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HPB-06-19-00 mm7.11rIMI ' 0,0 qr - NOTICE HISTORIC PRESERVATION BOARD MEETING CITY OF DELRAY BEACH The July 5, 2000 Historic Preservation Board's Regular Meeting has been Canceled. The next Board Meeting will be held on July 19, 2000. Pat Cayc Historic Preservation Planner POSTED ON: JUNE 29, 2000 vim! �--....-�-�:P ,b �� AGENDA HISTORIC PRESERVATION BOARD MEETING CITY OF DELRAY BEACH Meeting Date: July 19, 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 21, 2000 III. PUBLIC HEARING ITEMS A. Consider Marking a Recommendation to the City Commission that the Atlantic Avenue Bridge, Located at East Atlantic Avenue and the Intracoastal Waterway, be Designated Historic and Listed in the Local Register of Historic Places. B. Consider Making a Recommendation to the City Commission that the George Bush Boulevard Bridge, Located at George Bush Boulevard and the Intracoastal Waterway, be Designated Historic and Listed in the Local Register of Historic Places. C. Variance-68: 9 NE 2"d Street, Old School Square Historic District, William Branning, Owner. Consider Granting a Variance from the Land Development Regulations, Section 4.3.4(k) Pertaining to the Rear Building Setback Requirements Associated with COA-414. HPB Meeting July 19, 2000 Page 2 IV. CERTIFICATES OF APPROPRIATENESS A. COA-346-Continuation: 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-399-Continuation: Gabay Silberstein Architects, 219 NE 1st Avenue, Bankers Row, Old School Square Historic District. Jeffery Silberstein, Owner. Consider the Installation of a Free Standing Non-Illuminated Wood Sign. C. COA-415: Jack Lundy Residence, 411 N. Swinton Avenue, Del-Ida Park Historic District. Jack Lundy, Owner. Consider a 930 s.f. Two Story Addition to the Rear of a Noncontributing Single-Family Residence. V. REPORTS AND COMMENTS A. Reports from Historic District Representatives B. Board Members C. Staff VI. ADJOURN fi/% Pat Ca e Historic Preservation Planner POSTED ON: July 13, 2000 MINUTES OF THE HISTORIC PRESERVATION BOARD CITY OF DELRAY BEACH • DELRAY BEACH, FLORIDA PUBLIC HEARING MEETING DATE: JULY 19, 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 Hurlburt, Shane Ames, Dave Bodker, Mary Lou Jamison, John Johnson, Gail-Lee McDermott MEMBERS ABSENT: Tony Keller STAFF PRESENT: Pat Cayce, Diana Mund, Assistant City Attorney Jay Jambeck II. APPROVAL OF MINUTES: The Minutes for the Regular Meeting of June 21, 2000 were before the Board for consideration. Mr. Ames moved to approve the Minutes as presented. The motion was seconded by Ms. McDermott and passed 6-0. A. PUBLIC HEARING ITEMS: A. Consider Making a Recommendation to the City Commission that the Atlantic Avenue Bridge, Located at E. Atlantic Avenue and the Intracoastal Waterway, be Designated Historic and Listed in the Local Register of Historic Places. Chairperson Hurlburt sated that this was a Quasi-Judicial item. Therefore, anyone wishing to speak on this item would have to be sworn in. Board Secretary Diana Mund asked that anyone wishing to speak raise their right hand and then administered the oath. Chairperson Hurlburt declared the Public Hearing open. John Bennett, Vice President of Beach Property Owners Association, stated that they were in support of the designation and suggested that the Intracoastal Waterway crossing be designated as well. Mrs. Cayce stated that she had a phone call from the owner of the Caribbean Grill in support of the designation. As there was no one else wishing to speak Chairperson Hurlburt closed the Public Hearing. It was moved by Mr. Johnson, seconded by Ms. Jamison and passed 6-0 to recommend to the City Commission that the Atlantic Avenue Bridge be listed by ordinance, in the Local Register of Historic Places, based upon positive findings with respect to LDR Sections 4.5.1(B)(2)(d) and 4.5.1(B)(3)(b) (Criteria for Designation). B. Consider Making a Recommendation to the City Commission that the George Bush Boulevard Bridge, Located at George Bush Boulevard and the Intracoastal Waterway, be Designated Historic and Listed in the Local Register of Historic Places. Chairperson Hurlburt sated that this was a Quasi-Judicial item. Therefore, anyone wishing to speak on this item would have to be sworn in. Board Secretary Diana Mund asked that anyone wishing to speak raise their right hand and then administered the oath. Chairperson Hurlburt declared the Public Hearing open. Mrs. Cayce read a letter from David Roach, Executive Director of the Florida Inland Navigation District, stating that they opposed the designation as they felt it would have a negative impact on the ability of the bridge owner to maintain and upgrade this transportation infrastructure to meet safety and operational needs of vehicles and vessels utilizing the structure in the future. Bill Andrews, 801 Palm Trail #7, stated that he lives in the condo next to the bridge and is opposed to the designation as he felt the bridge was unsightly (i.e. utilitarian in style), very noisy and the designation would impede the ability to fix these problems in the future. Alieda Riley, 65 Palm Square, spoke