HPB-06-07-00 1.
AGENDA
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HISTORIC PRESERVATION BOARD MEETING
CITY OF DELRAY BEACH
Meeting Date: June 7, 2000
Type of Meeting: Regular Meeting
Location: First Floor Conference Room
Time: 6:00 P.M.
If a person decides to appeal any decision made by the Historic Preservation Board with respect to any matter considered
at this meeting or hearing,such persons will need a record of these proceedings, and for this purpose such persons may
need to ensure that a verbatim record of the proceedings is made. Such record includes the testimony and evidence upon
which the appeal is to be based. The City does not provide or prepare such record. Pursuant to F.S.286.0105.
I. CALL TO ORDER
II. APPROVAL OF MINUTES
• May 17, 2000
III. CERTIFICATES OF APPROPRIATENESS
A. COA-334-Continuation: Sundy Inn, 106 South Swinton Avenue, Old
School Square Historic District. Michelle Balfoort, Architect and
Authorized Agent.
Consider Alterations to the Sundy House, Associated with the Sundy Inn
Restaurant.
B. COA-412: Dada Lounge, 52 North Swinton Avenue, Old School Square
Historic District. Lindsay Walters, Kilday and Associates, Authorized
Agent.
Consider a Site Plan Modification to Allow an Outdoor Dining Patio to be
Installed.
C. COA-369-Continuation: Safari Steakhouse, 4 East Atlantic Avenue, Old
School Square Historic District. Joe Casseas, Owner.
Consider a Non-Illuminated Wall Sign.
IV. REPORTS AND COMMENTS
A. Reports from Historic District Representatives
B. Board Members
C. Staff
V. ADJOURN
Pat Cayce
Historic Preservation Planner
Posted on: June 1, 2000
MINUTES OF THE HISTORIC PRESERVATION BOARD
CITY OF DELRAY BEACH
DELRAY BEACH, FLORIDA
PUBLIC HEARING
MEETING DATE: JUNE 7, 2000
LOCATION: FIRST FLOOR CONFERENCE ROOM
I. ROLL CALL:
The meeting was called to order by the Chairperson at 6:00 P.M. Upon roll call it
was determined that a quorum was present.
MEMBERS PRESENT: Chairperson Hurlbut, Tony Keller, Mary Lou Jamison,
John Johnson, Gail-Lee McDermott
MEMBERS ABSENT: Shane Ames, Dave Bodker
STAFF PRESENT: Pat Cayce, Michelle Hoyland, Diana Mund
II. APPROVAL OF MINUTES:
The Minutes for the Regular Meeting of May 17, 2000 were before the Board for
consideration. Ms. Jamison moved to approve the Minutes as presented. The
motion was seconded by Ms. McDermott and passed 5-0.
III. CERTIFICATES OF APPROPRIATENESS:
A. COA 334-Continuation: Sundy Inn, 106 N. Swinton Avenue, Old School
Square Historic District. Michelle Balfoort, Architect/Authorized Agent.
Item Before the Board: The action requested of the Board is that of
considering alterations to the Sundy House, associated with the Sundy
Inn Restaurant.
Ms. Balfoort, Architect, explained that the west window on the south
elevation is rotting and will be replaced with a wood 1/1 sash to match the
existing. This can be approved administratively.
It was moved by Ms. Jamison, seconded by Mr. Keller and passed 5-0 to
approve COA 334-Continuation as presented based upon positive
findings with respect to LDR Section 4.5.1(E) and the Design Guidelines,
with the following conditions:
1. That only the east window on the south elevation be replaced with a
single French door;
2. That all of the new French doors be wood with a single pane; and,
3. That the building permits will not be issued until the site plan and
conditional use modifications have been approved.
B. COA 412: Dada Lounge, 52 N. Swinton Avenue, Old School Square
Historic District. Lindsay Walters, Kilday &Associates, Authorized Agent.
Item Before the Board: The action requested of the Board is that of
considering a site plan modification to allow an outdoor dining patio to be
installed.
It was moved by Mr. Johnson, seconded by Ms. McDermott and passed 5-
0 to approve COA 412 for the Site Plan for Dada Lounge, based upon
positive findings with respect to Chapter 3 (Performance Standards) of the
Land Development Regulations, policies of the Comprehensive Plan and
Section 2.4.5(G)(5), subject to the following conditions:
1. That a Unity-of-Title or off-site parking agreement be provided for the 4
parking spaces to be purchased from the CRA;
2. That the proposed Ficus hedge along the north and east sides of the
property on the interior edge of the existing 3' high white picket fence
be maintained at a height of no higher than 3' to allow for adequate
site visibility at the intersection; and,
3. That there be no amplified music outdoors.
It was moved by Mr. Johnson, seconded by Ms. McDermott and passed 5-
0 to approve COA 412 for the Landscape Plan for Dada Lounge, based
upon positive findings with respect to LDR Section 4.6.16.
C. COA 369-Continuation: Safari Steakhouse, 4 E. Atlantic Avenue, Old
School Square Historic District. Joe Casseas, Owner.
Item Before the Board: The action requested of the Board is that of
considering an non-illuminated wall sign.
Neither the contractor nor the owner were present at the meeting.
However, as the Board felt that the design of the sign was appropriate,
and in order not to cause the owner additional delay, the Board took
action on the COA. With the understanding that if the owner did not agree
with the Boards approval he could return to them for further action.
It was moved by Mr. Johnson, seconded by Ms. McDermott and passed 5-
0 to approve COA 369-Continuation for the Sign, as presented based
upon positive findings with respect to the Design Guidelines, with the
following condition:
• That the letters be dark green to match the existing awnings.
-2- HPB Minutes 06/07/00
IV. REPORTS AND COMMENTS:
A. Reports from Historic District Representatives
None
B. Board Members
Ms. McDermott stated that the Osceola Park Neighborhood Association is
extending an invitation to the Board to visit their neighborhood and meet
with the residents to discuss the pros of becoming an Historic District.
C. Staff
Mrs. Cayce stated that she felt that the Board should move forward with
the proposal for the Atlantic Avenue Historic District and that she would
contact Mr. Ames regarding the pictures he took for this purpose.
V. ADJOURNMENT:
There being no further business before the Board, the meeting adjourned at 6:50
P.M.
The undersigned is the Secretary of the Historic Preservation Board and the information
provided herein is the Minutes of the meeting of said body for June 7, 2000, which were
formally adopted and approved by the Board on June 21, 2000.
///;,
Diana Mund
If the Minutes that you have received are not completed as indicated above, then this
means that these are not the Official Minutes. They will become so after review and
approval, which may involve some changes.
- 3- HPB Minutes 06/07/00
,HIST�`OR'IC�; PRES' E R=VAYT ION' BOARD;
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Project Name: COA-334 — Continuation (Sundy Inn)
Project Location: 106 S Swinton Avenue,.Old School Square Historic District
1=T,1EM,- BEFORE
The action requested of the Board is that of approving building alterations to the Sundy
House, associated with the Sundy Inn restaurant, pursuant to LDR Section 4.5.1.
The Sundy Inn restaurant has been open for business for approximately a year and a
half. Since opening, the management has found that the existing bar's proximity to the
•
restaurant entrance often creates crowding and impedes the flow of traffic to the dining
areas. Additionally, as existing, the only convenient access to the dining areas requires
patrons to walk directly past the restroom facilities. In order to alleviate these conditions
the alterations described below are proposed.
The alterations to the Sundy House restaurant are as follows:
D Relocation of the interior bar to the southeast corner of the same room and
expansion into the covered area that is now the check-in area.
O Add 2 doors to the rear or the existing check-in area (south elevation).
❑ Installation of a new hostess counter under the existing covered check-in area
Replacement of 2 original south facing windows with 2 single French doors.
• Relocate the decorative gates on the entry tower from the west to the east side.
A new set of French doors to be installed at the north end (porch) of the entry area.
O Remove a 5' portion of the porch railing adjacent to the dining patio (north elevation).
• At the south elevation of the kitchen the east doors are to be modified to match the
doors on the west end.
Meeting Date:June 7,2000
Agenda Item: Ill-A
HPB Staff Report
COA-334 Continuation—Sundy House Restaurant Alterations
Pape 2
With the exception of the removal of the 2 original windows on the south elevation, the
alterations pose little threat to the historic integrity of the exterior of the Sundy House.
The front porch was originally open, therefore adding the French doors to the north of
the porch, adds to the open feeling of the area. The architect has stated the style of the
French doors (pane configuration etc.) will be left to the Board's discretion.
South elevation
The proposal is to remove the 2 existing windows and replace them with single French
doors. An outdoor bar, or bar type counter, 42" high will be constructed under the
existing check-in area roof from the south exterior wall for a distance of 5' and will turn
east for a distance of 4.5'. The outdoor bar will be serviced from the new doors, which
will replace the check-in windows to the south of the indoor bar. A small brick paved
area extends from the existing check-in area west to the east window, the balance of
the area in front of the original windows is heavily landscaped. If the area in front of the
windows (which will be replaced by doors) is to be paved, as indicated on the plan, and
used as a bar or seating area, a modification to the site plan and the conditional use will
be required.
The Design Guidelines state that it is appropriate to retain distinctive windows and to
maintain the original size, shape and paning as well as the wood trim as it determines
the rhythm of solids and voids. Also, it is inappropriate to cut new openings, blocking in
windows and installing replacement sash which does not fit the windows. However, the
Board may consider that the alteration is appropriate in that it will contribute to the
continued successful reuse of the historic structure, and the fact that the windows are
on a secondary façade and are not visible to the street. If the Board approves the
window alteration, the building permits will not be issued until the site plan and
conditional use modifications have been approved.
1. Continue with direction.
2. Deny, with reasons stated.
3. Approve with the following conditions:
(a) That the windows on the south elevation remain as existing.
(b) That the building permits will not be issued until the site plan and conditional
use modifications have been approved.
4. Approve as presented, with the following condition:
(a) That the building permits will not be issued until the site plan and conditional
use modifications have been approved.
Board's discretion.
File/s/hpb/coa-334-sundy house-alteration
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HISTORIC PRESERVATION BOARD
CITY OF DELRAY BEACH ---STAFF REPORT---
MEETING DATE: June 7, 2000
AGENDA ITEM: 111.8.
ITEM: Consideration of COA-412 which incorporates a Site Plan Modification to Allow an
Outdoor Dining Patio to be Installed for Dada Lounge, Located at the Southwest
Corner of Swinton Avenue and N.W. 1st Street
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GENERAL DATA: .
Owner Michael Weiner, Trustee
Applicant DADA of Delray, Inc.
Agent Kilday & Associates
Location Southwest corner of Swinton Avenue and N.W. 1st Street
Property Size 0.24 Acre
Future Land Use Map Other Mixed Use
Current Zoning OSSHAD (Old School Square Historic Arts District)
Adjacent Zoning....North: OSSHAD
East: OSSHAD
South: OSSHAD
West: OSSHAD
Existing Land Use Vacant Restaurant
Proposed Land Use Consideration of COA-412 to allow the installation of a 666 sq. ft.,
Chicago Brick outdoor dining patio.
ater Service Existing on Site.
Sewer Service Existing on Site.
III.B.
ITEM BEFORE THE BOARD
The action before the Board is that of COA-412, which incorporates the
following aspects of the development proposal for Dada Lounge,
pursuant to LDR Section 2.4.5(G)(1)(b):
❑ Class III Site Plan Modification; and,
o Landscape Plan.
The subject property is located at the southwest corner of N. Swinton
Avenue and NW 1st Street.
BACKGROUND
The subject property consists of Lot 7, Block 60, Town of Linton and contains a total of
.23 acres. The property is zoned OSSHAD (Old School Square Historic Arts District).
The development history dates back to 1924 when the first floor of the existing structure
was constructed as a single family home. The partial second floor was constructed in
1939. In 1988, improvements were made to the building, which included repairs and
maintenance i.e. re-roofing, painting and replacing windows and doors. Site
improvements were also made, including the installation of a pea rock parking area at
the rear of the site, a perimeter picket fence and landscaping.
In March of 1990 the City Commission approved a conditional use to establish the
Tarrimore Bed and Breakfast Inn. The bed and breakfast inn and associated
improvements were never established, and the conditional use approval and attendant
site plan expired. The structure was occupied as a single family residence until January
1991.
On October 2 1992, the HPB (Historic Preservation Board) granted site plan approval
for conversion of the Tarrimore House to a 40-seat restaurant, known as Damiano's at
the Tarrimore House. The site plan approval included provision of a 6-space parking
area, a 10-space off-site parking area, a valet parking drop-off area, installation of
associated landscaping and exterior design elements including: handicapped ramp,
refuse enclosure, and demolition of porte-cochere walls. Damiano's at the Tarrimore
House occupied the building until mid-1999, and the building has been vacant since.
At its meeting of May 22, 2000, the Planning and Zoning Board recommended to the
City Commission approval of the conditional use request to establish a 666 sq. ft.
outdoor dining area, which operates at night, subject to the following conditions: that a
site plan be submitted that is in general conformance with the sketch plan and
addresses the concerns noted herein, that a Unity-of-Title or off-site parking agreement
be provided for the 4 parking spaces to be purchased from the CRA, and that there be
no amplified music outdoors. The conditional use request is scheduled for the June 6th
City Commission meeting. The City Commission's action will be provided at the HPB
meeting.
An application has been submitted for a site plan modification to allow a 666 sq. ft.
outdoor dining area, and is now before the Board for action.
HPB Staff Report
Dada Lounge—COA-412
Page 2
PROJECT DESCRIPTION
The development proposal involves the following:
❑ Construction of a 666 sq. ft. Chicago paver brick outdoor dining area on the east
side of the restaurant; and,
o Installation of landscaping.
The restaurant, including the outdoor dining, will be open daily for lunch, and will be
open until 2:00 a.m. each evening. There is an existing front porch area on the east
side of the building which is separate from the outdoor dining area and will be utilized as
a waiting area.
SITE PLAN MODIFICATION ANALYSIS
COMPLIANCE WITH LAND DEVELOPMENT REGULATIONS
The body taking final action on the site and development application/request
shall specifically address items identified in the Land Development Regulations.
LDR Section 4.3.4(K) (Development Matrix):
Open Space
Pursuant to LDR Section 4.3.4(K), 25% non-vehicular open space is required within the
OSSHAD zoning district. The proposal exceeds the requirement with 28.8% open
space.
LDR Sections 4.4.24 (G) (OSSHAD Zone District Regulations):
Parking Requirements
Pursuant to LDR Section 4.4.24(G)(4)(b), restaurants shall provide six parking spaces
per one thousand square feet of total new floor area or existing floor area being
converted to restaurant use. In addition, pursuant to LDR Section 4.4.24(G)(6), when
parking requirements are applied to new development or a change in use, said parking
requirements may be reduced by one parking space.
Including the one time reduction the existing 1,952 sq. ft. restaurant requires 11 parking
spaces. Six (6) spaces exist on site and 5 are provided (purchased) off-site in the CRA
parking lot to the southwest. The proposed 666 square foot outdoor dining area will
require 4 parking spaces for a total of 15 parking spaces. The proposal includes
purchasing the 4 required spaces for the outdoor dining area from the CRA (Community
Redevelopment Agency). The 4 spaces would be located within the CRA parking lot to
the southwest of the subject property. These spaces must be tied to the property
HPB Staff Report
Dada Lounge—COA-412
Page 3
through either a Unity-of-Title or off-site parking agreement. This item has been
attached as a condition of approval.
Visibility at Intersections:
Pursuant to LDR Section 4.6.14(A), when an accessway intersects a public right-of-way
or when the subject property abuts the intersection of two (2) or more public rights-of-
way, all landscaping within the triangular areas described below shall provide
unobstructed cross-visibility. The site plan indicates that a ficus hedge will be installed
along the north and east sides of the property on the interior edge of the existing white
picket fence. The hedge must be maintained at a height of no higher than the height of
the existing picket fence (3'); this item had been attached as a condition of approval.
LANDSCAPE PLAN ANALYSIS !
Landscaping currently exists on site. An existing Oak tree, Dracaena tree, Ficus tree,
Citrus tree, Seagrape tree and Avocado tree are to be retained on the south side
(interior side) of the property. Also existing on the south side of the property is a Ficus
hedge, which varies in height from 4' in the front yard to 8' along the balance of the
south property line. The spacing of the trees complies with the requirement to install a
tree every 25' where commercial property abuts residential property. The three existing
Live Oak trees, Dracaena tree, Mango tree and Ficus hedge are to be retained on the
west side (rear) of the property. A Sabal Palm tree, two Oak trees, Caryota Lirens Palm
tree and Ficus hedge will be retained along the north side (street side) of the property.
On the east side (front) of the property a large Ficus tree and Poinciana tree will remain.
A Crepe Myrtle tree is proposed adjacent to the handicapped parking space on the
north side of the property. Ficus hedging is to be installed along the north and east
sides of the property on the interior edge of the existing 3' high white picket fence. The
foundation plantings include an existing Croton hedge and Liriope underplantings in the
rear of the structure. A Cocoplum hedge will be installed on the south side of the
structure. The foundation plantings on the north side of the structure include Dwarf
Schefflera and Variegated Ginger. A Trinette Schefflera hedge will be installed on the
east side of the porch and the walkway leading to the porch will be flanked with two
Solitaire Palm trees and two Podocarpus trees.
