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HomeMy WebLinkAboutNo. 2375 amending the Airport Economic Development Area Development Plan to add properties to the acquisition list) 4~ ~s RESOLUTION NO. 2375 RESOLUTION OF THE CITY OF SOUTH BEND REDEVELOPMENT COMMISSION AMENDING THE AIRPORT ECONOMIC DEVELOPMENT AREA DEVELOPMENT PLAN TO ADD PROPERTIES TO THE ACQUISITION LIST WHEREAS, the South Bend Redevelopment Commission ("Commission"), governing body of the City of South Bend Department of Redevelopment ("Department"), on February 23, 1990, adopted Resolution No. 919 declaring the Airport Economic Development Area to be an economic development area within the meaning of hidiana Code § 367-14 (the "Act"); and WHEREAS, Resohtion No. 919 and the Airport Economic Development Area Economic Development Plan (the "Development Plan") adopted by Resolution No. 919 on Febniary 23, 1990 were confirmed by Resolution No. 938 adopted on June 27, 1990; and WHEREAS, Resolution No. 919 was amended by Resolution No. 965, adopted on November 9, 1990 and confirmed by Resolution No. 971 adopted on January 2, 1991 and said resolutions expanded the Airport Economic Development Area by adding Expansion area No. 1 and Expansion Area No. 2; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1058, adopted on May 22, 1992 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 3; and WHEREAS, Resohtion No. 919 was further amended by Resolution No. 1238, adopted on April 15, 1994; and WHEREAS, Resolution No. 919 was further amended by Resohtion No. 1349, adopted on July, 7, 1995 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 4; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1516 adopted on July 18, 1997; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1545, adopted on November 21, 1997 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 5; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1667, adopted on February 19, 1999 and said resolution expanded the Airport Economic Development Area by adding Expansion Areas No. 6, 7, and 8; and U t ~ WHEREAS, Resolution No. 919 was further amended by Resolution No. 1670, adopted on March 5, 1999; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1796, adopted on October 20, 2000 and said resohrtion expanded the Airport Economic Development area by adding Expansion Areas No. 9 and 10; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1798, adopted on October 20, 2000; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1827, adopted on February 16, 2001 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 11; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1916, adopted on November 1, 2002 and said resolution expanded the Airport Economic Development Area by adding Expansion Areas No. 12, 13, 14 and 15; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1958, adopted on March 7, 2003; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 1977, adopted on July 18, 2003 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 16; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2006, adopted on November 7, 2003 and said resolution expanded the Airport Economic Development area by adding Expansion Area No. 17; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2019, adopted on December 19, 2003 and said resolution expanded the Airport Economic Development area by adding Expansion Area No. 18; WHEREAS, Resolution No. 919 was further amended by Resolution No. 2064, adopted on July 2, 2004; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2090, adopted on October 22, 2004 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 19; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2091, adopted on October 22, 2004; and • f Y WHEREAS, Resohrtion No. 919 was further amended by Resolution No. 2106, adopted on • November 5, 2004; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2144, adopted on March 4, 2005 and said resohition expanded the Airport Econonuc Development Area by adding Expansion Area No. 20; and WHEREAS, Resolution No. 919 was further amended by Resohrtion No. 2245, adopted on July 21, 2006; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2254, adopted on August 25, 2006 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 21; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2279, adopted on December 15, 2006 and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 22; and WHEREAS, Resolution No. 919 was further amended by the Resolution No. 2348 and Resolution No. 2351, adopted on June 19, 2007 and July 20, 2007 respectively and said resolution expanded the Airport Economic Development Area by adding Expansion Area No. 23 and consolidating the Sample Ewing Development Area (the "Consolidated Area No. 1") into the Airport Economic Development Area; and WHEREAS, Resolution No. 919 was further amended by Resolution No. 2352, adopted on July 20, 2007; and WHEREAS, Section 43 of the Act permits the creation of an allocation area within an economic development area to provide for the allocation and distribution, as provided by the Act, of the proceeds of taxes levied on property situated in the allocation area; and WHEREAS, the Commission in accordance with the act, has previously established the Airport Economic Development Area, Allocation Area No. 1; and WHEREAS, the Commission, in accordance with the Act, expanded the boundaries of the Airport Economic Development Area, Allocation Area No. 1 to include Expansion area No. 1 and Expansion Area No. 2 by the adoption of Resolution No. 965, adopted on November 9, 1990, and confirmed by Resolution No 971, adopted on January 2, 1991, and Expansion Area No. 3 by the adoption of Resolution No. 1058, adopted on May 22, 1992, and Expansion Area No. 4 by the adoption of Resolution No. 1349, adopted on July 7, 1995, and Expansion Area No. 5 by the adoption of Resolution No. 1545, adopted on November, 21 1997, and Expansion areas No. 6, 7 and 8 by the adoption of Resolution No. 1667, adopted on February 19, 1999, and Expansion Areas No. 9 and 10 by the adoption of Resolution No. 1796, adopted on October 20, 2000, and Expansion Area t Y No. 11 by the adoption of Resohrtion No. 1827, adopted on February 16, 2001, and Expansion Areas No. 12, 13, 14 and 15 by the adoption of Resolution No. 1916, adopted on November 1, 2002, and Expansion Area No. 16 by the adoption of Resolution No. 1977, adopted on July 18, 2003, and Expansion Area No. 17 by the adoption of Resolution No. 2006, adopted on November 7, 2003, and Expansion Area No. 18 by the adoption of Resolution No. 2019, adopted on December 19, 2003, and Expansion Area No. 19 by the adoption of Resohrtion No. 2090, adopted on October 22, 2004, and Expansion Area No. 20 by the adoption of Resolution No. 2144, adopted on March 4, 2005, and Expansion Area No. 21 by the adoption of Resolution No. 2254, adopted on August 25, 2006, and Expansion Area No. 22 by the adoption of Resolution No. 2279, adopted on December 15, 2006, and Expansion Area No. 23 and Consolidated Area No. 1 by the adoption of Resolutions No. 2348 and No. 2351, adopted on June 19, 2007 and July 20, 2007, respectively (collectively referred to herein as "Allocation Area No. 1"); and WHEREAS, Section 17.5 of the act provides for the means for amending a resolution or plan in a way that enlarges the boundaries of an economic development area by not more than twenty percent (20%) of the original economic development area or adds one (1) or more parcels to an area's property acquisition list; and WHEREAS, the Development Plan includes a list of the parcels of property within the Airport Economic Development Area to be acquired (the "Property Acquisition List"); and WHEREAS, there was presented at this meeting of the Commission for its consideration and approval a proposed amendment to the Development Plan adding parcels of property to the Property Acquisition List and further identifying the types of economic development projects and purposes to be undertaken in the area (the Development Plan as amended is hereinafter referred to as the "Development Plan"), a copy of which is attached hereto as Exhibit B; and WHEREAS, the proposed amendment to the Development Plan provides for the acquisition of property; and WHEREAS, the Commission has caused notice of a public hearing regarding its consideration of amending the Development Plan has described above scheduled for September 7, 2007 to be (i) published in the South Bend Tribune and the Tri-County News on August 24, 2007, (ii) filed in the offices of the entities required under Section 17(b) of the Act; and (iii) sent by first class mail at least ten (10) days prior said public hearing to (a) all affected neighborhood associations (as such term is used in Section 17.5 of the Act), if any and (b) to the persons owning a property proposed to be added to the Property Acquisition List, which are listed and described at Exhibit A, all in accordance with and in satisfaction of the requirements of the Act; and WHEREAS, the Commission conducted a public hearing held on the 7th day of September 2007, at 10:00 a.m., (local time), at 1308 County-City Building, South Bend, Indiana, at which the Commission heard all persons interested in the proceedings and received and considered ~ written remonstrances and objections and other such evidence presented; • 4 / ~ NOW, THEREFORE, SE IT RESOLVED by the South Bend Redevelopment Commission, governing body of the City of South Bend, Department of Redevelopment, as follows: 1. The Commission finds that the proposed amendment to the Development Plan and to Resolution No. 919, as amended, is reasonable and appropriate when considered in relation to the Development Plan and to Resolution No. 919, as amended, respectively, and the purposes of the Act. 2. The Commission finds that the Development Plan, as amended, and Resolution No. 919, as amended and as hereby further amended, confornls to the comprehensive plan of the City. 3. To accomplish development of the Airport Economic Development Area it is necessary to acquire additional land within the area as shown on the Property Acquisition List inchided in the Economic Development Plan attached hereto and incorporated herein as Exhibit A. 4. It is estimated that the cost of acquiring the property being added to the Property Acquisition List is $650,000.00. 5. The proposed amendment to the Development Plan as attached hereto is hereby in all respects approved. 6. The Secretary is hereby directed to file a certified copy of said Development Plan, as amended, with the minutes of this meeting. 7. The Secretary is hereby further directed to record this Resolution with the office of the St. Joseph County Recorder pursuant to the requirements of LC. 36-7-14-17.5(8). 8. All other findings, determinations, and conclusions in Resolution No. 919, as amended, shall remain as statedtherein. 9. The United States of America is hereby assured of full compliance by the South Bend Redevelopment Commission with regulations of the Department of Housing and Urban Development effectuating Title VI of the Civil Rights act of 1964, as amended. • r ~ Adopted at a meeting of the South Bend Redevelopment Commission held on September 7, 2007, at 1308 County-City Building, 227 West Jefferson Boulevard, South Bend, Indiana 46601. CITY OF SOUTH BEND, DEPARTMENT OF REDEVELOPMENT d'~~c/ ~ u Slgnnture Mareia T_ Tone, President Printed Nnme and Title South Bend Redevelopment Commission ATTEST: Gregory S. Downes, Secretary Printed Nnme and Title South Bend Redevelopment Commission • • • EXHIBIT A RESOLUTION NO. 2375 AIRPORT ECONOMIC DEVELOPMENT AREA DEVELOPMENT PLAN LIST OF PROPERTIES TO BE ACQUIRED • Address Pro ert Owners Tax Ke # Descri tion Est. Ac uis. Cost 401 N Bendix. River of Life Fan>ily 18-2188-7089 Vacant Land 165,000 Church Inc. Vacant Lot on River of Life Family 18-2191-719202 Vacant Land 105,000 Ardmore Church Vacated Wellington Cox Jesse H, Inc 18-2191-719208 Vacant Land 30,000 Attn: John Wilhite 1406 Franklin Sheet. Peter J. Nemeth and 18-8006-034201 Industrial Property 100,000 Peter H. Mullen 1406 Franklin Street. Peter J. Nemeth and 18-8006-0344 Industrial Property 100,000 Peter H. Mullen 1533 S. Lafayette Peter J. Nemeth and 18-8006-0349 Industrial Property 150,000 Peter H. Mullen • • EXHIBIT B Development Plan as Amended • 1 ~ , AIRPORT ECONOMIC DEVELOPMENT AREA DEVELOPMENT PLAN INTRODUCTION ....................................................................................................1 DESCRIPTION OF PRO.iECT ................................................................... .............1 Boundaries of the Airport Economic Development Area ........................... .............2 Goals and Objectives .................................................................................. .............2 Obstacles to Achieving the Economic Development Plan .......................... .............2 Proposed Economic Development Activities ............................................. .............2 Expected Public Benefit From the Economic Development of the Area .... .............3 LAND USE ................................................................................................. .............3 Development Controls Public Improveinents .................................................................................. .............4 PROJECT PROPOSALS ............................................................................ .............4 Property Acquisition ................................................................................... .............4 Property Rehabilitation ............................................................................... .............4 Developers Obligations ............................................................................................5 DESIGN REVIEW COMMITTEE ............................................................ Establishment of Committee ...................................................................... ..............5 ..............5 Terms ......................................................................................................... ..............5 Rules .......................................................................................................... ..............6 Powers and Duties ...................................................................................... ..............6 Design Guidelines ...................................................................................... ..............6 Permits ....................................................................................................... ..............6 Review ....................................................................................................... ..............6 Amendments to Disapproved Plan ............................................................. ..............7 Signs and Awnings .................................................................................... ..............7 STATUTORY AUTHORITY ..................................................................................7 PROCEDURE FOR AMENDMENT OF THE APPROVED DEVELOPMENT PLAN .............................................................7 MAP 1 ........................:...................................................................Project Boundary MAP 2 ............................................................................................................ Zoning MAP 3 ............................................................................................ Expansion Areas EXHIBIT A .................................................... Project Boundary Legal Description EXHIBIT B ....................................................................... Property Acquisition List • • INTRODUCTION The Airport Economic Development Area (Area) provides the City of South Bend with a unique opportunity to improve its economic position in a Midwestern, regional and local context. By opening up a large, new area for commercial and industrial development, the City will generate new jobs, increase its tax base, diversify business opportunities and compete in a larger marketplace while at the same time generating millions of dollars of new investment for North Central hldiana. The Area, which is zoned primarily for industrial purposes, is a prime site for new development due to its ready access to an excellent transportation network that includes air (Michiana Regional Airport), rail (the South Shore Railroad, located at the Michiana Regional Airport) and highway (several major local arterials, the U.S. 31 bypass and the hldiana Toll Road, Exit 72). All of these combine to permit ready access to local, regional and Midwest markets in all directions. Added to this strong transportation network is the presence in the Area of the highly successful Airport and Toll Road Industrial Parks, which provide a solid employment and tax base for the region as well as an excellent economic development model. With these existing industrial parks nearly out of developable space, the Airport project is the next logical step. When completed, this major, multi-use, economic development project will offer an excellent environment for business development that will spur the economy of South Bend as well as that of North Central Indiana. While the above mentioned factors combine to provide a strong impetus for development of this Area, lack of interior roadway access and the absence of utility infrastructure have hindered normal development of an otherwise excellent site. It is the expectation of the Redevelopment Commission that the development of this Area will produce a significant increase in the City's overall economic vitality. To achieve this, however, the Redevelopment Commission and the City of South Bend must be able to provide the necessary public improvements to make the site suitable for new development. This requires public fiords for capital improvements. The best method for finding these improvements without adding to the tax burden is through tax incremental financing. This tool is cun~ently available only in redevelopment and economic development areas and will be of the utmost importance in this project. By using the tax increment generated by new development, the City will be in a position to provide the necessary capital improvements to spar the future growth and development of this Area and the South Bend community as a whole. DESCRIPTION OF PROJECT Boundaries of the Airport Economic Development Area The boundaries of the Airport Economic Development Area are attached as Exhibit "A". • Goals and Objectives Goals and objectives for the economic development of the Airport Economic Development Area are: 1. To stimulate the development of currently vacant land through the creation of developable sites. 2. To stimulate new, private development and investment in the Area. 3. To increase and diversify the City's tax base. 4. To create a significant number of new job opportunities for the citizens of South Bend. 5. To provide new space for the expansion of the existing Airport Industrial Park, as well as other South Bend businesses. 6. To improve roadway access and circulation in the northwest portion of the City, surrounding the Michiana Regional Airport. 7. To stimulate increased use and growth of the Michiana Regional Airport. 8. To increase user traffic for the Indiana Toll Road, specifically Exit 72. 9. To increase use of the South Shore Railroad. Sample Ewing Area Goals and Objectives 1. Increase the tax base. 2. Increase the amount of residential, commercial, and industrial investment. 3. Stabilize and revitalize the residential neighborhoods. Related to these goals are a series of objectives. Some of these objectives apply to the whole area. Other objectives, as identified, apply to the unique challenges and opportunities facing the individual sub-areas. The area-wide objectives are to: Create and maintain a strong private/public organizational framework in which to develop and implement economic development and redevelopment and revitalization strategies, programs and projects. • 2 2. Establish and maintain a consistently high level of quality in design and • materials for new construction and rehabilitation projects, public space, landscaping, lighting and signage. Increase the level of private investment and reinvestment. 4. Retain and increase jobs by retaining, developing and attracting light industrial, warehouse/distribution, business and consumer services to the area. Increase and improve the functional capacity of the facilities within the area to make it an attractive and competitive area for living, working, education and recreation. Create a physical environment and organizational stricture that will stimulate, encourage and facilitate the phase-in of private resources and the phase-out of extraordinary levels of public investment. Increase both the personal and real property tax base and public revenue (so that the area becomes a net exporter of property tax funds.) 8. Coordinate, develop and implement the public economic revitalization and physical redevelopment programs with private sector efforts and non- profit and public agencies' human and social service programs. 9. Create and support opportunities for private sector investment that includes new constriction, rehabilitation and the re-use of marginal land, buildings and facilities. 10. Develop and implement an economic development and redevelopment and revitalization strategy and plan through a collaborative process that includes neighborhood, business, City and institutional interests in the area. 11. Improve the overall physical and environmental quality of the area, including the natural and man-made aspects, and reduce the unreasonable high risk to private investment caused by the present environmental conditions. 12. Encourage a balanced transportation system within the area that provides for and accommodates various forms of transportation, including bus, automobile, rail, bicycle and pedestrian traffic. • • 13. Generate a variety of funding sources from all levels of government, the private sector (both individual and corporate) and philanthropic organizations. 14. Develop an overall strategy that contains several development options for each sub-area to reduce the risk of failure. SUB-AREA STRATEGIES & GOALS The above section outlined a set of economic development and redevelopment, revitalization, improvement, and preservation activities that will be available to implement the plan. This section will look at each sub-area from a broad perspective and suggest several strategies that might be applied. A. SOUTHEAST NEIGHBORHOOD The Southeast Neighborhood is one of the oldest neighborhoods in the city. It developed and prospered with the Studebaker Motor Company and South Bend's heavy manufacturing base. Still in tandem with the broader area, the Southeast has declined and, in some areas, disappeared as the inner city manufacturing base eroded and jobs declined, disappeared and relocated. • The neighborhood is generally viewed as being bounded by Michigan Street (west), the alley west of Miami Street (east), Sample Street (north) and Ewing Street (south). (See Map 5.) Michigan, Sample and Miami Streets are commercial and industrial districts and Ewing Street is primarily a residential street with several large public recreational and educational uses. In earlier planning and development efforts, the Southeast Neighborhood included the Monroe-Sample neighborhood, the northern portion of the Studebaker Corridor and what is now called the Studebaker fringe area. The land uses within the Southeast Neighborhood are primarily residential. However, in addition to the commercial development along Sample Street, Michigan Street, and Miami Street, there are several other areas of non-residential land uses in the neighborhood. Located on High Street between Sample and Broadway are a number of light industrial and warehouse distribution uses. Scattered throughout the balance of the neighborhood are several isolated business and industrial uses. The portion of the neighborhood north of Pennsylvania is dominated by vacant lots and blocks. These city lots were the sites for single family residences before neighborhood decline and housing deterioration took its toll. An underused nine-acre city park adds to the amount of open space in the neighborhood. The middle section of the neighborhood, between Pennsylvania and Dubail, still • ~ r contains many single family houses and fewer vacant city lots. The physical fabric of the neighborhood is intact and could serve as the basis for a neighborhood revitalization program. Once again, there are a few non-residential uses within this section of the neighborhood, but the overwhelming land use remains residential. The final one-third of the neighborhood, south of Dubail, is also overwhelmingly single family residential and very similar to the middle one-third in condition and make- up. Unlike the middle section of the neighborhood, this southern section is dominated by educational and recreational uses, including Studebaker Elementary School, Riley High School, Studebaker Park and Shidebaker Golf Course. For planning purposes, the Southeast Neighborhood has been divided into three smaller sectors (See Map 6): 1. Sample-Broadway 2. Broadway-Dubail; and 3. Dubail-Ewing All of these sectors are bounded by Michigan Street on the west and the alley west of Miami Street on the east. Each of the above areas is proposed for a different type and level of public involvement. The Sample-Broadway segment will be targeted as a redevelopment area. The Broadway-Dubail segment will be targeted as a neighborhood revitalization area. The Dubail-Ewing segment will be targeted as a neighborhood improvement area. The appropriate strategy, plan and action program will be developed and implemented through a series of more detailed plans to be developed with the neighborhood planning committee. The Sample-Broadway segment will have two alternative land use plans. The prefen~ed, optimum plan will center on the creation of an institutional-education- recreational mixed-use project for the area between Michigan Street and Fellows Street with the balance of the Sample-Broadway segment allocated for private mixed-use development. Tlus segment will be targeted for acquisition, relocation, clearance, and site assemblage activities to create developable sites. In addition, a public improvements program, appropriate to the changing land use, will be developed and implemented. Should the optimum development plan institutional-educational-recreational fail to develop in the area north of Pennsylvania, the city and the neighborhood must be ready to move to an alternative redevelopment plan. It is suggested that this alternative is to redevelop the area as a planned unit development, including residential/commercial/light industrial and recreational uses. This light industrial and general business park of the planned unit development would be similar to the Monroe Industrial Park located north of Sample Street. A strong, well designed buffer would