952 — "Site Corporation Announces Its Rules and Regulations." Some of the major provisions: Principal Office — . . . Chamber of Commerce office. Annual Meetings — . . . at 3 p. m. on May 15. Special Meetings — . . . can be called for any purpose whatsoever on petition of stockholders with one-fifth of the corporation voting power. Voting — . . . by voice or ballot. Shareholders may give cumulative votes to one candidate for office or can distribute votes among several candidates. Quorum — A majority of the persons entitled to vote shall constitute a quorum with presence indicated in per- son or by proxy. Action Without Meeting — . . . if authorized in writing by all persons who would be entitled to vote at a meeting. Proxies — Written proxies are valid for a 11-month period. Directors — There shall be three directors who serve for a 1-year term, or until replaced. Fees — Directors and members of committees may re- ceive such compensation, if any, for their services, and such reimbursement for expenses, as may be fixed or determined by resolution of the board. Officers — The officers of the corporation shall be presi- dent, vice president, secretary and treasurer. At the dis- cretion of the board it may also have a chairman of the board, one or more additional vice presidents, one or more assistant secretaries and one or more assistant treasurers. Elections — Officers shall be chosen annually by the board - of directors. Amendments — The bylaws may be amended or repealed by the board of directors or by the membership. Board of Directors — (Three members) have extensive powers under the bylaws. . . . They can select" or re- move all other officers, conduct, manage and control the business, make rules and regulations, fix and change office of the corporation, authorize the issuance of shares of stock in the corporation, borrow money and incur indebted- ness, issue promissory notes, bonds, debentures, deeds of trust, mortgages or pledges* appoint an executive or other committees and delegate power to them. Directors or ex- ecutive committee meetings are set for the 15th of every month. March 21, 1952 — "Industrial Site Expert Re- tained." [The new director] will analyze the industrial property and recommend which sections should be sold first, at what price, which areas should be sold by the acre and which by the square foot, and what industries should be sought. . . . Then came the annoucement: "State Approves Site Program." The Stockton Industrial Site Corp. jumped its final hurdle this morning. The State approval is for issuing 3,124 shares of stock at $100 per share and is limited to those who are on the presubscription lists. This means the corporation will have $312,400 to launch its operations, some $12,400 over the $300,000 minimum. April 11, 1952 — "Industrial Site Collections Start." — A photograph accompanying the article was captioned: "First Buyer — Joe Geiger, who was first subscriber ... is shown above receiving his stock certificate from Doris Clark, Chamber of Commerce secretary." April 14, 1 952— "$200,000 Needed To Lift Site Option." Cash payments totaling $73,300 had been collected . . . at noon today. We must have $200,000 by tomorrow night in order to pick up our option. . . . April 17, 1952— "Industrial Site Purchase Made." Stockton Industrial Sites, Inc., now owns a 196-acre site southwest of Stockton. . . . The property purchase was made yesterday just a few hours before the option expired. April 18, 1952— "Oven-Fresh."— A cartoon showed a large pie with the inscription "Stockton In- dustrial Sites" and a man walking along the street with a suitcase labeled "Industry." He says "Um-m Um-m" as fragrance from the pie is wafted in his direction. April 18, 1952 — "Good Breaks on Development Front" (editorial). Industrial and commercial interests whose attention has been called to Stockton cannot avoid learning of the estab- lishment of the Industrial Site Corp. Stocktonians have redeemed at least $200,000 worth of pledges to buy shares in the corporation, and the 196-acre tract was purchased for this amount. Plans for developing the site as to plot sizes and access routes already are underway. Purchase of the industrial site is a solid community ac- complishment. At la>l the "salesmen" of industrial expan- sion have a product readymade for selling, and the market should be receptive. TRINITY INDUSTRIAL DISTRICT Dallas, Tex. The story of the development of Trinity is one of foresight and long-range planning. In 1926 plans were made to control the floodwaters of the Trinity River by digging a new channel and moving the river in some places a distance of 2 miles. The Stemmons family of Dallas studied in detail how other cities were planning for orderly industrial growth and made a plan of its own to put 1,200 acres of the reclaimed land along the Trinity River to good indus- trial use. However, the flood-control works were not completed and the levees closed until 1932, in the depth of the depression, when there was no demand for land. As head of the Industrial Properties Corp., formed for the development of Trinity Industrial District, Stemmons decided to hold the 1,200 acres as a "new bolt of cloth which could be tailored to fit the require- ments of a particular industry when the time came to build again." The elder Stemmons died in 1939, but his three sons have carried on and realized their father's plan for industrial development. Development got under way in 1946 under the im- petus of the decentralization trend following World War II. Great factors in the tremendous growth which followed, however, were that the district was "ready" — equipped with adequate drainage, gas, water, sewers, power, and other utilities — and con- venient to the financial and residential sections of Dallas. From September 1946 to January 1947, five sites were sold and construction started on two buildings. The value of that land and improvement was approx- imately one million dollars. The property value of the district has grown to more than $27 million. It comprises more than 200 buildings. 