The proposed landscaping in combination with the existing landscaping will be an
enhancement to the property, and will not detract from the historical significance of the
structure.
REQUIRED FINDINGS
Pursuant to LDR Section 2.4.5(G)(1)(c)(Class III Site Plan Modification), a Class III
site plan modification is a modification to a site plan which represents either a
change in intensity of use, or which affects the spatial relationship among
improvements on the land, requires partial review of Performance Standards
found in LDR Sections 3.1.1 and 3.2.3, as well as required findings of LDR Section
2.4.5(G)(5).
•
HPB Staff Report
Dada Lounge—COA-412
Page 4
Pursuant to LDR Section 2.4.5 (G)(5) (Findings), with a Class Ill site plan
modification formal findings under Section 3.1.1 are not required. However, a
finding that the proposed changes do not significantly affect the originally
approved plan must be made concurrent with approval of a Class Ill modification.
Future Land Use Map: The use or structures must be allowed in the zone district
and the zoning district must be consistent with the land use designation.
The subject property has a Future Land Use Map designation of OMU (Other Mixed
Use) and a zoning designation of OSSHAD (Old School Square Historic Arts District).
The OSSHAD zoning district is consistent with the OMU Future Land Use Map
designation. Pursuant to LDR Section 4.4.24(D)(3), within the OSSHAD zoning district,
outdoor dining which operates at night or which is the principal use or purpose of the
associated restaurant, is allowed as a conditional use. As previously stated, the City
Commission action on the conditional use request (which is scheduled for June 6th) will
be presented at the HPB meeting. Based upon the above, it is appropriate to make a
positive finding with respect to consistency with the Future Land Use Map subject to
approval of the conditional use by the City Commission.
CONCURRENCY: Facilities which are provided by, or through, the City shall be
provided to new development concurrent with issuance of a Certificate of
Occupancy. These facilities shall be provided pursuant to levels of service
established within the Comprehensive Plan.
With the site plan approval in 1992, to establish a restaurant, positive findings were
made with respect to concurrency. The applicable concurrency items as they pertain to
the proposed 666 sq. ft. outdoor dining area are discussed below.
Drainage:
Drainage will be accommodated on site via sheet flow to pervious areas. Based on the
above, there should be little or no impact with respect to drainage. Therefore, positive
findings with respect to this level of service standard can be made.
Streets and Traffic:
A traffic analysis has been prepared indicating that the additional restaurant floor area
will generate 54 new trips per day. The subject property is located within the TCEA
(Traffic Concurrency Exception Area), which encompasses the CBD (Central Business
District), OSSHAD (Old School Square Historic Arts District) and the West Atlantic
Avenue Business Corridor. The TCEA exempts the above-described areas from
complying with the Palm Beach County Traffic Performance Standards Ordinance.
Based upon the above, a positive finding with respect to traffic concurrency can be
made.
Solid Waste:
Trash generated each year by the additional 666 sq.ft. of restaurant area (2,618 sq.ft.
total) will be 8.29 tons per year (32.59 tons per year total) [666 sq. ft. x 24.9 lbs./sq.
HPB Staff Report
Dada Lounge—COA-412
Page 5
ft./year = 16,583/2000 = 8.29 tons]. The trash generated by this proposal can be
accommodated by existing facilities, therefore, a positive finding with respect to this
level of service standard can be made.
If the City Commission approves the conditional use request on June 6th, positive
findings with respect to the above items as well as the Comprehensive Plan policies and
Compatibility would have been made.
REVIEW BY OTHERS
Downtown Development Authority:
At its meeting of April 19, 2000, the Downtown Development Authority reviewed and
recommended approval of the development proposal, with the condition that adequate
site lighting be installed.
Community Redevelopment Agency:
At its meeting of April 22, 2000, the Community Redevelopment Agency reviewed and
recommended approval of the development proposal.
Neighborhood Notice:
Special Notice was provided to the Old School Square Homeowner's Association.
Letters of objection or support, if any, will be presented at the HPB meeting.
ASSESSMENT AND CONCLUSION
The proposal involves the installation of a 666 sq. ft. Chicago paver brick outdoor dining
area and associated landscaping. If the City Commission approves the conditional use
request on June 6th the proposal will be consistent with the policies of the
Comprehensive Plan and Chapter 3 of the Land Development Regulations, provided the
conditions of approval are addressed. The proposal allows for the adaptive reuse of a
structure while retaining its historic character, which is encouraged in the OSSHAD
zoning district.
ALTERNATIVE ACTIONS
1. Continue with direction and concurrence.
2. Approve COA-412 and the associated site plan and landscape plan for Dada
Lounge, based on positive findings with respect to Chapter 3 (Performance
Standards), and Section 2.4.5(G)(5) (Finding of Compatibility) of the Land
Development Regulations and the policies of the Comprehensive Plan subject to
conditions.
3. Deny approval of COA-412 and the associated site plan and landscape plan for
Dada Lounge, with the basis stated.
y. \
HPB Staff Report
Dada Lounge—COA-412
Page 6
RECOMMENDED ACTION
By Separate Motions:
A. Site Plan:
Approve COA-412 for the site plan for Dada Lounge, based upon positive
findings with respect to Chapter 3 (Performance Standards) of the Land
Development Regulations, policies of the Comprehensive Plan and Section
2.4.5(G)(5), subject to the following conditions:
1. That a Unity-of-Title or off-site parking agreement be provided for the 4
parking spaces to be purchased from the CRA;
2. That the proposed Ficus hedge along the north and east sides of the
property on the interior edge of the existing 3' high white picket fence be
maintained at a height of no higher than 3' to allow for adequate site
visibility at the intersection; and,
3. That there be no amplified music outdoors.
B. Landscape Plan:
Approve COA-412 for the landscape plan for Dada Lounge, based upon positive
findings with respect to LDR Section 4.6.16.
Attachments:
• Location Map
• Site Plan
• Landscape Plan
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HISTORIC PRESERVATION BOARD
STAFF REPORT
Project Name: COA-9-369- continued, Safari Steakhouse
Project Location: 4 E. Atlantic Avenue, Historic Rhoden Building
ITEM BEFORE THE BOARD
The action requested of the Board is that of approval for a non-illuminated wall
sign with applied raised letters.
BACKGROUND
The Board approved façade renovations, including signage, for the subject
property on February 7, 1999. The approved sign was two-sided, mounted on an
aluminum bracket projecting 36" from the wall. Two down-lights were to be
mounted on the bracket to illuminate the sign faces. Because of the renovation
to the façade the sign was never installed.
DESCRIPTION /ANALYSIS.
The proposed new sign is to be made of black aluminum letters 20" high to be
mounted directly to the wall above the entrance and awning. The sign will be 15'
long and will not be illuminated. The text reads SAFARI STEAKHOUSE.
The sign is appropriate to the building. It is simple and straightforward and does
not obscure any architectural features of the building. The Board might want to
suggest that the letters be dark green to match the awnings.
REVIEW BY. OTHERS
The Building Department's sign review committee approved the sign at its
meeting of May 25, 2000.
ALTERNATIVE ACTIONS
1. Deny, with reasons stated.
2. Approve as presented.
Meeting Date: June 7, 2000
Agenda Item: III-C
HPB Staff Report
COA 9-369-continuation, sign.
Page 2
RECOMMENDATION
Based on positive findings to the Design Guidelines, approve the sign associated
with COA-9-369 as presented.
File/ps/hpb/coa-3 69-cont-sign-sr
Meeting Date:June 7,2000
Agenda Item:
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AGENDA
HISTORIC PRESERVATION BOARD MEETING
CITY OF DELRAY BEACH
Meeting Date: June 21, 2000
Type of Meeting: Regular Meeting
Location: First Floor Conference Room
Time: 6:00 P.M.
If a person decides to appeal any decision made by the Historic Preservation Board with respect to
any matter considered at this meeting or hearing, such persons will need a record of these
proceedings, and for this purpose such persons may need to ensure that a verbatim record of the
proceedings is made. Such record includes the testimony and evidence upon which the appeal is to
be based. The City does not provide or prepare such record. Pursuant to F.S.286.0105.
I. CALL TO ORDER
II. APPROVAL OF MINUTES
• June 7, 2000
III. CERTIFICATES OF APPROPRIATENESS
A. COA-346-Continuaation: Rectory Square, 10 West Atlantic
Avenue, New Construction, Old School Square Historic District.
Michelle Balfoort, Architect and Authorized Agent.
Consider a Change in Exterior Paint Colors from the Previously
Approved Colors.
B. COA-Coa-411: Troy Casey Residence, 145 N. Swinton Avenue,
Contributing Single Family Residence, Old School Square Historic
District. Lisa and Troy Casey, Owners, or Shane Ames, Authorized
Agent.
Consider Exterior Renovations which Include Landscape Updating
and Construction of a Paved Parking Area.
HPB Meeting
June 21, 2000
Page 2
C. COA-413: 36 NW 4th Avenue, Contributing Single Family
Residence, West Settlers Historic District. Sherry Johnson,
Community Redevelopment Agency, Authorized Agent.
Consider Demolition of the Historic Residence.
IV. DISCUSSION AND ACTIONS ITEMS
A. Formally Review the Designation Reports for the Atlantic Avenue
and George Bush Boulevard Bridges and Set the Date for the
Public Hearing.
V. REPORTS AND COMMENTS
A. Reports from Historic District Representatives
B. Board Members
C. Staff
VI. ADJOURN
Pat Cayce
Historic Preservation Planner
POSTED ON: June 15, 2000
File/pz/hpb/adgenda/hpb-6-21-00
FORM 4 MEMORANDUM OF VOTING CONFLICT
LAST NAME-FIRST NAME-MIDDLE NAME THE BOARD, COUNCIL, COMMISSION, AUTHORITY, OR
COMMITTEE ON WHICH I SERVE IS A UNIT OF:
Ames, Shane
MAILING ADDRESS [X] CITY [] COUNTY [] OTHER LOCAL AGENCY [] STATE
302 Dixie Blvd, Delray Beach, FL 33444
CITY COUNTY
Delray Beach Palm Beach
DATE ON WHICH VOTE OCCURRED NAME OF POLITICAL SUBDIVISION OR STATE AGENCY
June 21, 2000
NAME OF BOARD, COUNCIL, COMMISSION, AUTHORITY, City of Delray Beach
OR COMMITTEE
Historic Preservation Board
WHO MUST FILE FORM 4
This form is for use by any person serving on either an appointed or elected board, council, commission, authority, or committee,
whether state or local, and it applies equally to members of advisory and non-advisory bodies who are faced with a voting conflict of
interest.
As the voting conflict requirements for public officers at the local level differ from the requirements for state officers,this form is divided
into two parts: PART A is for use by persons serving on local boards (municipal, county, special tax districts, etc.), while PART B is
prescribed for all other boards, i.e.those at the state level.
PART C of the form contains instructions as to when and where this form must be filed.
PART A
VOTING CONFLICT DISCLOSURE FOR LOCAL PUBLIC OFFICERS
[Required by Section 112.1343(3), Florida Statutes (Supp. 1984).]
The Code of Ethics for Public Officers and Employees PROHIBITS each municipal, county, and other local public officer FROM
VOTING in an official capacity upon any measure which inures to his special private gain. Each local officer also is prohibited from
knowingly voting in his official capacity upon any measure which inures to the special gain of any principal (other than a government
agency as defined in Section 112.312(2), Florida Statutes) by whom he is retained.
In any such case a local public officer must disclose the conflict:
(a) PRIOR TO THE VOTE BEING TAKEN by publicly stating to the assembly the nature of his interest in the matter on which he is
abstaining from voting; and
(b) WITHIN 15 DAYS AFTER THE VOTE OCCURS by describing the nature of his interest as a public record in this part below.
NOTE: Commissioners of a Community Redevelopment Agency created or designated pursuant to Section 163.356 or Section
163.357, Florida Statutes (Supp. 1984), or officers of independent special tax districts elected on a one-acre, one-vote basis are not
prohibited from voting. In such cases, however,the oral and written disclosure of this part must be made.
I,the undersigned local public officer, hereby disclose that on June 21, 2000:
(a) I abstained from voting on a matter which (check one):
inured to my special private gain; or
X inured to the special gain of Troy Casey, by whom I am retained.
(b) The measure on which I abstained and the nature of my interest in the measure is as follows:
Agenda Item III.B: 145 N. Swinton Avenue, exterior renovations to a single resid , which includes
landscape updating and construction of a paved parking area. I am the Architec'tior the er.
6-zr-ov
Date Filed Signat
Please see PART C for instructions on when and where to file this form.
PART B
VOTING CONFLICT DISCLOSURE FOR STATE OFFICERS
[Required by Section 112.3143(2), Florida Statutes (Supp. 1984).]
Each state public officer is permitted to vote in his official capacity on any matter. However, any state officer who votes in his official
capacity upon any measure which inures to his special private gain or the special gain of any principal by whom is retained is required
to disclose the nature of is interest as a public record in Part B below within 15 days after the vote occurs.
I,the undersigned officer of a state agency, hereby disclosure that on , 19
(a) I voted on a matter which (check one):
inured to my special private gain; or
inured to the special gain of , by whom I am retain
(b) The measure on which I voted and the nature of my interest in the measure is as follows:
Date Filed Signature
Please see PART C below for instructions on when and where to file this form.
PART C
FILING INSTRUCTIONS
This memorandum must be filed within fifteen (15)days following the meeting during which the voting conflict occurred with the person
responsible for recording the minutes of the meeting, who shall incorporate the memorandum in the meeting minutes. this form need
not be filed merely to indicate the absence of a voting conflict.
NOTICE: UNDER PROVISIONS OF FLORIDA STATUTES 11.317(1983),A FAILURE TO MAKE ANY DISCLOSURE CONSTITUT
GROUNDS FOR AND MAY BE PUNISHED BY ONE ORE MORE OF THE FOLLOWING: IMPEACHMENT, REMOVAL
SUSPENSION FROM OFFICE OR EMPLOYMENT, DEMOTION, REDUCTION IN SALARY, REPRIMAND, OR A CIVIL PENAL—
NOT TO EXCEED$5,000.
MINUTES OF THE HISTORIC PRESERVATION BOARD
CITY OF DELRAY BEACH
DELRAY BEACH, FLORIDA
PUBLIC HEARING
MEETING DATE: JUNE 21, 2000
LOCATION: FIRST FLOOR CONFERENCE ROOM
I. ROLL CALL:
The meeting was called to order by the Vice-Chairman at 6:00 P.M. Upon roll
call it was determined that a quorum was present.
MEMBERS PRESENT: Vice-Chairman Keller, Shane Ames, Dave Bodker,
Mary Lou Jamison, Gail-Lee McDermott (arrived 6:05)
MEMBERS ABSENT: Susan Hurlburt, John Johnson
STAFF PRESENT: Pat Cayce, Diana Mund
IL APPROVAL OF MINUTES:
The Minutes for the Regular Meeting of June 7, 2000 were before the Board for
consideration. Ms. Jamison moved to approve the Minutes as presented. The
motion was seconded by Mr. Keller and passed 4-0.
Mrs. Cayce asked the Board to amend the agenda to add Item IV.B. Cason Cottage.
The Board was of the consensus to do so.
At this point on the agenda Ms. McDermott arrived at the meeting.
As the applicant's for Items III.A. & III.B. had not yet arrived the Board heard Item Ill.C.
first.
III. CERTIFICATES OF APPROPRIATENESS:
C. COA 413: 36 NW 4th Avenue, Contributing Single Family Residence,
West Settlers Historic District. Sherry Johnson, Community
Redevelopment Agency, Authorized Agent.
Item Before the Board: The action requested of the Board is that of
considering demolition of the Historic Residence.
Vice-Chairman Keller asked if there was anyone from the public who
wished to speak on this item.
Carolyn Patton, representing Progressive Residents of Delray, urged the
Board to deny the demolition and requested that the restoration and reuse
of the rectory be made an addendum to the CRA's RFP. She has been
inside of the rectory and found it to be in relatively good condition, not to
mention the fact that it was the parsonage for Mt. Olive and thus should
be rehabilitated.
Joanne Peart, 107 NW 9th Street, stated that she opposed the demolition
request and felt the rectory should be rehabilitated and stay at its current
location.
Alieda Riley, 65 Palm Square, suggested that the CRA get with Habitat for
Humanity and see if they could work something out with them to
rehabilitate the house.
Vera Farrington, representing EPOC and the West Settlers Historic
District, stated that until recently it was their understanding that the CRA
was going to rehabilitate the rectory. They feel it is an important part of
the district and should not be demolished. They felt moving the rectory out
of its current location would be preferable to demolition. However, they
did not feel it should be moved out the West Settlers Historic District.
EPOC is willing to do everything they can to help with this process.
Sherry Johnson, representing the CRA, stated that the CRA has been
trying for 2 years to save the rectory with no success. The RFP deadline
is 5:00 pm, June 22, 2000 and they therefore, could not add an
addendum for the rectory. However, it will take approximately one to two
years before the property is ready to be developed and they will work with
EPOC to try and rehabilitate it.
As there was no one else wishing to speak Vice-Chairman Keller turned to
the Board for comment.