be • developed between the residential area to the south of Pennsylvania Avenue and the new • light industrial and general business park. Given the history of urban renewal in the neighborhood, it is imperative that the community be positioned to move aggressively to implement this alteniative should the educational-institutional campus development concept fail to materialize. The second segment, between Broadway and Dubail is targeted for a major, long- term neighborhood revitalization effort. As mentioned before, for purposes of this plan, we are distinguishing between revitalization and improvement strategies. Revitalization will require a more intense neighborhood effort with a higher level of public investment. hnprovement areas will be designated for similar programs and activities; however, the level of effort and resources will not be as high because of the less severe deterioration within the neighborhood improvement segment. The neighborhood improvement segment is located between Dubail and Ewing Streets. Activities such as housing rehabilitation, public improvements, code enforcement, area clean-up, neighborhood organization and capacity-building, and human and social services will be directed at both the revitalization and improvement segments. SOUTHEAST NEIGHBORHOOD SUB-AREA GOALS x Complete the redevelopment of the area between Sample (north), Broadway (south), High Street (east) and Michigan Street (west) as a major mixed-use project. The project would be composed of the new Indiana Vocational Technical College campus (25 acres), the new Parkview Juvenile Justice Center (8 + acres), the relocated Dean Johnson Park, an expanded Boys and Girls Club operated by the Family and Children's Center (FCC) (14 + acres), and private mixed-use development. ALTERNATE: Should the mixed-use project fail to materialize, the alternate goal would be the development of an approximately 83 acre planned unit development, including residential and commercial/light industrial/business. The project would also include a relocated Dean Johnson Park and FCC's Boys and Girls Club. Complete the physical revitalization of the area between Broadway and Dubail Streets as an attractive, safe, and viable residential neighborhood. Complete the physical improvement of the area between Dubail and Ewing as an attractive, safe and viable residential neighborhood • x Assist the neighborhood residents, businesses and institutions in developing an effective, efficient neighborhood organization with the capacity and leadership to: a) participate in the revitalization and improvement effort; and b) protect and maintain its physical, social, economic and organizational achievements. Integrate the Riley High School project into the neighborhood revitalization and improvement program and build on the positive spin-off potential from this project. B. STUDEBAKER CORRIDOR The Studebaker Corridor contains 220 acres and is located immediately south of the downtown. It is separated fiom the downtown by the elevated railroad lines that run east and west. There are four viaducts that funnel traffic between the downtown and the Studebaker Corridor. We have incorporated the South Gateway area (South Michigan and Main Streets) into this planning and development sub-area. We have also added several small sections of redeveloped light industrial area located along Prairie Avenue and Chapin to this sub-area. With these additions, the acreage in this sub-area increases by approximately 90 acres for a total of 310 acres. The general boundaries for this reconfigured sub-area are now Michigan Street (east) Chapin and Prairie Avenue (west), Ewing Avemle (south), and the elevated railroad tracks (north). (See Map 7.) The Studebaker Corridor was declared a redevelopment and tax increment allocation area in 1986. Soon after the declaration, the Redevelopment Commission began seeking funds to implement the redevelopment and revitalization plan. A successful general obligation bond petition drive was completed in 1990 and work began to acquire, relocate, clear and assemble sites for redevelopment purposes. Prior to Redevelopment's initial efforts, the former Studebaker Motor Company's main complex consisted of 12 buildings with a total of 4,808,544 square feet of space. Many of the buildings were severely under utilized, some were vacant, and all had major deferred maintenance problems. Active businesses were located in several of the buildings, including Allied Products' South Bend Stamping Division (now EWI), Huckins Tool and Die, South Bend Lathe, and several multi-tenant facilities. Of the 4,808,544 square feet of space over 48 percent was vacant and much of the occupied space required substantial repairs. The fringe area, adjacent to the former plant area, included many small viable businesses, interspersed among a number of incompatible, deteriorating land uses. These land uses included deteriorating residential structures, many of which were subdivided for multi-tenant purposes. Deteriorating commercial and industrial buildings and small parcels of vacant land along Michigan, Main and Lafayette also added to the negative conditions and image of the area. Several areas within the fringe area contained • fragmented ownership patterns, abandoned or inactive rail lines and areas of difficult access, parking and internal circulation. Phase one of the Studebaker Corridor redevelopment plan is nearing completion. There have been 81 parcels of land acquired, 86 relocations have been completed ,and 39 stnich~res have been demolished. Approximately thirty (30) acres of land have been assembled for disposition and plamling is beginning for a capital improvement program for the area. Several parcels have been sold and construction has started on the Policemen's Federal Credit Union and Real Services buildings. Bids have been received for several other parcels and conshliction is expected to begin in 1993 on Alcon's warehouse/distribution building, and Murdock & Sons Construction's storage, vehicle and yard offices. It is anticipated that additional projects will follow later in 1993. Progress is being made, but much remains to be done, particularly in the southern section of the fringe area and in the main complex area, both north and south of Sample Street. For planning purposes, the Studebaker Corridor sub-area has been divided into four sectors (See Map 8.): the industrial fringe area between the railroad lines (north), Michigan Street (east), Franklin Street (west), and Ewing Avenue (south); 2. the northern section of the main factory complex between Sample (solrth), the railroad line (north), Franklin Street/Lafayette Street (east), and Prairie Avenue (west); the southern section of the main factory complex between Sample Street (north), Indiana Avenue (south), Franklin Street (east), and Prairie Avenue (west); and, 4. a small pocket of redeveloped, light industrial land between Chapin (west) Prairie Avenue (south and east) and the railroad line (north). The Studebaker Corridor is a sub-area with significant barriers to development. It is similar to the Rum Village Industrial Park in that it has one major barrier to private economic development and redevelopment and revitalization. In Rum Village the barrier is soil conditions. In the Studebaker Corridor it is the presence of large, multi-stogy industrial buildings or massive, obsolete one-story manufacturing facilities. The commonality of major physical barriers to redevelopment one man-made and one natural is further complicated and made more difficult by uncertainty concerning the potential of soil and water pollution. In fact, one of the common factors throughout the industrial portion of the Sample-Ewing Area (Rum Village, Sample-Indiana and the Studebaker Corridor) is the historical presence of heavy industrial production, railroads, truck lines and scrap and salvage areas all land uses, transportation and economic activities that increase the potential for environmental problems. • 8 The plan for the economic development and redevelopment of the Studebaker Corridor sub-area remains relatively unchanged regardless of the expansion and merger with the former Sample-Ewing Area. The main strengths and weaknesses of the area have not been altered significantly in the first several years of implementing the economic development and redevelopment plan. A key to our success in the Studebaker Corridor sub-area is the retention of all existing viable businesses that are compatible with the proposed economic development and redevelopment plan. Light industrial, construction contractors, general business services, warehouse/dist-ibution uses, retail, service commercial, consumer and producer services, office and related uses are priority retention candidates. In our effort to retain existing, compatible businesses and to attract the same, the city must continue to assemble developable sites for business in-fill purposes. STUDEBAKER CORRIDOR SUB-AREA GOALS x Continue acquisition, relocation and clearance within the industrial fringe area in order to create development sites for new, private investment. u Eliminate incompatible land uses within the sub-area by selective acquisition and clearance of properties. x Continue acquisition of older, deteriorated multi-story industrial buildings north of Sample Street. x Acquire older, deteriorated, undenitilized manufacturing buildings south of Sample Street particularly the former Studebaker Foundry on Prairie Avenue and the South Bend Foundry between Franklin Street and Lafayette Street. x Protect and enhance the physical environment for the businesses along Michigan, Main, Lafayette and Franklin Streets through limited streetscape improvements, including new sidewalks, curbs, landscaping, lighting and street paving. x Encourage a strong business association such as the South Gateway Improvement Association x Establish and maintain an attractive inner-city light industrial area in the Industrial Fringe Area that will complement the commercial area on Michigan and Main Streets. • 9 x Develop an attractive and economically viable entrance to the Central Business District on South Michigan Street. u Improve the physical environment of the sub-area through clean-up of vacant lots, removal of dead trees and brush, and public improvements to streets, curbs, sidewalks and lighting. x Where necessary, improve appearance of existing buildings in the sub-area through building rehabilitation and clean-up of former industrial sites. This could include removal of old conveyor systems, former accessory strictures and materials stored outside. x Provide adequate road access to new development. This may require construction of a new road system within the northern section of the main plant complex or in the area of the former Studebaker foundry. C. RUM VILLAGE INDUSTRIAL PARK The Rum Village Industrial Park is an area of 412 acres that is primarily zoned "E -Heavy Industrial." (See Map 9.) This is an area of great development potential, but it also has several substantial ban-iers to private sector development. • The area has been zoned "E" -Heavy Industrial for many years. However, industrial development has been very sporadic with little private investment for long periods of time. Lack of roadway access and utilities coupled with unstable soil conditions has deterred normal development and occupancy of land that otherwise is situated in an excellent location for industrial development. Transforming development potential into reality will require substantial public involvement and investment. The strengths of this sub-area include the transportation network, large site possibilities, and major infrastructure adjacent to the development area. With the extension of the U.S. 31 Expressway to the Indiana Toll Road (and farther into Michigan) and the extension eastward into Elkhart County, the opportunity for industrial expansion has been given a strong push. The Rum Village Industrial Park is situated along the U.S. 31 Expressway and permits ready access to markets in all directions. In addition, the sub- area is served by several rail lines and offers an opportunity for heavy industrial users or users needing access to rail service. This area is one of the few sites remaining within the community that would allow such rail access and heavy industrial development and processes. The Rum Village Industrial Park is similar to the Studebaker Corridor in that one major physical impediment exists that prevents the private sector from developing this sub-area. In the Studebaker Corridor, the impediment isman-made the large, obsolete , 10 multi-story buildings are not readily adaptable for modern industrial processes or material handling. In the Rum Village Industrial Park the physical impediment is natural the unsuitable soil conditions require demucking in order to create developable sites. Regardless of the cause, the common effect is that the cost of private development is driven so high that neither area can be redeveloped without public involvement and investment. The cost of development per acre is substantially increased because of soil conditions, demolition and clearance costs, or potential environmental problems. In addition, the Rum Village hldustrial Park, Sample-Indiana and Studebaker Corridor all face the common problem of potential enviromnental polhrtion. A good portion of these areas have been the historical site for much of this community's heavy industrial uses, special permit economic activities scrap and salvage yards, railroad lines and thick tern~inals and