Front Cover
 Table of Contents
 Wortman is new president
 Our servants or our masters?
 Keynote on chaos
 42nd FAA convention highlights
 How to build with confidence
 Approved resolutions
 Parking -- problem of economic...
 Joint cooperative committee re-elects...
 News and notes
 Advertisers' index
 Producers' council program
 Editorial -- in conference
 Back Cover


Florida architect
Full Citation
Permanent Link: http://ufdc.ufl.edu/UF00073793/00030
 Material Information
Title: Florida architect
Physical Description: v. : ill. ; 30 cm.
Language: English
Creator: American Institute of Architects -- Florida Association
Florida Association of Architects
Publisher: Florida Association of the American Institute of Architects.
Place of Publication: Tallahassee Fla
Creation Date: December 1956
Frequency: quarterly
Subjects / Keywords: Architecture -- Periodicals -- Florida   ( lcsh )
Genre: periodical   ( marcgt )
serial   ( sobekcm )
Dates or Sequential Designation: Vol. 4, no. 3 (July 1954)-
Dates or Sequential Designation: Ceased in 1996.
Issuing Body: Official journal of the Florida Association of the American Institute of Architects.
Issuing Body: Issued by: Florida Association of Architects of the American Institute of Architects, 1954- ; Florida Association of the American Institute of Architects, <1980->.
 Record Information
Source Institution: University of Florida
Holding Location: University of Florida
Rights Management: All rights reserved by the source institution and holding location.
Resource Identifier: oclc - 06827129
lccn - sn 80002445
issn - 0015-3907
System ID: UF00073793:00030
 Related Items
Preceded by: Bulletin (Florida Association of Architects)
Succeeded by: Florida/Caribbean architect

Table of Contents
    Front Cover
        Front Cover 1
        Front Cover 2
    Table of Contents
        Page 1
    Wortman is new president
        Page 2
        Page 3
    Our servants or our masters?
        Page 4
        Page 5
        Page 6
    Keynote on chaos
        Page 7
        Page 8
        Page 9
        Page 10
    42nd FAA convention highlights
        Page 11
        Page 12
    How to build with confidence
        Page 13
        Page 14
        Page 15
    Approved resolutions
        Page 16
        Page 17
        Page 18
    Parking -- problem of economics
        Page 19
        Page 20
        Page 21
        Page 22
    Joint cooperative committee re-elects gamble co-chairman
        Page 23
        Page 24
    News and notes
        Page 25
        Page 26
        Page 27
        Page 28
        Page 29
    Advertisers' index
        Page 30
    Producers' council program
        Page 31
    Editorial -- in conference
        Page 32
    Back Cover
        Page 33
        Page 34
        Advertising 1
        Advertising 2
        Advertising 3
        Advertising 4
        Advertising 5
        Advertising 6
        Advertising 7
        Advertising 8
Full Text




Leon Chatelain, Jr., AIA
president, examines one of
the 1957 Convention archi-
tectural exhibit award win-
ners with Clinton T. Wetzel,
who will head the huge
product exhibit which the
completed building will


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Franklin S. Bunch North Florida
John Stetson . . South Florida
William B. Harvard Central Florida

Broward County William F. Bigoney, Jr.
Daytona Beach .William R. Gomon
Florida Central Ernest T. H. Bowen, II
Florida North Sanford W. Goin
Thomas Larrick
Fla. No. Central Albert P. Woodard
Florida South Edward G. Grafton
Irving E. Horsey
James E. Garland
Jacksonville . George R. Fisher
Walter B. Schultz
Mid-Florida .. Francis H. Emerson
Northwest Florida William S. Morrison
Palm Beach Frederick W. Kessler
George J. Votaw

Roger W. Sherman
7225 S. W. 82nd Court, Miami 43
Phone: MOhawk 7-0421

74 a

Floridla Architect





Wortman Is New President __ ------------ 2

Our Servants or Our Masters? -- -----------4
By Victor D. Gruen, AIA

Keynote on Chaos -- ------------------- 7
By Henry S. Churchill, FAIA

42nd Convention Highlights -------- 11

How to Build With Confidence --------13
Pre-print of proposed FAA booklet

Approved Resolutions __-- -------------16

Parking Problem of Economics --- ------19
By George A. Devlin

Joint Coop. Committee Re-elects Gamble ----- 23

News and Notes

Advertisers' Index

--------- ------25

..-------- .. 30

Producers' Council Program -----------31

Editorial in conference ___


The DuPont Plaza Building, now under construction in Miami, won
an award citation for its architects, John E. Petersen and Frank H.
Shuflin, at the 42nd FAA Convention architectural exhibit. It will
provide a lounge and office area for the Florida South Chapter and
the FAA in addition to housing the largest and most complete
building products exhibit in the country. Other citation winners
will be published in the January issue of The Florida Architect.

PUBLICATION COMMITTEE H. Samuel Krus6, Chairman, G. Clinton
Gamble, Igor B. Polevitzky. Editor Roger W. Sherman.
The FLORIDA ARCHITECT is the Official Journal of the Florida Association of
Architects of the American Institute of Archiects. It is owned and operated by the
Florida Association of Architects Inc. a Florida Corporation not for profit, and is
published monthly under the authority and direction of the F.A.A. Publication
Committee at 7225 S. W. 82nd Court, Miami 43, Florida. Telephone MOhawk 7-0421
. Correspondence and editorial contributions are welcomed; but publication cannot
be guaranteed and all copy is subject to approval by the Publication Committee.
Opinions expressed by contributors are not necessarily those of the Publication
Committee or the Florida Association of Architects. Editorial contents may be freely
reprinted by other official A.I.A. publications, provided credit is accorded The
FLORIDA ARCHITECT and the author . Advertisements of products, materials
and services adaptable for use in Florida are welcomed; but mention of names, or
illustrations of such materials and products, in either editorial or advertising
columns does not constitute endorsement by the Publication Committee or The
Florida Association of Architects . Address all communications to the Editor,
7225 S. W. 82nd Court, Miami 43, Florida.

Wortman Is New President

Kruse Elected
FAA Secretary

Worth, was elected President of the
FAA for 1957 at the 42nd Annual
Convention's final business session
Saturday, November 10, 1956. In se-
lecting him by a narrow margin of
written ballots over JOHN STETSON
(both men are members of the Palm
Beach Chapter), delegates followed
what has apparently become a tra-
ditional pattern of elevating the FAA
Secretary to the organization's top
administrative office.
The new FAA president will have
completed two terms as secretary
when he assumes duties of his new
office January 1st. Prior to that he
had served as president of the Palm
Beach Chapter. He replaces CLINTON
GAMBLE, AIA, who, prior to his two-
year presidency of the FAA, also
served as secretary to the state or-
ganization. Gamble continues as co-
chairman of the Joint Coop. Com.,
Born in Bellefontaine, Ohio, the
FAA president-elect has headed his
own architectural office in Lake
Worth since 1937 and also maintains
an office in Atlanta. During World
War II he served overseas as Lt. Col-
onel in the U. S. Army Engineers
and since 1947 has been active in
civic and county as well as profession-
al affairs.

Edgar S. Wortman, AIA

To fill the office of secretary for
the coming year, the Convention
elected H. SAMUEL KRUSE, AIA, part-
ner in the firm of WATSON &
DEUTSCHMAN of Miami. Born in St.
Louis, the new secretary obtained his
architectural degree at the University
of Illinois and came to Florida follow-
ing his discharge from the Army En-
gineers where he had served overseas
as a Lt. Colonel. His AIA member-
ship dates from 1949; and he has
served the Florida South Chapter as
P/R chairman, vice-president, presi-
dent and director. An excellent speak-
er, he has been especially active in
Dade County and Miami affairs.

The FAA's 1957 slate of officers include, left to right: Wm. B. Harvard,
St. Petersburg, re-elected for a 3-year term as vice president of the Central
District; Franklin S. Bunch, Jacksonville, who will begin his 2nd year as North
District vice-president; John Stetson, Palm Beach, whose 2-year term as
South District vice-president expires in 1957; Secretary-elect H. Samuel Kruse,
Miami; Morton T. Ironmonger, Ft. Lauderdale, re-elected as FAA treasurer;
and President-elect Edgar S. Wortman, Lake Worth.

Loading dock canopies on both sides of this 600-foot warehouse were provided by 16-inch Twin-T units, precast with
compound tapers on stems to form 16-foot cantilevers. Brown-Sells & Associates, engineers; Dobbs Construction, builders.

Imaginative use of Hollostone can solve what seem to be impossible problems.
Here, for example, application of compound tapers on stems of Twin-T units
made possible an integral roof and canopy design which assures fire-safety,
low maintenance costs and the economies of speedy job construction ...

DECEMBER, 1956 3


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Our Servants or Our Masters?


We all realize that we are living
in the automobile age. But I don't
think we should be designing for the
automobile. I think we should be
designing for the people and their
use of the automobile within a human
and a humane society.
We do not design a home for the
broom. We design a closet for the
broom and we do not put it in the
living room, either. We put it into
the kitchen or some other room which
is still less important.
We have heard that a good garage,
economically efficient and practical,
must function like a machine. We
have also heard that it can be made
to look aesthetically pleasing. But
does it fit into our human environ-
ment? Does it fit into our living
room. Or should we put it into some
less important room?
To us as architects those are very
important questions. They can have
influence on our life, on our profes-

sion, on our freedom to express our-
selves in any way within a framework
in which esthetics, utilitarianism and
constructiveness can still mean any-
We architects face a frustrating
and serious situation and you all
have probably noticed it, whether you
design houses or office buildings or
hotels. We are becoming more and
more dependent on the environment
in which our building will exist--
and the fruit of our creativeness, our
imagination, our inventiveness, be-
comes less and less apparent. We are
designing half-architecture. Because
the other half is ruined by traffic, by
noise, by smog, by giant billboards -
by the entire conglomeration which
the mechanical development of our
age has brought about.
Therefore, I say, let us not plan
on designing for the automobile. Or
even the automobile driver. Let us
put America back on its feet!
(Continued on Page 28)

Gordon Sommers
This is how Miami's Flagler Street might look if the city fathers were to
accept a suggestion recently made by Victor D. Gruen to rule automobiles
out of the city's business district. This suggestion was the core of Gruen's
re-development proposal for Fort Worth, Texas, and was the central idea of
a proffered solution to Miami's downtown traffic problem presented by the
New York and California architect to a group of interested Miamians on
November 8. A closely similar suggestion outlined some eight years ago was
ruled out then as being unduly costly.