It was moved by Ms. Jamison, seconded by Ms. McDermott and passed
5-0 to table COA 413 for the demolition request until such time as:
1. The site development plans have been approved; or,
2. A proposal is submitted to move and renovate the building on another
location within the West Settlers Historic District.
And require that the house be properly secured from vandalism to prevent
"demolition by neglect".
A. COA 346-Continuation: Rectory Square, 10 W. Atlantic Avenue, New
Construction, Old School Square Historic District. Michelle Balfoort,
Architect/Authorized Agent.
-2- HPB Minutes 6/21/00
Item Before the Board: The action requested of the Board is that of
considering a change in exterior paint colors from the previously approved
colors.
It was moved by Ms. Jamison, seconded by Mr. Ames and passed 5-0 to
continue COA 346, with the recommendation that the applicant present
alternative color schemes for the project for the following reasons:
• They felt that the shade of blue for the body of the building was too
primary and was inconsistent with the copper roof. Additionally, the
Board commented that when The Rectory building color scheme was
approved consideration was given to its location on the rear of the lot
as was as on the large area of landscaping to be installed to the front
of the building. The subject property has no landscaping to the north
and east facades to mitigate the intensity and diversity of the color
scheme. The Board also recommended that the charcoal for the
corner boards be eliminated from the revised color scheme.
At this point on the agenda Mr. Ames stepped down from the Board.
B. COA 411: Troy Casey Residence, 145 N. Swinton Avenue, Contributing
Single Family Residence, Old School Square Historic District. Lisa and
Troy Casey, Owners; Shane Ames, Architect/Authorized Agent.
Item Before the Board: The action requested of the Board is that of
considering exterior renovations which include landscape updating and
construction of a paved parking area.
It was moved by Ms. Jamison, seconded by Ms. McDermott and passed
4-0 to approve COA 411 as presented, based upon positive findings with
respect to LDR Section 4.5.1(E) and the Design Guidelines, with the
following conditions:
1. That the fence proposed for the north property line and the north/south
return to the garage be 3' high;
2. That the plan be revised to indicate 4 parking spaces in the new paved
area and the 4th parking space in the driveway be eliminated from the
plan; and,
3. That the paved parking area is not to have a sign or striping to indicate
a handicapped parking space.
At this point on the agenda Mr. Ames returned to the Board.
IV. DISCUSSION AND ACTION ITEMS:
A. Formally Review the Designation Reports for the Atlantic Avenue and
George Bush Boulevard Bridges and Set the Date for the Public Hearing.
-3- HPB Minutes 6/21/00
It was moved by Ms. Jamison, seconded by Mr. Ames and passed 5-0 to
accepted the Atlantic Avenue Bridge and George Bush Boulevard Bridge
Designation Reports and set July 19, 2000 as the public hearing date,
pursuant to LDR Section 4.5.1(C)(4) (Designation Procedures).
B. Cason Cottage, 5 NE 1st Street, Old School Square Historic District.
The Board approved the reconstruction of the Port Cochere columns as
presented.
V. REPORTS AND COMMENTS:
A. Reports from Historic District Representatives
None
B. Board Members
Mr. Ames stated that he has started to work on the digital picture
inventory he took for the proposed Atlantic Avenue Historic District.
However, he did not know when he would be able to complete it.
Mrs. Cayce asked Mr. Ames to drop the inventory off to her and she
would have one of the Planners work on finishing up the project.
C. Staff
None
VI. ADJOURNMENT:
There being no further business before the Board, the meeting adjourned at 7:20
P.M.
The undersigned is the Secretary of the Historic Preservation Board and the information
provided herein is the Minutes of the meeting of said body for June 21, 2000, which
were formally adopted and approved by the Board on July 19, 2000.
Pr //
Diana Mund /
If the Minutes that you have received are not completed as indicated above, then this
means that these are not the Official Minutes. They will become so after review and
approval, which may involve some changes.
-4- HPB Minutes 6/21/00
HISTORIC PRESERVATION BOARD
STAFF REPORT
Project Name: COA-346-Continuation, Rectory Square
Project Location: 10 West Atlantic Avenue, new construction at the
southwest corner of W. Atlantic Avenue and S. Swinton
Avenue.
ITEM BEFORE T H"E BOARD
The action requested of the Board is that of approval for a change of exterior
paint colors from those that were previously approved.
BACKGROUND
The Board approved the site plan, landscape plans and the elevations including
paint colors for the Rectory Square project at its meeting of June 3, 1998.
Exterior details, such as shutters, balcony railing, lighting fixtures, and porch
columns were approved at the meeting of April 21, 1999.
DESCRIPTION / ANALYSIS
The previously approved paint colors were as follows:
Body: Yellow, same as the Sundy House
Trim: Blue, same as The Rectory
Windows: Green, same as The Rectory
Shutters Blue, same as The Rectory
Roof: Standing seam copper, color verdigris (antique green)
The proposed colors are:
Body: Bonnet Blue
Trim: Buttercup Cream
Windows: Green
Shutters: Coral
Corner boards: Raven
Roof: Standing seam copper, color verdigris (antique green)
Color samples will be available at the meeting.
Meeting Date: June 21, 2000
Agenda Item: Ill-A
ar iv•
HPB Staff Report
COA-346-Continuation
Page 2
. REVIEW.. BY OTHERS
The CRA reviewed the paint colors at its meeting of June 8, 2000 and
recommended approval.
- ALTERNATIVE ACTIONS,
1. Continue with direction.
2. Deny with reasons stated.
3. Approve as presented.
RECOMMENDATION
Approve as presented
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HISTORIC PRESERVATION BOARD
STAFF ; REPORT
Project Name: COA-411, Troy Casey Residence
Project Location: 145 North Swinton Avenue, Old School Square Historic
District
ITEM., BEFORE ,THE BOARD,`' .
The action requested of the Board is that of approval for renovations to a
contributing single family residence, pursuant to LDR Section 4.5.1.
DESCRIPTION /ANALYSIS
The proposal consists of the following:
Renovation to the exterior of the structure
❑ Remove aluminum siding and repair original horizontal clapboard.
❑ Repaint exterior
O Reproduce original operable wood batten and board shutters. Shutters dogs
will match the originals
O Install new dimensional composition shingle roof.
❑ Replace existing glass jalousies on front and rear porch with single pane
impact resistant glass.
Landscaping, fence and paving
❑ Remove the Norfolk Pine tree in the front yard and replace with an
appropriate shade tree.
❑ Install a white picket fence around the perimeter of the property.
O Remove the cement walk to the front and rear of the house and replace with
pavers.
O Create a parking area with access from the alley to the rear of the structure.
Meeting Date: June 21, 2000
Agenda Item: Ill-B
HPB Staff Report
COA 411
Page 2
Exterior of the Building
Removal of the aluminum siding was approved administratively, and has been
completed. Repair of the original siding is in progress. The body of the house is
to be painted pale yellow and the shutters and trim will be moss green. The
colors were approved administratively as they are consistent with the approved
color palette (samples will be available at the meeting). The shutters are wood
batten and board and are being reproduced from the design original to the
house. The shutters will be operable and the shutter dogs will match the
originals. The roof will be antique green dimensional composition shingles, the
same style and color as the roof on the Hasner Office Building across the street
(west side).
The front and rear porches have glass jalousie windows. These will be replaced
with single pane impact glass. The single panes conform to the Design
Guidelines, which state "original porch openings should be maintained
preferably with transparent material, i.e. screen, lattice, or glass".
Landscaping and Fence
As this is a single family residence additional landscaping is not required.
However, the owner plans to upgrade the landscaping and will present a plan,
which may be approved administratively, to the City Horticulturist. The large
Norfolk Pine tree at the front (northwest) corner of the lot will be removed and
replaced with an appropriate tree to be determined by the City Horticulturist. A
scalloped wood picket fence will be installed at the perimeter of the yard. In
order to comply with the required sight triangle at intersections, the proposed
fence will be 3' high along the front and northwest portion of the lot along NE 2nd
Street and 4' high for the balance. However, the 3' height should continue along
the entire north property line and the north/south return to the garage to ensure
sight visibility adjacent to the garage and the alley. The balance of the fence (the
south property line and west of the proposed parking area) may be 4' in height.
Paver blocks will replace the front and rear cement walkways.
Parking Area
The single family home requires only two parking spaces. The applicant is
proposing to install a 3-space paver block parking area to the rear (east) of the
lot, which is adjacent to an improved north/south alley. Also, the garage
driveway for the small one-car garage on the northeast corner of the lot has been
designated as a fourth parking space. Thus excess parking (5 spaces) is being
provided. Given the sight visibility concerns previously expressed, and as excess
parking will be accommodated in the new paved area, the garage driveway
should not be designated on the plan as a 4th parking space.
HPB Staff Report
COA 411
Page 3
The owner plans to reside on the property and conduct a home occupation,
which is subject to the restrictions listed in LDR Section 4.3.3(K). These
restrictions include limiting the home occupation to no more than 20% of the first
floor area, and to the people residing on the premises. When the home
occupation license is approved the owner must sign an affidavit stating that all of
the conditions pursuant to LDR Section 4.3.3(K) Home Occupations will be
adhered to. If, in the future, the applicant proposes to convert the residence to
commercial or mixed-use, the Historic Preservation Board must first approve a
full site plan submittal. The site plan must address all requirements related to the
change of use such as handicapped accessibility, interior modifications, and
parking.
Paragraph (c) of Section 4.3.3(K) Home Occupations states that there shall be
no change in the outside appearance of the building or premises, or other visible
evidence of the conduct of such home occupation. Therefore, the area of the
parking lot, which could accommodate a handicapped parking space, should not
be marked or delineated as such. This area should be delineated as a 4-space
(3 standard, 1 compact) parking area.
ALTE RNATIVEACT1 ONS
1. Continue with direction.
2. Deny, with reasons stated.
3. Approve as presented, with the conditions listed below.
RECOMMENDATION
Based on positive findings to LDR Section 4.5.1(E) and the Design Guidelines
approve the renovation associated with COA-411 as presented, with the
following conditions:
1. That the fence proposed for the north property line and the north/south return
to the garage be 3' high.
2. That the plan be revised to indicate 4 parking spaces in the new paved area
and the 4th parking space in the driveway is to be eliminated from the plan.
3. That the paved parking area is not to have a sign or striping to indicate a
handicapped parking space.
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PLANNING & ZONING DEPARTMENT
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HISTORIC PRESERVATION BOARD
STAFF REPORT
Project Name: COA-413, Community Redevelopment Agency (CRA)
Project Location: 36 NW 4th Avenue, West Settlers Historic District
ITEM BEFORE THE BOARD
The action requested of the Board is that of approval for the demolition of a
contributing single family residence located in the West Settlers Historic District,
pursuant to LDR Section 4.5.1(F).
BACKGROUND
Research indicates that the building was constructed c. 1921 as the parsonage
for the Greater Mt. Olive Baptist Church and was located on Lot 7 Block 28, to
the rear of the church. It was moved to its present location in the 1950s when
the church was enlarged. The building is of wood frame construction with a
pyramid roof. The original front porch has been enclosed with glass jalousies.
DESCRIPTION I ``ANALYSIS
The residence, which is owned by the CRA, is located on Lot 9 of Block 28. In
addition to this property, the CRA owns 2 vacant lots facing NW 5th Avenue and
the lots fronting on West Atlantic Avenue in Block 28 (see the attached location
map for clarification). The CRA has advertised for a Request for Proposals
(RFP) from developers who will present specific redevelopment schemes for
these lots, as well as for property that the agency owns in Block 36 to the east. It
will be several weeks before a proposal is selected, therefore, it is not known at
this time in what manner the subject lot will be redeveloped.
The CRA has given the following narrative in the COA application as justification
and explanation of the demolition request:
We've had several contractors that specialize in historic restoration look at
the house, we've offered to assist Mt. Olive to move the house and restore
it, and we've offered to give it to Dharma (owners of the Sundy Inn and
other downtown properties) All have come back to state that (1) it's
structurally unsound, and (2) cost prohibitive. We don't believe that if it
were RFP'ed for sale that there would be any takers. The church has
stated that they would prefer to have it demolished.
Meeting Date: June 21, 2000
Agenda Item: Ill-C
HPB Staff Report
COA-413
Page 2
Since the Williams have moved (former owners, the building is vacant) the
structure seems to be gathering several vagrants on the back porch.
Security is now an issue.
Pursuant to LDR Section 4.5.1(F)(1), The HPB shall consider the following
guidelines in evaluating applications for a COA for demolition of historic
buildings;
(a) Whether the structure is of such interest or quality that it would
reasonably fulfill the criteria for designation for listing in the National
Register.
(b) Whether the structure is of such design, craftsmanship, or material
that it could be reproduced only with great difficulty or economically
nonviable expense.
(c) Whether the structure is one of the last remaining examples of its kind
in the designated historic district within the city.
(d) Whether retaining the structure would promote the general welfare of
the city by providing an opportunity to study local history, architecture, and
design, or by developing an understanding of the importance and value of
a particular culture and heritage.
(e) Whether there are definite plans for immediate reuse of the property if
the proposed demolition is carried out, and what effect those plans will
have on the character of the surrounding area.
As there are no definite plans for immediate reuse of the property it is appropriate
to table the demolition request until (1) site development plans have been
approved, or (2) a proposal is submitted to move the building to another location
within the West Settlers Historic District.
With respect to the vagrants and possible vandalism, as the owner of the
property it is the CRA's responsibility to properly board up and secure the
structure to eliminate the possibility of"demolition by neglect".
ALTERNATIVE ACTIONS
1. Deny, with reasons stated.
2. Approve, with a 6-month delay.
3. Table to a future meeting.
HPB Staff Report
COA-413
Page 3
RECOMMENDATION
1. Table the demolition request until such time as:
0 Site development plans have been approved; or,
0 A proposal is submitted to move and renovate the building on another
location within the West Settlers Historic District.
2. Require that the house be properly secured from vandalism to prevent
"demolition by neglect".
File/pz✓hpb.COA-413-era-demo-sr
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rxuctxbSSlvt RESIDENTS OF DELRAY
Post Oifoe Box 1301
Delray Beach, Florida 33447
Hotline 561.266-9400
June 15, 2000
Ms. Susan Hurlburt, Chairman
Members of the Historic Preservation Board
Delray Beach, Florida
Dear Ms. Hurlburt et al:
We just wrote you and the Board about our opposition to the destruction of contributinrng
buildings in Historic Districts. Now, we have learned that the Community Redevelopment
Agency has filed for a demolition permit for the original rectory of Mount Olive Baptist
Church, a very significant contributing building in the West Settlers District. The building
is located at 36 Southwest Fourth Avenue, directly adjacent to the south of the Church. It
was moved here decades ago and is a fine example of early Florida architecture (1921).
Also, Mrs. Ruth Pompey grew up in that house and tells us that the fine craftmanship that
is evident throughout includes examples of hardwoods found on the beach that were
regularly used by our African American pioneers for home and furniture construction.
These woods have stood the test of time and are a tribute to their users.
We urge the Historic Preservation Board to deny this request outright. We agree with
staff's recommendation that the CRA needs to incorporate this house in its plan for West
Atlantic Development--and secure it immediately so it is not a hazard to the
neighborhood,
The CRA has demonstrated an admirable link to other preservation projects--don't let it
stop here. Surely, the CRA has enough money to rehabilitate this structute and plan for its
intrinsic use as part of its redevelopment plans. Or—require that developers rehabilitate it
as part of the RFP process. We believe an addendum could be added to the RFP in this
regard.
If we keep chipping away at the pieces of this Village by the Sea, soon there will be none
left. Certainly those buildings protected in historic districts--what few of them we
have--should be preserved by the city itself--and the CRA..
Sincerely,
Jean Beer, President on behalf of PROD
cc: City Manager David Harden ` U 6 F v..
HISTORIC" PRESERVATION BOARD
S:T.'AFF R'EP�ORT
Project Name: Atlantic Avenue and George Bush Boulevard Bridge
Designation Reports.
ITEM" BEFORE THE ~wBOARD
The action requested of the Board is that of reviewing the designation reports for the
Atlantic Avenue and George Bush Boulevard Bridges and to set a date for the public
hearing.
BACKG:RO"U"ND '
In August, 1998 a representative of the Downtown Merchant and Business Association
contacted staff with respect to having the Atlantic Avenue bridge listed in the Local
Register of Historic Places. The Atlantic Avenue Bridge was constructed in 1952. The
Local Register of Historic Places requires that a structure must be 50 years old or older
to qualify for historic status designation, unless special consideration is granted by the
HPB. As the bridge was not 50 years old, the special consideration was discussed at
the HPB meeting of September 2, 1998. The Board was unanimous in its support of the
designation and recommended that the George Bush Boulevard Bridge also be
designated historic.
The Downtown Merchant & Business Association hired architectural historian, Janet
Murphy & Associates of West Palm Beach to research the bridges and write the
designation reports. Both bridges meet the criteria for listing in the Local Register.
Designating the bridges as historic will help preserve them because any exterior
alterations or proposed demolition will have to be reviewed by the HPB. It will also
promote interest in the bridges' architecture and history and enhance community
recognition. Designation will help preserve not only the bridges but also the
streetscapes of Atlantic Avenue and George Bush Boulevard for future generations of
Delray's residents and visitors.