servicing areas. For planning purposes, this sub-area has been divided into five sectors (See Map 6.): 1. Northwest development sector; 2. Northeast development sector; 3. Calvert Road development sector -north 4. Calvert Road development sector -south 5. Olive Road. Several development sites and site plans have been identified which might serve as a phased economic development and redevelopment strategy. Phase One would be located in the far northwest corner of the Rum Village Industrial Park and access would be provided from Sheridan Street (to be extended across Sample Street into the proposed new industrial development site.) Approximately 52 acres of development sites could be created. Phase Two would be east of New Energy Road and north and south of Calvert Road. Approximately 62 acres of land could be opened for development. Phase Three would be extended off of Phase Two moving east towards Olive Road on both the north and south side of Calvert Street. Both Phase Two and Three would require acquisition, relocation, clearance, demucking and public works elements in order to assemble the land and to offer developable sites. If the industrial development strategy is to be pursued, the sub-area has several sections of incompatible land uses that must be addressed. Several small pockets of houses along Calvert Street and on Olive Road are prime areas for acquisition, relocation, clearance and site assemblage activities. Olive Road from the Sample Street overpass south to the city limits is in need of improvements in terms of ingress/egress, public works and streetscape. In addition to the Olive Road element of the sub-area plan, several other problems and opportunities can be identified. The Olive-Sample overpass area has had several C7 environmental problems in terms of water and soil contamination. The Olive Street well field and Water Works pumping station offers some adaptive re-use potential and land development possibilities. With the closing of the Mastic Plant on South Olive, this large industrial facility also offers some re-use potential, especially if the older portions of the facility were demolished to open up the site for better access, circulation and parking. The rail yards could also be an opportunity for the fiirther development of the area's industrial capacity. While soil conditions are less than optimum for urban development purposes, the location near the U.S. 31 Expressway, rail lines, 'B" -Heavy Industrial zoning and land for expansion are all major pluses that will serve as the foundation for future development. The prime deterrant for private sector investment and development remains the existing soil conditions and the cost of development per acre. Several other lesser ban-iers exist: the pockets of incompatible land uses, the need to upgrade the existing road and street system and the potential for water and soil contamination. Nonetheless, this sub-area offers one of the few locations within the city for industries in need of rail services and heavy industrial facilities and sites. In the initial stages of the planning schedule, the goals for the Rum Village Industrial Park should be extremely modest. The goals are modest because existing products, i.e., competing sites for industrial development must be absorbed by the private market place. These sites include the Airport and Toll Road Industrial Parks, the Studebaker Corridor, and, perhaps, sites located around the proposed IVY Tech campus in the Southeast Neighborhood. Many of these competing sites only allow light industrial so it will be important to have heavy industrial land available. The goals listed below are more opportunistic and reactive than will be found in the balance of this plan. RUM VILLAGE INDUSTRIAL PARK SUB-AREA GOALS x Develop the area on aproject-by-project basis within the framework of a comprehensive site plan. The projects will be of a heavier industrial nature or those needing access to rail spurs. x Improve the condition of Olive Street as appropriate to the heavy industrial uses and concentration of truck terminals and truck servicing businesses. x Plan for the adaptive re-use of the Olive Street well field area with a mix of private and public uses. x Eliminate the incompatible residential land uses along Olive Street by purchasing and clearing the sites as the opportunities become available. • 12 x Acquire properties suitable for potential development on a limited and low cost basis when the opportunity presents itself either through direct purchase or the property tax sale process. Conduct feasibility studies to determine the least expensive sites for initial development in terms of soil and water table conditions. D. SAMPLE-INDIANA INDUSTRIAL DISTRIC Another sub-area within the Sample-Ewing Area is an L-shaped heavy industrial corridor between Sample Street and Indiana Avenue that runs from Olive Street on the west (and the adjacent Rum Village Industrial Park) to the Studebaker Corridor sub-area on the east. (See Map 11.) The district is zoned primarily "E" -Heavy Industrial and the existing land uses reflect this zoning classification for the most part. The main economic activities in the district include scrap and salvage yards, major truck terminals and related uses, warehouse/distribution and wholesale facilities. A significant portion of the area consists of vacant and Linder-developed land and marginally used industrial buildings, an example of which is the former White Farm manufacturing complex. This area originally developed as a major heavy industrial, truck tel7ninal, and warehouse/distribution district because it was the original location for the main railroad switching yard and was served by a number of main and spur rail lines early in its development. As industrial and transportation technology changed, the main switching yard, rail lines and spurs became less important, inactive and, in some cases, abandoned. For planning purposes this sub-area has been divided into three sectors. The three sectors are (See Map 12.): the Olive Street-Walnut Street sector; the Walnut Street-Prairie Avenue sector; and, the White Farni sector (bounded by Chapin, Sample, the railroad and Arnold Street. The western most sector of this L-shaped sub-area lies between Olive Street (west), Walnut Street (east), Indiana Avenue (south) and Sample Street (north). It is immediately adjacent to the Rum Village Industrial Park and has similar land uses, infrastructure needs and environmental challenges. It, too, has several areas of incompatible land uses. The major land uses and economic activity in this sector are the truck terminals and related businesses. In addition, a large parcel of undeveloped land is located directly in the middle of this sector. A wire manufacturer and a saw mill also cover a large portion of this sector of the Sample-Indiana sub-area. An interesting exception to the general activity in the area is an ice skating/hockey rink that serves the • 13 • community. Poor soil conditions found in the Rum Village Industrial Park are also present in the Sample-Indiana industrial corridor. The muck lands and water table conditions run from the Rum Village Industrial Park on a diagonal from southwest to northeast into this sub-area. Tnicking and heavy industrial uses found on the west side of Olive Street also continue into this sub-area. Moving east through the corridor into the Walnut Street-Prairie Avenue sector, the land uses remain the same with large parcels of land devoted to heavier industrial uses, including scrap and salvage yards, warehouse/distribution and wholesalers. Given the type of land uses and the fact that every community needs sections devoted to heavier industries and economic activities that might not match uses within plaimed industrial and business parks, it is suggested that this area's predominant land use and economic activity remain the same. The sub-area strategy would focus on creating and improving the edges and boundaries of this corridor to protect and screen the adjoining areas. Other elements of the strategy include: improving the internal circulation system by upgrading the street system; removing incompatible land uses; creating incentives or using the police powers of the community to stimulate business and property owners to clean up the worst areas of their land; developing more stringent standards for screening, hours of operation and mitigating the most obnoxious externalities from scrap, salvage, trucking and related activities. Two sites within this sub-area wan-ant additional discussion. The first site is the existing Indiana Vocational-Technical College on the 1500 block of West Sample. The second site is the fornler White Fann manufacturing complex located on Chapin Street. The vocational-technical college's existing facility and site is inadequate for the community's needs. Anew campus is being considered for atwenty-five acre site in the Southeast Neighborhood. Should this plan come to fniition, the adaptive re-use of the current facility and site will become an important element in the planning for this sub- area. The White Farm industrial site within this sub-area contains thirty-five (35) acres and fronts on Chapin Street. This former manufacturing complex has approximately 900,000 square feet of manufacturing, warehouse, and office space in a number of buildings. Only two of the buildings could be considered economically and physically viable for purposes of adaptive re-use. These two buildings include the office space currently housing the County Department of Welfare and a 290,000 square foot, five- story warehouse facility. Any plan for the re-use of the complex would require the acquisition and clearance of much of the site. New infrastructure and a revised circulation plan would be required to redevelop the site as an inner-city light industrial area (similar to the Monroe Industrial Park). However, the site has some significant advantages, assuming there are no significant environmental problems. These positives include a central location within the Urban Enterprise Zone; good access to main • 14 thoroughfares, including Sample Street, Chapin, and State Road 23; and the possibility for the development of railroad spur lines into the site. All of these factors make the White Farm complex a target of opportunity. However, given the immediate priority of the southeast development sector within the Sample-Ewing Area, this project would be undertaken at a later date. SAMPLE-INDIANA INDUSTRIAL DISTRICT SUB-AREA GOALS x Improve intenlal traffic circulation within this sub-area with priority given to the Olive Street-Chapin Street sector to facilitate the private development of vacant land. u Improve the "edges" of this sub-area by more restrictive design/development standards, public improvements, landscaping and streetscape treatment. x Eliminate incompatible (residential) land uses within the sub-area by incremental acquisition of residential properties through purchase, donation, or tax sales. x Review, revise and enforce existing ordinances that reduce the most offensive externalities associated with the tnick terminals, scrap and salvage operations. x Assist in the conversion of the current IVY Tech facility into amixed-use service center (inchding both private and public uses) to serve the inner- city community with enhanced social and human services. x Acquire the White Fann complex and land bank the facility until an appropriate development opportunity and public resources are available to convert the site to an inner-city light industrial park. k Protect and enhance the physical environment for the businesses along Sample, Prairie, and Chapin Streets through limited public and streetscape improvements. E. RUM VILLAGE NEIGHBORHOOD The Rum Village Neighborhood, like its counterpart the Southeast Neighborhood, has been intimately connected to the industrial area that surrounds it. Also like its counterpart, the Rum Village Neighborhood is primarily a residential area interspersed with several commercial strips and nodes and non-residential edges. However, unlike the Southeast Neighborhood, Rum Village has not undergone the same degree of decline and • 15 deterioration. The neighborhood boundaries are generally considered to be the railroad tracks (north), Main Street (east), Olive Street (west), and Ewing Avenue (south). The neighborhood is divided by State Road 23 (Prairie Avenue) which runs on a diagonal from southwest to northeast across the neighborhood. (See Map 13.) Sections of this corridor have developed into commercial uses and residential uses have been converted to non-residential uses. The residential street grid pattern is also interrupted by a large area of land in the middle of the neighborhood (Donald, Swygart, Kemble, and Bruce) that is used by the Army Reserve for its training center. Indiana Avenue, mm~ing east to west across the north edge of the neighborhood, is another section of the neighborhood that includes large areas ofnon-residential uses. Once a thriving neighborhood business district, Indiana Avenue now contains many substandard buildings and marginal commercial uses. As with many inner-city commercial strips and nodes, Indiana Avenue has declined as the use of automobiles increased, shopping habits changed, and competition grew on the city's urban edges. At both the east and west ends of the neighborhood, non-residential land uses have had a major negative impact on the residential sections of Rum Village. On the east, between William and Michigan Streets, the area is dominated by small