Port Norfolk - a revitalization/preservation strategy

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TABLE OF CONTENTS

Introduction 1

Goals 3

Housing Programs 4

Public Institutions 8

Linear Park Proposal 11
Discription of Redevelopment Area 14

Commercial Uses 14

Redevelopment Alternatives 16

Private Development 17

Recommended Redevelopment Plan 18

Funding Strategies 22

Redevelopment Costs 23

Private Redevelopment 24

Conclusions 26

DESCRIPTION

Port Norfolk is located in the Neponset section of Dorchester, about
six miles south of dovntown Boston. It is an isolated neighborhood of about
1,000 people, almost completely surrounded by the Southeast Expressway to the
west and the mouth of the Neponset River to the north and east. Its 250-odd
houses are almost all one and two family structures, ^ost of them were built
before the turn ofthe century. Collectively, they display the full variety
of 19th century architectural Styles.

The residential center of the neighborhood is surrounded by industrial
and commercial uses along the waterfront. The industries include an ice
cream manufacturing plant, a small handbag factory, a concrete mixing machinery
plant, and a paper waste disposal company, '^mong the commercial uses are
a seafood restaurant, marina, a yacht club, and a boat rental facility. These
various uses cut off the residential area almost completely from the water.
HISTORY

As late as 1845, ^ort Norfolk was a pine covered hill surrounded by marsh-
land and used for pasturage. t was not until the Old ^olony Railroad built
it's track across the area to connect Quincy and oston that any development
began. Houses were built and industry - primarily ship builders and lumber
yards - took advantage of the location on the waterfront of the Neponset River.
The area prospered, churches were built and retail stores opened. As time
passed, the Old Colony Railroad shut down, the businesses closed, and the
industry on the waterfront changed. Consr.ruction of the Southeast Expressway,
in the mid-1950's, cut off rort Norfolk from the rest of Dorchester. The
age of the automobile, suburban living, and advanced technology have changed
the face of Port Norfolk.
ANALYSIS /DETAILED OBJECTIVES

loday, Port Norfolk is a proud, working class neighborhood. Residents are
very possessive abou their neighborhood and tend to live there for a long-time.

SUB-AREAS

DORCHESTER

700 1400

2800

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FEET

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GOAL ANU SlMiARY

Our overall goal is to preserve Port worfolk as a pleasant, lower-middle
class residential area. In order to achieve this goal, we propose the follow-
ing actions:

-Implementation of programs to preserve and upgrade the aging but attrac-
tive and architecturally distinguished housing stock for the lower-middle
income residents.

-A series of significant public improvments in the residential section
demonstrating the city's concern for the neighborhood's welfare.

-Elimination of inappropriate waterfront uses, and opening up of this
land for public and private recreational avtivities.

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I) Elaboration of the Neighborhood Strategy for the Preservation of Fort Norfolk

One of the key factors affecting the preservation of ^ort "orfolk as a
lower-middle income working class community is the strategy towards it's
housing stock. The increased cost of housing, the renewed interest in urban
neighborhoods, and the fact that no new unsubsidized housing geared to lower
and moderate income people is today being created, point to the need for a
strong policy to preserve the lower-moderate income housing resources cur-
rently offered along with the close-knit, social fabric of the neighborhood.
Without housing opportunities affordable by the income group currently set-
tled in Port Norfolk, Lhere is little hope for preserving the social and
economic make-up of the neighborhood.

uur goal for Port Norfolk can be realized through preserving and up-
grading both the exisitng, owner-occupied (75.27.) housing stock, through
various forms of financial and technical assistance, and the rental housing
by me.-ns of strict housing inspection and code enforcement in addition to
financial assistance, to insure decent housing opportunities for lower
income people. A discussion of specific programs to address these diff-
erent needs will be given below.

Equally important as the actual programs available to Port Norfolk,
is the need to familiarize and educate residents as to the architectural/
historical/preservation value of their neighborhood. An increased
awareness of these values will foster more pride and concern for tne
neighborhood and, consequently, more people will take advantage of the
financial programs available to them.