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Keynote on Chaos

With the automobile becoming a monster of Frankenstein
proportions, what's the outlook for twenty years hence?


The automobile has become such
a monstrous machine that it domi-
nates our physical and economic
existence. Its physical presence clots
the circulation of our urban arteries;
the making of it controls our national
economy. It regulates the family
budget. Designing for it is, there-
fore, not just designing structure or
spaces in which to store it. Design-
ing for the automobile reaches out
literally into the highways and byways
which it claims as its own, replacing
with its anxious speed the ways of
nature and the refreshment to the
mind of man that nature once af-
forded. It is changing the aspect of
our cities no less, and it is with this
that we as architects are concerned.
To start with, let us, as the popu-
lation prediction boys, the demog-
raphers, say, face the facts; or, if you
prefer to call them demogographers,
we can view with alarm. Either way,
they say that by 1976, or thereabouts,
there will be at least 200 million peo-
ple in the States. The automobile
people hope there will be 100 mil-
lion or more cars running around by
then, which is 40 or 50 million more
than there are now. Most of this in-
creased population of people and cars
will be in the metropolitan areas.
Where and how will they be housed
and moved? Where will the people
work, where will they play?
These are not abstract questions.
20 years is not very long. These pre-
dictions will become facts in almost
no time at all.
It is also quite possible that in
20 years we may have to face the
problem of thousands of little "flying
bedsteads" flopping around looking
for places to land and park. But we
can leave that as a thought for now
and keep our worries to the quite
certain problems that will be posed
by 50 million more people and 50
million more cars all converging on
Miami in the winter and on Cape
Cod in the summer.

The whole broad situation was
well set up in the September, 1956,
issue of the Architectural Forum; and
I recommend reference to it for some
truly frightening photographs of what
is happening even now. Indications
are that we need considerable techni-
cal reappraisal of what is already tak-
ing place in our efforts to accommo-
date the already increasing population
of motor vehicles. (This is not the
place to discuss the increasing popu-
lation of people. They can, at a pinch,
be left inside the cars.)
For instance, there is our proposed
Federal Highway Program, a program
so vast that it will truly change the
face of our earth and the structure
of our cities. As presently proposed
it will be carried out almost exclusive-
ly by Highway Engineers. The city
planners will be ignored or by-passed
as annoyances and so will people
generally. I yield to no one in my
admiration of the engineers when they
are designing highways. But they
know nothing about the effect of
highways on population distribution,
living conditions, or anything else.
And they couldn't care less. They
are socially irresponsible; and many of
them are proud of it. It makes them
better engineers.
I ask however, can we afford to let
them destroy our cities and ruin our
countryside in the name of automo-
tive economics? Can we afford to let
them destroy our parks, wreck our
residential areas and despoil our rural
streams and valleys for what they call
"pure engineering cost considera-
tions"? They have already ruined
downtown Boston for 120 million
dollars of elevated highway leading
to nothing that wasn't already there.
They have spoiled the Schuylkill
River Drive in Philadelphia and have
irretrievably damaged parks, play-
grounds, and pleasant places in doz-
ens of other cities. We are permit-
ting them to repeat, shamelessly and
horribly, all the mistakes of the mid-

" . .The problem will be how to see
it at seventy miles an hour in between
directional signs."

dle 19th century railroad debauch,
and for the same reasons availabil-
ity of easy gradients through cheap
public lands.
The Highway Program is needed,
of course. But it should be designed
with more than automobiles in mind.
Consideration must be given to the
development of human environment
and the conservation of natural re-
sources. We have, in many cities
and at great cost, repaired some of
the railroad builders' worst mistakes.
It is foolish economy to let the high-
way builders go unchecked. For.the
highway, like the railroad, is equally
a generator of population growth and
a creator of blight.
That being so, the need of strong
planning controls and intelligent
planning leadership becomes obvious.
It is to the interest of the architect,
as a professional as well as a citizen,
to participate actively in what goes on
in official planning circles.
We have much to learn from what
has already been done, as I said be-
fore. We can, for example, watch
and gather wisdom from two opposing
trends that are in actual operation:
the scatteration of suburban blight
on the one hand, and the coagulation
of "urban renewal" on the other.
Both are manifestations of automo-
bile dominance.
Suburban blight is based on the 60
ft. lot, the 60 ft. street, and the 30
ft. set-back. The result is something
terrifying in its ugliness, its sterility, its
(Continued on Page 8)

Keynote on Chaos . .
(Continued from Page 7)
lack of character. It devours land,
and makes the use of the automobile
a necessity for the most minor shop-
ping need. It discourages neighbor-
liness and neighborhood spirit, be-
cause you can't even get a sociable
drink without getting into a car. It
precludes any possible use of mass
transportation, a n d consequently
dumps vast numbers of cars into the
central city. Highway engineers build
highways to bring those cars into
the city, but they don't provide them
with a place to roost.
So we have central city blight
caused by the automobile and, as a
result, central city coagulation. Co-
agulation is the phenomenon caused
by efforts to rebuild the city to suit
the suburbanite. To get him and
his car in and out and let it stand
around while he shuffles papers in
his office requires a vast amount of
land for expressways and interchanges
and parking lots. What this means
in terms of urban real estate values
has not yet been analyzed in any
blunt and straight-forward way.
The realtor still likes to kid him-
self that real estate is the same thing
it was in 1925. It isn't. Downtwon
Detroit, for instance, is today made
up of 28 per cent streets and 28 per
cent off-street parking lots. Thus, 56
per cent of the land is devoted to rub-
ber. In Los Angeles it is even more
so; all the other cities are following
suit, except New York, which, hap-
pily, will soon choke to death. In
other words, we are reaching a point
where so much downtown land has
to be given over to the motor car that
entirely new thinking must be ap-
plied to real estate values and taxa-
tion. Our down-towns are coagulat-
ing into small islands of skyscrapers
surrounded by great seas of cars. And
the same, of course, is true of indus-
trial districts.
Here I want to drag in a word about
zoning and traffic. Zoning will not
solve the traffic problem and it is not
a function of zoning to solve it. But
there is a tie-in, and it is this: Zoning
should relate the bulk of structures-
by floor-area-ratio or perhaps just
plain height limitation to the au-
tomobile carrying capacity of streets.
This must, of course, not be done on
a small area basis, but on a city-wide

I want to emphasize this, because
we have as yet no data on which to
base this kind of zoning and we
never will have until our zoning plan-
ners stop fooling with palliatives and
get down to studying the real essence
of the problem: local street capacity,
not highway capacity. I feel confi-
dent that when that is done, there
will come an end to the unrestricted
abuse of the skyscraper as a source of
speculative profit at the expense of
the community. It would seem that
the density of land-use is fast reach-
ing a point of diminishing economic
return--something I tried to point
out in studies of density that I made
years ago, but which no real estate
economist has yet followed up.
It should by now be obvious that
both scatteration and coagulation are
going to mean lots of new work for
the architect-city planner. For the
architect must interest himself more
and more in civic design. It just does
not seem possible to me that we can
much longer tolerate the visually hide-
ous conditions under which we live.
We are producing some rather hand-
some and affective buildings these
days; but no individual structure can
survive on its own in such disorganiz-
ed emptiness as, say, the spaghetti-
covered wasteland which is Los An-
Thus, designing for the automobile
means taking these new space ele-
ments into consideration, relating
them to factors of speed, and evolving
a new set of visual concepts to suit
the needs. We have already taken
a few steps along this path, not too
consciously perhaps. For example,
we have come to accept, indeed to ex-
pect, an engineering design for a
throughway that is different from
the engineering design for a residen-
tial street. We go even further, and
have come to expect that new devel-
opments will be so patterned that
through traffic will not seek to use
the residential streets as an escape
from the congested highway.
But what we, as architects, have
not yet fully comprehended is that
there must be a corresponding dif-
ference in the architectural treatment
of structures along these two kinds
of streets, and that there are other
problems, for instance, the treatment
of buildings at intersections. The
difference is somewhat analagous to
the old difference between the street
and the monumental square, a differ-

ence in scale, in angle of vision, of
psychological impact.
The monumental square, of course,
cannot exist in competition with the
motor-car. For large effects we must
depend upon the distant view, the
gross and undetailed mass seen pro-
gressively if at all, but more likely
merely sensed as something over yon-
der. Where the non-linear space is
to survive, it must be the small pe-
destrian square, which keeps out the
automobile, allows the bench, the
tree, the statue, people.
Prototypes already exist, here and
there around the country. Chicago's
Lake Front Drive- incidentally res-
cued from the last century's railroad
engineers at a fabulous expense is
a fine example of the modern speed-
way, a splendid adaptation to the au-
tomobile. It is quite different in
conception and execution from the
foolish monumentality of the Burn-
ham plan of 1910. The line of sky-
scrapers along Michigan Boulevard
is far enough away to be impressive
as a mass. The open space of the
lake itself is somehow sensed, occas-
sionally glimpsed. Neither are vivid
enough or interesting enough to dis-
tract from the main business of fol-
lowing tail-lights.
Another kind of expressway is the
fine stretch of walled-in highway that
leads to the Lincoln Tunnel on the
Jersey side a road completely closed
in by masonry. There is nothing to
see but the car ahead, leading you
ever on to more of the same. When
Manhattan suddenly bursts into view
across the river, the shock is sensa-
tional and dangerously distracting.
There should be nothing to see along
the ideal expressway.
The more intimate sort of thing,
the pedestrian square, is best exem-
plified by Rockefeller Plaza- a de-
lightful enclosure that is truly urban
- shops, benches, flowers, crowds,
but still set apart from traffic--or,
quite different, Lafayette Square in
Washington, really a park, open and
green, but still urban and in good
scale. Quite in contrast, think of
such perversions as Washington
Square in New York- torn by traf-
fic, piled around with obstrusively
ugly buildings and stinking of exhaust
gases. Or the once fine Copley
Square in Boston, now a shining sea
of car-tops glistening in the sun or
(Continued on Page 22)

Precast and Prestressed Concrete

Reduce Construction Costs

The above photo shows the "Cotton Warehouse" owned
by the Port of Long Beach, Calif. It is 150 ft. wide and
1200 ft. long and has precast concrete walls, frame and
roof and precast, prestressed concrete roof girders that
span 75 ft. from the outside walls to a single row of
interior columns down the center of the building.
This structure is an example of the savings that result
from the use of precast and prestressed concrete construc-
tion. A substantial reduction in construction time resulted
from (1) starting the precasting operations at the same
time that the foundation work was begun, (2) re-using the
formwork frequently and (3) casting the structural units
horizontally at a convenient height for the workmen. This
plan allowed the workers to repeat the same operations
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Structures using precast and prestressed concrete units
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structural requirements of great strength and durability,
resistance to severe weathering, long life and low-annual-
cost service. In addition, they can be built to withstand
violent lateral forces caused by earthquakes, hurricanes or
atomic blasts.
For additional information about precast or prestressed
concrete construction write for free illustrated literature. It
is distributed only in the United States and Canada.