in support of the designation. John Bennett, Vice President of Beach Property Owners Association, stated that they were in support of the designation. As there was no one else wishing to speak Chairperson Hurlburt closed the Public Hearing. -2- HPB Minutes 7/19/00 It was moved by Mr. Johnson, seconded by Ms. McDermott and passed 6- 0 to recommend to the City Commission that the George Bush Boulevard Bridge be listed by ordinance, in the Local Register of Historic Places, based upon positive findings with respect to LDR Sections 4.5.1(B)(2)(d) and 4.5.1(B)(3)(b) (Criteria for Designation). C. Variance 68 & COA 414: BSA Construction, 9 NE 2nd Street, Old School Square Historic District, William Branning, Owner. Item Before the Board: The action requested of the Board is that of considering granting a variance from LDR Section 4.3.4(K), pertaining to the rear building setback requirements and the Design Elements associated with COA 414. Chairperson Hurlburt sated that this was a Quasi-Judicial item. Therefore, anyone wishing to speak on this item would have to be sworn in. Board Secretary Diana Mund asked that anyone wishing to speak raise their right hand and then administered the oath. Chairperson Hurlburt declared the Public Hearing open. John Bennett, 137 Seabreeze Avenue, spoke in support of the variance. As there was no one else wishing to speak Chairperson Hurlburt closed the Public Hearing. It was moved by Mr. Ames, seconded by Ms. Jamison and passed 6-0 to approve Variance 68, based upon positive findings with respect to LDR Section 4.5.1(J)(1) to reduce the rear building setback from 10' to 2' to allow a garage to be reconstructed on its original footprint. It was moved by Mr. Ames, seconded by Ms. McDermott and passed 5-1 (Johnson dissenting) to approve COA 414 for the Design Elements, based upon positive findings with respect to LDR Section 4.5.1(E) as presented. IV. CERTIFICATES OF APPROPRIATENESS: A. COA 346-Continuation: Rectory Square, 10 W. Atlantic Avenue, New Construction, Old School Square Historic District. Michelle Balfoort, Architect/Authorized Agent. 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. -3- HPB Minutes 7/19/00 It was moved by Mr. Ames, seconded by Ms. McDermott and passed 6-0 to approve COA 356-Continuation for the change in exterior paint colors as follows: 1. Elevations —Tropic Sky 2. Corner Boards, Posts & Base Boards — Island Cay 3. Window Trim & Shutters — Bistro Yellow 4. Gables — Deco Coral B. COA 399-Continuation: Gabay Silberstein Architects, 219 NE 1st Avenue, Bankers Row, Old School Square Historic District. Jeffery Silberstein, Owner. Item Before the Board: The action requested of the Board is that of considering the installation of a free standing non-illuminated sign. It was moved by Ms. Jamison, seconded by Mr. Ames and passed 6-0 to approve COA 399-Continuation for the free standing sign as presented based upon positive findings with respect to the Design Guidelines, with the following condition: • That the finial ball on top of the sign post be painted white. C. COA 415: 411 N. Swinton Avenue, Del-Ida Park Historic District. Jack Lundy, Owner. Item Before the Board: The action requested of the Board is that of considering a 930 sq.ft. two-story addition to the rear of a noncontributing single family residence. It was moved by Mr. Ames, seconded by Ms. Jamison and passed 5-1 (Johnson dissenting) to approve COA 415 based upon positive findings with respect to LDR Section 4.5.1(E), with the following condition: • That the architectural details, size and massing be approved by staff. V. REPORTS AND COMMENTS: A. Reports from Historic District Representatives None -4- HPB Minutes 7/19/00 B. Board Members Ms. Jamison questioned the changes made to the front door of Mr. Weiner's offices. Mrs. Cayce explained that the door does not conform to the approved plan and that Mr. Weiner would return to the Board for review of the door that has been installed. C. Staff Mrs. Cayce has been informed that the Marina District Homeowners Association residents are not receiving notice of meetings, which pertain to their area. She suggested that the Chairman of the Association should contact the City's Neighborhood Planner, Winston Hudson, to arrange for notices to be posted or distributed. Mrs. Cayce informed the Board that Cason Cottage would be repainted white with green trim. VI. ADJOURNMENT: There being no further business before the Board, the meeting adjourned at 7:30 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 July 19, 2000, which were formally adopted and approved by the Board on September 6, 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. - 5- HPB Minutes 7/19/00 Hili.STORIC PRESERVA,TI,ON BOASRD STAFF REPQRT . Project Name: Atlantic Avenue Bridge. Project Location: East Atlantic Avenue and the Intracoastal Waterway. ITEMi BOARD The action requested of the Board is that of conducting a Public Hearing to allow the public to comment on a proposal to have the Atlantic Avenue Bridge designated as a local historic site. Based on an analysis of the designation report and testimony presented at the meeting, the Board