INDUSTRIAL LAND IN A POST-INDUSTRIAL CITY District of ...

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District of Columbia Industrial Areas Study DC Office of Planning Prepared by Phillips Preiss Shapiro Associates, Inc. private, identified space needs. As the following section will show, this figure exceeds immediately available supply by a significant margin. Not all of the space needed by private industry will be traditional warehousing space. Although a precise prediction of the types of space needed is not possible, one clue is to look at the existing space needs of PDR businesses. Businesses surveyed as part of the Industrial Users Survey were asked about their current use of space. The results are summarized below in Table 2.15. The table illustrates the diversity of space requirements for these businesses, and therefore the need for flexible planning and zoning to accommodate these needs. Type of Space Table 2.15: Existing Uses of Space Proportion of space in respondent’s buildings Industrial 22.5% 24.0% Flex/R&D 2.0% 2.2% Warehouse 37.4% 43.7% Showroom 4.1% 1.0% Office 19.1% 14.7% Manufacturing 8.2% 14.4% Totals 93.4% 100.0% - 45 - Estimated proportion of space adjusted by building size Source: Industrial Users Survey, Office of Planning, Phillips Preiss Shapiro Associates, Inc. 2.6 LIMITED SUPPLY OF INDUSTRIAL LAND 2.6.1 CHARACTERISTICS Industrially-zoned lands are the only areas where the District’s zoning allows PDR activities. Ideally, these areas contain the certain types of land and buildings that PDR sectors such as light manufacturing, processing, fabricating, or repair establishments, wholesale or storage facilities, repair garages, construction and building services, industrial uses for roadway and transportation, carting and hauling, and warehouse storage facilities require. PDR uses require access to excellent transportation infrastructure, including road, rail, and water transport, both to receive supplies and distribute goods. Roads built to handle heavily loaded trucks and capable of accommodating wide turning radii are almost universally required. Moreover, these sites must be accessible 24 hours per day, in order to access customers and receive shipments from suppliers. Good transportation helps ensure reliable supply, reduce time to market and thus reduce costs and maintains competitive businesses. Asphalt and concrete
District of Columbia Industrial Areas Study DC Office of Planning Prepared by Phillips Preiss Shapiro Associates, Inc. suppliers, for example, must be within close proximity of building sites, generally 30 minutes and no more than 60 minutes for asphalt (asphalt must be in place and worked within 90 minutes). 9 PDR uses may also require special utility infrastructure, such as minimum 6-inch water lines and 440-volt power. Parcel and building size is also critical. A majority of PDR uses require parcels large enough to accommodate truck staging and maneuvering, employee parking, and materials storage. Large and open building floorplates are critical for shipping and warehousing businesses, many of whom prefer larger loading bays and higher ceilings that ever before. In addition to accessibility and special infrastructure, PDR businesses seek areas where they can operate without negative external effects on neighboring properties, particularly residences and schools. Constant truck traffic, noise, dust, odors, hazardous materials, and outdoor storage areas increase the likelihood of nuisance complaints, land use and traffic conflicts, and additional rezoning requests. Any combination of these factors can hinder their operations and force them to move in response to such complaints. A lack of any of these characteristics would most likely increase the cost of doing business for these firms and possibly necessitate a change in business location. 2.6.2 SUPPLY OF INDUSTRIAL LAND Considering the factors above, one can imagine that there are few places in a dense global city such as Washington, DC that PDR businesses can operate efficiently. Indeed, the District has a constrained supply of industrially-zoned land. The Study Areas Map shows how the District’s industrially-zoned land is concentrated in a few specific areas, primarily concentrated along several historic rail corridors: The B&O branches in Northeast o one route running approximately north from Union Station through Fort Totten to Takoma at the Maryland border (today this is an active CSX freight and Metro corridor); o another route branching off and running approximately east paralleling New York Avenue to the Maryland border (today this is a CSX freight and Amtrak corridor); o a final route which branches off the New York corridor to roughly parallel Bladensburg Road northeast into Maryland (today is this a CSX freight corridor); 9 Though normal asphalt is time-dependent, “hot mix asphalt” is maintained at working temperature during transport. However, hot mix is often not feasible, as it is almost double the cost of normal asphalt. - 46 -
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