manufacturing land uses and several scrap and salvage yards. Several rail lines serving the former Studebaker complex and corridor between Michigan Street and Franklin Street are still present. Rail line use is sporadic and several spur lines have been abandoned. Nonetheless, the commercial and industrial areas remain on the neighborhood's eastern • edge and residential deterioration is evident. On the western boundary of the neighborhood (which abuts the Rum Village Industrial Park), Olive Street and its non- residential uses have intruded into the neighborhood along sections of Indiana Avenue and Franklin Street. As a result, the residential areas of these commercial corridors have deteriorated, particularly north of Indiana Avenue and west of Franklin Street. The interior of the neighborhood has pockets of residential deterioration, exhibiting itself in scattered areas in the form of small groupings of homes. Although not significant in themselves, these pockets of deterioration affect the entire sub-area. Also, several areas of the neighborhood have large parcels of vacant land or numerous vacant lots interspersed among the housing stock. Two other areas are worth noting in terms of redevelopment and revitalization challenges: the section of the neighborhood located between the rail line on the north and Indiana Avenue on the south contains a mix of vacant land, incompatible uses, deteriorating residential strictures and poor circulation and environmental conditions. Portions of this narrow band should be redeveloped and the land use changed. This will require careful delineation of this narrow band of land into economic development and redevelopment and revitalization sections. The second area of note is the intersection of h~diana Avenue and Prairie Avenue (S.R. 23). This intersection contains several large structures, including the former Oliver Elementary School, now a vacant, 80,000 square foot structure. This node and the Oliver School offer both a challenge and an • 16 • opportunity. For planning purposes the Rum Village Neighborhood sub-area has been divided into three (3) sectors (See Map 14): 1. The Indiana Avenue Commercial-Industrial sector; 2. The State Road 23-Indiana Avenue node; and, 3. The east and west residential sectors. In approaching the development of the redevelopment strategy, several distinct differences are evident between the Southeast and Rum Village neighborhoods. Rum Village does not have a large area where a redevelopment approach is appropriate. It has several delineated areas where a small scale redevelopment strategy makes sense. Smal] scale site assemblage in the interior near large vacant tracts and the numerous vacant lots may also be appropriate assuming the soil is suitable for development and the cost of remedial action, if any, is reasonable. Selected acquisition and clearance along Indiana Avenue may also be required. Although redevelopment in delineated, small scale areas maybe required, the most appropriate treatment for the majority of the neighborhood is a revitalization strategy consisting of code enforcement, housing rehabilitation, and targeted residential public works. Small scale public works, such as curb and sidewalk improvements, lighting and signage, street and alley paving, and landscaping and beautification programs should be utilized on a block-by-block basis. (The detailed planning required to implement this aspect of the general development area plan should be undertaken with neighborhood residents, businesses and institutions.) RUM VILLAGE NEIGHBORHOOD SUB-AREA GOALS Improve the eastern edge of the neighborhood by separating the incompatible land uses with a well designed and developed transitional area between the residential and non-residential section. Redevelop the northern edge of the neighborhood between Indiana Avenue and the railroad tracks by selected acquisition, clearance and site assemblage activities protect those viable residential pockets and allow the development of quality, low intensity commercial and industrial uses in the balance of the area. Revitalize the Indiana Avenue neighborhood business strip through an appropriate mix of neighborhood and community oriented enterprises; and improve the physical appearance of Indiana Avenue. • 17 • x Assist the private sector in completing the adaptive re-use of the former Oliver School with an appropriate re-use that fits within the neighborhood context. x Improve the appearance and physical condition of State Road 23 (Prairie Avenue) through the neighborhood. Preserve and improve the residential neighborhoods east and west of Prairie Avenue. Obstacles to Achieving the Economic Development Plan Although the Airport Economic Development Area has the potential to be a prime site for new growth, the economic development plan for the Area cannot be achieved by regulatory processes or by the ordinary operation of private enterprise because of: Lack of necessary public improvements in the Area, such as: adequate internal circulation, utilities and other infrastructure related to the orderly growth and development of new commercial, office and light industrial concerns. 2. Multiple and fragmented ownership of land, which makes the assemblage of larger or contiguous parcels difficult. Proposed Economic Development Activities Realization of the stated goals and objectives will be accomplished by a combination of public and private actions. These actions could include, but are not limited to, the following: property acquisition, relocation, clearance and dedication of public right-of--way, provisions for public facilities and improvements and any other activity pertaining to planning and implementing an economic development plan. Sample Ewing Area Activities A. INTRODUCTION The major development strategies that will be pursued throughout the project area include an economic development and redevelopment, revitalization, improvement and preservation approach as dictated by sub-area conditions and trends. The economic development and redevelopment strategy is aimed at areas of major deterioration and 18 decline. This strategy will seek to improve an area through major acquisition, relocation, clearance, site assemblage, public works, and new development activities. The revitalization strategy is aimed at sub-areas that have suffered significant deterioration and decline, but still have both a physical and social foundation on which to build and revitalize the sub-area. Revitalization activities will include code enforcement, housing rehabilitation, small scale public works, organization-building and human, public and social service, crime and public safety programs. The improvement strategy and activities will be much like the revitalization strategy and activities. The major difference will be in the amount of public resources required in an area improvement areas will be less severely deteriorated and blighted than the revitalization areas. Finally, certain areas will be targets for a preservation strategy. These sub-areas will be, for the most part, stable areas that are adjacent to deteriorating or declining areas. Activities in the preservation areas will include spot code enforcement and rehab activities and minor public works. Protection through an aggressive enforcement of zoning will also be part of the strategy. In essence, the criteria determining whether revitalization, improvement, or preservation strategies will be brought to bear on a sub-area are twofold: one, the severity of the deterioration and decline in the target area, and, two, the concomitant amount and application of public resources, regulations and incentives required to meet the goals and objectives established for the area. The four strategies highlighted above focus heavily on the physical and economic redevelopment and revitalization of the Sample-Ewing Development Area. However, the • importance of incorporating a broader, more comprehensive effort to focus on social and human service needs, neighborhood organizational needs, and capacity-building must be emphasized. B. ACTIVITIES The economic development and redevelopment activities in the Sample-Ewing Development Area plan, as adopted by the Redevelopment Commission, will include: 1. Pre-development activities, including, but not limited to, engineering, architechlral, planning, program development, title, survey, appraisal, legal, and environmental assessment and testing; 2. Acquisition of private and publicly-owned real estate; 3. Relocation of individuals, households and businesses; 4. Clearance of stnictures and other improvements; vacation of some streets and other public right-of--way; 5. Assemblage of development sites; 6. Rehabilitation of industrial, commercial and residential structures; 7. Disposition of assembled cleared sites, rehabilitated structures, and other properties; • 19 8. Public works improvements and infrastructure, including, but not limited to, streets, water, sewer and other utilities, lighting, traffic controls, landscaping, park, open space and recreational facilities. A series of activities that are not directly related to the physical redevelopment of the Sample-Ewing Area will be critical to the commtmity's long term success in the area. These activities will not be undertaken or funded by the Redevelopment Commission. These activities will be undertaken by other private and public agencies and be fielded from a variety of federal and local sources, including the HOME Program, the Community Development Block Grant Program, the Civil City budget and the Community Homebuyers Corporation, among others. Activities funded from these sources will include: a. Housing rehabilitation assistance for homeowners, first time homebuyers, and landlords. b. Housing assistance, including counseling for home ownership and technical and training assistance through the REWARD Program and the neighborhood partnership centers. c. Small business assistance through the Urban Enterprise Zone Program, the Neighborhood Business Development Corporation, and the Corporation for Entrepreneurial Development this assistance can inchide direct financial assistance in the form of gap financing loans. d. Additional business assistance, in terms of larger loans, will be available on a case-by-case basis through the Business Development Corporation and the Industrial Revolving Loan Fund. This assistance will also be in the form of gap financing loans as determined by the respective private not-for-profit boards. e. Resident assistance in the form of job readiness, counseling, and placement assistance through the UEA-Lilly Resident Employment Program for that portion of the Sample-Ewing Development Area that is within the Enterprise Zone boundaries. f. Technical and planning assistance to neighborhood and business districts within the Sample-Ewing Development Area. g. Various tax incentives, including tax abatement for real and personal property investment and Enterprise Zone tax credits for those businesses in the Sample-Ewing Development Area that are within the UEZ. h. Receivership and rehabilitation of rental property. The next section outlines very broad plans for the application of some of these activities within each sub-area. Until more detailed plans are developed in conjunction with the neighborhood residents, it is premature to develop a more detailed, specific set of • 20 activities for each sub-area within the Sample-Ewing Development Area. Expected Public Benefit From the Economic Development of the Area The implementation of the Airport Economic Development Plan will result in several public benefits to the citizens of South Bend, including: Significant new job creation resulting form the new development as well as expansion of office, commercial and industrial uses within the Area. 2. Increase and diversification of the City's tax base. New private investment and development as well as the expected expansion of existing businesses, especially in the Airport and Toll Road Industrial Parks. 4. Improved roadway access in the northwest portion of the City. 5. New construction and rehabilitation opportunities, which will result in additional jobs and investment, especially in the construction trades as well as architectural, engineering and other related fields. LAND USE Development Controls The controls and regulations for the Airport Economic Development Area are designed to provide for development that is consistent with Plan goals and objectives and to assure compatibility of development throughout the area. Zoning requirements shall be the same as those in the `BP", "D", and "E" Districts as identified in Chapter 21, Article 2, of the Municipal Code of the City of South Bend. 2. Height and area requirements shall be the same as those in the "A" Height and Area District as identified in Chapter 21, Article 4, of the Municipal Code of the City of South Bend. When feasible, utility lines shall be placed underground. 4. All properties within the Area shall be designed and maintained so that the appearance of • 21 the premises and all buildings thereon shall reflect a high level of design and maintenance in keeping with the standards of the Area. Public Improvements In order to stimulate and facilitate new development and expansion in the Area, the City of South Bend will construct the following improvements in the Area, depending on the availability of funds: Widening constnlction and other improvements relating to new or existing roads. 