227 North Main Street, Orlando, Florida
A national organization to improve and extend the uses of portland cement
and concrete...through scientific research and engineering field work

Top photo: general view of warehouse at Long Beach, Calif.
Exterior longitudinal walls are precast concrete panels 30-ft. high,
23-ft. wide and 6 in. to 8 in. thick. Photo above shows 56 in.
deep, I-shaped girders supported on cast-in-place wall columns
and precast interior columns. Span of the precast girders is 75 ft.

Roof constructed of precast concrete channel slabs resting on pre-
stressed girders and precast monitor frames. Warehouse designed
by the office of the late J. H. Davies, consulting structural engineer.
Structural engineer was James R. Bole of Long. Beach, Calif. Con-
tractor was Johnson-Western Constructors of San Pedro, Calif.


4'o~icla pe'ddte"

for any roof design

For wide spans, metal decks are sturdy, easily
erected, and make an attractive ceiling while serv-
ing as a permanent form for perlite concrete

Weight of fresh perlite concrete depresses backing
paper about 2 in. to embed wire mesh in slab.
No other reinforcing needed.


Low slump perlite concrete can be poured directly
over high-ribbed expanded metal lath either wire
tied or clipped to joists.

Decks like these are particularly
practical for Florida. They're inexpen-
sive, for use of Perlite can save up to
30% deadload in structures. And a
Perlite concrete roof provides both fire
safety and insulation to save insurance
and reduce air conditioning loads.

Perlite concrete has up to 70%
better insulation value and 58% less
weight than gypsum roof fill.

Specification, load and performance
data are available from your Sweet's Cat-
alog. From us you can get on-the-
spot consultation to help develop
greater fire safety and better insula-
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Our new plant is now in the process of
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Cement-asbestos board or various glass fiber and
vegetable fiber formboards can be used with mesh-
reinforced perlite concrete. Underside makes at-
tractive ceiling.



42nd FAA Convention Highlights

The three-day meeting set new records for attendance, exhibit floor space,

punctuality and professional inspiration. And the hospitality was terrific!

Last month's 42nd FAA Conven-
tion at Miami Beach was by far the
largest overall meeting in FAA his-
tory. Nearly 300 architects, guests
and students were registered, a num-
ber that was much more than doubled
by representatives of manufacturers
and associations which comprised the
75-booth Products Exhibit. This group
used all the king-sized convention fa-
cilities of the Seville Hotel to the
hilt; and at adjournment time on Sat-
urday, November 10, the apparently
unanimous opinion was that this
1956 Convention had set new records
for site accommodations and interest-
ed participation as well as overall at-
The Convention probably set an-
other record, too. Though none of
its business sessions was marked by
decisions of major import-like those
on by-law changes and re-districting
which highlighted the 41st and 40th
meetings-the Convention proceeded
with almost time table precision.
Meetings, events, seminars-all began
generally on time and ended when
scheduled, a circumstance for which
all concerned were duly grateful.
Of even more significance, this
Convention set a new standard of
solid values in its seminar discussions.
In both subject matter and person-
nel the two seminar panels demon-
strated that expert consideration of
a practical and vital subject is even
more attractive to Florida architects
than fun and frolic that's traditional
at any convention. Panel discussions
played to packed-to-standing meeting
rooms. But attendance at entertain-
ment events-even the really superb
buffet dinner and top-flight "Swim-
capade"-fell substantially short of
anticipated totals..
It was evident that the pre-printing
of several FAA Committee reports
had the effect of expediting conven-
tion action during business sessions.
Few reports had to be read before

delegates; and during the final session
the Convention unanimously ap-
proved a resolution (the report of
the Resolutions Committee starts on
page 15) extending the general policy
of pre-convention publication to reso-
lutions as well as committee reports.
As a result of this streamliningng"
discussion on reports was held to a
minimum. On the matter of planning
and zoning however-the committee
for which was headed by WILLIAM
T. ARNETT, Gainesville-there was
both pro and con comment on the
question of the FAA "cooperating"
with the Florida Planning and Zon-
ing Association toward obtaining en-
abling legislation relative to establish-
ment of local planning and zoning
boards. All three of the Arnett report
recommendations were finally ap-
In addition to considering the re-
port of the important Legislative
Committee, this year chairmanned by
JAMES K. POWNALL, Ft. Lauderdale
-a brief of which is carried else-

where in this issue-the Convention
took action on these matters:
Chapter Boundaries-As indicated
in the study by JOHN L. R. GRAND
published on pages 24 and 25 of the
November Florida Architect, the
understanding and local operating
policies of certain Florida Chapters
relative to boundaries, does not con-
form to boundary designations offici-
ally held by the AIA at Washington.
Thus the Convention instructed the
FAA Board of Directors to study the
question and work out needed
changes with proper AIA officials at
the Octagon.
Centennial Observance Recom-
mendations of the Harvard report
(November Florida Architect, page
22) were approved and each Chapter
urged to initiate local action to tie-in
with all phases of the AIA's Centen-
nial year planning. FAA President
CLINTON GAMBLE was instructed to
request that Governor Collins pro-
(Continued on Page 12)


Hon. William A. Shands, State Senator
from Gainesville and slated for Presi-
dent of the Senate at the next legis-
lature, delivered the principal address
at the Annual Convention Banquet,
Friday evening, November 9.

Leon Chatelain, Jr., FAIA, President
of the AIA, was among the Conven-
tion's list of distinguished professional
guests. He spoke at Friday's banquet
on the AIA's program for next year's
Centennial Observation.


claim the week of February 18 to
23 as "Florida Architect's Week" to
localize national plans of the AIA.
Industry Relations-JOHN STETSON,
committee chairman (November Flor-
ida Architect, page 21) urged the
appointment of an FAA committee
to work with Federal construction and
lending agencies in establishing a
higher and more presently practical
scale for architect's compensation.
proposed that the FAA offer assist-
ance to the Governor's Committee on
Schoolhouse Construction, chair-
manned by LAMAR SARA of Jackson-
ville; that an FAA committee be
appointed to this end and that it
include representatives from the 17
Florida counties now in dire need of
improved educational facilities. His
recommendations were approved

It's Clearwater For 43rd
Convention in 1957
Plans are even now underway for
developing the 1957 FAA Conven-
tion-the FAA's 43rd annual event
-at Clearwater under the sponsor-
ship of the Florida Central Chapter
as hosts. The Fort Harrison Hotel
will be Convention Headquarters.
The Florida Central Chapter's in-
vitation for a west-coast convention
was presented by a Clearwater home-
towner and FAA director, ROBERT H.
LEVISON. But back of him was the
Florida Central's entire Board of Di-
rectors-which President ROLAND W.
SELLEW proudly announced was in
100 percent attendance--and the
solid support of his Chapter's mem-
bership which had approved the invi-
tation formally at its meeting in Oc-

Tentative dates have been set for
November 7, 8 and 9, 1957. President
Sellew expects to appoint a general
convention committee chairman in
the immediate future; and enthusiasm
has already mounted high for the
purpose of making the FAA's Annual
Convention such as to break all stand-
ing records. Plans include a heavy
emphasis on another outstanding ex-
hibit of architects' work and a series
of seminars which will include speak-
ers of national prominence.
As in the past, a Product Exhibit
will be one of the important features
of the 1957 Convention. It will be
necessarily smaller than that held in
the Seville Hotel this year. But several
of the Seville Hotel exhibitors have
already reserved space for their Clear-
water show; and all indications are
that the exhibit will be as interesting
and as valuable as any.



On the three following pages is copy
for an architects' booklet to replace "Pre-
senting Your Architect" which is now out
of print. It has been developed by a com-
mittee including T. Trip Russell, Verner
Johnson and the FAA Exec. Secy. Publi-
cation here is to permit the FAA member-
ship to suggest revisions prior to its
completion, now scheduled for February,
As planned the booklet will measure
4 by 9 inches, for mailing in a No. 10
business envelope. It will be eight pages
with a separate cover, both printed in
two colors. In design it will be dignified,
but typographically smart, with practically
no "art-work."
In copy approach, this booklet has
been purposely directed to the prospective
building owner--hence the absence of
the word "architect" in its title; and also
the generous use of the word "you" and
the conversational tone of the copy itself.
The booklet is intended for use by archi-
tects in all Florida areas-thus no "fee
schedule" has been included which might
limit its use to certain special locations.
Please study this booklet material care-
fully. Your comments or criticism and
your suggestions for revisions are invited.
Send them to the FAA Executive Secre-
tary by January 1, 1957. Suggestions of
any sort are welcome and will be care-
fully considered by the Architects' Book-
let Committee in preparing the final draft
of the booklet for publication in February,


Caught by the photographer at Thursday evening's Swimcapade dinner were,
left to right: George A. Sanderson, of Progressive Architecture, Mrs. Robert
M. Little, Mrs. Henry S. Churchill, Robert M. Little, Igor B. Polevitky, FAIA,
Mrs. Sanford W. Goin, Sanford W. Goin, FAIA, and Henry S. Churchill, FAIA.

Another poolside group of VIP's included, left to right: Senator William A.
Shands, National AIA President Leon Chatelain, Jr., FAIA, William T. Arnett,
U/F professor of architecture, FAA Secretary-elect H. Samuel Kruse, Miss
Peggy Leigh, and George A. Devlin, Detroit parking executive, who was one of
the panelists on the Convention's two-session seminar on designing for the auto.

HIow to

Build with Confidence


The road to good building isn't easy.

To the man contemplating his first building
venture, the potholes and boulders aren't
obvious. But any seasoned operator knows
he needs an experienced guide to avoid
the pitfalls of bad contracts and sub-standard
construction, the dead ends of wasted
dollars that come from poor planning, inept
'design and lack of knowledgeable job
An architect is that guide. Without him
the way can be difficult and costly.

With him you can travel it with confidence.
This pamphlet is to tell you about the
architect. In it you can learn what he does
to smooth your path and assure good value
for your building dollars. It will tell you
something about the architect's training,
about his responsibility to you and the
community and especially about the way in
which he can serve you. The suggestions it
contains can lead you to a better building-
and to an architect-friend whose knowledge
and experience can help you get the most
from every penny of your expenditure.