REVIEW BY "OTHERS
The CRA recommended that the bridges be given historic status at its meeting of June
8, 2000
RECOMMENDATION
Pursuant to LDR Section 4.5.1(C) (4), Designation Procedures, after formally reviewing
the designation reports, set a date for the required public hearing for the HPB meeting of
July 19, 2000.
File/pz/hpb/bridges-designation report-sr
Meeting Date: June 21,2000
Agenda Item: lv-A
Designation Report
for the
Atlantic Avenue Bridge
in the
City of Delray Beach
Prepared by
Janet G. Murphy & Associates, Inc.
for the
Downtown Merchant& Business Association
the
The Delray Beach Historic Preservation Board
and the
City of Delray Beach
May 2000
Table of Contents
I. General Information
II. Location Map
III. Time Line
IV. Architectural Significance
V. Historical and Cultural Significance
VI. Statement of Significance
VII. Threats and Recommendations
VIII. End Notes
IX. Bibliography
X. Photograph Log
Report Prepared By:
Janet G. Murphy&Associates, Inc.
218 Almeria Road
West Palm Beach,Florida 33405
(561) 832-4224 (561) 804-9598(fax)
Bridge Owned By:
State of Florida
Department of Transportation
District 4 Sub Office
7900 Forest Hill Boulevard
West Palm Beach, Florida 33413-3342
(561)434-3903 (561) 343-3928 (fax)
Report Prepared May 2000
I. GENERAL INFORMATION
Setting
The Atlantic Avenue Bridge spans the Intracoastal Waterway in downtown Delray Beach.
The bridge connects the City's commercial areas east and west of the Intracoastal. Atlantic
Avenue is State Road 806 that leads to State Road Al A adjacent to the Delray Beach Municipal
Beach. The bridge is located 3/10th of a mile west of AIA.
From AlA to the bridge is a four block commercial area that was originally platted as the
Town of Linton in 1896. To the west of the bridge is an older commercial area. In 1899,the
area east of the Intracoastal Waterway and a small portion of land to the west of the Intracoastal
was platted as the Fractional East Half of Section 16, Township 46 South, of Range 43 East. In
1911 the portion west of the Intracoastal was incorporated as the Town of Delray and in 1923 the
portion east was incorporated as the Town of Delray Beach. These towns merged in 1927 to
create the City of Delray Beach.
The commercial buildings along Atlantic Avenue are mostly one or two stories in height and
Masonry Vernacular in style. The earliest extant buildings along Atlantic Avenue were
constructed in the 1920s Boom Era,though the predominant number of buildings were
constructed in the 1930s and 1940s. Buildings continued to be constructed along Atlantic
Avenue throughout the second half of the twentieth century, including more modern construction
in the 1980s and 1990s.
The Marina Historic District is a locally designated district located along the west bank of the
Intracoastal Waterway south of the Atlantic Avenue Bridge. It is a linear district running
approximately four blocks long and one to one-and-one-half blocks wide. The only other
historically designated property in the proximate vicinity is the locally designated 1926 Colony
Hotel located three blocks west of the bridge at 525 East Atlantic Avenue. Veterans Park is
located adjacent to the bridge on the northwest side. Commercial and residential condominiums
line the Intracoastal Waterway northeast and southeast of the bridge.
Physical Description
The Atlantic Avenue Bridge(State Structure#930864) is a gear driven, Chicago-style,
double-leaf, Bascule bridge. Construction of the bridge was begun in1951 and was completed in
1952. It is a four-lane highway and pedestrian bridge constructed of steel and concrete. The
structure length is 234.9 feet and the deck width is 51.8 feet,with the roadway width from curb
to curb being 39.7 feet. The approach roadway width, including the shoulders, is 57.7 feet and
there is no median. The vertical clearance, when closed, is 12 feet above the mean high water
level and the horizontal clearance is 80 feet. The main bridge span, which is the double-leaf
moveable span, is covered with steel decking while the sidewalks have aluminum diamond plate
decking. There are concrete balustrades on the bridge approaches and steel handrails on top of
the draw spans.
The bridge site includes a Bridge Tender's House. This rectangular masonry building at the
northwest corner of the bridge was constructed upon completion of the bridge in 1952. The
Bridge Tender's House was redesigned to its present appearance in 1991. The architect for the
project was Robert Currie. The Community Redevelopment Agency provided the funding for the
redesign of the Bridge Tenders House, which included re-roofing the building, repairing and
repainting the existing stucco finish, and additions of a cupola, pineapple finial and shutters.
Three years prior to the redesign, the Florida Department of Transportation modified the Bridge
Tender's House so that it would meet National Electrical Code requirements. The building
currently features one-over-one aluminum windows on all elevations, Bermuda-style aluminum
shutters, a single flush door with a small window on the west elevation, a wood rolled beam
covered with copper flashing, and a standing-seam metal gable roof with a cupola and finial.
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III. Time Line
1893-95: In 1893,the Florida East Coast Line Canal and Transportation Company
built two dredge boats to dig canals below Palm Beach; one machine
started to cut south from Lake Worth, and the other began to work north
from Biscayne Bay. On May 18, 1895,the canal company completed the
canal when the dredges operating from both ends met. The canal was
originally known as the Florida East Coast Canal, and renamed the
Intracoastal Waterway in 1929.
c. 1895 -1911: A lighter barge was used to take passengers across the East Coast Canal
(called the"Canal" in Delray Beach). Two lighters were used; a small one
for people and a large one for horses and wagons. Several residents
farmed land between the canal and the ocean and the lighter was the only
means of getting produce to the railroad station.
1896: The original plat was recorded for the Town of Linton by William S.
Linton of Saginaw, Michigan.
1896: First Florida East Coast Railway train arrives in Linton.
1898: Post Office is renamed Delray. The original name was Linton.
1902: East Atlantic Avenue is paved with rocks from Swinton to the Canal.
1911: Town of Delray incorporated and John Shaw Sundy is elected Delray's
first Mayor.
1911: First bridge built over the Canal. This first bridge was a hand-cranked
Swing Bridge. Young boys enjoyed it as a diving platform,walking up the
pulley wires and diving from the top of the poles.
August 1918: A new wooden bridge is built,replacing the 1911 Swing Bridge.
According to an article in the Palm Beach Post,the swing bridge had
become a travel menace, and for months had bore the sign"Unsafe."
1921: U. S. President Warren G. Harding visits Delray Beach. He is
photographed on a boat going through the Canal with the bridge open.
1923: Town of Delray Beach incorporated. The town included the land between
the canal and the ocean.
1926: State bonds for the construction of the new bridge over the East Coast
Canal at Delray were sold to Pruden& Company.
1926: The 1918 bridge was replaced with a new wood and concrete double lift
bridge.
1927: Town of Delray and Town of Delray Beach combine to incorporate as the
Town of Delray Beach.
Feb. 1, 1928: A contract for the Bridge Tenders House was let at the meeting of the
Board the County Commissioners. The estimated cost is $2500.
1928-1929: The Florida Inland Navigation District (FIND)was formed to buy the
privately-owned Florida East Coast Canal (toll canal). In December 1929,
by an act of Congress,the waterway became the Intracoastal Waterway,
extending approximately 350 miles from Jacksonville to Miami.
1938-1950: Federal Intracoastal Navigation District widens and deepens the Intracoastal
Waterway. This was considered vital to the World War II effort.
1951-1952: The 1926 Double Lift Bridge was replaced with a Chicago-style,double-
leaf Bascule Bridge. The 100 foot steel bridge was fabricated by the
Nashville Bridge Company and constructed onsite by Cleary Brothers
Construction Company. The 300 foot concrete road approaches were
constructed by Brinson Construction Company. The bridge tenders house
was constructed in 1952 upon completion of the bridge. The bridge is built
of steel draw spans, steel hand rails on the draw spans, aluminum diamond
plate decking and reinforced concrete bridge approaches and approach
balustrades. Mechanically it is a gear driven bridge with a Hopkins's
frame. The total cost was$469,000.
1988: The bridge receives a$1.6 million rehabilitation. Much of the machinery
and structural steel was reconditioned. The fenders and Hopkins frame
were replaced in kind. The Bridge Tender's House was modified with a
new electrical system and control console.
1988: The Marina Historic District is listed on the Delray Beach Local
Register of Historic Places.
1991: Bridge Tenders house is redesigned.
IV. ARCHITECTURAL SIGNIFICANCE
The Atlantic Avenue Bridge is architecturally significant as a good example bridge engineering
because it represents advanced American bridge-building technology of the mid-twentieth
century. It is a gear driven, Chicago-style, double-leaf, bascule bridge that has had little alteration
since it was completed in 1952. The bridge contributes positively to the Atlantic Avenue
streetscape because its low vertical clearance provides a clear view across the Intracoastal
Waterway from both the east and the west and its scale is in keeping with the neighboring
buildings. The bridge was constructed by Cleary Bros. Construction Company, a notable firm that
built numerous bridges from 1919 to the late 1970s in Palm Beach County and throughout the
State of Florida.
Bascule bridges are a type of moveable balanced structure that can be tilted at the abutment to
move up and out of the way of boats and barges. The term Bascule derives from the French term
for a weighing device or seesaw. Bascule bridges are the most ancient in principle of the
moveable bridges. The drawbridge of a medieval castle was a Bascule bridge that was simply
hinged at its base and hauled up when necessary. The amount of effort required to raise a
drawbridge could be dramatically reduced if the bridge was counterbalanced,with the hinge
nearer the span's center of gravity. Many ingenious forms of counterbalancing were developed by
Dutch bridge builders for their canal spans so that heavy structures could be lifted by one person.'
Though Bascule bridges have been built since ancient times,the technology of today's bridges
developed into their modern form between the 1880s and 1940s. Bascule bridges that use hinge
mechanisms to move the spans are usually called heel and trunnion designs.' However,many
American Bascule bridges use a form of the patent Scherzer roller bearing as a pivot. In this type
of bridge, the lifting spans rock backwards as they raise on a geared track. This kind of bearing is
most advantageous because it allows the whole width of the channel to be clear when the bridge is
opened. The Atlantic Avenue Bridge is a Chicago-style, floor mounted machine gear driven
bridge that transfers power from a motor to gears which pivot the bridge on trunnions.'
On September 14, 1950, a contract in the amount of$413,291 was awarded to Cleary Bros.
Construction Company for the construction of the new Atlantic Avenue Bridge.4 The steel bridge
would be fabricated by the Nashville Bridge Company and constructed onsite by Cleary Bros.
The Nashville Bridge Company was a very prolific bridge building company that fabricated spans
and supports for bridges throughout the United States. Some of their Florida bridges include the
Brickell Avenue Bridge (Dade County, 1929),the N.W. 27th Avenue Bridge (Dade County,1938),
the Royal Park Bridge (Palm Beach County, 1922-23),the Boynton Beach Bridge(Palm Beach
County, 1936),the El Camino Real Bridge(formerly the Boca Raton Club Bridge,Palm Beach
County, 1938-39),the Flagler Memorial Bridge (Palm Beach County, 1938),the McArthur-
Fishier Bridge (Nassau County, 1948),the Choctawhatchee River Bridge(Walton County, 1940),
and the Port Orange Bridge(Volusia County, 1950).5
Cleary Bros. Construction Company was a West Palm Beach general contracting firm that
operated for approximately sixty years from 1919 to the late 1970s. John B. and Daniel A. Cleary
began their construction business by purchasing Lockman Construction Company in 1919. In
1935,the Clearys incorporated as Cleary Brothers Construction Company and were based out of
an office in the Comeau Building at 319 Clematis Street in West Palm Beach. John was the first
president and Daniel the first vice-president. During their first twenty years in business,the
Clearys did very little bridge work. This changed in the early 1940s when the Cleary Bros. were
hired by the State of Florida to widen the original railroad bridges throughout the Florida Keys in
order to make them capable of handling automobile traffic. During World War II,the Clearys
were contracted by the government to do airport work. They worked on Morrison Air Field (now
the Palm Beach Airport), Sebring Air Field and the Boca Raton Air Field. Following the War,
Cleary Bros. resumed their bridge building work. In 1947, they constructed the double-bascule
Singer Island Bridge in Palm Beach County(this bridge has since been replaced with a large non-
moveable bridge). Examples of bridges that the Cleary Bros. built in Florida prior to 1950 include
the Boca Raton Club Bridge (Palm Beach County,1938-39), the West Bay Lift Bridge (Bay
County, 1944-45),the White City Lift Bridge (Gulf County, 1947), and the Lantana Bridge (Palm
Beach County, 1950).6 In 1950,they were awarded the contract to construct the Atlantic Avenue
Bridge. The work started after the1951 winter season and was completed in November 1952.
When the Atlantic Avenue Bridge was completed, Daniel A. Cleary was the president,Vincent R.
• Gorham the vice-president, and Clarence D. Lyman the secretary and treasurer. John B. Cleary
had passed away in 1951. Daniel Cleary was the son of Dan and Julia Cleary of Cincinnati, Ohio.
Daniel Cleary learned his trade from his father, who was also a contractor and bridge builder.'
The Cleary's continued to work throughout the state from Pensacola to Key West until the late
1970s,when they dissolved the company due to legal entanglements with the State of Florida.'
Several members of the Cleary family reorganized their business and started a new construction
company named Palmwood Corporation, Inc. This company remains in business at the present
time.
V. HISTORICAL AND CULTURAL SIGNIFICANCE
The history of the Atlantic Avenue Bridge begins in 1894-1896,the years when the East Coast
Canal was dredged from Lake Worth to Biscayne Bay. Also during these years, the Town of
Linton was settled and the lighter barge was established to transport people and supplies across
the canal. In 1898,the Linton Post Office was renamed Delray. As the population of the area
grew, bridges were built to accommodate the increased traffic over the canal at Atlantic Avenue.
The first,a wooden swing bridge, was completed in 1911. This was replaced with another
wooden bridge in 1918. The second wooden bridge was replaced in1926 during the Florida Land
Boom with a concrete lift bridge. The current double Bascule bridge was completed in 1952
during a second building and population boom.
In 1894, William S. Linton and his friend David Swinton,both of Saginaw, Michigan, traveled
to south Florida on a tropical wilderness adventure. While in West Palm Beach,they learned of a
land sale near the Orange Grove House of Refuge No. 3 and traveled down the newly dredged
East Coast Canal to inspect the land. Linton, with Swinton's help,purchased 160 acres from the
owner, Captain William Gleason, for$25 an acre.
The following year Linton returned with about 10 people who each purchased 5 acres of his
land. With great effort,these pioneers cleared the land and began planting crops. In 1896, Henry
Flagler's East Coast Railroad arrived in the settlement on its route south to Miami. In conjunction
with the arrival of the train, E. Burslem Thomson, a civil engineer for Flagler's Model Land
Company, surveyed, platted and recorded the Town of Linton.9 The growth of the town and
surrounding settlements necessitated a means of transportation to be established across the canal
at Atlantic Avenue. Two lighter barges were brought in to transport passengers and their supplies.
The smaller barge carried passengers and limited supplies while the larger barge carried wagons,
horses and produce being grown east of the canal. Much of the produce was taken to the railroad
station west of the canal for distribution to the north. In 1898, Linton experienced fmancial
trouble resulting in foreclosure of his land, and the town was renamed Delray.
By the turn-of-the century,the town had grown from a small settlement of pioneer families to
150 residents,and by 1910 the population had risen to 250 residents. The railroad helped
facilitate this growth with regular passenger and freight service,bringing supplies,residents and
winter visitors. By 1911,Atlantic Avenue had been paved with rocks from Swinton Avenue to
the canal, and the avenue was in its early stage of becoming a commercial corridor. The lighter
barge was no longer a sufficient means of transportation across the canal, so a wooden swing
bridge was constructed. This was a hand-cranked swing bridge,and early photographs show boys
walking on the pulleys and diving from the top of the posts into the canal. This new bridge
created easier access between the Town of Delray,west of the canal, and the Town of Delray
Beach, east of the canal. The bridge,however,began experiencing trouble within five years, and
collapsed into the water in 1917.10 A new wooden bridge was built in 1918 to replace the bridge
that had become a travel"menace.""
Like many other towns in South Florida,the Florida Land Boom of the mid 1920s had a
significant impact on the Town of Delray. Land auctions were held nearly every day and
commercial and residential buildings rose quickly in order to accommodate the new residents and
winter visitors. The Land Boom also brought several new developments to the town. These
included a number of new subdivisions,the yacht basin along the canal just north of the bridge,
and a new $35,000 bridge over the canal. This bridge was constructed in 1926 to replace the 1918
wooden bridge,which had become structurally unsafe. Photos of this new bridge indicate that it
was a wood and concrete, double lift bridge.