will consider a recommendation to the City Commission as to the Atlantic Avenue Bridge's designation in the Local Register of Historic Places. SsT,AFF iCO;MMrENT;SIAN, AI^;YSIS At the meeting of June 21, 2000 the Board reviewed the Atlantic Avenue Bridge designation report and determined that it contained all of the required information pursuant to LDR Section 4.5.1(C) (3)(a)(b) & (c). The Board then set the date for the public hearing for July 19, 2000. Pursuant to Section 4.5.1(C) (6), the next step is as follows: After conducting the public hearing, if the Board finds that the nomination fulfills the proper designation criteria and all procedures have been followed correctly, it shall vote on the designation. A majority of the entire Board, present and voting, must act in the affirmation to transmit the nomination and the Board's findings to the City Commission. The City Commission shall consider the recommendation through its standard ordinance adoption procedures, except that at least three affirmative votes of the City Commission is necessary to make a designation. In the event that a directly affected property owner objects to the historic designation, the Commission approval shall require a super majority vote of four votes. To qualify as an historic site the property must fulfill one or more of the criteria set forth in Section 4.5.1(B)(2) or (3) of the LDRs. As exemplified in the attached designation report, the Atlantic Avenue Bridge fulfills two of the criteria as follows: Section 4.5.1(B)(2) (d) Exemplifies the historical, political, cultural, economic, or social trends of the community in history; and, Meeting Date: July 19, 2000 Agenda Item: Ill-A . • f HPB Staff Report Atlantic Avenue Bridge Historic Designation • - Page 2 Section 4.5.1(B)(3) (b) Embodies those distinguishing characteristics of an architectural style, period, or method of construction. A` LT'ERNATI;VE ACTIO;-NS 1. Based upon positive findings with respect to LDR Sections 4.5.1(B)(2)(d) and 4.5.1(B)(3)(b), Criteria for Designation, recommend to the City Commission that the Atlantic Avenue Bridge be listed, by ordinance, in the Local Register of Historic Places. 2. Deny the designation request, based on failure to make positive findings to LDR Sections 4.5.1(B)(2) or 4.5.1(B)(3). REC6_4NI DATI`:ON Based upon positive findings with respect to LDR Sections 4.5.1(B)(2)(d) and 4.5.1(B)(3)(b), Criteria for Designation, recommend to the City Commission that the Atlantic Avenue Bridge be listed, by ordinance, in the Local Register of Historic Places. Attachment: Atlantic Avenue Bridge Designation Report File/s/hpb/Atlantic Bridge-sr 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. • t‹. mac.• MA I . L----1- IT\ 1 , I 1 w I THOMAS STREET N.E. 2ND ST. z r c:-.-'1-' I >- n I i J _ w W = i p P 1 V Z Il J J N.E. 1ST I. z w Q Q I z a <- q Li, Li L. o L N.E. 1ST ST. Q LOWRY STREET - o z DELRAY LLi SUMMIT 'CPI- GROVE - T E CONDO w N CONDO 3 SITE 1 � w H = m z- `n to ATLANTIC VETERANS BARR w a- w w PLAZA PARK TERRACEC SPANISH z z CONDO RIVER L RESORT , ATLANTIC AVENUE r 1 Lu — — WA TER'WA Y EAST - I 1 > ' 1 0 —Q N 1 COMMERCIAL 1 CONDO 1 Ja�- Z w IO i > N a I II cchi Li.., BAR o L > > aHARBOUR Q 7 E I, CONDO I S.E. 15T ST. MIRAMAR STREET • BUD'S I i O /Z:‹z =-H- I- = ®' !DCO VERHOUSE OCEAN PLACE_- CONDOW W OCONUT ROW CA I I I I . ` ' INGRAHAM S.E. ---, ,_____\ , — 2ND Sr. AV N • JARDIN DEL SEAGATE I MAR CONDO OCEAN TERR. TOWERS T=•- - , I N ''mr- EAST ATLANTIC AVENUE BRIDGE CITY OF DELRAY BEACH. FL PLANNING & ZONING DEPARTMENT -- DIGITAL BASE MAP SYSTEM -- MAP REF: LM440 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 modem form between the 1880s and 1940s. Bascule bridges that use hinge mechanisms to move the spans are usually called heel and trunnion designs.2 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. 27`h 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 Flagier 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 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 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." 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 fmanced 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.' • 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.'6 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 8h,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 A l 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 (Al A). 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.2° 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 1'. 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 27th,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, Dekay 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 Ritzier, 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 l 950: 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 I-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 8th 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 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. 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 5th 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. 