2. Extension or construction of utilities such as water mains, storm and sanitary sewers and other improvements needed to serve the Area. Other infrastructure improvements such as internal streets, lighting, landscaping, sidewalks, curbs, etc., as needed to serve the Area. 4. Other public improvements, as necessary for the project. These public improvements will be phased as fiords become available. PROJECT PROPOSALS Property Acquisition The Land Acquisition Plan Map (Map 3) and Property Acquisition List (Table 1) indicate real property to be acquired for economic development purposes. After acquisition, the Redevelopment Commission will sell or lease the property to a purchaser or lessee at its fair market value, excepting those cases when the property is sold or leased to another public body pursuant to Indiana Code 36-7-14-22(a) or 36-1-11-8, for uses in accordance with the Plan. Property Rehabilitation All properties in the Airport Economic Development Area shall comply with the standards set forth in all applicable statutes, codes and ordinances, as amended from time to time, relating to the use, maintenance, and occupancy of existing property, including but not limited to, the • 22 Building, Plumbing, Heating, and Electrical Codes. Developers Obligations The land acquired by the City of South Bend Redevelopment Commission will be disposed of subject to an Agreement between the Commission and any potential developer. Any potential developer will be required by the Contractual Agreement to observe the Land Use and building requirements of this Development Plan. They will filrther be required to submit a development schedule satisfactory to the South Bend Redevelopment Commission. No developer will be permitted to defer the start of construction for a period longer than that required for the preparation of necessary development plans. h1 addition, the following provisions will be inchlded in any agreement: That any developer will submit to the Commission a plan and schedule for the proposed development. 2. That the purchase of the land is for the purpose of development and not for speculation. That the land will be built upon and improved in conformity with the objectives and provisions of the Development Plan. • 4. That the building of improvements will be commenced and completed within a reasonable period of time. DESIGN REVIEW COMMITTEE In order to achieve a high level of design and insure a feeling of continuity throughout the Area, a Design Review Committee (Committee) is hereby established. Nothing herein shall give the Committee authority over any building, zoning or other code requirements of federal, state or local law. Establishment of Committee A Design Review Committee of nine (9) members shall be established. Members shall be the Redevelopment Director, the City Engineer, the Director of the Area Plan Commission of St. Joseph County, the City Building Commissioner, a representative of the St. Joseph County Airport Authority, a representative of the Industrial Foundation, Inc., and three members appointed by the Redevelopment Commission representing business or community interests in the Area. The Redevelopment Director shall serve as chairman of the Committee. Five (5) members of the Committee will constitute a quon-m. Terms 23 • Members of this Committee shall serve without pay for two year terms. Appointed members shall serve at the pleasure of the Commission. Vacancies occurring through death, resignation or other causes shall be filled for the Lmexpired term in the same manner as the original appointments. Rules The Committee shall adopt such Hiles and procedures as are necessary to conduct its business, including the dates and times of meetings and hearings. Powers and Duties The Committee shall fimction in an advisory capacity to the Redevelopment Commission. It shall review the plans and specifications for all projects located within the Area that involve new construction, exterior renovation or site work. This Review will inchlde design, site planning, open space and other applicable considerations pertaining to compliance with the standards set forth in the Airport Economic Development Area Design Guidelines. In exercising these duties the Committee shall follow the procedures and act within the limitations established in this section. Design Guidelines The Redevelopment Commission shall, by Resolution, adopt Design Guidelines for use by developers on all projects within the Area. The Committee will base their approval of plans on how well the proposals have followed these guidelines. The Design Guidelines maybe reviewed and revised as necessary by Redevelopment Commission action. Permits No permit shall be issued for construction, reconstniction, alteration, or rehabilitation of any building in the Area until the plans and specifications for the building have been approved by the Committee. Review All proposals filed with the Committee for review and approval shall be accompanied by architectural plans and/or engineering drawings and specifications for the work involved. Such plans shall be review for compliance with the standards and objectives of the Plan and Design Guidelines. Upon receipt of the plans the staff of the Department of Community & Economic Development will review them, prepare a staff report, and schedule a meeting of the Committee with the developer, generally within two weeks from receipt of the plans. • 24 At this meeting the Committee will review plans and the staff report with the developer and either approve the plans as submitted, ask for additional information, approve the plans as modified, or reject the plans. The developer will be notified in writing of modifications m plans or specifications that are necessary to receive approval. Approval by the Committee does not constitute approval of any federal, state or local building, zoning or other requirements but is solely pertaining to the Design Guidelines over which the Committee has advisory jurisdiction for the Commission. The Committee shall have the right to waive the review process for any project. Amendments to Disapproved Plan Within thirty days after disapproval of a development plan, the developer may file with the Committee an amendment to such plan or an amended plan which shall be limited exclusively to changes made necessary to meet the modifications requested by the Committee. Review procedures for an amended plan shall be the same as for an initial submission. Signs and Awnings All proposals for signs and awnings within the Area shall be reviewed by the Committee and evaluated for compliance with the standards established in the Design Guidelines. STATUTORY AUTHORITY The controls, regulations and land use restrictions contained in this Plan are for the specific purpose of implementing the Airport Economic Development Plan pursuant to Indiana Code 36- 7-14-1-et.seq. PROCEDURE FOR AMENDMENT OF THE APPROVED DEVELOPMENT PLAN The Development Plan for the Airport Economic Development Area maybe amended by resolution of the South Bend Redevelopment Commission. Any change affecting any property or contractual right can be effectuated only in accordance with applicable state and local law. • 25 EXHIBIT A • Airport Economic Development Area A part of Sections 17, 18, 19, 20, 21, 22, 27, 28, 29, 30, 31, 32 and 33 in Township 38 North, Range 2 East, and Sections 3 and 4, Township 37 North, Range 2 East, in German and Portage Townships, St. Joseph County, Indiana, more particularly described as follows: Beginning at the intersection of the Northeasterly right of way line of Lincolnway West and the Easterly right of way line of Bendix Drive; thence South, Southeasterly and Easterly along said Easterly right of way line of Bendix Drive to the intersection of the Northerly right of way line of Bendix Drive and Easterly right of way line of Goodland avenue; thence North 0 degrees 00 minutes 00 seconds East (bearing assumed of the next twenty courses) along said Easterly right of way line of Goodland avenue, a distance of 362.95 feet; thence South 89 degrees 46 minutes 27 seconds East, a distance of 239.50 feet; thence South 0 degrees 29 minutes 11 seconds East, a distance of 176.78 feet; thence South 89 degrees 07 minutes 43 seconds East, a distance of 227.04 feet to the Westerly right of way line of Eclipse Street; thence along anon-tangent curve to the left having a radius of 957.29 feet and a central angle of 3 degrees 26 minutes 41 seconds and limited in length by a chord which bears South 17 degrees 02 minutes 58 seconds East, a distance of 57.54 feet; thence continuing along said West right of way line of Eclipse Street, a distance of 127.60 feet to the Northerly right of way line of Bendix Drive; thence East along said Northerly right of way line to the Easterly right of way line of Meade Street; thence south 978 feet to the southwest conger of Lot 40 as shown on the recorded Plat of West End Subdivision, within and part of the City of South Bend, recorded on august 20, 1901 in Plat Book 8, Page 46; thence east along the northerly right of way of Lawton Street a distance of 476 feet to the southeast corner of Lot 40 in said subdivision; thence south 194 feet to the northeast corner of Lot 30 in said subdivision; thence West 222 feet to the northeast corner of Lot 57 in said subdivision; thence south 120 feet along the east line of said Lot 57; thence west 40 feet along the south line of said Lot 57; thence north 120 feet along the west line of said Lot 57; thence west 134 feet to the northeast corner of Lot 53 in said subdivision; thence south 120 feet along the east line of Lot 53 in said subdivision; thence west 80 feet to the southwest corner of Lot 52 in said subdivision; thence South along said Easterly right of way line of said Meade Street to the Northeasterly right of way line of Consolidated Railroad formerly Penn Central Railroad; thence Northwesterly along said Northeasterly right of way line to the intersection of the South line of the Southwest Quarter of Section 3; thence North 64 degrees 42 minutes 17 seconds West along said Northeasterly right of way line, a distance of 394.85 feet; thence North 24 degrees 58 minutes 43 seconds East, a distance of 50.30 feet; thence North O1 degrees Ol minutes 45 seconds West, a distance of 40.72 feet; thence North 0 degrees 09 minutes 03 seconds East, a distance of 113.11 feet; thence South 89 degrees 56 minutes 21 seconds West, a distance of 16.00 feet; thence North 0 degrees 09 minutes 03 seconds East, a distance of 8.05 feet; thence North 89 degrees 57 minutes 00 seconds West, a distance of 3.59 feet; thence North 0 degrees 08 minutes 44 seconds East, a distance of 371.13 feet; thence North 87 degrees 38 minutes 33 seconds West, a distance of 1.85 feet; thence North 3 degrees 54 minutes 24 seconds West, a distance of 21.58 feet to the Southerly right of way line of Bendix Drive; thence Westerly, Northwesterly and Northerly C~ along the right of way lines of said Bendix Drive to the intersection of the Westerly right of way line of Bendix Drive and the Northeast right of way line of Lincolnway West; thence Northwesterly along said Northeast right of way line of Lincolnway West to the East right of way line of Butternut Road; thence Northwesterly across Butternut Road on a line parallel with and 140 feet Northerly of the sl~rvey Line S-USR20-M (referenced to plans for U.S. 31 Bypass) to the West right of way line of Butternut Road; thence Northwesterly along the Northeast limited access right of way line of USR 20 to a point 150 feet to the right of Station 65+00, Line S-USR20-M; thence Southwesterly a distance of 300 feet along a line measured at right angles to said Line S-USR 20-M to apoint 150 feet to the left of Station 65+00 on Line S-USR20-M; thence Southerly and Southwesterly along the limited access right of way line of the Southeast ramp of the U.S. 31 Bypass to a point being 170 feet to the right of Station 35+00 on Line M at the centerline of the U.S. 31 Bypass; thence Westerly a distance of 320 feet to a point 150 feet to the left of Station 35+00 on said Line M; thence Northerly and Northwesterly along the limited access right of way line of the Southwest ramp of said U.S. 31 Bypass to a point at Station 34+00 Line S-USR20-M in the limited access right of way line of the Southwest ramp of said U.S. 31 Bypass, which point is 130 feet Southwesterly measured at right angles from said Line S-USR20-M; thence Northeasterly a distance of 250 feet measured at right angles to said Line S-USR20-M to a point at Station 34+00 on Line S-USR20-M, and being 120 feet measured at right angles, Northeasterly from said Line; thence Easterly and Northerly along the limited access right of way line of said Northwest ramp of the U.S. 31 Bypass to a point, 79.36 feet South of the North 1/4 post of said Section 31; thence North along the North-South quarter line of said Section 31, 79.36 feet to the North 1/4 post of said Section 31; thence North along the North - South quarter line of Section 30 to the North 1/4 corner of Section 30; thence continuing North along the North -South centerline of Section 19, to the intersection with the Soirth boundary line of Olive Road Commerce Park Subdivision; thence Westerly along said South line to the intersection of the East line of Wells Electronic Minor Subdivision; thence South along said East line, extended 40 feet to the South right-of--way line of Cleveland Road; thence West along said South right of way line to the West right of way line, extended of Olive Road; thence North 89 degrees 53 minutes 13 seconds West along the South line of Cleveland Road and its Easterly extension, 1075.83 feet, more