Florida's Land Boom was short lived, and after two hurricanes (1926 and 1928) and the Stock
Market crash of 1929, much of Delray Beach's real estate was virtually worthless. Delray Beach,
however, maintained its status as a resort community and it remained relatively stable in terms of
growth and development throughout the 1930s.'2 Growth slowed during the World War II years,
but sharply increased afterwards when many veterans returned with their families to settle in the
area. Newspaper articles from the late 1940s through the early 1950s consistently reported record
numbers of building permits and significantly increased construction of both commercial and
residential buildings. The tourist population also increased past its pre-War levels. In addition,
from 1938 to 1950, the Federal Intracoastal Navigational District, which bought the Florida East
Coast Canal in 1929 and renamed it the Intracoastal Waterway, widened and deepened the canal
as part of the World War II effort and to promote increased navigation. The two-lane, 1926
Atlantic Avenue Bridge no longer met the needs of the community or the increased marine traffic,
so a new bridge was proposed.
Discussion of a new Atlantic Avenue Bridge began shortly after World War II when U.S.
engineers of the War Department requested that the Atlantic Avenue Bridge be replaced in order
to accommodate an eighty-foot horizontal clearance to allow increased marine traffic. Meetings
were held by the County Commission and City Council to discuss replacement of the bridge.
These discussions led to the determination that Delray Beach needed two new bridges; a
replacement of the Atlantic Avenue Bridge and a new bridge over the Intracoastal at NE Eighth
Street.
In June of 1947, Delray Beach merchants banded together to fight for the rebuilding of the
Atlantic Avenue Bridge before start of the proposed Eighth Street Bridge. They gathered more
than 200 names on a petition requesting that the County Commission make immediate
arrangements and plans for financing of a new, modern bridge to span the Intracoastal at Atlantic
Avenue. This was a direct attack on the proposition of first building a bridge over the Intracoastal
at Eighth Street. The petition stated that the reconstruction of the Atlantic Avenue Bridge was
vital to the future growth of the city because the present bridge was more than twenty years old,
was obsolete and worn out, and may at times be condemned and be required to remain open for
boat traffic indefinitely, in which event the traffic from the business section to the beach would be
interrupted indefinitely.13
Convinced that the majority of the people of Delray Beach wanted the Atlantic Avenue Bridge
given priority over the Eighth Street Bridge, County Commissioner C.Y. Byrd stated that he
would start immediately to do everything in his power to see if the new Atlantic Avenue Bridge
could be financed through the State Road Board using surplus gasoline tax funds instead of
having the building financed by a bond issue. Commission Byrd also stated that it would not be
possible for the Eighth Street Bridge to be given consideration for financing by using gasoline tax
funds because the Eighth Street Bridge was considered purely a local bridge for local
convenience. As a result of the petition, County Engineer,Jake Boyd, was instructed to proceed
with complete plans for the Atlantic Avenue Bridge including its approaches.14
Those in favor of building the Eighth Street Bridge before replacing the Atlantic Avenue
Bridge called a special meeting of the Delray Beach Property Owners Association to begin plans
to fight the petition. They invited Commissioner Byrd to attend in order to hear their position.
The June 20, 1947 edition of Delray Beach News reported that the supporters of the Eighth Street
Bridge moved swiftly into high gear to inform voters of their beliefs why the Atlantic Avenue
Bridge should not be erected until the Eighth Street Bridge was completed. President of the
Delray Beach Property Owners Association, Kenneth Montgomery, stated that the city needed two
bridges and the Property Owners Association had made extensive investigations into the matter
two years previous and their findings backed the building of the Eighth Street Bridge first. Some
of the reasons he stated for building the Eighth Street Bridge first included the significant expense
of building a temporary bridge at Atlantic Avenue,the need for beach residents to have another
means of reaching the mainland in the case of a hurricane,the need of an additional bridge for
providing better fire protection to the beach area, and the need to ease congestion at the Atlantic
Avenue Bridge. In addition,it was suggested the Eighth Street Bridge should be built first
because it would be far better to have traffic diverted and rolled over to a new bridge eight blocks
away than to have congestion, exasperation and delay that was bound to occur if an attempt was
made to handle the heavy traffic over any type of temporary structure at Atlantic Avenue. Since
the expression of the meeting was so overwhelmingly in favor of two bridges, with the Eighth
Street Bridge to be built first, Commissioner Byrd stated that if that was the way the residents
wanted it,he would submit a bill for both bridges, and if they passed the State Legislature,the
election to validate the Eighth Street Bridge project would be submitted to the people first. The
election would take place in December when all of the property owners would be back to vote,
and if it failed to pass, an election would be held on the Atlantic Avenue Bridge some time later.15
On December 16, 1947,Delray Beach property holders overwhelmingly authorized the
issuance of$200,000 worth of municipal bonds to build the Eighth Street Bridge. To appease
those concerned about the construction of a new Atlantic Avenue Bridge, representatives of the
State Road Department and County Commission announced that a new Atlantic Avenue Bridge
would be to be started as soon as the Eighth Street Bridge was completed,which was expected to
be late 1949.
From the initial discussions of replacing the Atlantic Avenue Bridge,there was great concern
that businesses would be severely hurt due to loss of direct bridge access from the beach and
businesses east of the Intracoastal Waterway to the commercial and residential areas west of the
waterway. Local businesses were particularly worried that winter visitors would not put up with
the sixteen block detour and would instead stay and shop in other towns in order to avoid this
inconvenience. In May 1949, County Engineer J.M. Boyd and the Palm Beach County
Commission traveled to Tallahassee to meet with members of the State Road Department to
discuss the bridge project. They were informed that problems of steel supply and other factors
would make it impossible to predict when work would begin and how long it would take to
complete. They were also informed that any temporary structure or means of transportation for
crossing the Intracoastal would have to be at local expense since the original appropriation did not
include additional funds for this purpose. Any benefit that might be derived from a drop in the
costs of material or contractors' fees would be used in the widening or enlarging of the proposed
structure.16 Numerous meetings of the City Council,the Chamber of Commerce and the County
Commission followed this announcement in efforts to educate the public on the proposed bridge
project and allow for local input. In these meetings, local merchants and residents emphasized
that it was vital that the bridge construction only interrupt one winter season.
On September 14, 1950, a contract in the amount of$413,291 was awarded to Cleary Bros.
Construction Company for the construction of the new Atlantic Avenue Bridge. According to an
article in the Delray Beach News,
"The new four-lane bridge will be of the jackknife type, constructed of concrete
and steel. Roadways on either side of the bridge will be raised, graded and
drainage systems will be installed. Construction work on the project will be begun
when the necessary amount of steel has been obtained. Under the terms of the
contract the old bridge may not be removed before April 1, 1951, and then not
unless the necessary steel is on the job. It is also specified in the agreement that
when the old bridge is removed, some means, such as a pontoon bridge,must be
provided for foot traffic to pass to and from the beach. It is hoped that the bridge
will be completed and reopened for the season of 1952.'7
After receiving the contract, Cleary Bros. finalized engineering and construction plans with the
State Road Department and hired Nashville Bridge Company to fabricate the steel structure.
According to County Engineer Boyd,the first phase of the span construction would begin 90 days
before the date set for delivery of the fabricated bridge steel. He estimated the entire job would be
completed six months later. They were hoping to have the job started by June 1, 1951, and
completed March 1952. Unfortunately, due to increased steel requisitions by the Government for
defense planning, shipments of rolled steel were protracted, delaying the start of the bridge
construction for several months.
On September13, 1951, County Commissioner Ben Sundy, County Engineer J.M. Boyd,
general superintendent of Bridge Construction for Cleary Bros., J.H. Langford,and vice-president
of Cleary Bros., V.R. Gordon, announced that the delivery of steel for the Atlantic Avenue Bridge
had been assured by the Nashville Bridge Company and construction on the span would get
underway within the next two weeks,pending an order from the State Road Department. They
also stated that all electrical equipment, footings, steel and additional materials were ready for the
project. No sketch was available,but the men stated that the bridge would be similar to that of the
bridge know as"Sunny Isles"in Dade County,running from North Miami Beach to Federal
Highway. Cleary Bros. estimated that it would take four to six weeks to remove the"famous old
Atlantic Avenue Bridge."' When the bridge was closed, a ferry would be commissioned to
provide pedestrians with a means of transportation for crossing the Intracoastal.
On September 20, 1951, a bridge opposition group requested that the County Commission stop
or delay the construction of the Atlantic Avenue Bridge. Most members of the opposition group
were Atlantic Avenue business owners who wanted the bridge construction postponed until April
1952 so not to interrupt the business of the approaching winter season. The commissioners stated
that there would be no great inconvenience as the new Eighth Street Bridge was just a few blocks
north and that construction would not be delayed. On September 27, 1951, detour signs went up
and Cleary Bros. started demolishing the bridge.19 On October 8th,the ferry, which was actually a
harbor tug boat, began its regular sixteen hour a day operation transporting pedestrians across the
Intracoastal.
As construction of the bridge continued, discussions began concerning the bridge approaches
and the widening of Atlantic Avenue from Federal Highway to Al A. In February 1952, County
Commissioner Ben Sundy announced that $104,000 had been placed in the State Road
Department budget for the purpose of widening Atlantic Avenue from Federal Highway to the
Ocean Boulevard (AlA). This work would include the 300 foot approaches to either side of the
Atlantic Avenue Bridge. The construction of sidewalks and storm sewers would also be included
in the project. Sundy stated that all involved hoped that the work would be done in the summer
months.
In May 1952, the project engineer for the State Road Department reported that work on the
Atlantic Avenue Bridge was going along as scheduled and was 80 percent complete. He said that
they were now waiting for the delivery of bridge flooring and sidewalk grating which was due
sometime that month. He was confident that the bridge would be completed on schedule and
predicted the opening date as sometime in September. The Superintendent in change of works for
Cleary Bros. was of the same opinion and stated that both steel bridge leaves had been let down in
a test and they fit perfectly. The leaves were operated on an auxiliary motor which would be used
in the event of power lines falling. This would ensure that there would be no danger of the bridge
being shut down due to exterior power failure. The Superintendent also added that the contracts
for the bridge approaches had been let to Brinson Construction Company of Tampa, Florida, on
April 23, 1952, and that work would start within the next two weeks."
One month later, at a meeting of the Delray Beach Chamber of Commerce, it was disclosed
that the steel strike was delaying the completion of the Atlantic Avenue Bridge. The steel decking
for the bridge road surface was in the fabrication plant on Long Island and would not be available
until two weeks after the final settlement of the steel strike. Chamber members were upset
because Cleary Bros. had stated that all steel and materials for the bridge were on hand when the
contract was signed,which turned out not to be the case.21 In August, Commissioner Sundy
reported that the bridge and bridge approaches would be open to traffic on or before November 1st
However, in September,that prediction was changed to mid-November due to delays in obtaining
the bridge flooring. Much of the flooring arrived in mid-October, and on October 27'h,the
$100,703 State Road Department contract for widening the road approaches to the Atlantic
Avenue Bridge was let to W.L. Cobb Construction Company of Tampa, Florida. Work was to
begin immediately with an anticipated completion date of January 1953.
After a fourteen-month and five-day construction period,the new Atlantic Avenue Bridge was
opened to traffic on November 10,1952. Crews of the Florida Power and Light Company were
observed working around-the-clock the weekend proceeding the formal opening of the bridge
connecting the power and lights. More than 300 persons attended the dedication of the$413,291
span and heard addresses by County Commissioner Kenneth P. Foster, Delray Beach Mayor
Robert Holland, and introductions of'visiting notables by County Commissioner Lake Lytal.
Distinguished guests who were introduced to the public included ex-County Commissioner C.Y.
Byrd,original sponsor of the bridge project and to whom the bridge was dedicated, Daniel Cleary
and Vincent Gorham of the Cleary Brothers Construction Company, Linda Allen, Secretary of the
Delray Beach Chamber of Commerce, and County Commissioners Paul Rardin and Herbert
Evens, County Engineer Jake Boyd, County Commission Attorney Harry Johnston and
Department of Parks Superintendent Jack Gross.22 Ex-County Commissioner C.Y. Byrd and
Delray Beach Mayor Robert Holland were the first to cross the bridge by automobile.
During the past forty-eight years, the 1952 Atlantic Avenue Bridge has played an important
role in the transportation of Delray Beach. With exception of the Bridge Tender's House, the
appearance of the bridge has remained unaltered. The gears and mechanical equipment have been
reconditioned and parts upgraded,though much of the system remains intact. In the 1970s,the
City of Delray Beach appealed to the Coast Guard for a restricted bridge opening schedule. The
request was denied based on the large volume of marine traffic, low vertical clearance of the
bridge and limited maneuvering space and strong currents which make it difficult for boats to
remain in a holding pattern. Today the bridge gets considerable pedestrian and automobile traffic
as well as a continued large volume of marine traffic. It is a vital and necessary part of Delray
Beach's transportation system and an important part of the Atlantic Avenue streetscape.
VI. STATEMENT OF SIGNIFICANCE
The Atlantic Avenue Bridge is historically significant as an important means of transportation
spanning the Intracoastal Waterway along Delray Beach's main commercial corridor. It plays a
crucial role in linking downtown Delray Beach and the commercial and residential areas west of
the bridge with the beach and its adjacent commercial and residential sections. The Atlantic
Avenue Bridge clearly meets criteria(d) of the Delray Beach Historic Preservation ordinance for
local designation of historic sites by"exemplifying the historical,political, cultural, economic, or
social trends of the community in history." For more than one hundred years,the site of the
current bridge has been the historic site of Delray Beach's main point of travel across the Florida
East Coast Canal/Intracoastal Waterway,beginning in the 1880s with the lighter barge, and
continuing with the 1911 and 1918 wooden bridges,the 1926 drawbridge, and the current 1952
double bascule bridge. The barges and the bridges have all played a significant role in connecting
the beach and commercial area east of the bridge with the commercial corridors and residential
neighborhoods west of the bridge, enabling the City to develop and thrive as a year-round
municipality as well as a seasonal resort town. Recently the bridge has aided in the increased land
values and development east of the Intracoastal Waterway as well as significant revitalization of
properties along Atlantic Avenue and older commercial corridors and neighborhoods west of the
Intracoastal Waterway.
Architecturally the Atlantic Avenue Bridge is significant as a good example of a double-leaf
Bascule bridge built by Cleary Brothers Construction Company, a notable construction company
that built a number of distinguished bridges in Florida during the mid-twentieth century. The
bridge meets criteria(b) "embodies those distinguishing characteristics of an architectural style,
period or method of construction"of the Delray Beach Historic Preservation Ordinance for local
designation of historic sites. The Atlantic Avenue Bridge embodies distinguishing characteristics
of a method of construction for moveable, Bascule bridges of the twentieth century. In addition,
the size and scale of the bridge,particularly the vertical and horizontal clearances, are in keeping
with the scale of the buildings along Atlantic Avenue. The bridge has become a very important
part of the Atlantic Avenue streetscape and its proportions are complementary with the
neighboring historic properties in the adjacent Marina Historic District.
VII. Threats and Recommendations
There is currently no impending threat to the Atlantic Avenue Bridge, however, during the past
decade there has been some discussion about replacing numerous Intracoastal bridges in order to
accommodate the two-way marine traffic that the U.S. Coast Guard and the Florida Inland
Navigational District(FIND)would like to see on the waterway. In a 1996 article in the Palm
Beach Post, David Roach, FIND's assistant executive director, stated that his agency had plans to
develop the Intracoastal Waterway into a"sort of watery Interstate 95, wide enough for tugs,
barges, and other commercial vessels to transport petroleum,manufactured goods, and building
materials along the waterway."23 To accommodate two-way marine traffic, a bridge would have
to have 21 feet of vertical clearance and 125 feet of horizontal clearance. Fortunately for those
wishing to preserve the character of the Intracoastal and its bridges, very few existing Intracoastal
bridges have the clearances necessary for this type of marine traffic. At the present time it would
be a daunting and financially unfeasible project for the bridge owners, mostly states and
municipalities,to undertake replacement of the bridges that don't meet FIND's specifications.
Many opponents believe that new and larger bridges would be visually disruptive to the
surrounding communities and pose a danger if they promoted increased traffic of hazardous
materials. In addition, opponents don't believe that the"build-it-and-they-will-come" attitude on
waterway commerce is accurate since the Intracoastal is only 10 feet deep for much of its expanse,
prohibiting many types commercial marine vessels from traveling the waterway.
Another development that could be viewed as either a threat or a protection for historic bridges
has been the enactment of the Intermodal Surface Transportation Efficiency Act(ISTEA) of 1991.
Under this Act, and the earlier Surface Transportation and Uniform Relocation Act of 1987, some
historically significant bridges could be slated for replacement because the Acts facilitate the
massive replacement of the country's aging and deteriorated highway infrastructure. However,
the Acts also permit funding for bridge rehabilitation and relocation projects, and clearly state that
historic bridges should be rehabilitated,reused, and preserved. Moreover, ISTEA requires
funding for some preservation projects.
The Cultural Resources Department of the National Park Service produced a publication that
addressed the issue of bridge preservation. It offered evidence that preserving concrete,metal,
and stone bridges is financially prudent,technically feasible, and in many situations,the preferred
alternative to new construction. This publication also emphasized that innovative engineering
solutions must be embraced by bridge engineers and transportation officials in order to preserve
bridges as important physical reminders of our engineering and transportation legacy.24
As presented in the statement of significance,the Atlantic Avenue Bridge meets the criteria for
local Historic Site Designation as a historically and architecturally significant structure. In
addition to its own significance, it is an important structure because its scale compliments the
buildings in the adjacent Marina Historic District. Designating the bridge a historic site will help
preserve the bridge because all exterior alterations or proposed demolition would have to be
reviewed by the Delray Beach Historic Preservation Board and meet the Board's Historic
Preservation Guidelines. It would also promote interest in the bridge's architecture and history
and enhance community recognition. The designation of the Atlantic Avenue Bridge will help
preserve the bridge and the historic Atlantic Avenue streetscape for future generations of Delray
Beach residents and visitors.