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" . . . lib._ '.;; ., `` / . ` i// /- ; '� '. ' , T / / % / i -_r 111/ y 1- / 1 • t • - l'// ' ^r . • • •.=—...____ . / • / . / ___,..._____.•-•_—_-e • ."' 1'5: • ...: , _: ...•..f.1..• .'L..-.1 4-';:......t), ' ',V. 1' ‘ :/ •?' .......: .....`'..'....‘A\% %.\\\''.. _ 171 tt". ` er I •q': ` , ! . , f."\ `1 ‘• • ',--- . t `l• . •,1 /r: • r - � -. plko_ r ` • 1 • -1. ' i.' + n .: ' I. i , a y-.iN 1. i -1 . 5 _ -- - - ir ' • x•_r.: ::' 4 ,e ms:- �•,� '' • ! _ ,t., r " -- .. - • ; . , s • `., -,t`. _ h t: -:' f 'ice t _ __ ! - . - os s y- ; _ .f.'` e T~ J� H1STO'RI PRES-ERU;ATI N BOARD STAFF: RE'PORT Project Name: George Bush Boulevard Bridge. Project Location: George Bush Boulevard and the Intracoastal Waterway. ITEM:=.,BE.F0-RE 'TH E. . B`O"ARD The action requested of the Board is that of conducting a Public Hearing to allow the public to comment on a proposal to have the George Bush Boulevard Bridge designated as a local historic site. Based on an analysis of the designation report and testimony presented at the meeting, the Board will consider a recommendation to the City Commission as to the George Bush Boulevard Bridge's designation in the Local Register of Historic Places. STAFF` CO:MM-ENTS.1A`NALYYSI'S At the meeting of June 21, 2000 the Board reviewed the George Bush Boulevard Bridge designation report and determined that it contained all of the required information pursuant to LDR Section 4.5.1(C) (3)(a)(b) & (c). The Board then set the date for the public hearing for July 19, 2000. Pursuant to Section 4.5.1(C) (6), the next step is as follows: After conducting the public hearing, if the Board finds that the nomination fulfills the proper designation criteria and all procedures have been followed correctly, it shall vote on the designation. A majority of the entire Board, present and voting, must act in the affirmation to transmit the nomination and the Board's findings to the City Commission. The City Commission shall consider the recommendation through its standard ordinance adoption procedures, except that at least three affirmative votes of the City Commission is necessary to make a designation. In the event that a directly affected property owner objects to the historic designation, the Commission approval shall require a super majority vote of four votes. To qualify as an historic site the property must fulfill one or more of the criteria set forth in Section 4.5.1(B)(2) or (3) of the LDRs. As exemplified in the attached designation report, the George Bush Boulevard Bridge fulfills two of the criteria as follows: Section 4.5.1(B)(2) (d) Exemplifies the historical, political, cultural, economic, or social trends of the community in history; and, Meeting Date: July 19, 2000 Agenda Item: Ill-B w, HPB Staff Report George Bush Boulevard Bridge Historic Designation- Page 2 Section 4.5.1(B)(3) (b) Embodies those distinguishing characteristics of an architectural style, period, or method of construction. .`ALTERNATIVE._ AC719NS 1. Based upon positive findings with respect to LDR Sections 4.5.1(B)(2)(d) and 4.5.1(B)(3)(b), Criteria for Designation, recommend to the City Commission that the George Bush Boulevard Bridge be listed, by ordinance, in the Local Register of Historic Places. 2. Deny the designation request, based on failure to make positive findings to LDR Sections 4.5.1(B)(2) or 4.5.1(B)(3). ' R'E C O4lIlI 7V1 E�1"D A T 1 OWN �` Based upon positive findings with respect to LDR Sections 4.5.1(B)(2)(d) and 4.5.1(B)(3)(b), Criteria for Designation, recommend to the City Commission that the George Bush Boulevard Bridge be listed, by ordinance, in the Local Register of Historic Places. Attachment: George Bush Boulevard Designation Report File/s/hpb/George Bush Boulevard Bridge-sr 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 } s •t 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 V1II. 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 By: 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/l Oths 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 r 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. ! Il 1 ' I I I ' I ' I . I , II I f1 I' I ' I I r j 1 (�-I , I J I r , i j I , / r '► I `ENER`.' !AN_ i 1 ! I / ! 1 1 j ' 1 i 1 I BOND WAY .... i a > w j r I 1 i < ` I W I % I ill / I _ I WITHERSPOON LANE 7 1 lil / C i McKEE LN. I/ —1 I 1 I I PELICAN LAN IIhw < JJ 3 —� WATERWAY NORTH CONDO I �f z `' INLET BLVD. JLI ` I COVE CONDO BVSN ! I GEORGE r BUSH BOULEVARD I � GEORGE I I 1 MARINA 1 C sou IHWAYS 1 I 1 ST VINCENT' THE1 ► I I CHURCH DELRAY LANDINGS I 1 —' N.E. 7TH CT. CONDO I I r-..p, i-J WEDGE— WOOD SITE CRESTWOOD DP,IVE _. 1 1 ► CONDO Iiiii N.E. 7TH ST. 1 > J M.S.A. 'iAMMOND RD < I TRACTM.S.A. TRACT 1 I 1 _, I 1---..1I I r � II N.E. 6TH ST. II I H ARBOR pRIE / HARBOR , ' __ ,\ C= I I IhmC� I I I w c .zo<- I I I I I I C ; I � 1— <1 I I I N.E. 5TH ST. = . I I ( 11- ? I I I) 1 C IS1 AND r DRIV_ I I . , I III 11 i 3`J i Vr i 1 I ► Z l 1 , i 1 11 , - ( I ► I 1 1 I 1 1 I ! ll� ‹C\„ I` 1 N -Immt.