A Friend, Counsellor and Guide...


Like your lawyer or physician, an architect is a
member of an exacting profession-an old one
recognized since the time of the Pharaohs. Once
deemed a Fine Art, architecture today is a unique
combination of art and business, inspiration and
science, imagination and sound judgment.
It follows that any member of that profession
must have special training and experience to fit
him for the special services he offers you. So the
background of an architect is important to you as
a prospective building owner-especially since his
work is instrumental in shaping the character of
your community.
Here, briefly, is what lies behind the profes-
sional services an architect offers:
* Education and Training
In most architects' offices you'll find two docu-
ments. One is a diploma from an architectural
school or college approved by the National Archi-
tectural Accrediting Board of the American Insti-
tute of Architects. The other is a Certificate of
Registration, a license to practice architecture
awarded by the Florida State Board of Architecture.
These alone represent six to eight years of
intensive experience. Academic training accounts
for five-and may stretch to eight with special
work in engineering, fine arts or community plan-
ning. Job experience is gained both during and
after college-the latter being actually an appren-
ticeship which may last from one to three years
prior, to application for registration.
S- Licensing
Because architectural practice necessarily in-
volves the health and safety of the public, Florida,
as most other states, has established statutory regu-

lations for professional competence. Before anyone
can legally practice-or even call himself an achi-
tect-he must qualify for a license by passing the
rigid examinations conducted by the State Board
of Architecture.
These adhere closely to standards established by
the National Council of Architectural Registration
Boards. They are designed to cover the whole field
of practice and test ability in such practical matters
as construction, mechanical installations, job super-
vision-as well as capacity for design and a knowl-
edge of professional practice and ethics.
* Scope of Activity
All this is to prove an ability to solve whatever
type of building problem you may have. If it's a
home, your family will live more comfortably, more
conveniently, because of your architect's counsel,
experience and skill. He's just as able on problems
relating to buildings for commerce, industry or trans-
portation. On buildings for public use-hospitals,
schools, churches, theaters-need for architectural
service has long been officially recognized in the
Florida statutes.
You'll find architects also planning housing and
industrial projects, solving civic re-development prob-
lems and serving on a variety of community zoning
and planning boards. They are a force behind efforts
to improve community health and safety measures;
and many are doing notable work in fields of indus-
trial and interior design.
Apart from this, an architect is much like other
civic-minded professional men you know. He may
be a member of your church, or service club or PTA
group. He is a solid, quiet citizen of many facets-
and in him you'll find the interested professional
help you need as friend, counsellor and guide.


Architectural Service...

what does it mean to You?


More and more people nowadays are realizing
that architecture is as much a profession as law and
medicine-and that the only thing an architect
has to sell is service. So you may already know some-
thing of how architectural service translates your
building requirements into a well-balanced, efficient
construction program.
This starts, of course, with a series of conferences
leading to a set of preliminary sketches which bring
order, good arrangement and design to your ideas
and requirements. When approved, these sketches
become the basis for working drawings which, with
written specifications, show the type, size and loca-
tion of every item needed to construct and equip
your building-so nothing is left to anyone's imag-
ination and so contractors can give exact costs for
every part.
Architectural service also includes aid and advice
on preparation and letting of contracts, development
of large-scale details as may be needed to execute
the building design and on-the-job supervision of
construction to assure performance of contracts and
proper interpretation of drawings and specifications.
What does all this do for your building and

* It assures basic values for your building ...
From the thousands of types of building ma-
terials and products, your architect will choose just
those which fit your needs best. In this way every
detail of your building is tailored to your own specific
needs and budget.

* It gives you knowledge when you need it..
Modern building involves a myriad of specialized
and complex details. Someone with expert knowl-

edge, seasoned judgment and technical training and
experience must coordinate them. That someone is
your architect. He provides the special abilities and
personnel to represent your interests when you need
them most.
* It adds soundness to your investment . .
Your architect's experience with problems
of others can help to solve yours. Knowledge of
building economics, of site and space planning, of
low-upkeep construction and equipment, of design
-all these factors of architectural service can but-
tress the worth of your building.
It can probably save you money . .
Good planning means less waste, better utiliza-
tion of space. Careful drawings, specifications and
details make accurate costing easier, reduce the
"overhead and contingency" items of a contractor's
proposal, do away with the need for expensive
"extras." Job supervision can prevent costly "mis-
takes" in construction; and with accurate job ac-
counting (also part of architectural service) over-
payments are prevented, deductions due to contract
adjustments assured. Your architect is the guardian
of your building budget as well as your on-the-job
representative. His savings for others have often to-
taled many times the cost of his professional services.
In such practical ways architectural service helps
you get the utmost value from your building dollars.
To you, as to a host of other building owners, this
service can mean a better investment in terms of
site planning and design, the efficient use of space,
more economically adaptable construction and equip-
ment. In addition it can bring the balanced satis-
faction, both economic and personal, which comes
from a well-planned, well-organized, well-run job.

How to Choose A Partner...


From the time you first tell him about your
building idea until you take the keys and make the
final payment, your architect means you to those
who will build your idea into reality. So, choose him
with care. Make sure your personalities can work
easily together. Satisfy yourself that he's fully com-
petent to do the kind of job you have in mind.
Then give him all the facts he needs-plus your
confidence and backing.
How can you select this combination of business-
man, creative designer, construction expert, technical
advisor, professional representative and friend?

Select him as you would a doctor, a lawyer, a
tax consultant, or any other professional man. Talk
to several architects-you'll find their professional
listing in your local telephone directory. Get to
know them. Look at the buildings each has designed.
Then talk to the owners of these buildings, to the
contractors who built them, the bankers who fi-
nanced them. Evaluate your findings-then select
a particular architect for your job on the basis of
the overall qualifications you feel are best suited to
your own building situation.

Once you have decided, retain his professional
services by means of a written agreement. This will
protect you both in terms of stating the specific
nature of the work to be performed and the agreed
schedule of compensation in return for that.
Your choice will involve some ethics of selection
-on your part as well as his. For example, don't
ask an architect to "put in a bid for the job." Though
costs of architectural services vary somewhat between
individual offices, they're based generally on the
size and complexity of a building problem and on
the individual architect's ability and experience. But
architects don't advertise either their rates or repu-
tations. And their professional services are never
offered, nor made available, on the basis of com-
petitive quotation.
Again, if you have retained an architect, but feel
you would rather retain another, don't do so until
you have dismissed the first one and have paid all
costs for his services. No professional man will know-
ingly accept a commission on which another is still
And don't expect to receive much in the way of
professional advice-much less "free sketches"-
before you have formally retained an architect's serv-
ices. Like a doctor or lawyer, an architect's training,
skill, knowledge and experience are his only stock in
trade; and when he bends these toward considera-
tion of your building problem, he can reasonably
expect payment for doing so.
In solving your building problem, an architect

acts for you as a coordinator, thus relieving you of
necessity for dealing with the many technicians,
artisans and tradesmen involved with any construc-
tion program. Depending on the size, type and
complexity of your project, highly specialized abil-
ities may be required-as structural and mechanical
engineers, decorative designers, lighting, color and
special equipment consultants. Sometimes an archi-
tect's office provides all of them; sometimes collab-
orative talent is needed. But in any event, the
architect is the captain of your building team; and
through him your interests are protected.

In Your Community...

In any community leaders of the architectural
profession are usually members of the American Insi-
tute of Architects. To you, the letters "AIA" after
an architect's name is an assurance of technical com-
petence and reliability and of professional and per-
sonal integrity, for it signifies he has met the high
ethical standards of this nationwide professional
If you're planning to build in your community,
an AIA architect who lives there can best advise
you on local costs and conditions. And if your build-
ing site is elsewhere, he can tell you of another AIA
architect there on whom you can rely. Thus, AIA
membership adds value of architectural service.

The Price of Service...


Architectural service actually represents a minor
part of any overall building cost. Because the ulti-
mate success of your building project depends so
heavily on the abilities and experienced judgment of
your architect, the cost of his services should be
regarded as an integral part of any building budget
-as essential as any structural element of the build-
ing itself.
The required extent of architectural service de-
pends largely on the type and character of the
structure involved. So it follows that compensation
for this service will vary with the size, complexity
and overall cost of a building project.
In most cases, costs of architectural services bear
a percentage relationship to the construction cost
of a building. This may range from four percent-in
the case of a large, but relatively simple, structure
like an industrial, store or loft building-to even
ten percent for the development of a complex or
highly individualized design. Services on alteration

It is planned to re-print the fifteen mandatory pro-
visions of the AIA Standards of Professional Practice
on the inside back cover facing page eight. Purpose

or remodeling projects customarily involve two or
three percent in addition, due to the amount of
extra work involved.
Over eighty percent of what you pay an architect
goes to maintain an office, operating personnel and
a highly trained staff with varied and specialized
abilities. Just as part of any construction cost goes
to maintain the overhead of a contracting organiza-
tion, so you are buying a coordinated grouping of
varied talents when you retain an architect.
Thus, the actual cost of competent architectural
service is a minor factor in the economics of your
building operation. But it can be an extremely im-
portant one. The services you obtain from your
architect may well save you a sum much larger than
the amount you pay for them. And his overall con-
tribution to the ultimate value of your building is
quite likely to amount to many times the sum of
his professional charges to you.

is to let the non-professional reader know the ethical
code under which an AIA architect practices. Hope is
that it will reinforce confidence on the reader's part.

Fine Doors


Fine Care

In material, workmanship and
overall character, IPIK Solid Core
Flush Doors are more than mere
building products. Each is an ex-
ample of precision cabinet work
and should be treated as such.
These suggestions from our exper-
ience will assure their permanent
beauty and trouble-free service:

Delivery and storage . .
Be sure delivery is in a clean
truck, covered in bad weather.
Schedule delivery after plaster and
cement have dried out. See that
doors are handled with gloved
hands to avoid finger-markings-
and carried, not dragged, from
truck to storage.
Make sure doors are stored in
clean, dry, well-ventilated shelter.
S Stack them flat on level surface;
S don't stand on edge. Cover them
S while in storage; and if stored for
S more than a few days, seal top and
bottom edges.