or less, to the West line of Section 19; thence North along the West line of Section 19 to a point on the West line of Lot 1 in the plat of Gibbs' Olive Road Minor Subdivision as the same is recorded as instniment number 0028450 in the office of the Recorder of St. Joseph County, Indiana, said point being 114.58 feet South 00 degrees 11 minutes 35 seconds West (Rec. South 00 degrees 11 minutes 18 seconds West) from the Northwest corner of said Lot l; thence North 89 degrees 19 minutes 02 seconds West, 2674.83 feet, more or less, to the North-South centerline of said Section 24; thence North 00 degrees 08 minutes 51 seconds East, along said North-South centerline, a distance of 1603.00 feet, more or less, to the point of intersection with the Northerly right of way line of the Indiana East-West Toll Road; thence North 89 degrees 20 minutes 23 seconds East, along said Northerly right of way line, a distance of 3795.28 feet, more or less to the point of intersection of said Northerly right of way line with the East right of way line of Olive Road; thence North along the East right of way line of Olive Road and the East right of way line Olive Road extended to its intersection with the Northerly right of way line of Brick Road; thence Easterly and Northerly along the Northerly right of way line of Brick Road and the Westerly right of way line of the U.S. 31 Bypass to a point 430 feet East of the half section line of Section 18; thence North parallel with the • 2 • West section line of Section 18 to the East-West centerline of said Section 18; thence continuing Easterly along the East-West centerline of said Section 18, to the southeasterly right-of--way of the U.S. 31 By-Pass which point being North 89 degrees 53 minutes 38 seconds West along the South line of the Northeast Quarter of Section 18, a distance of 1186.55 feet from the East quarter corner of said Section 18; thence North 16 degrees 39 minutes 31 seconds East along said right-of--way, a distance of 1198.26 feet; thence North 17 degrees 36 minutes 26 seconds East along said right-of- way, adistance of 544.85 feet; thence South 72 degrees 23 minutes 34 seconds East along saidright- of-way, a distance of 63.00 feet; thence North 17 degrees 36 minutes 26 seconds East along said right-of--way projected across adams Road to a point on the Northerly right-of--way of said adams Road, a distance of 1168.65 feet; thence South 84 degrees 29 minutes 04 seconds East along said adams Road right-of--way, a distance of 865.89 feet; thence South 89 degrees 55 minutes 03 seconds along said adams Road right-of--way, a distance of 191.21 feet; thence South 00 degrees 04 minutes 57 seconds West, a distance of 22.56 feet to the point of non-tangent curve, concave to the Southwest, having a radius of 895.00 feet, a central angle of 33 degrees 29 minutes 06 seconds and a chord of 515.77 feet bearing North 46 degrees 12 minutes 10 seconds West; thence Southeasterly along said curve, a distance of 523.19 feet; thence South 29 degrees 27 minutes 22 seconds East, a distance of 1112.70 feet to the point of tangent curve, concave to the Northeast, having a radius of 605.00 feet, a central angle of 60 degrees 29 minutes 52 seconds and a chord of 609.55 feet bearing South 59 degrees 42 minutes 18 seconds West; thence Southeasterly along said curve, a distance of 638.81 feet; thence South 89 degrees 57 minutes 13 seconds East, a distance of 365.76 feet to the East line of the Northwest Quarter of said Section 17; thence South 00 degrees 14 minutes 27 seconds East along said section line, a distance of 1026.76 feet to the Southeast corner of the • Northeast quarter; thence North 89 degrees 57 minutes 13 seconds West along the South line of said Northwest quarter, a distance of 1298.64 feet to the Northeast corner of the West 1/2 of the Southwest Quarter of said Section 17; thence South 00 degrees 03 minutes 49 seconds West along the East line of the West 1/2 of said Southwest 1/4 a distance of 2465.70 feet to a point which is North 00 degrees 03 minutes 49 seconds East a distance of 200.00 feet from the Southeast corner of the West 1/_ of said Southwest 1/4; thence North 89 degrees 39 minutes 06 seconds West, parallel with the South line of said Southwest 1/4 a distance of 400.00 feet; thence South 00 degrees 03 minutes 49 seconds West, parallel with the East line of the West 1/2 of said Southwest 1/4, a distance of 200.00 feet to the South line of said Southwest 1 /4; thence North 89 degrees 39 minutes 06 seconds West, along said South line a distance of 375.75 feet; thence North 00 degrees 22 minutes 38 seconds East, a distance of 205.00 feet; thence North 89 degrees 39 minutes 06 seconds West, parallel with said South line a distance of 138.00 feet; thence South 00 degrees 22 minutes 38 seconds West, a distance of 205.00 feet to said South line; thence North 89 degrees 39 minutes 06 seconds West along said South line a distance of 60.00 feet; thence North 00 degrees 22 minutes 38 seconds East, a distance of 200.00 feet; thence North 89 degrees 39 minutes 06 seconds West, parallel with said South line, a distance of 330.00 feet to the West line of said Southwest 1/4; thence Southerly along said West line to the Southwest corner of said Section 17, also being the Northwest corner of Section 20; thence Southerly along the West line of Section 20, to the South right of way line of Brick Road; thence due East along the South right of way line of Brick Road a distance of 346.64 feet; thence due South a distance of 150.35 feet to a point on the Northerly right of way line of the new Cleveland Road, said point being 170.85 feet South of and 346.64 feet East of the • 3 Northwest corner of said Section 20; thence Southeasterly along said Northerly right of way line of the new Cleveland Road to the point of intersection with the East line of the West 1/2 of the West 1 /2 of the Northwest 1/4 of said Section 20; thence due North along said East line to the intersection with the South right of way line of Brick Road; thence due East along said South right of way line of Brick Road to a point being due West and 200 feet from the East line of the Northwest 1/4 of the Northwest 1/4 of said Section 20; thence due South 220 feet; thence due East 200.00 feet to the East line of the Northwest 1/4 of the Northwest 1/4 of said Section 20; thence due North a distance of 220 feet to the South right of way line of Brick Road; thence East along the South right of way line of Brick Road to a point of intersection with the West right of way line of Mayflower Road; thence due North 20 feet, more or less, to the centerline of Brick Road; thence East 30 feet, more or less, along said centerline of Brick Road to a point of intersection with the centerline of Mayflower Road; thence East along said centerline of Brick Road to a point that is 420 feet West of the point of intersection between said centerline and the East line of the West Half of the Northeast Quarter of Section 20; thence South 750 feet parallel with the West line of the High Meadows Estates Subdivision; thence East 420 feet to the West line of said subdivision, said West line being the East line of the West Half of the Northeast Quarter of Section 20; thence South along the West line of said subdivision to the Southwest corner of Lot 35 of the High Meadows Estates Subdivision; thence East along the South line of the High Meadows Estates Subdivision and the Hartman &DeMaegt Subdivision to the Southeast corner of Lot 8 of the Hartman &DeMaegt Subdivision; thence East along the South line of the Hartman &DeMaegt Subdivision, extended East, to a point that is 138.48 feet West of the East line of the West Half of the Northwest Quarter of Section 21; thence North 465 feet, more or less; thence East 138.48 feet; thence North 530 feet to the centerline of Brick Road; thence East 661.02 feet along said centerline; thence South 1280 feet, more or less; thence East 661.02 feet to the West line of Toll Road Industrial Park Subdivision, also being the North- South centerline of Section 21; thence North along said West line of Toll Road Industrial Park a distance of 685.077 feet to the Northwest corner of Outlot 7C of said Toll Road Industrial Park, Section 7; thence North 88 degrees 53 minutes 36 seconds East, 1327.59 feet to the Northeast corner of Lot 11 of the Toll Road Industrial Park, Section 6; thence South 00 degrees 56 minutes 57 seconds East, 366.66 feet to the North line of Lot 14, Section 6, of the Toll Road Industrial Park; thence Easterly a distance of 1322.97 feet along the North line of Lot 14 and Lot 15 of said Section 6 to the East line of said Lot 15, also being the East line of Section 21; thence along the said East line South 00 degrees 45 minutes 45 seconds East a distance of 1590.77 feet to the East Quarter post of said Section; thence South O1 degrees 00 minutes 44 seconds East along the East line of said Section, a distance of 585.04 feet; thence North 89 degrees 44 minutes 31 seconds East a distance of 1219.94 feet to the centerline of Portage Road; thence South 21 degrees 44 minutes 25 seconds East along said centerline a distance of 292.53 feet; thence North O1 degrees 02 minutes 54 seconds West along the East line of the West half of the Southwest Quarter of said Section 22, to the East-West centerline of said Section 22; thence East along the East-West centerline of said Section 22 to the center of said Section 22; thence South along the North-South centerline of said Section 22 to apoint 214.50 feet North of the South 1/4 corner of said Section 22; thence West, parallel with the South line of said Section 22, a distance of 99.00 feet; thence South, parallel with said North-South centerline of Section 22, a distance of 214.50 feet to the South line of said Section 22; thence East along said South line of Section 22, a distance of 99.00 feet to the South 1/4 corner of said Section • 4 22 (also being the North 1/4 corner of Section 27); thence South along the North -South centerline of said Section 27 to the South right of way line of the East -West Indiana Toll Road; thence West and Northwest along the Southerly right of way line of said East -West Indiana Toll Road to the intersection with the East right of way line of Maple Road; thence Southwest and Southerly along the East line of said Maple Road and Bendix Drive to the Point of Beginning Also, hlcluding: a parcel of land being in the South west Quarter of Section 19, Township 38 North, Range 2 East, German Township, St. Joseph County, Indiana Being more particularly described as follows: Commencing at the southwest coiner of Section 19, Township 38 North, Range 2 East; thence Northerly 2,855.36 feet to a point, said point being the intersection of the Westerly line of said section and the centerline of the Indiana East-West Toll Road; thence Easterly along the centerline of said Toll Road 1,019.36 feet to a point, said point being the intersection of Olive Road and said Toll Road; thence Southerly along the centerline of Olive Road 1,41628 feet; thence Easterly 20 feet to the easterly right-of--way line of Olive Road and place of beginning; thence Easterly 180 feet to a point; thence Southerly 120 feet to a point; thence Westerly 180 feet to a point; thence Northerly 120 feet tot the point and place of beginning. Also, Including: • apart of the Northeast quarter of the Southwest quarter of Section 19, Township 38 North, Range 2 East, German Township, City of South Bend, St. Joseph County, Indiana, more particularly described as follows: Commencing at the Southwest corner of said Section 19; thence Northerly 2855.36 feet to a point, said point being the intersection of the Westerly line of said Section 19 and the centerline of the Indiana East-West Toll Road; thence Easterly along the centerline of said Toll Road, 1019.36 feet to a point, said point being the intersection of Olive Road and said Toll Road; thence Southerly along the centerline of Olive Road, 1216.28 feet to the point and place of beginning; thence Easterly 200 feet to a point; thence Southerly 200 feet to a point; thence Westerly 200 feet to a point; thence Northerly 200 feet to the point of beginning, containing 0.91 acres, more or less, and subj ect to right of way, any covenants, easements and restrictions of record. Together with the following described parcel: Beginning on the centerline of Olive Road, at a point 1640.1 feet North of the Southwest corner of said Section 19, running thence North along the centerline of said Olive Road, a distance of 120 feet; thence East 200 feet; thence South 120 feet; thence West 200 feet to the place of beginning, containing 0.55 acres, more or less, and subject to right of way, any covenants, easements and restrictions of record. • • Also, Including: a part of the Northwest quarter of Section 30, Township 38 North, Range 2 East, German Township, City of South Bend, St. Joseph County, Indiana, more particularly described as follows: Begimung at the Northeast conger of the West half of the Northwest quarter of said Section 30; thence South 445.1 feet; thence West 165 feet thence North 445.1 feet; thence East 165 feet to the point of beginning, containing 1.69 acres, more or less, and subject to right of way, any covenants, easements and restrictions of record. Also, hncluding: a part of the Southeast quarter of Section 18, Township 38 North, Range 2 East, German Township, City of South Bend, St. Joseph County, Indiana, more particularly described as follows: Lots Numbered 1, 2 and 3 of Teachers Credit Union Portage Road Minor Subdivision, as recorded