250 tracts of land, and a substantial investment in facilities (fig. 3 in ch. 2). Trinity is divided into light industrial and v house areas and heavy industrial areas, with restric- tions for each use. Although it does not have the suburban look of Airlawn, restrictions have main- tained a neat appearance. Loading docks are mitted no nearer than 25 feet from the property line, in effect a minimum of 40 feet from the street. Under- ground utilities are generally placed in the 53-foot rail- utility easements. Flexibility has been maintained by selling property in units 45 feet wide and 125 to 172 feet deep, thus offering sizes and shapes of sites to meet specific re- quirements. In many areas, streets and rail easements are depressed so that a floor slab poured at ground level is approximately car-door and truck-bed level. Three major railroads and 13 motor-freight lines serve the district. Appendix A Organized Industrial Districts in the United States The "organized" or "planned" industrial districts listed here have been reported to the Area Development Division, U. S. Department of Commerce, as a result of a letter-questionnaire sent in 1952 to selected cham- bers of commerce, industrial departments of major railroads and utility companies, and State and local industrial development agencies. The tables which comprise appendix B are based on the 122 districts originally reported on these questionnaire returns. A number of additional districts which reported to the Division during 1953 and early in 1954 are in«luded in appendix A. Letter-Questionnaire DEPARTMENT OF COMMERCE Office of Technical Services washington 25, d. c. Mr. John Doe, Manager, Industrial Depot tment Richmond Chamber of Commerce, Richmond, Va. Dear Mr. Doe: The Area Development Division is preparing a publication accompanying outline. By an "organized" district we mean a (2) which has certain utilities, streets, and rail facili developed according to a predetermined and comprehensive pi services, special fire and police protectio in the district. We would like to include an "organized" district. If yc er, where applicable: 1. Name of industrial district (if any) 2. Location 3. Number of acres in tract 4. Year development was begun 5. Percentage of tract now developed 6. Restrictions (such as building setbacks) 7. Primary types of industries located in the district, such 8. Names of railroads serving the district 9. Sponsorship of the "District," such as by a railroad, chamber of of the above. l organized industrial districts along the lines indicated in the ract of land (1) which has been at least partially developed, prior to the sale of sites to industry, and (3) which has been n. It may or may not offer architectural and construction tral heating, building maintenance, and financial assistance to industries locating ll.-.l the appendix of the publication a list of industrial areas which conform t iave any such districts along your railroad, or in your community, please li heavy industry, light i We will appreciate your cooperatio making this list as c „,,!,. r Roterus, Chief, i Development Division. -s'l'i =. «8j i i it I J Z U U £ £ 1 j-l |i I |i| I - _ z 1 I l i I $£■£ 50' setback from Sylvan Rd; 25' from Uniform plan for building setbacks. No heavy or objectionable industries. Setbacks 50' on main streets, 25' on side streets. Separate areas for industry and warehousing. ^ £ Si J| i iij ill '111 *i ; ^"| i 1 - i 1 1 1 ill J 6 c i, 1 p »2 i § s . s i 3 s s« c 9 I | 1 si j; CQ-g i|j "I 1 | u 6 MS 1 z I'o. : 303751°— 54- i Heavy and light manu- \.,>_' '■'n.l'.'.Zirv complying Light and restricted Manufacturing and dis- 1 | i 1 '>• tensive rail facilities. Light industrial; jobbing Heavy manufacturing. j 1 1 * ! Compliance with local zoning Offstreet parking: space for 10 autos plus 1 space for each 4 persons employed. Offstreet loading areas. Purchaser setback. Certain uses generally pro- rrasnnal.il- and proper by the vendor." Comply with local zoning Nuisance industries prohibited lz ll if III u Only for manufacturing, wholesaling, jobbing, warehousing, and kindred in. dustrics usually needing trackage. No retail establishments except restaurants and cafeterias. All minerals and min- Specified in protective covenants. (Sec app. C for full details.) Masonry or other fireproof material re- Miiired. 1 ~tnry buildings „ ill be standard. No special restrictions ex- cept to meet Kentucky safety stand- Nuisance industries prohibited « K -OZ |^ZUl z H J = , j K. & I. Terminal; B. & O.; Southern: Chicago. Indi- anapolis & Louisville (Monon.). UlinoiB Central; Kansas City Southern: access to Missouri Pacific. z Approximately 300 acres. i 1 1 | s \ l I If SS || 1 I s g is! 11 1 o 6 o £ Chicago, Burlington & Ouincy UK.. Chamber of Commerce. Cedar Rapids & Iowa City Railroa.l, Chamber of Commerce. Chicago. Milwaukee, St. Paul & Pacific Railroa.l. Chicago. Burlington & Ouincv RR. Foxbilt Feed Co. (principal owner); railroads listed under "rail facilities". Chamber of Commerce; railroads listed under "rail facilities"; scleral land owners. Chicago, Burlington & Ouincy RR. Union Pacific RR. (Kan- sas City Industrial Land Co.). Atchison. Topeka, & Santa FeRy. Midland Industrial Proper- National Carbide Corp. Kenton Lands, Inc. (10 Cincinnati business,,,,.,,). Kentucky and Indiana Ter- minal Ull.. Illinois Cen- tral RR. T § Z j 3 1° * z I 1 1 . 