Installation . .
Be sure jambs and stops are per-
fectly plumb and square. Size
frame properly for each door; cut-
ting doors down except for neces-
sary fitting can ruin construction
balance. In hanging, allow about
3/16" clearance for damp weath-
er swelling of frame or door. Use
three hinges, set in line and flush
with edge surface.
Finishing . .
Apply finish as soon as door is fit-
ted; and be sure all four edges
receive at least two coats of sealer,
varnish or paint before hanging
door. Be sure surface is clean and
dry; but avoid caustic or abrasive
cleaners. Don't finish if humidity
is abnormally high; let doors dry
out thoroughly first.
If possible, give doors a filler coat
upon job delivery to prevent undue
moisture absorption. Before fin-
ishing, sand lightly with 3/0 or
5/0 paper; then .sand again be-
tween coats. Use only high grade
finishing materials and follow mak-
er's instructions.


and SONS, INC.



General Appreciation
WHEREAS, the Florida South Chap-
ter of the American Institute of Arch-
itects has played a most gracious role
as host for the 42nd Annual Conven-
tion of the Florida Association of
Architects; and,
WHEREAS, this has been one of the
largest and most successful conven-
tions ever held; and,
WHEREAS, the success of this Con-
vention can be largely attributed to
members of the host Chapter and
their charming ladies, and in particu-
lar to the Convention Committee,
Edward G. Grafton, Chairman, who
have given so freely of their time and
efforts; and.
WHEREAS, the city of Miami Beach
has contributed notably to the success
of this Convention not only by its
hospitality, but also by its inspiring
examples of contemporary architec-
that the members and guests of the
Florida Association of Architects as-
sembled in the city of Miami Beach
extend to these sincere thanks for
their efforts in making this Conven-
tion a complete success.

New FAA Chapters
WHEREAS, since the last FAA con-
vention the Jacksonville Chapter, the
Mid-Florida Chapter and the North-
west Florida Chapter have been or-
ganized as units of the American In-
stitute of Architects and the Florida
Association of Architects; and,
WHEREAS, these Chapters are func-
tioning in support of the profession
in the State;
that this Convention extend a wel-
come to these new Chapters into the
Florida Association of Architects and
invite the participation of the Chap-
ters and the individual members in
all of the activities of the FAA.

New Resolutions Procedure
WHEREAS, in the past resolutions
have usually been written at the An-
nual FAA Convention with insuffi-
cient time for detailed study and pre-
sented to the members present with-

out the benefit of review and study
of the membership at large;
that the following convention rules
for resolutions be adopted:
1. All resolutions shall be forward-
ed to the Executive Secretary
two months prior to each An-
nual Convention so that said
resolutions may be published in
The Florida Architect one
month prior to convening of the
2. Exceptions to the above rule
may be made by consent of the
Convention if sustained by two-
thirds vote of membership
3. The Committee on Resolutions
may initiate resolutions, particu-
larly those of appreciation, when
deemed appropriate.
4. The Committee on Resolutions
will take one of the following
actions and report such action
to the Convention on each res-
olution received by it.
a. Deems the resolution a
matter to be dealt with by
the Executive Board and
return it promptly to the
sponsor with advise to pre-
sent it to the Board.
b. Deems the resolution in-
appropriate to come before
the Convention and re-
turn it to the sponsor.
c. Modify the resolution or
combine it with other res-
d. Report the resolution to
the Convention with rec-
ommendation to disap-
e. Report the resolution to
the Convention without
f. Report the resolution to
the Convention with rec-
ommendation to approve,
and move its adoption.

Product Exhibitors
WHEREAS, the efforts of the vari-
ous manufacturers in exhibiting their
products at this Convention have con-
tributed immeasurably to the educa-
(Continued on Page 17)


Approved Resolutions


Resolutions ...
(Continued from Page 16)
tion of the architects attending this
Convention as well as to its financial
that the Florida Association of Archi-
tects express by letter its sincere ap-
preciation to each exhibitor for their
contribution in making this a success-
ful Convention.
Recognition of Franklin S. Bunch
WHEREAS, Franklin S. Bunch has
served this Association for a number
of years in a commendable and out-
standing manner as Chairman of the
Legislative Committee;
that the Florida Association of Archi-
tects express to Franklin S. Bunch
the appreciation that is felt by all
members for the invaluable services
AIA Regional Director
WHEREAS, during the coming year
of 1957 a new Regional Director for
the South Atlantic District of the
American Institute of Architects is to
be elected; and,
WHEREAS, under the present sys-
tem of. rotation a Florida Architect
is due to be elected to this high office;
WHEREAS, Sanford W. Goin,
FAIA, has indicated his willingness
to serve in this capacity and has
proven his ability to carry out the
duties required of this office through
his many years of outstanding service
to the FAA and the Institute; and,
WHEREAS, it is deemed advisable
for the Florida architects to present
a united front in their nomination
for this office at the next Regional
that this Convention recommend to
the several Chapters of the AIA in
the State of Florida, that they desig-
nate a member of the Nominating
Committee for the South Atlantic
Region to support the nomination of
Sanford W. Coin, FAIA, as the next
Regional Director for the South At-
lantic District.
WHEREAS, God in his infinite wis-
dom has taken from us during the
past year Talbot F. Hamlin,. George J.
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Kinports, Christopher S. Robinson,
(Continued on Page 29)

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Parking --- Problem of Economics

A seminar discussion by an expert on the subject.

Vice-President, National Garages, Inc.

Designing for the automobile is
really quite simple. All you have to
do is get hold of all recent issues of
the Automotive News. This will tell
you the maximum width, length,
height, as well as the minimum turn-
ing radius and climbing ability of all
the cars which can be expected to
use a parking facility today.
That's fine for today--but you
can't trust the auto manufacturers.
How about tomorrow? Figures on the
1957 cars are just coming out. The
Chrysler is wider, the Lincoln is
longer. How about the 1958 models
- '59 '69 '77? Parking struc-
tures at present costs must function
economically for at least 20 years if
they are going to be a sound invest-
When a three-car bay between col-
umns becomes 1-inch shy of taking
three wider cars, it will only hold
two cars, which is 33 1/3 per cent re-
duction in capacity. I have seen this
happen in many garages designed
during the Twenties and Thirties,
and even some built as late as the
mid-Forties. The problem is not lim-
ited just to the possibility of cars get-
ting bigger. Suppose they got small-
er. You can't put three and nine-
tenths cars of 1967 vintage between
the columns of a deck designed for
three 1957 cars. Yet parking fees
which are largely determined by park-
ing lots might well be reduced by
15 per cent or more if the size of
cars approached that of present Eu-
ropean models. Or to put it another
way, such a &ck would be at a de-
cided economic disadvantage as com-
pared with one which was designed
to avoid such obsolescence. This is
an immediate problem when design-
ing parking facilities in many Ca-
nadian cities where as many as 25 per
cent of the automobiles are of English
or German manufacture.
A large increase in the popularity
of certain body styles can also create
a serious problem the station wag-
on, for example. Many staggered-floor
type garages designed for back-in
parking took advantage of the low

or sloping rear contour of then-cur-
rent models by overlapping the ad-
joining floors in order to achieve in-
creased aisle width. Station wagons
won't go under these overhangs with-
out crumpling-in the top. As long as
these garages are operated with at-
tendants to park the cars, the attend-
ants can be instructed to park wagons
in stalls where there is no low over-
hanging floor. Even attendants get
to daydreaming at times and then
you have a two or three hundred dol-
lar damage claim and a very dis-
gruntled customer on your hands.
Such a design would be intolerable
in a customer-self-parking facility.
These are but two examples of what
might be called dimensional obsoles-
cence, but they should suffice to point
up the seriousness of this factor in
designing for the automobile. There
is another kind of obsolescence. I
will call it functional obsolescence.
It is somewhat harder to explain and
has occurred in two major respects
since the mid-Nineteen Twenties. It
can best be described by briefly trac-
ing the evolution of parking garages
since their beginning. The first ga-
rages were built to provide protection
from deteriorating effects of the ele-
ments as well as complete accessory
sales, service, and repair facilities.

They catered largely to the all-day
carriage trade customer, since only
wealthy business and professional men
could afford a car in those days.
But, with the advent of Duco
enamel and the super-service station
- coupled with the way Mrs. Amer-
ica took to the automobile in the late
Thirties a new concept of garage
design emerged. It was usually lo-
cated close to the retail shopping dis-
trict of large urban centers and
catered primarily to short-time shop-
ping customers. It was characterized
by unenclosed floors, larger receiving
and delivery areas on the first floor,
and attendants to park the cars. In
order to achieve maximum capacity
in a given area, back-in-parking (often
two and even three cars deep) was
used and ramps were quite steep.
Manlifts were the usual means of tak-
ing attendants to and from parking
levels. Facilities for the sale of serv-
ices and supplies were frequently
omitted. Many parking decks of this
type are still being built.
The most radical change in the
concept of park-deck design has come
about since 1950. It is the customer-
self-parking type of deck. Several ex-
amples were built in the early Forties;
but it took the pressure of the rela-
(Continued on Page 20)

Panel members of the 42nd Convention's seminar theme, "Designing for the
Automobile," included, left to right, Herbert H. Johnson, Frank E. Watson,
Henry S. Churchill, FAIA, Convention keynote speaker, Igor B. Polevitzky,
FAIA, panel moderator, Victor D. Gruen, George A. Devlin, author of this article.