` GEORGE BUSH BOULEVARD BRIDGE CITY O DELRAY BEACH, FL (f.k.a. 8th Street Bridge) PLANNING & ZONING DEDAP TMEN T -- DIGITAL c^ASG MAP SYSTEM -- MAP REF: LMazg 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 Delray'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 modem 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 inl919 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 specialised 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.3 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 bronght 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 planed 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.6 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 modem in every way and possessing all the latest improvements.'2 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.' 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. Garner, 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.-° 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, banyan,rubber trees and a few almost ancient lemon and orange trees.21 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 MA. 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 ALA 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 cast of the Intracoastal Waterway. Architecturally the George Bush Boulevard Bridge is significant as a good example of a double-Ieaf 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."'-Z 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, IS ILA 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.'`' 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. 'III. 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. "8t 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." Delrav 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 "8th 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 8t Street Bridge Set for November 18'h: County Commissioners Fix Date for Voters to Approve or Disapprove Second Bridge Across Intra-Coastal Canal In Dekay." 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 Jannary 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 DesiEnation Report. Delray Beach Historic Preservation Board and the Del-Ida Park Neighborhood Association. 15 Jannary 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 Bride 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. 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CATHLEEN C.VOGEL TREASURER MIAMI-DADE COUNTY Thank you for providing the District with a notice of the referenced M.BRENTWADDELL hearing. The District is the "local sponsor" of the Atlantic Intracoastal MARTIN COUNTY Waterway in Florida and therefore is an affected party. The District is in LAURENCE D.LOCKER general opposed to the designation of transportation infrastructure as BROWARD COUNTY b GEORGE P.BUNNELL historic. The District is of the opinion that this type of designation has a INDIAN RIVER COUNTY negative impact on the ability of the bridge owner to maintain and PIERRE D.THOMPSON upgrade this transportation infrastructure to meet safety and operational ST JOHNS COUNTY THOMAS P.JONES,JR. needs of vehicles and vessels utilizing this structure in the future. DUVAL COUNTY GRAYCE K.BARCK Please have this letter entered into the public record of the hearing. I VOLUSIA COUNTY JI-ANG SONG would like to thank you in advance for the consideration of our PALM BEACH COUNTY comments and your support for the enhancement and protection of the Atlantic Intracoastal Waterway in Delray Beach for the enjoyment and use of future generations. DAVID K.ROACH EXECUTIVE DIRECTOR ncerel MARK T.CROSLEY ASSISTANT EXECUTIVE DIRECTOR David K. Roach Executive Director _ J U t `_ 9 M00 ADMINISTRATIVE OFFICE ON THE INTRACOASTAL WATERWAY IN PALM BEACH COUNTY 1314 MARCINSKI ROAD,JUPITER,FLORIDA33477-9498 TELEPHONE 561-627-3386 FAX No.561-624.6480 www.aicw.org HISTORIC PRESERVATION BOARD . TA`FF. :RE.PO,.R.T . . Project Name: Variance 68 and COA-414, Bill Branning, BSA Construction, Owner Project Location: 9 NE 2nd Street, Old School Square Historic District ATE :BEFO M R E THE BOARD The action requested of the Board is that of granting a variance to LDR Section 4.3.4(K), pertaining to the rear building setback requirements for property located in the OSSHAD (Old School Historic Arts District) zoning district; and approval of the design elements associated with COA-414. BACKGROUND The legal description of the property is Lot 20, Block 66, a Resubdivision of the South 150 Feet of the West % of block 66. The property was converted from residential to commercial in 1996. The original single family residence is now the office of BSA Construction. The office and the garage to the rear, which has been demolished, were constructed in 1925. A residential cottage on the northeast corner of the lot was constructed in 1946. The two remaining structures are of wood frame construction in the vernacular style, as was the garage. The nonconforming one-car garage, which contained a laundry/storage room, was seriously deteriorated. When repairs to the siding commenced it became apparent that the damage was extensive and total reconstruction was advisable, consequently the garage was demolished. In order to reconstruct the garage on its original footprint a variance to