3 W z . Fairfax Industrial Dis- Santa Fe Industrial Dis- trict (Argentine Turner Industrial Addition to Wichita. Calvert City Industrial District. Kenton Lands Industrial District. Louisville Industrial North Baton Rouge De- velopment District. 3 1 6 1 z z. j II j *1 O £ £ C i o \\ * Pi /■ - j ! l! Ul JiMi II sill i ►3 2 u 3 h'"h IJI I. 80' setback, 1 -story buildings, offstreet loading and parking, landscaping. Light manufacturing and distributing only; no building restrictions. Building setbacks, architectural design, and other regulations. Brick exterior walls. Offstreet loading blacktop. Construction and land- Type of use Type of use and building setbacks Brick exterior walls, 40' setbacks. Off- with lawn's or "blacktop. Construction p'rova'.'.'" No'ol'.j'ec'iionabTc uses. 100' setbacks on principal streets, 50' on others; 30' from side lines. Speci- fied industrial uses prohibited. No loading docks on street frontage; no buildings of sheet iron. Maximum building height 3 stories or 50'. Land- scaping required. Off-street parking. 10' building setbacks from property line. Buildings of red brick, facing street. No industries hazardous or obnoxious to adjacent property. No parking controls (some firms bought parking space). £ |l i C Z P z z N. Y. Central, Michigan Central. Detroit & To- ld,, Shore Line, Grand Trunk. Chesapeake & Ohio Minnesota Transfer S £ § g 1 I | : ^= S |i 1 P < M I a E * " E - | Scn j Southern, Atlantic Coast Line. Joint Atlantic Coast Line 11 1 g $ 1 3.1 1 I : § SS SS Ills II 1 1 •! o 1 Oklahoma Industries, Inc. (industrial foundation). Atchison. Topeka & Santa Fe Ry. Realtors and property own- St. Louis-San Francisco Ry. Co. B. Thorpe & Company (in- dustrial realtors). Wa'rwicrTndustrial Park. Spartanburg County Four,- 1 £^;s?H 1 Santeje Industrial Dis- West tr „eno Industrial Pin^S, Industrial Dis- Nor'^hea "^Industrial Harborside Industrial Warwick Industrial Park. X | < § ,3 £ (? 'S - 1 Q < |s 1 fr £ J o 1 0~ £ ■jj 1 El = - i o_ 1 £ * 1 ■a s 1 1 ", 'i is*! J I U 1 JII ■1 . J.i-f 1*11 *?.§ I gl 1 l§ i 5' easement reserved at rear of lots for 30' clearance between buildings. 5' easement at rear of all buildings. Buildings of modern design; construction limited to masonry or other substantial material. 100' building setback from main street, 25' from secondary Btreets; line. Protective 30-vear covenants to keep out nuisance industries. Rail and truck entrances from rear or side. 30' setback. Masonry construction on front. No noise or smell. Conlrol through approval of proposed use, building plans, etc. Nuisance in- construction. Uniform setbacks from highwavs and streets, rail and truck entrances from the rear or side. Buildings of modern design and masonry construction. Adequate setbacks from highways and streets control by selec- Ma'sonry constru'ction'oiuy. 25' setbacks from sidewalks. 53' rail and utility easement; loading docks no nearer than 25' from property line or 40' from pavement line. Under- ground utilities usually placed in rail casement. Nuisances industries pro- hibited. Buildings of fireproof con- struction. Separate areas for light and Building setbacks. Off-street parking. Building design. Nuisance industries prohibited. Con- struction must be masonry or other fire- proof material. 25' setbacks on major and side streets. Only those imposed by city or county as to permissible typeB of industry. Adequate setbacks, etc. Authority re- serves right to establish additional re- ll 1 Is J 1 s : u 1 i : '£ : t 'i : v. &i 1 s« 1 H PC j 1 " il 3 i J 11 J o 1 s 6 | § J c i iA c 1 s 1 1 ■8 1-31111 *-- lll'a^ii lll a s|^lg fig I 3 ««ll § H H § g - - - TOO '5 s "fi •§ 5 o S ■g c c! 5 H | -o a ■o '1 1 3 1 ■8 j 1 1 1 p3 « 6 1 ~ 13 £■£ -e 1 -o 3 1 | 1 Kl § - .-< 1 1q 5 II 1 1q 1 ~^~ 11 Is list •g l-l-it- fill !i go s 3 fc w H p* £ < M « w fe O J? H H w a j * 1 * a ai.B^ j : 1 s S^ a gr 13" £ E 1 | » a 3 f 1 || | S | 3 la ^j 11 1 1 i f So z & a 1 z 1 £ j? § § § I I : c I z .a £<" s IS 1 Z 8 e z 5 en | z o II 1 1 ^ lljjl Sir: c P is j B g Z rt | I 6 if S Z «| So H Z '; | o : j "§ H £ 96 Appendix B Analysis of National Survey of Industrial Districts. 1952-53 Table 1. — Number and acreage of industrial districts Table 3. — Industrial districts in urban areas, by- population group Industrial districts Acreage Degree of planning and control Num- ber Per- cent of total Number Per- cent of total Aver- age ber Highest degree Limited degree 10 112 8 92 11,825 1 43, 565 21.3 78.7 1,182 388 Total 122 100 55, 390 100.0 454 1 Excludes a 19,000-acre district in order to eliminate dis- Table 2. — Growth of industrial districts Year begun All districts re- ported Number by degree of planning and control Number of districts Percent of total Highest degree Limited degree Before 1900 2 4 2 8 8 52 35 2 4 2 7 7 47 31 1 " "3 2 2 1 1900-09 3 1910-19 2 1920-29 5 1930-39 7 1940-49 50 33 Total 1 111 100 10 101 Population group All districts re- ported Numbe* by degree of planning and Number of Percent of total Highest degree Limited degree 1,000,000 or more 500,000-1,000.000 250.000-500,000 100.000-250,000 50.000-100,000 25.000-50,000 10.000-25.000 5,000-10,000 6 7 25 33 15 16 11 4 5 5 6 20 27 12 13 9 3 4 4 ""2 3 i' 2 7 23 30 15 15 11 2,500-5,000 5 Total 122 100 10 112 Table 4. — Size of tracts of industrial districts Acreage group All districts re- ported Number by degree of planning and control Number of districts Percent of total Highest degree Limited degree 5-49 27 23 17 16 11 3 2 2 2 1 22.6 19.2 14.2 13.4 9.2 2.6 1.6 1.6 1.6 .8 3' 1 1 27 50 99 . . 