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Parking . .
(Continued from Page 19)

tively high wage rate of the last five
years, plus the public demand for
"quickie" parking at low rates to sup-
plement metered curb parking, to
prove up this design.
In contrast to either the monthly
storage-service garage or the attend-
ant-parked transient deck, the self-
parking deck has no receiving area
and frequently no outgoing magazine.
Extensive waiting room, cashiering,
and employee facilities are practically
eliminated. Parking stalls are larger
and frequently designed for head-in
angle parking. There can be no dou-
ble parking. Ramps are shallower, or
eliminated altogether through the use
of sloping floors. Elevators and, in
some cases, escalators are used to take
customers from and to parking levels.
Such details as drainage, lighting, and
general interior appearance, become
more important.
The generally enthusiastic public
acceptance of self-parking facilities,
coupled with extensive operating eco-
nomies, has placed many older
garages in a very unfavorable economic
position. A majority of the major
parking facilities being built today are
designed for customer-self-parking;
and many of the older attendant-
parked decks are being converted to
this type of operation if practicable,
even at a considerable loss of capac-
ity and the expense of building-in ele-
vators. This will convey some idea of
what functional obsolescence means.
What the future will bring about is
anyone's guess.
Although designing parking facili-
ties so as to avoid early obsolescence
due to dimensional and functional
changes is difficult enough, the real
problem is pointed up when we real-
ize that in designing a modern self-
parking facility, we must design it as
much even more for the auto-
mobile driver as for the automobile.
Add to this the fact that most of the
drivers will be feminine and you really
have a problem. Don't get me wrong!
The feminine driver is a good driver,
more skillful in many ways than her
masculine counterpart. It's just that
she isn't very predictable.
Now let's outline a few design con-
cepts which may produce parking fa-
cilities somewhat better from a func-

tional and economic standpoint
than most of those in existence today.
In explanation, National Garages,
Inc., operates many facilities it has
designed as well as many designed
by others. There is nothing like "eat-
ing the cake" to find out how good
it is. The comments which follow
are based on this experience.
A parking facility must be located
close to one or more major generators
of parking demand- the closer the
better, since the most convenient
parking facility, even though it must
charge higher rates because of higher
land cost, usually enjoys the highest
demand. Although its entrance should
not be on an already heavily congest-
ed street, it should not be on a diffi-
cult-to-get-to back street.
The parking structure must not
hide its function behind a false front
designed to make it indistinguishable
from adjoining buildings. Open sides,
exposing as much of the functional
interior as possible, is a parking deck's
best advertisement. Open sides also
result in considerable savings in con-
struction and maintenance cost. This
feature need not be incompatible
with a clean and modern architectural
The entrance must be generous and
inviting. For highest turnover, partic-
ularly in larger decks, 45 to 60 degree
angle head-in parking with one-way
traffic in the aisles, seems best, al-
though some of the smaller decks
using sloping floors with 900 head-in
parking and two-way traffic in the
aisles have made a very good showing.
Arrangement of parking stalls and
travel aisles should be uniform and
repetitive with a minimum number
of choices presented to the customer
in seeking an empty stall. An express
ramp is desirable to accelerate move-
ment of outgoing cars.
There is little to indicate any spe-
cific preference in the basic type of
ramps, such as helical, straight-run,
wrap-around, scissor. D'Humy, etc.
However, such features as super-eleva-
tion and vertical curvature at floor
intersections, warping of access drives,
and surface treatment are extremely
important. The average parker, if
given a choice, prefers to park above
grade. Working above grade has the
further advantage of eliminating cost-
ly excavation and enclosing walls, as
well as ventilation and, frequently,
sprinkler requirements.

Elevators should be automatic and
equipped with the most modern
safety features. Operating economies
can be effected by designing entrance
drives to accommodate automatic
ticket-dispensing machines. Cashier
stations, particularly in smaller decks,
are usually set up to collect from the
car at the exit drive. But where out-
going traffic discharges into a heavily
congested street, it is sometimes pref-
erable to collect from customers be-
fore they get into their cars, usually
near the first floor elevator landing.
It is difficult to be specific on such
items as aisles, ramp and parking bay
widths, optimum turning radii, ramp
grades, and number of driveways and
elevators in relation to capacity. These
factors and many more vary so much
from site to site, city to city, and day
to day, that they can only be consid-
ered in respect to a specific project.
A delay of even a year from the time
of completing plans to the beginning
of construction frequently necessitates
a complete revision of the plans if a
significant amount of built-in obso-
lescence is to be avoided.
A good location and functional ex-
cellence alone are not enough to as-
sure the economic success of a parking
project. Construction cost is equally
important. More specifically, the cost
per car space is one of the most im-
portant indices of an economic park-
ing project. This figure is the product
of the number of square feet per car
space of construction times the cost
per square foot. A low number of
square feet per car space is the result
of careful functional planning, pro-
viding no more or no less area to the
various functional features of the
project than are necessary to a well
balanced whole. 290 to 340 square
feet per car is the current range for
normal self-parking decks.
Low cost per square foot can only
be achieved by careful engineering
and the elimination of all superfluous
architectural features. The best way
to approach the design of a parking
facility is to look at it as a machine
rather than a building. As mentioned
earlier, this approach need not detract
from the esthetic aspect of the proj-
ect. Designing parking facilities for
the automobile is a fascinating sub-
ject, requiring the highest skill and
ingenuity in combining the most ef-
fective functional layout with eco-
nomical structural engineering and
attractive architectural design.


Fabrication and Erection
to Exact Specifications by





TUXEDO 7-2647

Keynote on Chaos . .
(Continued from Page 8)
drearily drooping in the drizzle.
In Philadelphia we have the mag-
nificient Benjamin Franklin Parkway,
an attempt to create a sort of
Champs-Elysees for the Quaker City.
It was splendid in the old days, the
long vista interrupted by the beauti-
ful fountain in Logan Circle and ter-
minating in the hill crowned with
the pseudo-Greek museum. It has
unused, broad, tree-lined walks be-
tween the 10-lane center drive and
the side streets, which were intended
to be lined with handsome buildings.
Alas, it is a rat-race now. Logan Cir-
cle is filled with the sound of cursing
drivers and squealing tires; the
crowned hill-top and the cascades be-
side the great steps to the fore-court
might as well not be there, for eight-
een or so lanes of traffic converge
on the plaza below. Even backseat
drivers are hushed. Like its prototype,
the Place de la Concorde, it can only
be seen in the stillness of the night.
By day only the pavement exists, and
the next car.
With such various examples and

there are many others, good and bad,
of designs that have been affected by
the automobile we can begin to
make some designs deliberately for it.
Doing what the highway engineers
are beginning to talk about, double-
decking everything and repeating the
same mess all over again on top, will
not do. The huge parking-space, the
isolated groups of buildings, the swoop
and action of the five-level inter-
change are all subject to over-all unity
to be imposed by architectural de-
sign. There is possible movement,
drama, grandeur, far beyond the thin
dreams of the Baroque or the sad
builders of Ankor Vat. The problem
will be how to see it at seventy miles
an hour in between directional signs.
I do not need to talk about what
it will be like once we are off the ex-
pressway and back in scatteration.
We already have it, we all know it.
Twenty years from now there will be
twice as much of it.
I like to think that the residential
and working city as we know it will
survive the automobile, but I am in-
clined to doubt it. We will have the
working city of skyscrapers tightly
confined inside the new ring roads,

and outside them the residential su-
burbs scattered all over the remain-
ing landscape. The compact resi-
dential city of urban streets and close-
in architecture, of fine man-made
places to look at, houses, bridges,
right outside your door, as you step
out, or sit on the stoop, or as you
walk over to the bar, seems on its way
out. If you want life other than the
dull life of a suburban backyard you
will have to drive over to the Reg-
ional Shopping Center, land a park-
ing space and walk half a mile to get
your drink.
This may be sad only as nostalgic
sentiment, and may have as little
meaning to our grandchildren as the
era of stage-coaches has to us. But
if we accept the challenge of design
imposed by the automobile, we may
arrive at new urban dignities. These
will probably be of a different order
from what we think of as urban to-
day. But the essential quality of
architecture as a great art, however
transferred, is sure to remain. The
disorganization of Detroit will not
wipe out the heritage of Athens,
Chartres, and Paris. Or so we can





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Joint Cooperative
Committee Re-Elects
Gamble Co-Chairman
For the third year CLINTON
GAMBLE, AIA, will represent the
FAA as Co-Chairman of the Joint
Cooperative Committee, FAA-AGC-
FES, during the coming year. He
was re-elected during a meeting held
November 8, 1956, at the FAA Con-
vention headquarters in the Seville
Hotel, Miami Beach. W. W. AR-
NOLD, AGC, was elected a co-chair-
man to serve with Gamble. WILLIAM
P. BOBB, who has been secretary of
the Committee since its formation
two years ago, declined re-election.
His office will be temporarily filled
by PAUL H. HINDS, executive man-
ager of the South Florida Chapter,
The meeting was characterized by
considerable discussion on a number
of agenda matters, but little conclu-
sive action resulted. Policy to be
adopted by the group relative to a
proposed uniform licensing law for
contractors was postponed until the
January meeting. Relative to matters
of research and building code im-
provement, a proposal by JOHN STET-
SON was approved to the effect that
the JCC sub-committee work to as-
semble the controlling regulations of
all State agencies as the "general con-
ditions basis" for what might ulti-
mately develop into a state-wide
building code.
One of the partners of Huffman
Brothers, Orlando contractors, re-
ported in some detail relative to the
Blanker school roof collapse. As a
result a proposal was voiced that the
JCC approve the revision of Article
14 of the AIA contract general condi-
tions which would hold a contractor
not liable to an owner for damage
resulting from an architect's error or
through deficiencies in plans or speci-
fications. This revision has been
approved by the National Joint Coop.
Committee. But, though this ap-
proval has been ratified by the AGC
at their latest convention at Milwau-
kee, it was not approved, as recom-
mended, by the AIA Board of Di-
rectors. Thus, definite action relative
to Florida procedure has been neces-
sarily postponed.
No specific date for the Commit-
tee's next meeting was set. Both
time and place will be announced in
these columns in a later issue.









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Tench Says "No"
served as the FAA's legal counsel and
has represented the FAA at the past
four sessions of the Florida State
Legislature, announced his inability
to attend the 1957 session on behalf
of the architects. Growing pressure
of his own law practice in Gaines-
ville was given as one chief reason
for his decision.
In view of Tench's decision, the
FAA Legislative Committee, chair-
manned by JAMES K. POWNALL, Fort
Lauderdale, recommended to the
Convention that an attorney with
residence in Tallahassee be retained
by the FAA as a new representative.
The recommendation, contained in
Pownall's committee report, was ap-
proved, as was appropriation of funds
needed to carry it through.

Millkey Announces Date
For Regional Conference
In a short talk during the 42nd
FAA Convention's final business ses-
sion, HERBERT C. MILLKEY, who will
end a three-year term as AIA's di-
rector for the South Atlantic Region
next year, announced April 4, 5 and
6 as the time of the 1957 Regional
Conference. The Conference will be
held in Atlanta; and headquarters will
be the Atlanta Biltmore Hotel. Con-
ference theme will be "Architecture
and Man"; and Millkey promised as
fine a development of that theme as
attendants of the 1956 Regional Con-
ference enjoyed at Durham.
In speaking of work to be done in
developing adequate liaison, now
lacking, between chapters and region-
al activities, Millkey cited the need
for a central regional office, staffed
with full-time personnel, and also
scored the lack of contact between
regional committee members and
committee chairmen.
"To combat this," the regional di-
rector said, "we've dedicated the
first day of the coming Atlanta meet-
ing to chapter and state and regional
committee meetings. In the school
building committee, for example, we
want all the chairmen of the various
chapter school building committees
present. We're going to have slides
and talks. In' effect we're going to
(Continued on Page 26)

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News & Notes
(Continued from Page 25)
make it a seminar. And we hope to
carry this sort of thing through with
other committees as well."
Millkey also spoke pointedly on
"the package deal problem" a
problem which he said architects
would be hearing a great deal about
in the near future. He defined a
"package dealer" as "any person who
does building and design and such
other related things as financing, site
acquisition and development, etc."
"I feel resentful toward that per-
son because he does a job on a com-
mercial basis instead of a professional
basis," said Millkey. "I think of him
as a little contractor who just quietly
does this work. And in Atlanta he's
doing at least 25 percent of the build-
ings. The important thing is that he's
not doing quality work."
He cited the stand taken by the
So. Carolina Chapter on the package
deal matter and by implication
offered the FAA a suggestion for lo-
cal action. A resolution, prepared by
a So. Carolina chapter committee in
conjunction with the local AGC
chapter, noted: that certain contract-
ors were doing architectural as well
as building work: that they were not
qualified by training or experience
to do so; and called on the AGC to
discourage the practice. Said Mill-
"And the AGC loved So. Carolina
for doing it! It appears that most of
the AGC members resent the fact
that a small percentage of their mem-
bers do this sort of thing."