the rear setback requirement is required. The garage was counted as one of the 4 required on-site parking spaces when the property was converted to commercial use. D, ESC RI:PTIO NIA NALYS1S Variance to the rear building setback requirement The demolished garage was nonconforming with respect to the rear setback. The garage was 18' 3" in length; 5' of the rear portion of the garage encroached 8' into the rear (north) building setback (see attached survey). The required building setback in the OSSHAD zoning district is 10'. The request is to reduce the rear building setback to 2' for the same distance of 5'. If granted, the variance will allow a one-car garage with laundry/storage room to be constructed on its original footprint. Meeting Date: July 19, 2000 Agenda Item: Ill-C w HPB Staff Report Variance 68 & COA-414 Page 2 Pursuant to LDR Section 4.5.1(J) Historic Preservation Board to Act on Variance Requests: the Board is guided by the following criteria. (1) That a variance is necessary to maintain the historic character of property through demonstrating that: (a) A variance would not be contrary to the public interest, safety, or welfare. (b) Special conditions and circumstances exist, because of the historic setting, location, nature, or character of the land, structure, appurtenance, sign, or building involved, which are not applicable to other lands, structures, appurtenances, signs or buildings in the same zoning district, which have not been designated as historic sites or a historic district nor listed in the Local Register of Historic Places. (c) Literal interpretation of the provisions of existing ordinances would alter the historic character of the historic district, or historic site to such an extent that it would not be feasible to preserve the historic character, of the historic district or historic site.' (d) The variance requested is the minimum necessary to preserve the historic character of a historic site or of a historic district. The variance will not be contrary to the public interest, safety or welfare. The reconstruction of the garage on its original footprint is appropriate to the contributing office building. The variance is the minimum necessary to preserve the historic character of the historic site and will not adversely affect the neighboring properties. Design Elements The garage will be reconstructed to replicate the original with a flat roof and staggered parapet. The horizontal siding will be cement board (the original was , wood clapboard) the corner boards, parapet trim and door trim will be redwood. Two pedestrian doors, one on the north and one on the south elevation will be installed as well as double hinged garage doors on the east elevation. Material for the doors will be specified at the meeting. The garage will be painted to match the office building. ALTERNATIVEACTIONS VARIANCE 1. Deny with reasons stated. 2. Approve as requested. HPB Staff Report Variance 68 &COA-414 Page 3 DESIGN ELEMENTS 1. Continue with direction. 2. Deny with reasons stated. 3. Approve as presented. RECOMMENDATION By Separate motion: 1. Based on positive findings to LDR Section 4.5.1(J)(1), grant the variance to reduce the rear building setback from 10' to 2' to allow a garage to be reconstructed on its original footprint. 2. Based on positive findings to LDR Section 4.5.1(E), approve the design elements for the garage as presented. File/s/pz/hpb/variance-68&coa-414-branning A A300 t V. .43.00 // Cm G-'.I. G.F.I. I 1 •.. Il t , „ IL ...."1.. - \ n. ;X / g e : / 0 ;'` / }W4T 51.1 I f, cy — G.F.I. / 1 X A300! •�`� �A30G G.F.I. sx / ul '• i b ... ___04w. .-„, .0‹...--:( ' .--'1 i in ›: , - '',C I 34,, G R‘,6 =- \ 7 „� iDID IL�4UfQDR" -/ / _ G.F.I. i� �' l 101 I 0 - .//-E;,-- 1 . e i hh - 5 / ,, Ailli / '�3D I 'X ,t .,J x i '6.-- i . O COWLT-GT To EX 'TIN — W:SIE W=:E L NE J �/" E''-E' 2'-G'y ). ,'—L' -0' / / / / / / 2 ,� NO11=. A c_.-r_ � c =x!s ir.�_ 700 ./ . _l '\ i N`\ .� i \ • --' t • -t- -----V - jI j 1 I 1 J i_J it! I. I`' 7-J Th EAST ELEVATION \ \a 1 1 :i u F-1 N, 1 I I - ( 4 w.3T ELEVATION ,::.DD 6GALE - 1/4'=1.-D' / 1 , ' / - — n ' _ — , i r- NORTH ELEVATION 1,3.,.ov ::.---.SALE : 144'=1. / 2x44 i____ _IL.,..--• ANC I _____.; I H _ r-'2 SOUTH ELEVATION LAKE IDA ROAD (N.W. 4TH ST.) N = I 4,-- ifT— li 11 POST 1 I . l i I CASON I OFFICE i , ; a 11 I I METHODIST I I fl: I CHURCH L' II I , . I 11 i II I i zI 11 .1 '�-' II ' i II > > I II Lz, '' i-Ii I >I �1 1 II ` '' I i f ! l 11 ! /�� I I i <I I 1 III 11 1 1Ei ■ II N.Y.. 3RD ST. N.E. 3RD S;. I i >I I 1 I 1 I i ■ I I ( I �< I 1 I I I 1 ; I/ I i CITY n _� n H F 1 I ATTORNEY "' NI �.1111- ; am J T I N I BUILDINGG 1 I I r - 1-- i _ MARTIN LUTHER KING JR. DR!•�r_ (N.W. 2ND ST.) N.E. 2ND S7. II �,_1 !N �Z I I} ► I i II N of ! 3 Ti ! !' III I I 1bill W Z i �� I =1 3 I I I I Z 11 I;=• CITY � �j�1 I � ij1" HALLI NI I I I� I 1 I I '�� I I1 I i I N.W. 'ST ST. i N.N'. 