23 100-199 14 200-299 15 300-399 10 400-499 3 500-599 2 600-699 2 700-799 2 800-899 900-999 1 1.000-1.999 13 2 1 10.8 1.6 .8 5 8 5,000-10,000 2 Over 10,000 1 Total 1120 100.0 10 110 1 Excludes 2 districts for which acreage dal Table 5. — Number of industrial districts, by principal oivrwr or sponsor s reported Number of Percent of Number by degree of Highest Limited degree degree . Railroad . Private developers . Industrial realtor . Railroad and chamber of . Industrial Foundation . Railroad, Industrial Service Rureau, city, county, and plain and development board . Chamber of commerce . Industrial realtor and railroad . Port Commission . Building contractor . Municipal government . Development Commission. . Railroad, chamber of commerce, and landowner . Railroad, landowner, and investor-builder . Chamber of commerce and municipal government . Industrial realtor, railroad, and county . Industrial realtor and landowner . County . County, chamber of commerce, and railroad . District authority . Redevelopment and Housing Authority . Industry cooperative . Manufacturing company (occupant) . Manufacturing company (occupant) and railroad . Financial institution . Financial institution, industrial realtor, and private company . Airport Authority Total Table 6. — Location of industrial districts, by principal owner or sponsor l 1. Railroad: Alabama— Mobile. Arkansas — Fort Smith. California — Los Angeles. Colorado — Denver. Georgia — Atlanta. Illinois— Aurora, Beardstown. Indiana — Hammond. Iowa— Cedar Rapids, Council Bluffs, Des Moines. Kansas— Kansas City. Kentucky — Louisville. Maryland— Baltimore. Minnesota — Moorehead. Mississippi — J ackson. Missouri — Independence Louis, Springfield. Montana— Billings, Mis Nebraska— Alliance, Gr< Lincoln, Omaha, Scot tsbluff. New Jersey— Elizabeth. New York— West Albany. North Dakota — Fargo, Grand Forks. Ohio— Solon. Oklahoma — Oklahoma City, Tulsa. Texas— Dallas. Washington- Seattle, Tacoma. Wyoming — Cheyenne. ity, St. Joseph, St. ind Island. Hastings, lloldrege. ivate Developers: California — Los Angeles Florida — Jacksonville. III.., -Chic cully by State and by city will „f in.l.i. Kansas — Wichita. Kentucky — Erlanger. Minnesota— Minneapolis, St. Paul. New York— Brooklyn. North Carolina — Greensboro. Oklahoma — Oklahoma City. Rhode Island — Providence. Texas — Austin, Dallas, Fort Worth, Houston. 3. Industrial Realtor: Arizona — Tucson. California— Menlo Park. Indiana — Lafayette. Louisiana — Baton Rouge. Massachusetts — Cambridge. Ilingham, Nalick ham, Newton. New Jersey — Teterboro. New York — Albany, Plattsburg, Syracuse. Ohio — M ariemont. Pennsylvania — McKees Rocks. Texas — Fort Worth, Houston. 4. Railroad and Chamber of Commerce: Arkansas — Little Rock. Illinois — Savanna. Iowa— Burlington, Cedar Rapids. Nevada— Reno. Table 6. — Location of industr Industrial Foundation: California — Stockton, Fresno. Indiana — Fort Wayne, Gary. M assachusetts — Lowell . Michigan— Port Huron. Oklahoma— Oklahoma City. South Carolina — Charleston, Camp Croft. . Railroad, Industrial Service Bureau, city, c planning and development board: South Carolina— Columbia, Kinsler. . Chamber of Commerce: :ab Orchard Lake, Quincy I (Na: s affecting property of. . e of corporation or district) ailed the Grantor o This Declaration, made this . . . day of , 1951, by , herein; Corporation. WITNESSETH: Whereas, Grantor is the owner of the real properly described in Clause I of this declaration, and is desirous of subjecting the real properly described in Clause I lo (lie conditions, covenants, restrictions, reservations and easements hereinafter set forth, each and all of which is and are for the benefit of said property and for each owner thereof, and shall inure to the benefit of and pass with said property, and each and every parcel thereof, and shall apply to and bind l lie successors in interest, and any owner thereof: Now, Therefore, Midland Industrial Properties, Inc., hereby declares that the real properly described in and referred to in Clause ] hereof is, and shall be. held, transferred, sold, conveyed and occupied subject to the conditions, covenants, restrictions, reservations and easements hereinafter set forth. Clause I DEFINITION OF TERMS s thereof. < (Name of corporation r light industrial building <>i Iges. lawns. m;i>s planting- a r district), i ldings, outbuildings appurtenant iny structures of any type or kind tbuildings jference is for the "Building site" shall mean any lot, or portion thereof, or two or more contiguous lots or port upon which a commercial or light industrial building or buildings and appurenant structures i with the requirements of these covenants. "Corporation" or "Grantor" shall mean . unless the context indicates otherwise. "Improvements" shall mean and include thereto, parking areas, loading areas, fences, masonry located above ground. "Building line or lines" shall mean the minimum distance which commercial or light industrial buildings and or any structures of any type or kind located