VIII. END NOTES
1. Martin Hayden, The Book of Bridges (New York City: Galahad Books, 1976) 105.
2. Donald C. Jackson. Great American Bridges and Dams (Washington D.C.: The Preservation
Press, 1988) 32-33.
3. Gregory Ritzler, Telephone Interview, 18 May 2000.
4. "$413,219 Contract Let For Construction of New Atlantic Avenue Bridge To Be Built Soon,"
Delray Beach News 14 September 1950: 1.
5. The Historic Highway Bridges of Florida (Tallahassee, Florida: Florida Department of
Transportation,1988) 105.
6. The Historic Highway Bridges of Florida, 105.
7. Florida: Historic. Dramatic. Contemporary. Family and Personal History, Vol. IV (New
York: Lewis Historical Publishing Company, Inc., 1957) 940.
8. John Cleary, Telephone Interview, 8 May 2000.
9. Dade County Plat Book. Plat Book 1,Page 3.
10. "Bridge Across Canal at Delray Collapses,"Palm Beach Post 29 June 1917.
11. "Delray Bridge Ready for Traffic,"Palm Beach Post 24 August 1918.
12. Janus Research, City of Delray Beach Historic Resources Report(St. Petersburg, Florida:
Janus Research,July 1999) 25.
13. "Battle on Bridge Question Brewing: Petition Demands Atlantic Bridge Be First,"Delray
Beach News 6 June 1947.
14. "Support Indicates Atlantic Avenue Bridge Will Be First: Byrd Hopes Bridge Can Be
Financed With Surplus Taxes,"Delray Beach News 13 June 1947.
15. "Attack Atlantic Avenue Bridge Priority: Property Owners Association Heads Map Plans
Tonight,"Delray Beach News 20 June 1947.
16. "Possibility of Larger Structure and Starting Date Subject of Discussion," Delray Beach
News 13 May 1949.
17. "$413,291 Contract Let For Construction Of New Atlantic Avenue Bridge To Be Built
Soon,"Delray Beach News 14 September 1950.
18. "Work Begins in Two Weeks,"Delray Beach News 13 September 1951:1.
19. "New Atlantic Avenue Bridge Finally Underway,"Delray Beach News 27 September 1951:
1.
20. "Bridge Completion is Due September Say Bosses," Delray Beach News 15 May 1952:1.
21. "Steel strike Stalls Bridge Construction," Delray Beach News 26 June 1952:1.
22. "Atlantic Avenue Bridge Dedicated," Delray Beach News 13 November 1952:1.
23. 'Intracoastal a Watery 1-95,"Palm Beach Post 5 February 1996.
24. Thomas C. Jester, "Preserving Historic Bridges," CRM Supplement Vol. 15. No. 2
(Washington, D.C.: The National Park Service, 1992) 1-2.
IX. BIBLIOGRAPHY AND SOURCES
"$413,219 Contract Let For Construction of New Atlantic Avenue Bridge to be Built Soon.
Delray Beach News. 14 September 1950.
"Approach Contract Let; Council Ponders Delray." Delray Beach News. 30 October 1952.
"Atlantic Avenue Bridge." Editorial. Delray Beach News. 6 May 1949.
"Atlantic Avenue Bridge Cause of Confusion Sunday." Delray Beach News. 19 March 1948
"Atlantic Avenue Bridge Dedicated." Delray Beach News. 13 November 1952.
"Atlantic Avenue Bridge to Open Before Winter." Palm Beach Post. 17 July 1952.
"Attack Atlantic Avenue Bridge Priority: Property Owners Association Heads Map Plans
Tonight." Delray Beach News. 20 June 1947.
"Battle on Bridge Question Brewing: Petition Demands Atlantic Avenue Bridge Be First." Delray
Beach News. 6 June 1947.
"Ben Sundy Reports On Bridge, Delray Gardens." Delray Beach News. 16 October 1952.
"Boats Held Up at Canal Bridge." Delray Beach News. 21 October 1949.
"Bond Election on 8th Street Bridge Set For November 18th: County Commissioners Set Date For
Voters to Approve or Disapprove Second Bridge Across Intra-Coastal Canal In Delray."
Delray Beach News. 26 September 1947.
"Bridge Across Canal At Delray Collapses." Palm Beach Post. 29 June 1917.
"Bridge Completion is Due September Say Bosses." Delray Beach News. 15 May 1952.
"Bridge Opening Delayed; Wider Approaches Sought." Delray Beach News. 4 September 1952.
"Bridge Opposition Group Meets: Sundy, Boyd Claim That There is No Inconvenience." Delray
Beach News. 20 September 1951.
"Bridge Project Worries Other Towns." Palm Beach Post. 5 February 1996.
"Bridge Will Be Ready First of October; Widening Also Set." Delray Beach News. 31 July 1952.
Britt, Lora Sinks. My Gold Coast: South Florida in Earlier Years. Palatka, FL: Brittany House,
1984.
"Byrd Urges Road Department to Let Atlantic Avenue Bids." Delray Beach News. 29 May 1952.
"Candidates Give Views on City Issues." Delray Beach News. 14 November 1947.
"Chamber of Commerce and City Council Pass New Resolution Urging Fast Summer Completion
of Atlantic Avenue: City Father's Vote is Unanimous. Delray Beach News. 26 June 1952.
"Citizens Have Chance to Widen Atlantic Avenue." Delray Beach News. 10 January 1952.
Cleary, John. Telephone Interview. 8 May 2000.
"Construction of Atlantic Avenue Bridge to Start." Delray Beach News. 13 September 1951.
"Construction of New Atlantic Avenue Bridge Discussed by Civic Groups." Delray Beach News.
20 May 1949.
"Construction of New Atlantic Bridge Draws Five Questions by Local P.O.P.A." Delray Beach
News. 28 June 1951.
"County Engineers Say Work on Atlantic Avenue Bridge to Start After Next Season." Delray
Beach Journal. 12 May 1949.
Crawford, William G., Jr. "A History of Florida's East Coast Canal: The Atlantic Intracoastal
Waterway from Jacksonville to Miami." Broward Legacy. Vol.20:Nos. 3-4,
Summer/Fall 1997. pp. 2-31.
Curl, Donald W. Palm Beach County: An Illustrated History. Northbridge CA: Windsor
Publications, 1986.
Delray Beach Historical Society. Archives and Photographs.
"Delray Bridge Ready for Traffic." Palm Beach Post. 24 August 1918.
Earle Bridge Machinery Company. Palm Beach County Moveable Bridge Survey. Boca Raton,
Florida, June 1972.
"Ferry Boat To Start Work Monday." Delray Beach News. 4 October 1951.
Florida: Historic. Dramatic. Contemporary: Family and Personal History,Volume IV. New
York: Lewis Historical Publishing Company, Inc., 1957.
"Freeholders Will Ballot on 8`h Street Bridge First: Property Owners Plan Membership Meeting
on Issue." Delray Beach News. 27 June 1947.
Hayden,Martin. The Book of Bridges. New York: Galahad Books,1976.
"Height of Proposed Bridge is Protested." Delray Beach News. 12 August 1949.
The Historic Highway Bridges of Florida. Tallahassee, FL.: Florida Department of
Transportation, 1989.
"Holdups Over On Atlantic Bridge Says Sundy." Delray Beach News. 28 December 1951.
"Intracoastal: A Watery 1-95. Bridge Project Worries Other Towns." Palm Beach Post.
5 February 1996.
Jackson, Donald C. Great American Bridges and Dams. Washington, D.C. The Preservation
Press, 1988
Janus Research. City of Delray Beach Historic Resources Report. St. Petersburg, FL, July 1999.
Jester, Thomas C. "Preserving Historic Bridges." CRM Supplement. Volume 15:No. 2, 1992.
Johnson, John. A Delray Beach Chronology.
Milano, Karen Webster. Cultural Resource Assessment: A Proposed Jurisdictional Property
Transfer of State Road No. 806 (East Atlantic Avenue) From NE 5`h Avenue to AlA.
Florida Department of Transportation, 1996.
National Bridge Inventory. Structural Inventory and Appraisal. Florida Department of
Transportation, 1998.
"New Atlantic Bridge Finally Underway." Delray Beach News. 27 September 1951.
"New Atlantic Avenue Bridge Subject of Discussion at Council Meeting Tuesday." Delray Beach
News. 27 May 1949.
"New Bridge Discussion To Be Held." Delray Beach News. 14 March 1947.
Nichol, Steve. "Delray Seeks to Curb Bridge Openings." Palm Beach Times. 12 June 1979.
"No Bridge Until March 1 - Says County Commissioner." Delray Beach News. 17 May 1951.
"November 10 Ceremonies Will Open Atlantic Avenue Bridge." Delray Beach News. 6
November 1952.
"Possibility of larger Structure and Starting Date Subject of Discussion." Delray Beach News. 13
May 1949.
Ritzier, Gregory. Telephone Interview. Florida Department of Transportation,District 4. 18 May
2000
"Road Repairs Will Not Close Atlantic Avenue Says Sundy: Bids for Widening Bridge Approach
to Be Heard by Road Department October 3." Delray Beach News. 21 August 1952.
Sanborn Insurance Company Maps. 1922, 1926, 1949, 1963.
Simon, Sandy. Remembering: A History of Florida's South Palm Beach County 1894-1998.
Delray Beach, FL: The Cedars Group, 1999.
Spanton, Michael J., Florida Department of Transportation Inspector. On Site Interview.
February 2000
"SRD OKs Atlantic Avenue Widening: Project in Permanent 1952 Budget." Delray Beach News.
28 February 1952.
"State Road Department To Rush Delivery of Bridge Flooring." Delray Beach News. 11
September 1952.
"Steel Strike Stalls Bridge Construction." Delray Beach News. 26 June 1952.
"Support Indicates Atlantic Avenue Bridge Will Be First: Byrd Hopes Bridge Can Be Financed
With Surplus Taxes." Delray Beach News. 13 June 1947.
"Tampa Firm Bids $100,703 On Approaches To Bridge." Delray Beach News. 9 October 1952.
Thomson,E. Burslem, C.E. Map of the Town of Linton, Florida. 1895. Palm Beach County
Abstract Department, Plat Book 1, P. 3.
West Palm Beach City Directory. 1924 -1989.
X. PHOTOGRAPH LOG
Historic Photographs: All historic photographs are from Delray Beach Historical Society
photograph collection.
1. Lighter Crossing East Coast Canal at Atlantic Avenue: "Picture is of Miss Ewing, a school
teacher who married JJ. Schabinger, as she pulls the chain to move the passenger lighter barge.
Mrs Henry Sterling is at the rail. The gentleman is Mr. Crownover."
2. Lighter Crossing East Coast Canal to the Beach, ca. 1900-1910: "Prior to the bridge across the
East Coast Canal,two lighters were used. A small one for people, and a large one, pictured, for
horses,wagons,business and pleasure. H.J. Sterling and others had farmland between the canal
and the beach. The lighter was the only means of getting produce to the railway station."
3. East Coast Canal at Delray Beach ca. 1910: "Photograph before much development began.
The larger boat, called 'The Stranger', is believed to have been owned by J.W. Acton. The
building was the fish house. Since it took twenty-four hours for a round-trip to Palm Beach by
train,people with launches were popular. Trips by the canal could be made more conveniently."
4. First Bridge over the East Coast Canal at Delray Beach,built 1911. It was a hand-cranked
swing bridge.
5. First Bridge over the East Coast Canal at Delray Beach,built 1911: 'It was a hand-cranked
swing bridge. Young boys enjoyed it as a diving platform. They walked up the pulley wires to
the top of the posts and dove into the canal."
6. Large boat going through the Atlantic Avenue Bridge, 1921. Shows swinging bridge open.
U.S. President Warren G. Harding is on the bow of the boat.
7. U.S. President Warren G. Harding in boat waving as he goes through swing bridge at Atlantic
Avenue, 1921.
8. U.S. President Warren G. Harding in boat waving as he goes through swing bridge at Atlantic
Avenue, 1921.
9. 1926 Atlantic Avenue Bridge being repaired ca. 1930.
10. 1926 Atlantic Avenue double lift bridge.
11. Postcard of 1926 Atlantic Avenue Bridge: "Yacht Passing through Drawbridge over Canal,
Delray Beach, Florida." The postcard is postmarked January 30, 1946.
12. Atlantic Avenue, looking west from 1926 Atlantic Avenue Bridge.
13. Atlantic Avenue, 1951-1952: "Atlantic Avenue Scene, looking east, sign `Bridge Out',
Rosella's Pastry&Delicatessen, Fuller Warren Governor."
14. Construction of 1952 Atlantic Avenue Bascule Bridge.
15. Construction of road approaches to Atlantic Avenue Bridge, 1952.
16. Aerial view showing Delray Beach, 1956. Lookig west, main roads are AIA and Atlantic
Avenue.
Current Photographs: All photographs of Atlantic Avenue Bridge taken in May 2000.
1. Looking southeast
2. Looking northeast
3. Looking southeast
4. Looking northwest
5. Looking southeast
6. Looking southeast
7. Looking southeast
8. Looking northwest
9. Looking southeast
10. Bridge Tender's House, looking northwest
11. Bridge Deck
12. Marina Historic District,eastern edge, looking southwest
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Designation Report
for the
George Bush Boulevard Bridge
(Formerly Eighth Street Bridge)
in the
City of Delray Beach
Prepared by
Janet G. Murphy &Associates, Inc.
for the
Downtown Merchant& Business Association
the
Delray Beach Historic Preservation Board
and the
City of Delray Beach
May 2000
Table of Contents
I. General Information
II. Location Map
III. Time Line
IV. Architectural Significance
V. Historical and Cultural Significance
VI. Statement of Significance
VII. Threats and Recommendations
VIII. End Notes
IX. Bibliography and Sources
X. Photograph Log
Report Prepared By:
Janet G. Murphy&Associates, Inc.
218 Almeria Road
West Palm Beach,Florida 33405
(561) 832-4224 (561) 804-9598 (fax)
Bridge Owned Bv:
Palm Beach County
Engineering&Public Works
Road&Bridge Division
3700 Belvedere Road
Building"C"
West Palm Beach,Florida 33406
(561)233-3980 (561) 233-3986(fax)
Report Prepared May 2000
I. GENERAL INFORMATION
Setting
The George Bush Boulevard Bridge, originally the Eighth Street Bridge, spans the Intracoastal
Waterway in a commercial and residential area eight blocks north of downtown Delray Beach.
The bridge is located 3/l0ths of a mile west of AIA. Residential condominiums are situated
adjacent to the bridge on the banks of the Intracoastal to the northwest, northeast, and southeast.
The 1950s Marina Delray is located immediately to the southwest. There are no historically
designated properties in the immediate vicinity of the bridge. The closest historic district is the
locally designated Del-Ida Park Historic District located approximately five blocks west of the
bridge. The closest individual historic site is the locally designated Koch House situated 4/10ths
of a mile east of the bridge at 777 North Ocean Boulevard near the Delray Beach/Gulfstream
Town Line.
Physical Description
The George Bush Boulevard Bridge(State Structure# 930026) is a five span,rolling lift,
double-leaf Bascule bridge. The construction of the bridge was begun 1948 and completed in
1950. It is a two-lane highway and pedestrian bridge constructed of steel and reinforced
concrete. The structural length is 270 feet and the deck width is 35.3 feet, with the roadway
width from curb to curb being 21.9 feet. The approach roadway width, including the shoulders,
is 22.6 feet and there is no median. The vertical clearance above mean high water level is 9 feet
and the horizontal clearance is 80 feet. The four approach spans and adjacent sidewalks are
constructed of reinforced concrete. The main bridge span,which is comprised of the moveable
double leafs and the adjacent sidewalks, is constructed of steel and covered with steel decking.
There are slotted rail concrete balustrades on the bridge approaches and steel handrails across the
draw spans.
The bridge site includes a Bridge Tender's House on the southwest corner of the center bridge
span. The rectangular masonry building was constructed upon completion of the bridge in1950.
The building currently features one-over-one windows on the north, south and east elevations, a
single door on the west elevation, a flat roof with stucco banding at the cornice,and a large
antenna.
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--isma-- GEORGE BUSH BOULEVARD BRIDGE
CITY OF DELRAY BEACH, FL (f.k.a.8th Street Bridge)
PLANNING & ZONING DEPARTMENT
-- DIGITAL BASE MAP SYSTEM -- MAP REF: LM439
III. Time Line
1893-95: In 1893, the Florida Coast Line Canal and Transportation Company built
two dredge boats to dig canals below Palm Beach; one machine started to
cut south from Lake Worth, and the other began to work north from
Biscayne Bay. On May 18, 1895,the canal company completed the canal
when the dredges operating from both ends met. The canal was originally
known as the Florida East Coast Canal, and later as the Intracoastal
Waterway.