Acting on a resolution passed at the
Daytona Beach Convention last year,
the FAA honored Mellen C. Greeley,
FAIA, Jacksonville, for his long and
devoted service to the advancement of
the architectural profession in Florida.
He was presented with an engraved
silver tray by Russell T. Pancoast,
FAIA, on behalf of the FAA member-
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Sarasota Architects
Stage Local Exhibit
The architect, whose creations
are all too infrequently thought of as
art, took the initiative to correct that
situation in Sarasota during National
Art Week. A graphic exhibition,
"Architecture in Sarasota," was set up
in an unoccupied downtown store by
the Sarasota-Bradenton Association of
Architects in cooperation with the
Sarasota Art Association's observance
of National Art Week. Renderings,
photographs, sketches and plans were
all displayed.
RUPP were in charge of the project.
Others participating were: PAUL RU-
S-BAA plans to make the exhibition
an annual event.

Senator William A. Shands
Annual Banquet Speaker
Florida's legislative dean, SENATOR
WILLIAM A. SHANDS, Gainesville,
chose a three-paragraph passage from
one of Frank Lloyd Wright's early
writings to indicate what he called
"a bridge between the fine art of
architecture and the sometimes very
blunt art of government." He empha-
sized the fact that both architecture
and government must develop and
change as the need arises.
"The unchanging things," said the
speaker, who had been introduced to
the banquet audience by BENMONT
TENCH, JR., FAA legal counsel, "are
these: character, sincerity, truth,
grace, integrity. A city which has
these things in its buildings and in
its government is a city of God. A
city whose buildings and government
lack these things will be farther from
God than a bee-hive. And politically
we may say the same about states and
Senator Shands outlined the chang-
es coming to Florida due to its in-
creasing industrialization and wel-
comed them as new opportunities for
better architecture and better govern-
mental operations and policies.
NOTE: Lack of space in this issue
prevented a full reporting of Senator
Shands' speech. If a sufficient num-
ber of requests are received, his
speech will be mimeographed for
distribution to FAA members gratis.

044, Zt e&&4

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Servants or Masters .. .
(Continued from Page 4)
How can we expect appreciation
of architecture if it is only possible
through wrap-around windshields
when going 30 miles per hour -or
maybe in a rear-view mirror? How
can we expect that our concern with
the re-integration of the arts and
architecture can be taken for any-
thing but idle talk? How can we ex-
pect these things if one cannot stop
anywhere long enough to look at the
buildings not to speak of the art
which might be part of the buildings?
Shall we wait until these dire pre-
dictions which we have heard become
all too true until we will be stand-
ing ankle-deep in automobiles; until
there won't be any space for human
beings any longer? Or shall we plan
for human beings? Shall we plan
for an environment in which archi-
tecture becomes again meaningful be-
cause one can look at it from eye
level, as it was supposed to be looked
at an environment where it is pos-
sible to appreciate what we are doing
and where the integration of arts and
architecture could again be appreci-
ated; an environment in which we
have time to look, time to contem-
plate, time to enjoy?
If we want such an environment,
it must be created as a pedestrian en-
vironment. And the automobiles,
like the broom, must be left outside
the living room. My approach to the
solution of our entire urban scene -
which has to do with our suburban
areas, with our metropolitan regions,
with our highways, with our towns,
with our business centers is found-
ed on one basic philosophic thought.
The automobiles are our servants.
They are machines which we use
when we want to use them; and we
cannot allow them to become our
masters. We have to put them into
the place where they can most prac-
tically serve and function as our serv-
ants. Thus there will be left a little
space over where we can breathe,
where we can live, where we can en-
joy our surroundings and where we
can again look at architecture and
therefore create good architecture.
That is the only way in which we
can fulfill the practical needs of the
automobile. And it is also the only
way by which we can keep our human


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Resolutions . .
(Continued from Page 17)
W. B. Talley, and Henry A. Tilden;
WHEREAS, their presence and wis-
dom in our council is sorely missed;
that the Florida Association of Archi-
tects extend their most heartfelt con-
dolences to the families of these fel-
low members, together with this
expression of the deep loss sustained
by this profession.
Chapter Coordination
WHEREAS, there is a recognized
lack of uniformity in the by-laws and
administration of the several Chap-
ters of the Florida Association of
Architects, resulting in conflicts be-
tween these Chapters, the FAA and
the AIA, in such matters as pertain
to the time of installation of officers,
the collection and apportionment of
dues and other matters of a similar
that the President appoint a commit-
tee composed of the Secretary of each
Chapter and the Secretary of the
FAA, to study this matter and make
recommendations to the bodies con-
cerned for purposes of better under-
standing, coordination and integra-
tion of these organizations.
Board of Commissioners
WHEREAS, the State Board of Com-
missioners has during the past years
commissioned private architects for
the planning of State buildings; and,
WHEREAS, the Florida Association
of Architects recognizes the difficul-
ties encountered in carrying out the
building program of these public
that the Florida Association of Archi--
tects express to the Governor and
the Board of Commissioners by means
of a personal letter from the Presi-
dent, its appreciation for the employ-
ment of private architects for State
work and to offer the services of the
Florida Association of Architects in
assisting this Board whenever called
upon to do so.
Committee of Review
WHEREAS, the health and safety
of school children is of prime import-
ance to members of the architectural
profession; and,
(Continued on Page 30)

JOHN F. HALLMAN, President JACK K. WERK, Vice-Pres.
MARK P. J. WILLIAMS, Vice-Pres. JAMES H. BARRON, JR., Secy-Treas.



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Contractors; FAEC-Florida Association of Electrical Contractors; ACI-Amer. Concrete Institute;
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Cleveland Construction Co., Inc.
Harborview Rd., Punta Gorda
Phone: NE 2-5911
C-Roy C. Young, Pres.-AGC

Avant Construction Co., Inc.
360 N.W. 27th Ave., Miami
Phone: NE 5-2409
C-John L. Avant, Pres.-AGC

Edward M. Fleming Construction
Co., Inc.
4121 N.W. 25th St., Miami 42
Phone: NE 5-0791
C-Ed. M. Fleming, Pres.-AGC
T. J. James Construction Co.
1700 N.W. 119th St., Miami
Phone: MU 8-8621
C-Randolph Young, Gen. Mgr.-AGC

Henry G. Dupree Co.
1125 Kings Ave., Jacksonville
Phone: FL 9-6622
C-Henry G. DuPree, Pres.-AGC

Arnold Construction Co.
S'te 7, Murray Bid., Palm Beach
Phone: TE 2-4267
C-W. H. Arnold, Pres.-AGC

Paul & Son, Inc.
921 Ortega Rd., W. Palm Beach
Phone TE 2-3716
C-P. D. Crickenberger, Pres.
Shirley Brothers, Inc.
N. Canal Pt. Rd., Pahokee
Phone: Pahokee 7185
C-Claude L. Shirley, Pres.-AGC
J. A. Tompkins
1102 North A, Lake Worth
Phone: JU 2-6790
C-J. A. Tompkins, Owner-AGC
Arrow Electric Company
501 Palm St., W. Palm Beach
Phone: TE 3-8424
C-V. L. Burkhardt, Pres.-AGC
Assoc.; FAEC
A. P. Hennessy & Sons, Inc.
2300 22d St. N., St. Petersburg
Phone: 7-0308
C-L. J. Hennessy, Pres.-AGC
Quillian's Concrete
3rd St. F.E.C., Daytona Beach
Phone: CL 3-8113
C-Hugo Quillian, Partner-AGC
- GEORGIA-Fulton County -
Beers Construction Company
70 Ellis St., N.E., Atlanta 3
Phone: AL 0555
C-E. M. Eastman, V.-Pres.-AGC


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Resolutions ...
(Continued from Page 29)
WHEREAS, there has been a failure
in the Blankner Elementary School
structure in Orlando, Florida; and,
WHEREAS, the profession is deeply
concerned with the causes for this
failure and the adverse effects on all
parties concerned;
that the President appoint a Com-
mittee of five members, not located
in the Orlando area, to review this
situation up to the present time, to
keep itself informed as new develop-
ments occur and to render periodic
reports to the Board of Directors on
the progress and developments in this
matter; and,
is not the purpose of this Committee
to initiate an investigation of its own
into determining the causes of this
failure, but to keep the FAA inform-
ed; and,
Board of Directors be empowered to
decide on additional activities and
to give direction to this Committee.

Aluminum Insulating Co., Inc. 27
Armor-Flex Products . 31
Belmar Shades . . 28
Blumcraft . . 5
Bruce Equipment Co. . 4
Builders' Roster ... .30
Cement Enamel of the
Caribbean, Inc. . . 24
Decor Shutters . . 28
Dunan Brick Yards . 3rd Cover
Electrend Distributing Co. . 26
Executone Distributors . 26
Farry's Wholesale
Hardware Co., Inc. . 20
Florida General Supply Corp. 6
Florida Home Heating Institute 18
Florida Power & Light Co. . 22
Florida Steel Products, Inc. 31
Gas Institute of Greater Miami 24
George C. Griffin . . 2
Hollostone of Miami . 3
Insul-Mastic of Miami, Inc. 23
Interstate Marble & Tile Co. Insert
Magic City
Shade & Drapery Co. . 25
Maule Industries . 2nd Cover
Miracle Adhesive Sales Co. 20
Palmer Electric Co. . 30
Perlite, Inc . . 10
Portland Cement Assoc. . 9
A. H. Ramsey & Sons, Inc. 16-17
Satchwell Electric Const. Co. 25
Sistrunk . . .. 21
Vulkan, Inc ..... .21
Vun-Russ Company, Inc. 4th Cover
F. Graham Williams Co,. Inc. 29


Producers' Council Program

Producers' Council members were prominently represented at the Product
Exihibit of the 42nd Annual FAA Convention held in te Seville Hotel Alhambra
Room November 8 to 10. Here are presidents of both Miami and Jacksonville
Chapters as T. Trip Russell, president of the Florida South Chapter, AIA,
Convetion hosts, officially opens the 75-booth exhibit. Left to right: Nicholas
Nordone, Miami' Producers' Council president; W. W. Arnold, president
South Florida Chapter, AGC; T. Trip Russell; Dean Jolley, Jacksonville Pro-
ducers' Council chapter president; Clinton T. Wetzel, president of the Bureau
of Architectural Exhibits, Miami, and Frank H. Shuflin, Exhibit Committee
chairman of the Florida South Chapter, AIA.