above ground shall be set back from the property or street lines, am hereby made to the recorded plat of the addition in which is located real property hereby subjected to these location of such building lines. "Side building site line" shall mean the boundary or proper I \ line i >P1 | i^'^""^ < D °' - ♦ i ♦ * i New York Ch. 509 L. 1946; ^omSVm ' J * ff 1 erson City-Superintendent of Insurance. Ch. 798, L. 1947. MONTANA, Helena— State Auditor and Commissioner of In- North Carolina Ch. 386', L. 1945*. surance. North Dakota Ch. 202, L. 1949. NEBRASKA, Lincoln— Director of Insurance. Oklahoma ' H. B. 150, L. 1951. NEVADA, Carson City— Insurance Commissioner. Pennsylvania 3 Act 93, L. 1947; NEW HAMPSHIRE, Concord— Do. „, JT1 M A, Ct ?oif - i 19 1n,-7 NEW JERSEY, Trenton— Commissioner of Banking and Insur- Rhode Island Ch. 1866, L. 1947. a 1 1 [;,!,_*_ ""__-___"" Ch 63 L 1947 ' NEW MEXICO, Santa Fe — Superintendent of Insurance. Vermom~~'lV_~~~"".__" Act 167, L. 1947; NEW YORK, Albany— Do. Act 214, L. 1949 NORTH CAROLINA, Raleigh— Commissioner of Insurance. Virginia Ch. 91, L. 1942; NORTH DAKOTA, Bismarck— Do. Ch. 4, L. 1945; OHIO, Columbus— Superintendent of Insurance. Ch. 325 L. 1946; OKLAHOMA, Oklahoma City— Insurance Commissioner. w . v • • £i ln 5 r',^ ' OREGON, Salem— Do. West Virginia Ch. 70, L. 1949. PENNSYLVANIA Harrishnr* Do Wyoming ' Ch. 121, L. 1947. ouXAl- ' . VVi\ ., • . S ~ rV — : - RHODE I.M.AiM). I'rnvidence— Do. 1 Expressly applies to both domestic and out-of-State life SOUTH CAROLINA, Columbia— ' Do. insurance companies. SOUTH DAKOTA, Pierre — Do. 2 Expressly applies only to out-of-State life insurance TENNESSEE, Nashville — Commissioner of Insurance and Bank- companies, ing. 3 Have special sections permitting out-of-State life insur- TEXAS, Austin — Life Insurance Commissioner and Chairman ance companies to invest in real estate within State in same of the Board. manner as domestic life insurers. UTAH, Salt Lake City — Commissioner of Insurance. 4 Prior approval of insurance commissioner expressly VERMONT, Montpelier — Commissioner of Banking and Insur- required. ance. 5 Investment in hotels, clubhouses, garages, schools, cer- VIRGINIA, Richmond — Commissioner of Insurance, tain factories, or agricultural properties may not be made \\ ASH I \( ,T( )N. Olympia — Insurance Commissioner, without specific advance approval of the Commissioner of WEST VIRGINIA, Charleston — Do. Insurance. (Some of the statutes listed above exclude WISCONSIN. Madison -Commissioner of Insurance, acquisition of property used for certain purposes.) WYOMING, Cheyenne — Do. 103 Appendix E Speeimen Conditions for Listitig Property With Real-Estate Brokers (Trinity Industrial District, Dallas, Tex.) will list properties with agents, approved by the , under the following conditions: (1) When a prospect has been contacted, the agent shall submit the prospect's name and probable requirements in writing to If no active card is on file for such prospect, a card will be filed showing the name of the prospect, the name of the agent, the probable requirements and other information. If an active card is on file, the agent will be advised that the listing cannot be made. (2) An active card will protect an agent for a period of sixty (60) days from the date thereof against the sale or lease by to such prospect of properties substantially equal to those listed as probable requirements. Cards will expire sixty (60) days from the date thereof unless the agent requests an extension in writing. Such extension will be granted, if the agent is actively working on the transaction, for a period of tliirlv (iO) i!;i\- additional. I'urlher extensions may be granted at the sole option of and. if granted, will be evidenced by written instrument. (3) When a card expires without a satisfactory contract haying been executed, the listing is automatically canceled and in event thereafter of a sale or lease to such prospect by , the agent whose card has expired shall have no right or claim to any commission or compensation in connection with such sale or lease. When a card has expired, shall have the right to accept the prospect listed thereon as the prospect of another agent. (4) In event that a dispute should arise between agents as to their respective rights to a commission, shall have the right to determine to which agent, if either, that such commission shall be paid or may, at its option, refer the matter to the arbitration committee of the Real Estate Board. In no event shall be liable for more than one commission on a sale or lease, such commission to be in accordance with the present schedule recommended by the Real Estate Board. (5) reserves the right, anything herein to the contrary notwithstanding, of refusing to list property with any agent or agents. (6) All listings made by are limited listings, for the lime and under the condition- hereinabove set forth. These conditions are subject to the laws and regulations of all governments and governmental bodies or agencies having jurisdiction thereover. Appendix F Articles of Incorporation of an Industrial Foundation (Oklahoma Industries, Inc., Formed To Organize an Industrial District) We, the undersigned, citizens of the State of Oklahoma, do hereby voluntarily assc of forming a private corporation under the laws of the State of Oklahoma, and do hereby c( I. The name of this corporation shall be iate ourselv< tify that: OKLAHOMA INDUSTRIES, INC. II. The purpose for whi selling real estate therefor, in< i