1896: The original plat was recorded for the Town of Linton by William S.
Linton of Saginaw,Michigan.
1896: First Florida East Coast Railway train arrives in Linton.
1898: Post Office is renamed Delray. The original name was Linton.
1911: Town of Delray incorporated and John Shaw Sundy is elected Defray's
first Mayor.
1923: Town of Delray Beach incorporated. The town included the land between
the canal and the ocean.
1926: Town of Delray and Town of Delray Beach combine to incorporate as the
City of Delray Beach.
1928-1929: The Florida Inland Navigation District(FIND)was formed to buy the
privately-owned Florida East Coast Canal (toll canal). In December 1929,
by an act of Congress,the waterway became the Intracoastal Waterway,
extending approximately 350 miles from Jacksonville to Miami.
1938-1950: Federal Intracoastal Navigation District widens and deepens the
Intracoastal Waterway. This was considered vital to the War effort.
1947: The County Commission and Delray Beach residents begin discussions of •
the need to build a second bridge spanning the Intracoastal in Delray
Beach. The chosen site is NE Eighth Street.
October 1948: Murphy Construction Company begins work on the 270 foot,electrically
controlled double-leaf rolling Bascule span and reinforced concrete
approach spans over the Intracoastal at NE Eighth Street.
February 1, 1950: The new bridge spanning the Intracoastal at NE Eight Street is completed
and more than 500 people attend the opening ceremonies.
1957: Marina Delray,located adjacent to the bridge on the southwest side,is
completed and open for business.
August 1989: Eighth Street is renamed George Bush Boulevard and the bridge becomes
George Bush Boulevard Bridge. For two years the road and bridge are
known by dual names. In 1991,the road and bridge officially become
George Bush Boulevard and George Bush Boulevard Bridge.
VI. ARCHITECTURAL SIGNIFICANCE
The George Bush Boulevard Bridge is architecturally significant as a good example of bridge
engineering because it represents advanced American bridge-building technology of the mid-
twentieth century. It is a double-leaf, rolling lift Bascule bridge that has had very little alteration
since it was completed in1950. The bridge contributes positively to the George Bush Boulevard
streetscape because its low vertical clearance provides a clear view across the Intracoastal
Waterway from both the east and the west and its scale is in keeping with the surrounding low-
rise buildings. The bridge was constructed by Murphy Construction Company, a notable family-
owned construction firm that was founded in1924 and is still in operation today. The Murphy
Construction Company has built numerous bridges in Palm Beach County and throughout South
Florida.
Bascule bridges are a type of moveable balanced structure that can be tilted at the abutment to
move up and out of the way of boats and barges. The term Bascule derives from the French term
for a weighing device or seesaw. Bascule bridges are the most ancient in principle of the
moveable bridges. The drawbridge of a medieval castle was a Bascule bridge that was simply
hinged at its base and hauled up when necessary. The amount of effort required to raise a
drawbridge could be dramatically reduced if the bridge was counterbalanced,with the hinge
nearer the span's center of gravity. Many ingenious forms of counterbalancing were developed
by Dutch builders for their canal spans so that heavy structures could be lifted by one person)
Though Bascule bridges have been built since ancient times,the technology of today's bridges
developed into their modern form between the 1880s and 1940s. Bascule bridges that use hinge
mechanisms to move the spans are usually called heel and trunnion designs? However,many
American Bascule bridges use a form of the patent Scherzer roller bearing as a pivot. In this type
of bridge,the lifting spans rock backwards as they raise on a geared track. This kind of bearing
is most advantageous because it allows the whole width of the channel to be clear when the
bridge is opened. The George Bush Boulevard Bridge is a rolling lift bridge based on a variation
of the Scherzer design.
On July 16, 1948,the Board of County Commissioners awarded the Eighth Street Bridge
contract to Murphy Construction Company. The Murphy Construction Company is a family-
owned West Palm Beach general contracting firm that was founded by Martin Murphy in 1924.
Martin Murphy was a native of Columbus, Ohio. He began visiting South Florida in1919 and
moved to West Palm Beach in the early 1920s. In 1924,he formed the Dudley-Murphy
Construction Company and began building bridges and sea walls soon after. In the mid 1930s,
the company was renamed Murphy Construction Company. It was located on Clare Avenue in
West Palm Beach. During the past sixty-six years Murphy Construction Company has
specialized in heavy and marine construction. In the late 1930s and early 1940s,the company
built numerous drainage bridges in the Glades and railroad bridges throughout Palm Beach
County. In 1948-1950,when Murphy Construction Company built the Eighth Street Bridge,
Martin E. Murphy was president and E.R. Wieberson was vice-president. In the 1950s,the
company built bridges over the Boynton Beach Inlet and the Boca Raton Inlet. In 1964, Martin
Murphy passed away and his son,Martin E. Murphy,Jr.,took over operations. The company is
still in business today continuing to do heavy and marine construction. Their offices remain on
Clare Avenue and they have an additional marine yard in Riviera Beach. The company recently
built the I-95 sound wall from Boynton Beach to Delray Beach and the sea wall in Delray Beach
just east of the George Bush Boulevard Bridge.
V. HISTORICAL AND CULTURAL SIGNIFICANCE
The history of the George Bush Boulevard Bridge begins in 1894-1896,the years when the
East Coast Canal was dredged from Lake Worth to Biscayne Bay. Also during these years,the
Town of Linton was settled and the lighter barge was established to transport people and supplies
across the canal at Atlantic Avenue. In 1898,the Linton Post Office was renamed Delray. As the
population of the area grew,bridges were built to accommodate the increased traffic over the
canal at Atlantic Avenue. The first, a wooden swing bridge, was completed in 1911. This was
replaced with another wooden bridge in 1918. In 1926,during the Florida Land Boom,the 1918
wooden bridge and was replaced with a concrete lift bridge.
In 1894,William S. Linton and his friend David Swinton, both of Saginaw,Michigan,
traveled to south Florida on a tropical wilderness adventure. While in West Palm Beach,they
learned of a land sale near the Orange Grove House of Refuge No. 3 and traveled down the
newly dredged East Coast Canal to inspect the land. Linton,with Swinton's help,purchased 160
acres from the owner, Captain William Gleason, for$25 an acre.
The following year Linton returned with about 10 people who each purchased 5 acres of his
land. With great effort,these pioneers cleared the land and began planting crops. In 1896,Henry
Flagler's East Coast Railroad arrived in the settlement on its route south to Miami. In
conjunction with the arrival of the train, E. Burslem Thomson, a civil engineer for Flagler's
Model Land Company, surveyed,platted and recorded the Town of Linton.' The growth of the
town and surrounding settlements necessitated a means of transportation to be established across
the canal at Atlantic Avenue. Two lighter barges were brought in to transport passengers and
their supplies. The smaller barge carried passengers and limited supplies while the larger barge
carried wagons,horses and produce being grown east of the canal. Much of the produce was
taken to the railroad station west of the canal for distribution to the north. In 1898, Linton
experienced financial trouble resulting in foreclosure of his land, and the town was renamed
Delray.
By the turn-of-the century,the town had grown from a small settlement of pioneer families to
150 residents, and by 1910 the population had risen to 250 residents. The railroad helped
facilitate this growth with regular passenger and freight service,bringing supplies,residents and
winter visitors. By 1911,Atlantic Avenue had been paved with rocks from Swinton Avenue to
the canal,and the avenue was in its early stage of becoming a commercial corridor. The lighter
barge was no longer a sufficient means of transportation across the canal, so a hand-cranked
wooden swing bridge was constructed. This new bridge created easier access between the Town
of Delray, west of the canal,and the area east of the canal. The bridge,however,began
experiencing trouble within five years,and collapsed into the water in 1917.4 A new wooden
bridge was built in 1918 to replace the bridge that had become a travel"menace."'
Like many other towns in South Florida,the Florida Land Boom of the mid 1920s had a
significant impact on the Town of Delray. Land auctions were held nearly every day and
commercial and residential buildings rose quickly in order to accommodate the new residents and
winter visitors. The Land Boom also brought several new developments to the town. These
included a number of new subdivisions. Several of these subdivisions were platted north of
Delray's central core on either side of McKinley Avenue (also listed in the mid-1920s as
Pinehurst Avenue and later renamed Eighth Street). In January of 1922,the Floridixi Farms
Company recorded a plat for the Dell Park subdivision. Its approximate boundaries were NE
Eighth Street on the south,NE Thirteenth Street on the north, Swinton Avenue on the west and
the F.E.C. Railroad tracks on the east. When the neighborhood was established,the streets were
named after western cities such as Denver, Sacremento, Seattle and Phoenix(the street names
were changed to numbers in 1925). During the Land Boom years,this neighborhood was a
popular area for middle-income level families.' The locally designated Del-Ida Park Historic
District was another early subdivision located north of Delray's central core. Platted in 1923,the
subdivision included the 58 acre tract bounded on the north by NE Eighth Street,on the south by
NE Fourth Street, on the west by Swinton Avenue, and on the east by the F.E.C. Railroad tracks.
It was one of Delray's first planned developments and contained 300 building lots and three
public parks. Motivated by the patriotic spirit of the time,the developer maned six of Del-Ida's
streets after U.S. Presidents, including McKinley,Roosevelt, Taft, Wilson, Coolidge and
Harding.' These were later changed to conform with the city numbering system. Many of the
early houses were designed in the Mediterranean and Mission Revival styles. East of these
subdivisions and adjacent to the current bridge site on the northeast side, is the Sophia Frey
subdivision. Platted in March of 1926,this subdivision remained mostly undeveloped until the
late 1940s and early 1950s.
Florida's Land Boom was short lived, and after two hurricanes(1926 and 1928)and the Stock
Market crash of 1929,much of Delray Beach's real estate was virtually worthless. Delray Beach,
however,maintained its status as a resort community and it remained relatively stable in terms of
growth and development throughout the 1930s.8 Growth slowed during the World War II years,
but sharply increased afterwards when many veterans returned with their families to settle in the
area. Newspaper articles from the late 1940s.through the early 1950s consistently reported
record numbers of building permits and significantly increased construction of both commercial
and residential buildings. The tourist population also increased past its pre-War levels. In
addition, from 1938 to 1950,the Federal Intracoastal Navigational District,which bought the
Florida East Coast Canal in 1929 and renamed it the Intracoastal Waterway, widened and
deepened the canal as part of the World War II effort and to promote increased navigation.
A significant amount of Delray Beach's growth was occurring north of the city's central core
both east and west of the Intracoastal. Homeowners and developers in these areas recognized the
need for a nearby bridge and believed a bridge spanning the Intracoastal at NE Eighth Street
would be a desirable site. However, discussion of a new Atlantic Avenue Bridge had also begun.
U.S. engineers of the War Department requested that the Atlantic Avenue Bridge be replaced
with a new bridge that would have an eighty-foot horizontal clearance to allow increased marine
traffic. Meetings were held by the County Commission and City Council to discuss replacement
of the bridge. These discussions led to the determination that Delray Beach needed two new
bridges;a replacement of the Atlantic Avenue Bridge and a new bridge over the Intracoastal at
NE Eighth Street.
In June of 1947, Delray Beach merchants banded together to fight for the rebuilding of the
Atlantic Avenue Bridge before start of the proposed Eighth Street Bridge. They gathered more
than 200 names on a petition requesting that the County Commission make immediate
arrangements and plans for financing of a new, modern bridge to span the Intracoastal at Atlantic
Avenue. This was a direct attack on the proposition of first building a bridge over the
Intracoastal at Eighth Street. The petition stated that the reconstruction of the Atlantic Avenue
Bridge was vital to the future growth of the city because the present bridge was more than twenty
years old, was obsolete and worn out, and may at times be condemned and be required to remain
open for boat traffic indefinitely,in which event the traffic from the business section to the beach
would be interrupted indefinitely.'
Convinced that the majority of the people of Delray Beach wanted the Atlantic Avenue Bridge
given priority over the Eighth Street Bridge, County Commissioner C.Y. Byrd stated that he
would start immediately to do everything in his power to see if the new Atlantic Avenue Bridge
could be financed through the State Road Board using surplus gasoline tax funds instead of
having the building financed by a bond issue. Commissioner Byrd also stated that it would not
be possible for the Eighth Street Bridge to be given consideration for financing by using gasoline
tax funds because the Eighth Street Bridge was considered purely a local bridge for local
convenience. As a result of the petition, County Engineer, Jake Boyd,was instructed to proceed
with complete plans for the Atlantic Avenue Bridge including its approaches.10
Those in favor of building the Eighth Street Bridge before replacing the Atlantic Avenue
Bridge called a special meeting of the Delray Beach Property Owners Association to begin plans
to fight the petition. They invited Commissioner Byrd to attend so they could voice their
position. The June 20, 1947 edition of Delray Beach News reported that the supporters of the
Eighth Street Bridge moved swiftly into high gear to inform voters of their beliefs why the
Atlantic Avenue Bridge should not be erected until the Eighth Street Bridge was completed.
President of the Delray Beach Property Owners Association,Kenneth Montgomery, stated that
the city needed two bridges and the Property Owners Association had made extensive
investigations into the matter two years previous and their findings backed the building of the
Eighth Street Bridge first. Some of the reasons he stated for building the Eighth Street Bridge
first included the significant expense of building a temporary bridge at Atlantic Avenue,the need
for beach residents to have another means of reaching the mainland in the case of a hurricane,the
need of an additional bridge for providing better fire protection to the beach area, and the need to
ease congestion at the Atlantic Avenue Bridge. In addition,it was suggested the Eighth Street
Bridge should be built first because it would be far better to have traffic diverted and rolled over
to a new bridge eight blocks away than to have congestion, exasperation and delay that was
bound to occur if an attempt was made to handle the heavy traffic over any type of temporary
structure at Atlantic Avenue. Since the expression of the meeting was so overwhelmingly in
favor of two bridges,with the Eighth Street Bridge to be built first, Commissioner Byrd stated
that if that was the way the residents wanted it,he would submit a bill for both bridges, and if
they passed the State Legislature,the election to validate the Eighth Street Bridge project would
be submitted to the people first. The election would take place in December when all of the
property owners would be back to vote, and if it failed to pass, an election would be held on the
Atlantic Avenue Bridge some time later."
On December 16, 1947,Delray Beach property holders overwhelmingly authorized the
issuance of$200,000 worth of municipal bonds to build the Eighth Street Bridge. To appease
those concerned about the construction of a new Atlantic Avenue Bridge,representatives of the
State Road Department and County Commission announced that a new Atlantic Avenue Bridge
would be started as soon as the Eighth Street Bridge was completed, which was expected to be
late 1949.
In March 1948, the Atlantic Avenue Bridge malfunctioned, causing traffic congestion and
confusion for most of an afternoon. This incident prompted questions concerning progress on
the Eighth Street Bridge. County Commissioner C.Y. Byrd answered the concerns, stating that
the bridge was progressing according to schedule. The permit for the construction had been
obtained from the War Department and details were being worked out in order to comply with
their specifications. This work was in the hands on Palm Beach County Engineer J.M. Boyd.
Boyd anticipated that bids would be advertised in June and construction started shortly thereafter.
He emphasized, however,that the bridge would not be available for the next winter season
because even if construction were begun immediately,the difficulty of obtaining steel and other
materials would delay its completion. He further explained that the bridge would be a drawspan
• type double-leaf Bascule bridge complete and modern in every way and possessing all the latest
improvements.12
The Delray Beach Property Owners Protective Association wrote to Commissioner Byrd and
County Engineer Boyd in April 1948 requesting information on the progress of the Eighth Street
Bridge. Commissioner Byrd assured the property owners that the work was being carried
forward with all possible speed and said that the right of ways for the approaches were being
secured. He emphasized that everything possible was being done to have the bridge in operation
by the next tourist season. Byrd also stated that the money for the construction was in the hands
of the County and that the bonds for the bridge had been purchased in February by the First
National Bank of Palm Beach from TM Cook&Company, agents of Palm Beach.13 Boyd also
assured the property owners that plans for the new bridge were progressing,however,he stated
that he had experienced some complications with the detailed construction plans and
specifications. First,he had to overcome the War Department District Engineer's contention for
a higher bridge that would have significantly added to the cost of the structure and interfered with
the use of abutting property due to high approaches, all without any tangible advantages. And
second,he had to completely redesign the original bridge plan due to the conditions at the bridge
site. Instead of having the bridge built on a 90 degree angle,the site required that the bridge be
constructed on a skewed angle.14
On May 28, 1948, a call for bids for construction of the Eighth Street Bridge was issued by
the Board of County Commissioners. The notice specified that all labor, materials, equipment
and supplies necessary for the bridge construction be included in the bid. According to the plans,
the bridge would have an electrically controlled double-leaf rolling Bascule span and concrete
approach spans of an overall length of 267 feet.'5
Two months later, in July 1948,the Board of County Commissioners voted to accept the bid of
the Murphy Construction Company to build the Eighth Street Bridge. Although the bid was over
the allotted $200,000 provided by the bond issue to finance the project, it was the lowest bid
submitted. Plans for financing the additional amount would be worked out between the County
Commission and the State Road Department.16
Due to increased steel requisitions by the Government for defense planning, shipments of
rolled steel were protracted, delaying the start of the bridge construction for several months.