The long-heralded exhibit of the
Caravan, the Producers' Council
unique travelling exhibit of building
products, was held January 20 at Mi-
ami's Bayfront Municipal Auditor-
ium. The 30-booth show, displaying
the products and ideas of 28 compan-
ies and associations, opened at mid-
morning under sponsorship of Miami
Producers' Council members and lo-
cal participating company represent-

atives. Attendance was rated as
"fair" to "good"; and during the day
booth attendants answered a steady
stream of questions from local build-
ers, developers and potential home
owners. The visiting list swelled in
the late afternoon when architects
had been invited to attend a cocktail
party in connection with the Caravan
showing. A similar program was
scheduled for Jacksonville Nov. 2.

The arduous task of picking a "best of show" from among the 75 exhibit
booths at the Miami FAA Convention finally culminated in the selection of
this presentation by the United States Plywood Corporation. The award was
given on the basis of good design, value of information conveyed and
cooperative conduct of exhibitor personnel.


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in conference...

Progress for

All Concerned

Big and successful as the 42nd FAA Annual Con-
vention was, it wasn't big enough. It should have
been attended by at least twice as many of the FAA's
ten chapter members. For, in many ways, it was the
most significant gathering in FAA history.
The true significance of last month's convention
can't be pointed up by citing any single controlling
element. It was developed by a combination of ele-
ments including the collective attitude of conven-
tioneers. The result was to give this three-day conclave
a breadth of purpose and depth of meaning that
formed a backdrop for every one of its various ses-
sions. And it brought evidence of a mature strength
and a fresh unity of determination which have un-
fortunately seemed lacking in the fairly recent past.
First, there was the theme in scope and range of
application tremendous. Every discussion of it pa-
raded the clear implication that contact with such a
far-reaching subject must necessarily project archi-
tects from the relatively narrow range of individual
building design into a broad field of concern with
neighborhood, city and regional planning.
The important point is that architects knew it.
They appeared not only to recognize the implica-
tions, but also willing to take on the consequences
of accepting them. Their very obvious interest has
undoubtedly set the stage of future conventions for
more such intensive seminars on other equally broad
and searching questions.
Then there was the convention business itself. Not
only was action taken to improve internal operation
of FAA affairs. But relative to such matters as the
Governor's Committee on Schoolhouse Construction,

the Florida Planning and Zoning Association, the un-
fortunate structural failure at Orlando this Conven-
tion showed that the FAA is carrying out the highest
functions of its charter.
In thus committing itself to concern with matters
outside the range of purely professional interest, the
FAA is developing a policy on a broad base of en-
lightened public relations. As this policy grows in
strength and purpose, so will the authority and influ-
ence of the FAA.
Such a policy is one of the intangible, but none
the less vital forces of opinion and action that wisely
used can add enormously to the power and prestige
of any organization. It is certainly to be hoped that
matters of public moment will be made an increas-
ingly important part of each succeeding FAA Con-
vention. At last month's meeting the way was cleared
to make this possible and practical through the new
method adopted for handling Convention resolu-
tions. It now remains for the FAA membership to
make wise and effective use of this new public rela-
tions tool.
Finally, the Building Products Exhibit reached a
new high in interest, variety and value. Not only was
it mutually beneficial to both architects and exhibitors;
but it emphasized the fact that what the architect
designs must be fabricated with skill, quality and
understanding. The usefulness of such an exhibit lies
in the opportunity it gives for exchange of informa-
tion. Architects can get a great deal of helpful data;
and product representatives can gain equally as use-
ful hints on what new architectural problems may be
solved by design improvements in their present units.
The net result is progress for all concerned.



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1090 E. 16th STREET


41, r
.. ='_r'*:-,* ^T T D'C' LL,,-AF:

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upper level

lower level

Located on a hillside, the Dale residence commands a clear view of the countryside
overlooking one of the many lakes in Minneapolis.
To enliven the exterior of this modern home, 1"x 1" Spartan Faiencettes were
selected. Not only was this tile chosen for its beauty, but also for permanence
under varying weather conditions. The four shades of Yellow lend brightness and
cheer on the gloomiest of days.

[DI( part

The Living Room At left is shown
a partial view of the spacious
living room with its attractive en-
semble of tile colors. Here, as
throughout the entire upper level,
6" x 6" Romany Crinkle Tan tile
in Matt finish is used for the floor.
The artistically designed divan
consists of 1" x 1" Spartan "Mo-
settes" in an attractive pattern
of varied colors.


Stairway The use of ceramic tile for
stair treads is becoming more popular,
for home owners are finding there are
desirable advantages to be gained by
becoming tile-minded. Tiles used for
stair treads are slip-resistant, wear-
proof, and easily cleaned. The illustra-
tion at right shows 2" x 1" Orsan Dark
Green treads with 2" x 2" tile nosing.

The interesting texture on the wall is
achieved by using both glazed and un-
glazed 1" x 1" tiles in a block pat-
tern. Sparta 1"xl" tiles here are
used advantageously to give scale in ,.
a small area.

Dining Area Illustration at
right shows a pleasing use
of Romany 41/4"x41/4"
Vari-tile in rich Glaucous
color. The modulated fluted
surface of Vari-tile may be
set in alternating pattern as
pictured, or with ridges in
alignment, depending upon
desired effect.

The Kitchen Almost completely clothed in tile,
this modern kitchen sparkles through sheer
cleanliness, for tiled surfaces are so easy to
keep clean and spotless. The long counter top
with its ample working space is ably protected
with 6" x 6" Romany Gray tile and will with-
stand extremes of heat and cold, such as frozen
foods and sizzling pots. Food stains quickly suc-
cumb to a swish of a sponge. The attractive
wall in immediate foreground is "Ceratile",
America's leading decorative tile, in Mardi
Gras design, which is one of 21 standard pat-
terns and color combinations.

The Master Bedroom It is difficult to adequately portray the exceptional
color values to be found in this expansive tiled wall reaching from floor to
ceiling. After careful study it was decided to utilize the possibilities of Black
tile to the fullest extent, thereby achieving a dominant contrast with the other
colors to be found in this room. 1" x 1" Spartan unglazed Black "Mosettes"
were selected for the main background, interspersed with x 1" Spartan
glazed "Faiencettes". The wall shown below curtain at right is tiled with
6" x 6" Romany Glaucous and as elsewhere on this floor level, 6" x 6"
Romany Crinkle Tan is used.

A Bathroom This is a corner view of
the very lovely lavatory for the Master
Bedroom. The walls are tiled from floor
to ceiling with 41/4" x 4/4" Romany
Glaucous, and this alluring color is also
used for the lavatory top and splash.
The Romany Crinkle Tan floor is con-
tinued here from the bedroom, and the
mosaic wall illustrated at right affords
a pleasing contrast.

These tiles are
an enlarged sec-
tion of the wall
behind the beds.

Junior Bedroom "Boys will be boys", but here they can do no harm. Dirty hands
will leave no lasting mark, for the tiled wall can be cleaned in a jiffy and all
finger prints disappear like magic. This wall in back of the beds also excites more
than passing interest. It is tiled from floor to ceiling with 1" x 1" Spartan Faien-
cettes, Tang Red, Ming Green, Ivory, and Gray, in a most cheerful pattern.

Family Room Note the
Orsan paver floor ex-
tends beyond the glass
wall onto the patio giv-
ing this entire area the
feeling of relaxation in a
setting of permanent rich
material. Only real tiles
can solve this indoor,
outdoor flooring problem
so successfully.

Play Area Colorful tile helps
to create the mood for play
activities. The hearth portion of
the room comprises an attrac-
tive pattern of Romany tile in
6"x4/4" size and in five con-
trasting colors; Blue, Gray,
Black, Citrus, and Pink. The
floor is 6" x 6" Spartan "Or-
san" Beige.

Shuffleboard area is designed
in 1" x 1" Orsan Beige with
"Orsan" Black markings.

"Orsan" is one of the newer
tiles created by Sparta. It has
many inviting features in addi.
tion to its exclusive white peb.
ble texture. Its extra rugged
ness is especially suitable foi
residence areas where children
at play, along with other active
ities, demand surfaces that wil
readily withstand hard usage
More than this, Spartan "Or
san" tile is dependably slip
resistant and is available in size
ranging from 1"xl" to 6"x6"

An over-all exterior view of
the Dale residence to show
how well it is suited for the
surrounding terrain.

Ceramic Tile in the Dale Residence

This folder shows pictorially some of the many
ways ROMANY and SPARTAN real clay tile can
be used in a modern residence. While there are
numerous advantages to be gained through a more
general use of ceramic tile in the home, the out-
standing advantage is economy. The original cost
over and above any substitute material is soon
recaptured for these cogent reasons: This tile can-
not be affected by termites or fungi. This tile can-
not be damaged by weather, moisture or exposure
to strong sunlight, and it is fire proof. This tile

will withstand all reasonable abuse and is so
rugged it will outwear any house. A supreme de-
gree of cleanliness is assured, for the ceramic tile
surface repels dust and dirt and can be wiped
clean with minimum effort. No expense for paint-
ing, papering, or replacement. Finally, there is the
great appeal to one's innate sense of color beauty.
For with ROMANY and SPARTAN tile there is an
almost unlimited selection of color combinations
and patterns--colors that are as everlasting as
the tile itself.

Talk things over with your Ceramic Tile Contractor. He knows ROMANY and SPAR-
TAN tile and will be glad to offer experienced suggestions-and will give you a free
estimate to meet your needs. Or, if you prefer, write us direct for specific information.

217 4th Street, N.E. CANTON, OHIO

And its subsidiary


Members: Tile Council of America and Producers Council, Inc.