therewith: together for the purpose ites, and buying and and for said purpose. (a) To acquir i, hold, and dispose of real e i the State of Oklahoma and addit I towns in the State of Oklab s additions to cities and town o lots, blocks, stree ich lots, blocks, ( , whether improved ls in the State of Oklahoma, and lleys as such townsites or addi improved. r held by s owned, held c occupied by the corporation, buildings or ;e, alter, or improve any buildings or other structures now or occupied, and to mortgage, sell, lease, or otherwise dispose of other structures, and any stores, suites, rooms, or parts of any (6) To acquire, own, and hold lands outside of citiei for the purpose of 1 oca ling, laving on I. and improving sa connection lay out, subdivide, and plat any such landi incorporated cities and towns in the State of Oklahoma. (c) To barter, sell, exchange, or otherwise dispose of any s this corporation. (d) To erect or cause to be erected on any lots, blocks, o: other structures with their appurtenances, and to rebuild, enl hereafter erected on any lots, blocks, or lands so owned, held, any lots, blocks, or lands, or interests therein, and in buildings buildings or structures at any time owned or held by the corporation. (e) To execute, make, and enter into with other persons, firms, or copartnerships and corporations, contracts for the building and erection of homes, houses, and buildings for and on behalf of such other persons, firms, copartnerships, and corporations. (/) To advance money to and enter into contracts and arrangements of all kinds with builders and others who may be willing to build or improve any such lots, blocks, or lands, or buildings in which the company is interested, including purchasers and prospective purchasers thereof. (g) To lend money on real estate and take mortgages thereon and assignments of mortgages thereon, and to own, hold, and acquire notes and other evidences of debt, including mortgages, or oilier instruments securing the payment thereof. III. That the place where ils principal office is to be located is Oklahoma City, Okla. IV. That the term for which this corporation is to exist is twenty (20) years. V. That the number of directors of ibis corporation shall be eleven (11) and the names and residences of those who are to serve until the election of such officers and their qualifications are: (\a, s of directors.) VI. That the amount of capital stock of this corporation shall be Five Hundred Thousand (s:>0(t.0()0) Dollars, and shall be ivided into five thousand (5,000) shares of One Hundred ($100) Dollars each. This certificate is issued subject to the following constitutional requirement, which is accepted: That the corporation to which it is issued will submit any differences it may have with employees with reference to labor j arbitration as shall be provided by law. In Witness Whereof, we have hereunto subscribed our names this 31st day of May 1945. (Names of dir rs.) Appendix G State Planning and Development Agencies Alabama State Planning Board 110 Church St. Montgomery 4, Ala. Alaska Development Board P. 0. Box 50 Juneau, Alaska (Arizona) Governor's Committee o Development 124 North 2d Ave. Phoenix, Ariz. Arkansas Resources and Developmf Room 419, State Capitol Little Rock, Ark. Colorado State Planning Commissio: 130 State Office Bldg. Denver 2, Colo. Connecticut Development Commissk State Office Bldg. Hartford, Conn. Georgia Department of Commerce 100 State Capitol Atlanta, Ga. Idaho State Planning Board Capitol Bldg, Boise, Idaho Indiana Economic Council 140 North Senate Ave. Indianapolis 4, Ind. Iowa Development Commission Central National Bldg. Des Moines 9, Iowa Kansas Industrial Development Commission 903 Harrison St. Topeka, Kans. Kentucky Agricultural and Industrial Development Board Capitol Annex Office Bldg. Frankfort, Ky. Louisiana Planning and Development Division Louisiana Department of Public Works Capitol Bldg. Baton Rouge, La. Maine Development Commission State House Augusta, Maine Maryland State Planning Commission 100 Equitable Bldg. Baltimore 2, Md. Massachusetts Department of Commerci 334 Boylston St. Boston 16, Mass. Michigan Department of Economic Devi 422 West Michigan Ave. Lansing 15, Mich. Minnesota Department of Business Devi 553 Wabasha St. St. Paul 2, Minn. Mississippi Agricultural ; 1504 State Office Bldg. Jackson, Miss. Missouri Division of Resource; Department of Business and A Jefferson Bldg. Jefferson City, Mo. Montana Department of Labor Helena, Mont. Nebraska Department of Agrii Division of Nebraska Resoun State House Lincoln 9, Nebr. Nevada State Planning Board State Office Bldg., Room 220 Carson City, Nev. New Hampshire State Plannii State House Annex Concord, N. H. id Industrial Board tnd Development and Industry ulture and Inspection and Development Co nt of Conservatio nd Development New Jersey Depart opment Division of Plannin 520 East State St. Trenton 7, N. J. New York State Department of C 112 State St. Albany, N. Y. North Carolina Department of Cc Education Bldg. Raleigh, N. C. North Dakota Research Foundatio The Capitol Bldg. Bismarck, N. Dak. Ohio Development and Publicity C 707 Wyandotte Bldg. Columbus 15, Ohio Oklahoma Planning and Resource Division of State and Industrial PI 533 State Capitol Bldg. Oklahoma City 5, Okla. Oregon Development Commission 741 State Office Bldg. Portland 1, Oreg. Pennsylvania State Planning Board Room 129, State Capitol Harrisburg, Pa. Puerto Rico Economic Development Administration P. 0. Box 2672 