1ST ST. N.E. 1ST ST. I1 1 i^� I h. I r 1 c r f COMMUNITY W Li r z f z CENTER Z Z / I d I I I j TENNIS —I OLD I 2 II j 1 II I STADIUM l ) SCHOOL SQUARE I I 1�` ATLANTIC AVENUE III >I i ! >{ 1 I LL; >. w I -j� i i ji` `I � i I_ ,' _ I. I"': E I. I f _ 1I (mil r; ICI , I I . I , �� I I w �li P' i�wI It/i ivi' } I I I iui Ui .,t�N I ! I ' I � l I I 1 ,, r —'�I I 1 N BSA CORPORATION CITY OF DE LRAY BEACH, FL -9 N.E. 2ND ST. - PLANNING & ZONING DEPARTMENT 1 i-- DIGITAL BASE:MAP SYSTEM -- MAP REF: L11.294 H'ISTORIC PRESERVATION BOARD F.:41 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 THE 13;01 RD 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. A new color scheme was presented at the June 21, 2000 meeting. The Board did not approve the new color scheme and recommended that the applicant revise the proposal and return with several paint scheme options. D ES C R I P T1 O"N 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 applicant will present 4 color scheme options for the Board's review, the paint chips will be available at the meeting. File/pzfhpb/coa346-cont-paint-sr-2 Meeting Date: June 21, 2000 Agenda Item: Ill-A • • • Iit !I � L' I� '— II— . II I`i 111 j ,_j •- ii l � / = • _�.c • it I^! II = ' l / �ci I! ! ! t I i i ! i L II 1 (I'jll'ili I i II I I I!-- !1 - - ,'^�1`_,�I i =, - / I !1 I ! = I .1t I!_I I..I i I i. i-;' 1i- I II -__� ' 1 1 — !I I I• — i ' 1_1 �,. r JI i�ti— • ' ! r-_ r I_! ! �1 !I ! I Ii I ' - E _! I I .I i J;1 !1 ;_� I 11 1 i it ! -----_ . - rt f I .c1r�= _ li ` I i jI i i 1 j l j 1 i t ' 1 1 ' i j 11 11 ! •-1 I r: I I I ' ^=w� �...rc 1^ i ! i i 1 1 I . H I 1 / ! 1 i 11 j ' I ' 1 ! , 11 i I�i!�� ! r Vt'_, ! I H I I j !i-; I 1 ! 1 j Ir4 i . I I_: j I! _ -7,,� I ' ' 111 iii��jii!=! i !_I-1 _:� —. II 1_=f h I(I---! II I ? ;>�II I _. _ ( I n--I 1 .V, p-wf-----11 �� IIi- ' �l �c11I=III !ijr-1 11 - c —=I :=i .0 7-! ` CI ' I i-.i 1-- ._— , : T I1--r— 1Ci u i I i I i H I;wS TO R I'C .PRESERVATION BOARD STAFF -REPORT Project Name: COA-399, Gabay & Silberstein Architects Project Location: 219 NE 1st Avenue, Bankers Row, Old School Square Historic District `` ITEM BEFORE .THE - BOARD The action requested of the Board is that of approval for a free standing sign for the Gabay/Silberstein office, pursuant to LDR Section (2)(4)(6)(J). BACKGROUND The building on the property is a minimal traditional style Mackle cottage that was converted from a single-family residence to an architect's office in 1999. A temporary sign was installed several months ago; the permanent sign is now before the Board for review. DESCRIPTION / ANALYSIS m The proposed sign is 2 sided, free standing and non-illuminated. The 18" x 24" (3 s.f.) sign face is sandblasted wood with raised letters and a decorative border and is mounted on a wood post and bracket arm. The finial on the top of the post is 5'9" above ground and the bracket arm is 3'6" in width. The letters, border, and post and bracket are white; the background is red. The design of the sign is appropriate to the minimal traditional style of the cottage. The cottage is painted pale peach with white trim and the proposed sign face is "cardinal red". Perhaps the Board might want to suggest an alternative color, such as dark green or black to match the rear awning. :REVIEW BY OTHERS , The proposed sign was approved by the Building Department's Sign Review Committee at its meeting of June 30, 2000. ALTERNATIVE ACTIONS 1. Continue with direction. 2. Deny with reasons stated. 3. Approve as presented. Meeting Date: July 19, 2000 Agenda Item: IV-B HPB Staff Report COA-399-Silberstein Sign Page 2 RECOMM;ENDA't`ION Based upon positive findings with the Design Guidelines, approve the sign associated with COA-399 as presented, with the following condition: 1. That the sign face color be changed from "cardinal red" to a color more compatible with the pale peach body of the building. File/pz/boards/hpb/silberstein-sign-sr Meeting Date:July 19,2000 Agenda Item IV- tv; ,' , 42 5" ---Y1 Yf°�i a r • •1 • ,flit=' ' ' 0,-; • f ' 0 • .a 1 �',l . . • : fit,• , «• , vTh;.`• r J - �+ �;' ' I Gabay t Silberstein ----: , �. `i 1 edkr.,'1., 'I �_• a i` " ''• A r G h i t e G t r; a,:,,,�rr„ :�.' 18" 219 1 L. ; � "f, ; 11IIIH: . ' .' I ( III . ' ' •• � �/ LLB I rr ','� L 1;5 ,r 5 I L'Ai; In' � r Fl Y L� l I ' t, rr,'' 1 5' J k`4`'' f... w• .1 r r 'i , 1. ,, •'y , '' It, . '.' ` `� • + I !,. (illf1:. �✓ , +•i 1 + �` I!. , , ' 1 1,l 15F1. f a,j/ yi d A �q kn" �1 ;'• ) 7 1r{l�YI t It. r s' r • �,5 . •Ai,ti ' V\1{ .'I 1 ( I .r �f•.1`•r .: ' u •I .,, pJ cp.Y'., • `.I ." • `,fl_r,'. r -4-' `. T T:`, ^7Yy, `„�#`- '. x F.l'�) it I L a. -_-.�' *- ,: —1 .. #_ t'78••y.r' ¢61y7y' •r,. 'W: '' . •rrr�i;(rlfr' r4.L f.',:i 1: ~.Ji7.:iT°' 1'�♦ .,•• r„. ./„.„,.. M .,.r;+ Va k ......• , „t .7.v, :.r�1 'sar .. PROPOSED SOUTHERN ELEVATION 1 .' COLOR SCHEDULE CURRENT SOUTHERN ELEVATION /Seale ` 1 1/2" MDO BOARD NTS RED BACKGROUND TO MATCI-I Date AVERY VINYL CARDINAL RED LOCATION MAP 6/26/(10 WHITE LETTERS, WHITE POST & I+INNIAL, RED TR1A1 N Drawn By DMS NE 1st Ave. SQFT. CALCULATIONS: Sign Located Revised just North East Corner of NE Ind St. NE 2nd Ave & NE 1st St. _: 219 NE 1st Ave. Drawing Number i �— Delray Beach 83780068 g 2' x 1.5' _ _3_ SQ FT PROPOSED .. Ji1 1 1 1 11 1 I tre, �4 K I, N.L. ! till1 i`7 �,.'HI1111 c1 ,eCHi1II1 TRINITY N•- 5704 St LUTH_RAN I.I 11111 : if-H 11 II I111111I; 1111 (N.1K. 47H ST.) N.E. zp.i s- 57 ._L L. D-DI..