Linder 111strument Number 0150716 in the office of the Recorder of said County. Also, Including: a part of the Northwest, Southwest, and Southeast Quarters of Section 18, Township 38 North, Range 2 East, German Township, St. Joseph County, Indiana being more particularly described as follows: Commencing at the Northeast corner of the Southeast Quarter of Section 18, Township 38 North, Range 2 East, 5.8 feet south of a 2" iron monument with a cap labeled "SEC. CORNER"; thence South 89 degrees 49 minutes 49 seconds West, a distance of 2278.97 feet to the east line of the west 160 acres of the south half of said Section 18; thence along said east line, South 0 degrees 45 minutes 39 seconds West, a distance of 80.00 feet to the POINT OF BEGINNING; thence continuing along said east line South 0 degrees 45 minutes 39 seconds West to the northeast corner of land described in Instrument Number 101065, as recorded in the office of said Recorder; thence South 35 degrees 15 minutes 20 seconds West, a distance of 401.95 feet; thence South 2 degrees 36 minutes 09 seconds West, a distance of 256.87 feet; thence South 85 degrees 31 minutes 45 seconds West, a distance of 199.30 feet to the southeast corner of land described in Instniment Number 8717366, as recorded in the office of said Recorder; thence along the east line of said land, North 0 degrees 15 minutes 44 seconds East, a distance of 181.22 feet; thence along the north line of said land, North 89 degrees 48 minutes 51 seconds West, a distance of 323.58 feet; thence North 0 degrees 03 minutes 20 seconds West, a distance of 500.00 feet; thence North 89 degrees 57 minutes 04 seconds West, a distance of 2.00 feet; thence North 0 degrees 03 minutes 20 seconds West, a distance of 100.00 feet; thence South 89 degrees 57 minutes 04 seconds East, a distance of 2.00 feet; thence North 0 degrees 03 minutes 20 seconds West, a distance of 500.00 feet; thence North 89 degrees 57 minutes 04 seconds West, a distance of 2.00 feet; thence North 0 degrees 03 minutes 20 seconds West, a distance of 100.00 feet; thence South 89 degrees 57 minutes 04 seconds East, a distance of 2.00 feet; thence North 0 degrees 03 minutes 20 seconds West, a distance of 800.00 feet to the southwest • corner of Lot "a" as depicted in the replat of Righter's Orange Road Minor Subdivision, described in Instrument Number 8525803, as recorded in the office of said Recorder; thence along the south line of said Lot "a", North 89 degrees 50 minutes 13 seconds East, a distance of 100.00 feet; thence along the east line of said Lot "a", North 0 degrees 03 minutes 20 seconds West, a distance of 292.71 feet to the point of curvature of anon-tangent curve, being the northerly right-of--way of Orange Road, concave to the North, having a radius of 295.00 feet, a central angle of 22 degrees 31 minutes 44 seconds, and a chord of 115.25 feet bearing North 64 degrees 12 minutes 33 seconds East; thence East along said northerly right-of--way curve, a distance of 115.99 feet; thence South 0 degrees 11 minutes 04 seconds East, a distance of 119.25 feet to the southwest corner of Lot 1 of Bogue's Major Subdivision, described in Instrument Number 8932797, as recorded in the office of said Recorder and the northwest corner of land described in Instrument Number 9331954, as recorded in the office of said Recorder; thence along the boundary of said land the next two (2) courses; (1) South 26 degrees 45 minutes 04 seconds East, a distance of 66.96 feet; (2) thence North 89 degrees 49 minutes 49 seconds East, a distance of 556.25 feet to east line of the west 160 acres of the south half of said Section 18 and the POINT OF BEGINNING. Also Including: a Part of the Southeast Quarter of the Southwest Quarter of Sec 19, Township 38 North, Range 2 East; a part of the Northeast Quarter of the Northwest Quarter of Section 30, Township 38 North, Range 2 East, all in Gernlan Township, St. Joseph County, Indiana, being more particularly described as follows: Beginning at the Southeast Corner of the Olive Road Commerce Park, Section 2; thence south along the City of South Bend Corporate Limits to the Northeast Corner of Lot 1 of Miller-Owens Minor Subdivision; thence west along the North Line of Said Subdivision 660 Feet; thence northparallcl to the City of South Bend Corporate Limits to the north right-of--way line of Cleveland Road; thence east along said right-of--way line to a point 340 feet from the City of South Bend Corporate Line, also being the west property line of a parcel owned by Ernest and Bernice Mahler, Tax Key Number 04- 1011-0189; thence north to the City of South Bend Corporate Limits at the south line of the Olive Road Commerce Park Section One Subdivision; thence east along the south line of Olive Road Commerce Park 330.24 feet to the place of begimling. Also Inchiding: a part of the Southwest Quarter of the Southwest Quarter of Section 17, Township 38 North, Range 2 East, City of South Bend, German Township, St. Joseph County, Indiana, being more commonly described as follows: Commencing at a point 110 feet East of the Southwest corner of the Southwest Quarter of said Section 17; thence North parallel with the West line of said Section 17, a distance of 200 feet to an iron stake; thence East 110 feet to an iron stake; thence South and parallel with the West line of said Section 17, a distance of 200 feet to the South line of said Section 17; thence West and along the • • South line of said Section 17, 110 feet to the place of beginning. Also Including: Lot Numbered One (1) on the recorded Plat of Lynn D. Daugherty's Subdivision recorded June 10, 1966 in Plat Book 22, page "D" in the office of the Recorder of St. Joseph County, Indiana. Also Including: a part of the Southwest Quarter of the Southwest Quarter of Section 17, Township 38 North, Range 2 East, described as beginning 220 feet East of the Southwest comer of said Southwest Quarter; thence North 200 feet; thence East 110 feet; thence South 200 feet; thence West 110 feet to the place of beginning, Also Including: Part of the Southwest Quarter (1/4) of the Southwest Quarter (1/4) of Section Seventeen (17), Township Thirty-eight (38) North, Range Two (2) East, St. Joseph County, Indiana, described as follows: Commencing at the Southwest corner of said Section 17; running thence East along the South line of said Section a distance of 390 feet for the beginning point of this description; thence North 205 feet along the East line of a reserved street to an iron; thence East 138 feet to an iron; thence South 205 feet to apoint 138 feet East of the place of beginning; thence West 138 feet to the place of beginning, being Lot Ntubered Two (2) in a Minor Subdivision of Lynn Daugherty, recorded June 10, 1966 in the office of the Recorder of St. Joseph County, Indiana, in Plat Book 22, page "D", and a piece of land 5 feet North and South lying North of the entire North line of said Lot Numbered Two (2). Also Including: That Part of the Northwest Quarter of Section 17 and the Northeast Quarter of Section 18, Township 38 North, Range 2 East, German Township, St. Joseph County, Indiana, Being More Particularly Described as Follows: Commencing at the East Quarter Conger of Said Section 18, thence West along the South Line of Said Northeast Quarter 1186.55 Feet To the Southeasterly Right-of--Way Line of the U.S. 31 By-Pass and To the Point of Beginning; thence North 16 Degrees 39 Minutes 31 Seconds East along Said Right-of--Way, a Distance of 1198.26 Feet; thence North 17 Degrees 36 Minutes 26 Seconds East along Said Right-of--Way, a Distance of 544.85 Feet; thence South 72 Degrees 23 Minutes 34 Seconds East along Said Right-of--Way, a Distance of 63.00 Feet; thence North 17 Degrees 36 Minutes 26 Seconds East along Said Right-of--Way Projected across adams Road To a Point On the Northerly Right-of--Way of Said adams Road, a Distance of 1168.65 Feet; thence South 84 Degrees 29 Minutes 04 Seconds East along Said adams Road Right-of--Way, a Distance of 865.89 Feet; thence South 89 Degrees 55 Minutes 03 Seconds East along Said adams Road Right-of--Way, a • Distance of 191.21 Feet; thence South 00 Degrees 04 Minutes 57 Seconds West, a Distance of 22.56 • Feet To the Point of Non-Tangent Curve, Concave To the Southwest, Having a Radius of 895.00 Feet, a Central angle of 33 Degrees 29 Minutes 06 Seconds and a Chord of 515.77 Feet Bearing North 46 Degrees 12 Minutes 10 Seconds West; thence Southeasterly along Said Curve, a Distance of 523.19 Feet; thence Soirth 29 Degrees 27 Minutes 22 Seconds East, a Distance of 1112.70 Feet To the Point of Tangent Curve, Concave To the Northeast, Having a Radius of 605.00 Feet, a Central angle of 60 Degrees 29 Minutes 52 Seconds and a Chord of 609.55 Feet Bearing South 59 Degrees 42 Minutes 18 Seconds West; thence Southeasterly along Said Curve, a Distance of 638.81 Feet; thence South 89 Degrees 57 Minutes 13 Seconds East, a Distance of 365.76 Feet To the East Line of the Northwest Quarter of Said Section 17; thence South 00 Degrees 14 Minutes 27 Seconds East along Said Section Line, a Distance of 1026.76 Feet To the Southeast Corner of the Northeast Quarter; thence North 89 Degrees 57 Minutes 13 Seconds West along the South Line of Said Northwest Quarter, a Distance of 2604.21 Feet To the West Quarter of Said Section 17; thence North 16 Degrees 39 Minutes 31 Seconds East along the South Line of Said Northeast Quarter, a Distance of 1186.55 Feet To the Point of Beginning, Said Described Tract Containing 162.185 acres, More Or Less. And also Inchtding the Following: Being a part of the South Half of Section 18 and the North Half of Section 19, Township 38 North, Range 2 East, German Township, St. Joseph County, Indiana. Commencing at the southeast corner of said quarter section of said Section 18, thence North 89 degrees 39 minutes 38 seconds West a distance of 835.34 feet (distance quoted from Inst. #7715202) along said quarter section to the prolonged west boundary of Orange Road; thence North 00 degrees OS minutes 53 seconds East a distance of 87.81 feet, (distance quoted from Inst. #7715202) along said polonged west boundary of said Orange Road to the North boundary of Brick Road; thence North 89 degrees 48 minutes 28 seconds West a distance of 68.29 feet (distance quoted from Inst. #7715202), along the North boundary of said Brick Road to northwestern boundary of said Brick Road; thence South 70 degrees 14 minutes 24 seconds West a distance of 65.86 feet (distance quoted from Inst. #7715202), along said North boundary of said Brick Road to the point of beginning of this description; thence South 70 degrees 14 minutes 24 seconds West a distance of 130.95 feet, along said northwestern boundary of said Brick Road; thence west along said Northerly right-of--way line of Brick Road to a point of the extended East right-of--way line of Olive Road; thence South along said East right-of--way line of said Olive road to the southwest corner of lot 22 of Landmark Business Park Section 7; thence west perpendicular to the said east right-of--way line of said Olive Road a distance of 30 feet to the Northwest corner of Lot 8, of Landmark Business Park Section 6 Part 1; thence south along the East right-of--way line of said Olive road to the Southwest corner of Lot 8, of Landmark Business Park Section 6 Part 1 also being the point of intersection of said East right-of--way line of Olive Road and the North right-of--way line of the Indiana East-West Toll Road; thence West to the intersection of said hldiana East-West Toll Road northerly right-of--way and the West right-of--way of said Olive Road; thence north along the west right-of way line of said Olive Road a distance of 2,214.13 feet, to a point of intersection of said West right-of--way line Olive Road • 9 and the South right-of--way line of Brick Road; thence North 47 degrees 19 minutes 46 seconds • West a distance of 21.10 feet; thence South 89 degrees 49 minutes 06 seconds West a distance of 112.00 feet; thence North 86 degrees 36 minutes 21 seconds West a distance of 240.47 feet; thence South 89 degrees 49 minutes OS seconds West a distance of 100.00 feet; thence South 89 degrees 49 minutes OS seconds West a distance of 25.25 feet; along the south right-of--way line of Brick Road; thence North 00 degrees 20 minutes 52 seconds West a distance of 50.01 feet, to the north right-of- way line of said Brick Road; thence North 00 degrees 20 minutes 52 seconds East along the said North right-of--way line of Brick Road a distance of 129.79 feet; thence North 86 degrees 38 minutes 27 seconds East a distance of 696.65 feet; thence South 89 degrees 39 minutes 38 seconds East a distance of 72.84 feet to the point of beginning of this description and containing 5.09 acres, more or less. • • 10 r~ LJ F~1 H M~-1 ICI • L~ I 1 ~J .~ 0 ~ ~ e s z ° ~' ~, o o o o o o ~~ ~~ . ~ . ~ ~~ ~~ y ~ ~ ~ ~ ~ ~ ~ 0 0 0 0 0 0 a ~ o w w w w w w ~ ~ ~ b U ~° . ~ ~ ~ o ~ ~ - - - - - - ~ ~ U 'x ~ ~ a ~ ~ 1 ~ ~ o ~ ~ ~ d ~ d ~ o ~ ~ ~ v v c r m a ~ ~ a N M ~ .-~ ,-~ 01 0o N N N O O O O O ~--I O O O O `~' N O oo ~n O N N N ~ N M •--~ ~--~ N ~~ O O o0 ~ M ~--~ ~--~ ~--~ ~--~ ~--~ ~--' N N N N ~--I .-~ .-" ~--' .--i ~ .'-' N I~ ~ M M M Vr V ~ V Vr N N N N N N N rV ~ ~U ~ O O O O O O O O O O O O O O O O O O O ^ I I 1 I I I I I I I I I I 1 I I I 1 I r~ G1 O G~ G\ [~ I~ [~ 00 00 M M M M M M M [~ [~ 00 O O O O O O O O O O O O O O O O O O O ~ ~ ~ ~ ~ ~ I I ~ I ~ i I I I I I I I N N N N N N N N N N N N N N N N N N N rn L '~ }. 6> O i. 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JOSEPH COUNTY RECORDER REC: FEE : 5109.00 PAGES: 49