San Juan, P. R. Rhode Island Development Council Room 324, State House Providence 2, R. I. South Carolina Research, Planning and Development Board 2d Floor, Wade Hampton State Office Bldg. P. 0. Box 927 Columbia, S. C. South Dakota Natural Resources Commission State Office Bldg. Pierre, S. Dak. Tennessee State Planning Commission Greyhound Terminal Bldg. 517 Commerce St. Nashville 3, Tenn. Tennessee Industrial and A sion Greyhound Terminal Bldg. 517 Commerce St. Nashville 3, Tenn. ultural Development Comm Utah Committee on Industrial and Employment Planning 174 Motor Ave. Salt Lake City 10, Utah Vermont Development Commission State Office Bldg. Montpelier, Vt. Department of Conservation and Development 914 Capitol St. Richmond, Va. and Development Washington Department of Conservat Transportation Bldg. Olympia, Wash. West Virginia Industrial and Publicity State Capitol Charleston 5, W. Va. University of Wisconsin Extension Dr Bureau of Community Development Madison, Wis. Wyoming Commerce and Industry Commission Room 213, State Capitol Bldg. Cheyenne, Wyo. Association of State Planning and Development Agencies 1026 17th St. NW. Washington 6, D. C. Appendix H Selected Sources "The Planned Industrial District." Architectural Forum. April 1954. "Planned Industrial Centers." Monthly Review. Federal Re- serve Bank of Boston. February, March, and August, 1953, Planned Industrial Districts. Technical Bulletin No. 19. Urban Land Institute. October 1952. 56 pp. $5.00. "Pay-As- You-Go Industrial Tract Built." Engineering News Record. February 1, 1951. "The Growth of Industrial Districts." Robert P. Danielson. Architect and Engineer. April 1951. "Central Manufacturing District Is Pacing Progress of Western Industry." CMD Magazine. Central Manufacturing Dis- trict, Chicago. January-February 1951. "Chicago's Clearing Industrial District Pioneers Principle of Industrial Zoning." Traffic World. August 5, 1950. Locational Costs in Industrial Districts of Greater Kansas City. City Plan Commission, City Hall, Kansas City 6, Mo. No- vember 1950. "Tailored Industrial Sites on Atlanta's Outskirts." Manufac- turers Record. December 1949. "Dallas Industrial Center Records Rapid Growth." Manufac- turers Record. January 1949. "Industrial Centers Bloom." Business Week. August 20, 1949. The Development of Industrial Districts, a Panel Report. So- ciety of Industrial Realtors, 1737 K Street NW., Washington 6, D. C. 1949. 45 pp. The Manufacturing District. Pennsylvania Power & Light Co., Allentown, Pa. "Organized Industrial Districts." Robert L. Wrigley, Jr. Journal of Land and Public Utility Economics. May 1947. Local Planning Administration. Chapter 10, Part III: "The Planning of Industrial Districts." International City Man- agers' Association, 1313 East 60th St., Chicago, 111. Industry in Towns. Gordon Logie. George Allen and Unwin, Ltd., London. 376 pp. 1952. Chapter 5 on trading estates. "Location of Industry — British Experience and Programs In a Matter Vitally Affecting Trade." Foreign Commerce Weekly, May 4, 1946. U. S. Department of Commerce. Describes British trading estates. "Political and Economic Planning." Report on the Location of Industry in Great Britain. PEP, 16 Queen Anne's Gate, London, S. W. I., 1939. Principles of Industrial Zoning. National Industrial Zoning Committee, 820 Huntington Bank Building, Columbus 15, Ohio. August 1951. Performance Standards In Industrial Zoning. Dennis O'Har- row. 1954. National Industrial Zoning Committee. 820 Huntington Bank Building, Columbus 15, Ohio. The Prohibition of Residential Developments in Industrial Dis- tricts. Technical Bulletin No. 10. Urban Land Institute. $1.50. "How Anne Arundel County Zoned for Industry." The Amer- ican City. November 1953. Local Planning and Zoning. New York State Department of Commerce, Albany 7, N. Y. 1953. 88 pp. Suggested Land Subdivision Regulations. Housing and Home Finance Agency. February 1952. Available from Superin- tendent of Documents, Washington 25, D. C. 65 pp. 45 "Land for Industry A Neglected Problem." Dorothy A. Muncy. Harvard Business Review. March-April 1954. Space for Industry. Technical Bulletin No. 23. Urban Land Institute, 1737 K Street NW., Washington 6, D. C. July 1954. $5.00. "Industrial Land Requirements in the Cincinnati (Ohio) Area." V. Roterus, S. Keyer, and R. VanSchaak. Annuals of the Association of American Geographers. June 1946. (A more detailed description of methods is contained in the full report of this project, Industrial Areas, City Planning Commission, Cincinnati, Ohio. $1.) Planning for Industrial Growth. Area Development Division. January 1954. Available U. S. Department of Commerce, Washington 25, D. C. 5 pp. 5 cents. Redevelopment For Light Industry. S. Werthamer and N. Landes. NAHO Publication N335. National Association of Housing Officials, 1313 East 60th St., Chicago 37, 111. Feb- ruary 1953. Selective Industrial Development. Area Development Division. January 1954. Available from U. S. Department of Com- merce, Washington 25, D. C. 10 cents. Short-Range Forecasting for Municipal Purposes. Area Development Division. April 1951. Available from U. S. Department of Commerce, Washington 25, D. C. 10 cents. Industrial Dispersion Guidebook For Communities. Area Development Division, U. S. Department of Commerce. June 1952. Available for reference at depository libraries or at Department of Commerce field offices. Basic Industrial Location Factors — Guide for Evaluating an Area's Resources for Industrial Development. Area De- velopment Division, U. S. Department of Commerce. 