• CASDN M`THOD:ST I CHURCH I I I 1 z J 1 1 .I w J__,� I 1 < 1 I I 1 1 1 J I I 1 1 I I 1 • N.Y. 3RD 57. N_ 3 D S. �I�I-I I I I J I I I J I I 1 • I 1 1 H I I J J _.:. J 1 INI ,� i-I I I - I I I I 1 I I I I I , _ 1 I J 1 I 1= - KW.7%Z 57. N._. z .---10 L__.i ~ ! L J I II 31 I -iuli I L__I KI I ' i I 11 J 1 1 11 I N.M.. 7S 57. N.E ..--?S 57. IJ 1 I i 4 i , 1 • I . ,[_-_-i--_-1,0 j DAD I (i- • 1 1 1 - SDHDDL 11 11 111 l III SOUArT ICJ ATLANTIC AVENUE III . l I bI I 1frvl NIIi 1._____51 I I 1---EL I 1 .1 1 rI I 1 �»nIIN i H:ISTO.RIC PRESERVATION BOARD STAFFREPORTA Project Name: COA-415, Jack Lundy Project Location: 411 North Swinton Avenue, Del-Ida Park Historic District ITEM BEFORE THE BOARD The action requested of the Board is that of approval for a two-story addition to the rear of a noncontributing single-family residence. BACKGROUND The one story c.b.s. single-family residence was constructed in 1956. It is a simple ranch style with a front gable roof running east and west, on the front façade two awning windows flank a decorative brick wall. The entrance is on the south side of the structure and a garage under a secondary flat roof is located on the north. DE"SC;RIPTION I ANALYSIS' The house is approximately 1300 s.f. The applicant is proposing to construct a 26' x 18' two story c.b.s. addition to the rear of the existing dwelling which will provide an additional 936 s.f. of living space. The addition will contain a family room on the first floor and a master bedroom, closet and bath on the second floor. The rear (east) elevation will have 2 double windows on the first floor and one on the second. French doors opening to a patio are proposed for the first floor of the north elevation. The south elevation will have three octagonal windows with stucco bands to provide light to the staircase. The roof of the addition will have an east/west gable with the same pitch as the main roof. The walls will be stuccoed to match the existing house and the awning windows will be factory finished white aluminum with a stucco band trim. The property is located in the R-1-AA zoning district where the setbacks are 10' side interior, 30' front and 10' rear. Variances are not required for the addition, as it does not encroach into the required setbacks. The addition will have minimal impact on the streetscape, as it will be set back 85' from the front property line. However, with the exception of a louvered vent at the peak of the gable, the front elevation is devoid of any architectural elements. No windows are proposed for this elevation as the applicant wishes to place the bed against this wall. To add interest to the front elevation the rectangular louvered attic vent could be substituted with one of an octagonal shape and a horizontal stucco band might be installed across the wall several feet below the louver. Perhaps the Board can Meeting Date: July 19, 2000 Agenda Item: IV-C HPB Staff Report COA-415 Page 2 recommend another treatment that will provide architectural interest without the addition of windows. ALT:"ERNATIVE ACTIONS 1. Deny, with reasons stated 2. Continue with direction 3. Approve as presented. RECOMMENDATION" Based on positive findings to Section 4.5.1(E), approve the addition associated with COA-415 as presented with the following condition: 1. That some form of decorative architectural detail be added to the addition's front elevation 2. That an octagonal louvered vent be installed on the front elevation File/pz/hpb/coa-415-lundy-sr crLs ‘-"t !!.• — _ : I Lo,_411 — • --)L I 4,17,F 11 11 1111 till -7 I II I;I 10 111 fv1 1 xs-T- II- rafl Ii \fir r , • I 1 I 1I • / . i^prT+' =X1'f i :X..%jIh1G I lb"I-G7" hDDI'-keptr/' G �F 1 F I A L_ r.2-1 A i ---- ` '�__c\)/-i I i.:Y '.is-tlrtili?!- iSv \ ) y ) - ..... -..-:-.:. f I I 1:1 ljrl Xasc. G"f- cs.1 I - '`-ioc-- ; :-., - i •7 \ \\ I J . i ,, - 1 11_. 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AND SHOWN THUS I� REVISIONS DATE iBY CK'D FLOOD ELEVATION INFORMATION . // • COMMUNITY No. IZS./UZ DATE OF FIRM IlS1B5" ! BASE FLOOD ELEV. FIRM ZONE X LOWEST FLOOR ELEV. PANEL No. OOO Z. AVG. SITE GRADE SUFFIX D JOB NO. 57.20/B DATE: 9/10//S7 DRAWN BY: JL CHECKED BY: L F.B./PG.�/L� FILE NO. "7-20/c� I ! I (il!iillllll11 J . lili ' I 11 TH I ST. IW H N.E. I I i ti ST. N.N. i l I I ' I i i t Q l z ' I 1 . I > Q I N.E. 10TH ST. I ' Lj O 4 z N 1 • I I N.E. 9TH ST. — N.W. 9TH ST. W LE.; D • w > Z z I Q W > o > N.W. 8TH ST. Q n o GEORGE BUSH BOULEVARD i,i z Q c� L� , ✓ ` N.W. 7TH ST. Q Irw.0 ^1 � 0 _ N.E. 7TH ST. Qp11111 4 , ,FJ p_ ., I H:—. Z co EllL j OOJ ,. ,ii /"..\ LAKE TERR. N.W. 6TH ST. EL4kF N.E. 6TH T 1 , , Op • / 4110 ✓ KINGS LYNN z , ND csJ m , } Z ,pal j� • N.E. 5TH CT. I ' o� `� 1 Z BEVERLY DR. g kyAll•`` ' En II TRINITY - N.E. 5TH ST. II LUTHERAN iiiiiii] 'nill= cs 1LJIW INEZ '�` LAKE IDA ROAD N.E. 4TH ST. POST — �� OFFICE .111.01 ill CASON w � �� > > METHODIST > 4 Q �Q ____ Er - CHURCH _,-- 0 I ' — - _ Q Q _'3 Z VV) I0 1— w w Z— = Z Z N Z Z — 3 3 Z Z — '. - N -4.0.' 411 N. SWINTON AVENUE CITY OF DELRAY BEACH. FL PLANNING & ZONING DEPARTMENT -- DIGITAL BASE MAP SYSTEM -- MAP REF: LM217