Steel was finally obtained, and in late October 1948, Murphy Brothers Construction Company
began work on the Eighth Street Bridge." Work progressed largely on schedule and an early
completion date was anticipated. However, on December 29, 1949, hopes of an early completion
date received a setback when vice president of Westinghouse, C.E. Black, stated in a letter to
County Engineer Boyd and the Delray Beach Chamber of Commerce that changes in the design
of the bridge control panel were delaying its delivery. He assured them that the matter was
receiving the personal attention of Westinghouse's industrial control division manager, and that
the panel would be shipped by January 6, 1950.18
On January 12, 1950, County Engineer Boyd reported that the Westinghouse control
equipment was expected to arrive shortly and that an early February bridge dedication could be
planned. Commissioner Byrd was authorized by the County Commission to have complete
authority for arranging the dedicatory services for the new bridge. Two weeks later,
Commissioner Byrd announced that all equipment for the bridge had arrived and that the bridge
would be opened on February 1, 1950.
As planned,the Eighth Street Bridge opened on February 1, 1950,to a crowd of more than
500 people. The event climaxed a year and a half of construction work and provided a second
means of access to the beach area. Ceremonies for the dedication were under the direction of
E.L. Emerson, secretary-manager of the Chamber of Commerce, and postmaster LeRoy Diggans
acted as master of ceremonies. Featured speakers included Delray Beach Mayor John N. Kabler,
who made the dedicatory speech, and T.M. O'Neal, former county commissioner who introduced
the original bill for the bridge. O'Neal gave credit to Dorothy Day Mitchell, C.W. Gamer,
Charles Crane and Kenneth Montgomery for their active support that made the bridge possible.
State Senator John Beacham, State Representative John Bollinger, County Commission
Chairman Lake Lytal, State Road Department Representative Risdon Boykin, County Engineer
J.M. Boyd and Martin E. Murphy,president of the Murphy Construction Company, also spoke
briefly. County Commissioner Byrd, making what he called his final public appearance after
eighteen years in office,termed the bridge as a true example of public expression. "The people
voted for the bridge and the people will pay for it through taxation."19 Byrd also confirmed a
report by Representative Bollinger that the State Road Department may lease the bridge at a
rental that would cover the retirement of the bonds issued for its construction. The State funds
would come from the gasoline tax. Miss Barbara McMurrain, Miss Spirit of Fishing for 1950,
cut the ribbon, officially opening the span to traffic. The Seacrest band then presented a concert
and led the first automobile across the bridge. Mayor Kabler was the first to drive across the
bridge followed by dignitaries and a long procession of residents.20
Two month after the bridge opening, the Delray Beach News ran an article on William L.
Christenson, a Palm Beach resident who owned the Eighth Street property on either side of the
road east of the bridge. The article reported that Christenson had undertaken a project of
beautifying and landscaping the property in order to preserve the natural beauty of the area which
contained many interesting species of tropical trees and foliage, including palms,banyans,rubber
trees and a few almost ancient lemon and orange trees.'
The post-war housing boom lasted through the first half of the 1950s. The Sophia Frey
subdivision and surrounding areas flourished with new homes. A few low-rise apartment
buildings and tourist motels were also built in areas neighboring the new bridge. NE Eighth
Street developed into a commercial corridor with gas stations,taverns, restaurants and shops. In
1957, Marina Delray was constructed on property at the southeast corner of the bridge. This
significantly increased the marine traffic surrounding the bridge.
Development in the area has continued until the present time. There was another wave of
activity in the 1970s and 1980s when several condominium buildings were constructed along the
Intracoastal on property adjacent to the bridge. The subdivisions east and west of the Intracoastal
encountered infill, often with larger and more grand houses than those built in the 1940s and
1950s.
Another development which took place from 1963 to 1988 on property adjacent to bridge on
the west side was city annexation of county land. From the time the Town of Delray
incorporated in 1911,the city had been annexing unincorporated property from the county to
increase its land holdings. Most of the land surrounding the bridge had been annexed in the
1910s and 1920s,however, a small portion of the land just west of the bridge remained under
Palm Beach County ownership. The various parcels were gradually annexed by the City of
Delray Beach between 1963 and 1988.
In 1982, Palm Beach County proposed to transfer control of the Eighth Street Bridge to the
City of Delray Beach. However,the Delray Beach City Council opposed the transfer, stating that
the maintenance and operation of the bridge would unfairly burden Delray Beach taxpayers with
an estimated$120,000 a year expense. Today the bridge continues to be owned and operated by
Palm Beach County.
During the past fifty years,the George Bush Boulevard Bridge has played an important role in
the transportation of Delray Beach. The bridge has remained virtually unchanged except for
repairs and minor alterations since its completion in 1950,making it a prime example of mid-
twentieth century bridge-building technology and architectural design. Its small scale contributes
to the low-rise commercial and residential buildings located adjacent to the bridge and within the
neighboring areas. Today the bridge gets considerable automobile traffic as well as a large
volume of marine traffic. It has become a vital part of Delray Beach's transportation system by
providing residents and business owners greater access to the beach area in addition to increased
access to Delray Beach by tourists and residents traveling AIA.
VI. STATEMENT OF SIGNIFICANCE
The George Bush Boulevard Bridge is historically significant as an important means of
transportation spanning the Intracoastal Waterway. The bridge meets criteria(d) of the Delray
Beach Historic Preservation ordinance for local designation of historic sites by"exemplifying the
historical,political, cultural, economic, or social trends of the community in history." The the
bridge has played a significant role in connecting the beach and residential area east of the bridge
with the commercial corridors and residential neighborhoods west of the bridge. It also played
an important role in Delray Beach's post-World War II land boom by providing greater access to
the rapidly growing subdivisions and commercial areas north of the city's central core. Its access
for tourists and residents traveling AIA has also helped Delray Beach develop and thrive as a
year-round municipality and a seasonal resort town. Recently the bridge has aided in the
increased land values and development east of the Intracoastal Waterway.
Architecturally the George Bush Boulevard Bridge is significant as a good example of a
double-leaf Bascule bridge built by Murphy Construction Company, a notable construction
company that has been specializing in heavy and marine construction in South Florida for more
than sixty-six years. The bridge meets criteria(b) "embodies those distinguishing characteristics
of an architectural style,period or method of construction"of the Delray Beach Historic
Preservation Ordinance for local designation of historic sites. The George Bush Boulevard
Bridge embodies distinguishing characteristics of a method of construction for moveable,
Bascule bridges of the twentieth century. In addition,the size and scale of the bridge compliment
the streetscape along George Bush Boulevard for they are in keeping with the size and scale of
the buildings on the surrounding properties.
• VII. Threats and Recommendations
There is currently no impending threat to the George Bush Boulevard Bridge,however, during
the past decade there has been some discussion about replacing numerous Intracoastal bridges in
order to accommodate the two-way marine traffic that the U.S. Coast Guard and the Florida
Inland Navigational District(FIND)would like to see on the waterway. In a 1996 article in the
Palm Beach Post, David Roach, FIND's assistant executive director, stated that his agency had
plans to develop the Intracoastal Waterway into a"sort of watery Interstate 95, wide enough for
tugs, barges,and other commercial vessels to transport petroleum,manufactured goods,and
building materials along the waterway."22 To accommodate two-way marine traffic, a bridge
would have to have 21 feet of vertical clearance and 125 feet of horizontal clearance. Fortunately
for those wishing to preserve the character of the Intracoastal and its bridges, very few existing
Intracoastal bridges have the clearances necessary for this type of marine traffic. At the present
time it would be a daunting and financially unfeasible project for the bridge owners,mostly states
and municipalities,to undertake replacement of the bridges that don't meet FIND's
specifications. Many opponents believe that new and larger bridges would be visually disruptive
to the surrounding communities and pose a danger if they promoted increased traffic of
hazardous materials. In addition, opponents don't believe that the"build-it-and-they-will-
come"attitude on waterway commerce is accurate since the Intracoastal is only 10 feet deep for
much of its expanse,prohibiting many types commercial marine vessels from traveling the
waterway.
Another development that could be viewed as either a threat or a protection for historic bridges
has been the enactment of the Intermodal Surface Transportation Efficiency Act(ISTEA) of
1991. Under this Act, and the earlier Surface Transportation and Uniform Relocation Act of
1987, some historically significant bridges could be slated for replacement because the Acts
facilitate the massive replacement of the nation's aging and deteriorated highway infrastructure.
However,the Acts also permit funding for bridge rehabilitation and relocation projects, and
clearly state that historic bridges should be rehabilitated,reused, and preserved. Moreover,
ISTEA requires funding for some preservation projects.
The Cultural Resources Department of the National Park Service produced a publication that
addressed the issue of bridge preservation. It offered evidence that preserving concrete, metal,
and stone bridges is financially prudent, technically feasible, and in many situations, the preferred
alternative to new construction. This publication also emphasized that innovative engineering
solutions must be embraced by bridge engineers and transportation officials in order to preserve
bridges as important physical reminders of our engineering and transportation legacy.z3
As presented in the statement of significance, the George Bush Boulevard Bridge meets the
criteria for local Historic Site Designation as a historically and architecturally significant
structure. Designating the bridge a historic site will help preserve the bridge because all exterior
alterations and any proposed demolition would have to be reviewed by the Delray Beach Historic
Preservation Board and meet the Board's Historic Preservation Guidelines. It would also
promote interest in the bridge's architecture and history and enhance community recognition.
The designation of the George Bush Boulevard Bridge will help preserve the bridge and the
boulevard's streetscape for future generations of Delray Beach residents and visitors.
VIII. END NOTES
1. Martin Hayden, The Book of Bridges, New York City: Galahad Books, 1976, p.105.
2. Donald C. Jackson. Great American Bridges and Dams. Washington D.C.: The Preservation
Press, 1988. pp. 32-33.
3. Dade County Plat Book. Plat Book 1, Page 3.
4. "Bridge Across Canal at Delray Collapses,"Palm Beach Post 29 June 1917.
5. "Delray Bridge Ready for Traffic,"Palm Beach Post 24 August 1918.
6. Janus Research. City of Delray Beach Historic Resources Report (St. Petersburg, Florida:
Janus Research, July 1999) 24.
7. Patricia Cayce, Del-Ida Park Local Historic District Nomination, 1988.
8. Janus Research, City of Delray Beach Historic Resources Report(St. Petersburg, Florida:
Janus Research,July 1999) 25.
9. "Battle on Bridge Question Brewing: Petition Demands Atlantic Bridge Be First,"Delray
Beach News 6 June 1947.
10. "Support Indicates Atlantic Avenue Bridge Will Be First: Byrd Hopes Bridge Can Be
Financed With Surplus Taxes,"Delray Beach News 13 June 1947.
11. "Attack Atlantic Avenue Bridge Priority: Property Owners Association Heads Map Plans
Tonight,"Delray Beach News 20 June 1947.
12."Atlantic Avenue Bridge Cause of Confusion Sunday." Delray Beach News. 19 March 1948.
13. "Letters State Progress of New Bridge." Delray Beach News. 12 April 1948.
14. "Letters State Progress of New Bridge." Delray Beach News. 12 April 1948.
15. "Call for Bids Issued for Eighth Street Bridge." Delray Beach News. 28 May 1948.
16. "8th Street Bridge Bid Accepted." Delray Beach News. 16 July 1948.
17. "Second Bridge for Delray Beach." Delray Beach News. 29 July 1948.
18. "Completion of Waterway Bridges to Be Delayed." Delray Beach News. 29 December
1949.
19. "Eighth Street Bridge Dedicated in Ceremonies Yesterday Afternoon." Delray Beach News.
2 February 1950.
20. "Eighth Street Bridge Dedicated in Ceremonies Yesterday Afternoon." Delray Beach News.
2 February 1950.
21. "Eighth Street Property Being Beautified." Delray Beach News. 13 April 1950.
22. 'Intracoastal a Watery I-95," Palm Beach Post 5 February 1996.
23. Thomas C. Jester, "Preserving Historic Bridges," CRM Supplement Vol. 15,No. 2
(Washington, D.C.: The National Park Service, 1992) 1-2.
IX. BIBLIOGRAPHY AND SOURCES
"8`h Street Bridge Bid Accepted." Delray Beach News. 16 July 1948.
"Another Bridge Approved For Delray 9-1." Delray Beach News. 19 December 1947.
"Attack Atlantic Avenue Bridge Priority: Property Owners Association Heads House Maps Plan
Tonight." Delray Beach News. 20 June 1947.
"Battle on Bridge Question Brewing: Petition Demands Atlantic Avenue Bridge Be First."
Delray Beach News. 6 June 1947.
"Bond Election on 8`h Street Bridge Set for November 18`h: County Commissioners Fix Date for
Voters to Approve or Disapprove Second Bridge Across Intra-Coastal Canal In Delray."
Delray Beach News. 26 September 1947.
"Bridge Transfer Opposed." Miami Herald. 16 March 1982.
Britt, Lora Sinks. My Gold Coast: South Florida in Earlier Years. Palatka, FL: Brittany House,
1984.
"Byrd in Charge of Eighth Street Bridge Dedication." Delray Beach News. 12 January 1950.
"Call for Bids Issued for Eighth Street Bridge." Delray Beach News. 28 May 1948.
"Candidates Give Views on City Issues." Delray Beach News. 14 November 1947.
Cayce, Patricia. Del-Ida Park Historic Designation Report. Delray Beach Historic Preservation
Board and the Del-Ida Park Neighborhood Association. 15 January 1988.
City of Delray Beach Annexation Map.
"Completion of Waterway Bridges To Be Delayed." Delray Beach News. 29 December 1949.
Crawford, William G., Jr. "A History of Florida's East Coast Canal: The Atlantic Intracoastal
Waterway from Jacksonville to Miami." Broward Legacy. Vol.20:Nos. 3-4,
Summer/Fall 1997. pp. 2-31.
Curl, Donald W. Palm Beach County: An Illustrated History. Northbridge CA: Windsor
Publications, 1986.
Delray Beach Historical Society. Archives and Photographs.
Earle Bridge Machinery Company. Palm Beach County Moveable Bridge Survey. Boca Raton,
Florida,June 1972.
"Eighth Street Bridge Dedicated In Ceremonies Yesterday Afternoon." Delray Beach News.
2 February 1950.
"Eighth Street Bridge Set for Opening Celebration at 4 p.m." Delray Beach News. 26 January
1950.
Florida: Historic. Dramatic. Contemporary: Family and Personal History, Volume IV. New
York: Lewis Historical Publishing Company, Inc., 1957.
"Freeholders Will Ballot on 8th Street Bridge First : Property Owners Plan Membership Meeting
Issue." Delray Beach News. 27 June 1947.
The Historic Highway Bridges of Florida. Tallahassee, FL.: Florida Department of
Transportation, 1989.
"Intracoastal: A Watery I-95. Bridge Project Worries Other Towns." Palm Beach Post.
5 February 1996.
Jackson,Donald C. Great American Bridges and Dams. Washington, D.C. The Preservation
Press, 1988
Janus Research. City of Delray Beach Historic Resources Report. St. Petersburg, FL,July 1999.
Jester, Thomas C. "Preserving Historic Bridges." CRM Supplement. Volume 15:No. 2, 1992.
The Koch House Designation Report. Delray Beach Historic Preservation Board. 1998.
"Letters State Progress on New Bridge." Delray Beach News. 2 April 1948.
Milly,Nancy. "Boynton Woman is a Bridge Tender." Delray Beach News Journal. 15 February
1979.
National Bridge Inventory. Structural Inventory and Appraisal. Florida Department of
Transportation, 1998.
"Opening of Bridge Set for Tomorrow at 4 p.m." Delray Beach News. 31 January 1950.
Sanborn Insurance Company Maps. 1922, 1926, 1949, 1963.
"Scenes at Eight Street Bridge Opening." Delray Beach News. 7 February 1950.
"Second Bridge For Delray Beach." Delray Beach News. 29 October 1948.
Simon, Sandy. Remembering: A History of Florida's South Palm Beach County 1894-1998.
Delray Beach,FL: The Cedars Group, 1999.
Sophia Frey Subdivision Plat Map. Addition to Delray, Palm Beach County. 6 March 1926.
Spanton, Michael J., Florida Department of Transportation Inspector. Personal Interview.
February 2000
"Support Indicates Atlantic Avenue Bridge Will Be First: Byrd Hopes Bridge Can Be Financed
With Surplus Taxes." Delray Beach News. 13 June 1947.
Thomson, E. Burslem, C.E. Map of the Town of Linton. Florida. 1895. Palm Beach County
Abstract Department, Plat Book 1, P. 3.
West Palm Beach City Directory. 1952.
X. PHOTOGRAPH LOG
Historic Photographs: All historic photographs are from the Delray Beach Historical Society's
photograph collection.
1. Barge crossing over East Coast Canal in early 1900s at site that later became Eighth Street
(and later George Bush Boulevard).
2. Aerial view, 1956, Eighth Street Bridge(later George Bush Boulevard Bridge).
Current Photographs: All photographs of George Bush Boulevard Bridge taken May 2000.
1. Looking northeast
2. Looking northwest
3. Looking northeast
4. Looking northwest
5. Looking southeast
6. Looking east
7. Looking northeast
8. Looking southwest
9. Looking southwest
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