1947. Available for reference at depository libraries or at De- partment of Commerce field offices. Community Water Supplies — Inventory and Adequacy. Area Development Division and Water and Sewerage Industry and Utilities Division, U. S. Department of Commerce, June 1954. For sale by the U. S. Department of Commerce, Washington 25, D. C. 25 cents. The Community Industrial Development Survey. Depart- ment of Manufacture, Chamber of Commerce of the United States, Washington 6, D. C. 50 cents. How To Make a Community Industrial Survey. Los Angeles Chamber of Commerce, Los Angeles, Calif. 1951. Recommendation of Uniform Community Industrial Survey Report. Industrial Plant Location Committee, California State Chamber of Commerce, San Francisco, Calif. 1953. Suggestions for Appraising Our Community, Its Social and Economic Resources. Community Development Service, University Extension Division, Bureau of Community De- velopment, Madison, Wis. April 1951. Aerial Photography in Urban Planning and Research. M. C. Branch, Jr. Harvard City Planning Series XIV. Harvard University Press, Cambridge, Mass. 1948. 150 pp. Urban Mapping, Aerial Photography and Duplicating: Some Basic Elements. Planning Advisory Service, Information Report No. 29. American Society of Planning Officials, 1313 East 60th St., Chicago, 111. August 1951. The Community and Industrial Development. Technical Bulletin No. 21, Urban Land Institute, 1737 K St. NW., Washington 6, D. C. 1953. 16 pp. $2. "Decentralization: The Key to the Future." A. A. Stam- baugh. Dun's Review and Modern Industry. Septem- ber 1953. Trends in Industrial Location. Studies in Business Policy No. 59. National Industrial Conference Board. Septem- ber 1952. "'Big Industry Moves to the Country." Architectural Forum. July 1951. "What Problems Did You Face When You Moved to the Suburbs?" Factory Management. January 1950. Techniques of Plant Location. Studies In Business Policy, No. 61. National Industrial Conference Board, Inc., New- York. 1953. The Location of Economic Activity. Edgar M. Hoover. Mc- Graw-Hill Book Co., Inc., New York. 1948. 300 pp. Plant Location, Leonard C. Yaseen. Business Reports, Inc., 1 Main St., Roslyn, N. Y. 149 pp. $12.50. "Which Community to Build In." Ronald B. Peterson. Fac- tory Management and Maintenance. September 1953. "The Town in Which We Want To Build a Plant." Don G. Mitchell. American City. June 1950. So You Want a New Industry— Here's the Way Other Com- munities Are Doing It. New Hampshire State Planning and Development Commission, , Concord, N. H. Septem- ber 1952. 76 pp. 12.50. Community and Area Development Checklist. Area Develop- ment Division. April 1954. Available U. S. Department of Commerce, Washington 25, D. C. 5 cents. An Analysis of Industrial Foundations. Industrial Depart- ment, Tulsa Chamber of Commerce, Tulsa, Okla. January 1949. 62 pp. $3. "What Does New Industry Mean?" C. R. Walker. Manufac- turers Record. August 1953. Locating Industrial Prospects for Development Division. Februa U. S. Department of Commerce. Washington 25, D. C. 5 cents. Send for Illustrated Brochure. Stuart P. Walsh. Bureau of Business Research, University of Santa Clara. Santa Clara, Calif. 1952. $2. Expanding Industries: A Source of Industrial Prospects, Area Development Division. October 1953. Available from U. S. Department of Commerce, Washington 25, D. C. 10 cents. "Newer Trends in Industrial Buildings." Frank L. Whitney. Architectural Record. August 1953. The Design of Industrial Plants. Papers and Statements Pre- sented at 10th Ann Arbor Conference, November 1952. College of Architecture and Design, University of Michigan, Ann Arbor, Mich. 102 pp. $1. U.S. Department of Commerce Field Offices ALBUQUERQUE, N. MEX. 208 U. S. Court House ATLANTA 5, GA. Room 336, Peachtree and Seventh Street Building BOSTON 9, MASS. Room 1416, U. S. Post Office and Court House BUFFALO 3, N. Y. 504 Federal Building, 117 Ellicott Street CHARLESTON 4, S. C. Area 2 Sergeant Jasper Building, West End Broad Street CHEYENNE, WYO. 307 Federal Office Building CHICAGO 6, ILL. 226 West Jackson Boulevard CINCINNATI 2, OHIO 442 U. S. Post Office and Court House CLEVELAND 14, OHIO 1100 Chester Avenue DALLAS 2, TEX. 1114 Commerce Street DENVER 2, COLO. 142 New Custom House DETROIT 26, MICH. 438 Federal Building EL PASO, TEX. Chamber of Commerce Building HOUSTON 2, TEX. 430 Lamar Avenue JACKSONVILLE 1, FLA. 425 Federal Building KANSAS CITY 6, MO. 2001 Federal Office Building LOS ANGELES 15, CALIF. Room 450, Western Pacific Building, 1031 South Broadway MEMPHIS 3, TENN. 229 Federal Building MIAMI 32, FLA. 947 Seybold Building, 36 NE. First Street MINNEAPOLIS 2, MINN. 607 Marquette Avenue NEW ORLEANS 12, LA. 333 St. Charles Avenue NEW YORK 17, N. Y. Grand Central Annex, U. S. Post Office. 110 E. 45th Street PHILADELPHIA 7, PA. Jefferson Building, 1015 Chestnut Street PHOENIX, ARIZ. 137 North Second Avenue PITTSBURGH 22, PA. 817 Fulton Building. 107 Sixth Street PORTLAND 4, OR EG. 217 Old U. S. Court House RENO, NEV. 1479 Wells Avenue RICHMOND 20, VA. The Annex, Room 264, 900 North Lom- bardy Street ST. LOUIS 1, MO. 910 New Federal Building SALT LAKE CITY 1, UTAH Room 105, 222 S. W. Temple Street SAN FRANCISCO 11, CALIF. 419 Customhouse, 555 Battery Street SAVANNAH, GA. 235 U. S. Court House and Post Office Building SEATTLE 4, WASH. 805 Federal Office Building. 909 First Avenue **,, PE 7lfl\] E UNIV ERSITY .^000?lB&7Lu!: , <*• > ^■^ ""**' *r 7*1