One of the striking visual aspects of Port Norfolk is it's diversity
of architectural style. Greek Revival (40 homes, 1830-1855); Gothic Revival
(8 homes, 1835-1860); ltalianate (35 homes, 1850-1880); Second Empire /Hans a a
(20 homes, 1860-1880); i^ueen Ann (12 homes, 1875-1895); Shingle Style (2
homes, 1880-1890) ; Colonial Revival and Bungalow (6 homes, 1890-1930) are

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a number of different styles noticeable. Most buildings are not pure forms
of just one style, but are likely to combine elements of several styles.
An example of theis would be a building with a Greek Revival form, but Gothic
Revival trim on the eaves or the porch.

Because of architectural significance and the diversity of t'ort Norfolk,
one way of making all residnets more aware of their neighborhood's value
would be to place the entire residential area on the National Register of
Historic Places or as an Architectural Conservation District. These two
options would not only promote awareness of the architectural value of
^ort Norfolk, but there is a slight chance (due to limited funds at the
present time) that property owners would be eligible for Federal Historic
Preservation matching grants for "historically appropriate" repairs.

Residents of Port Norfolk should be given decision-making power for
the typtf of listing. While there are benefits, there may be more attention
drawn to the community than they would like. '•he purpose of this designa-
tion is to make residents of Port orfolk aware and proud of the area's ar-
chitectural heritage. his education and awareness m.jy be the key to par-
ticipation in the financial programs available.

"ot only is gentrif ication a threat to the Bousing stock in ^ort Norfolk,
but deterioration and disinvestment are also a potential poctent to
neighborhood stability. The solution is to find a middle ground between
disinvestment and decline, and gentrif ication and displacment. it is best
to teach the residents of ^ort Norfolk and any community, that their future
lies in their hands, to be molded or changed in the way they see fit.

To benefit this working class community, housing assistance programs
geared to lower-moderate income residents and homeowners would best serve
their current need. To encourage increased ownership and upgrading of
housing stock to benefit homeowners and renters, a number of programs are
discussed bel ow.

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Massachusetts Home Mortgage finance Agency (MHMFa)

The MHMFA was created in 1974 as the result of increasing concern that
the quickly rising cost of housing and the deceleration of personal income
were causing a decline in decent, safe, and affordable housing throughout
the Commonwealth. (The legislagtion creating MHMFA mandated that the agency
provide financing to individuals of families whose "annual income is less
than the amount necessary to enable them to obtain and maintain decent,
safe, and sanitary housing" through conventional financing.) The Loan
Participation Program currently has funds available, It would be an
excellent program for the residents of port Norfolk. It would enable
current homeowners to do needed rehabilitation wotk on their homes and
would give non-homeowners a chance at homeownership. Both of these goals
could be at considerably less that the going market interest rate. (8 7/8% on
the agency's 1979 series A bond issue and 10 5/8% on the agency's 1980 series
A bond issue. These rates are for mortgages financing the rehabilitation
of a dwelling along with financing the purchase of a dwelling unit.)

Port Norfolk should try to have their neighborhood declared a Neigh-
borhood ^reservations Area under the Neighborhood Preservation Area Program
within the MHMFA. This program would increase the impact of the Loan
Participation Program. MHMFA could designate Port Norfolk as a NPA if
the local residents , the municipality, and the local mortgage lenders have
made a commitment to a program to stabilize and preserve the neighborhood.
Boston Wea therization Program

In April of 1980, uayor Kevin White replaced the Housing Improvement
Program (which gave 20-507. rebates on the cost of home rehabilitation for
moderate and low income residents) with a new program to encourage the
installation of energy saving devices. These are rebates of 507. of the
cost of work up to $5,000 for a single family home (and higher for multiple
onit dwellings.)

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Columbia - Savin Hill Neighborhood Services, Inc. is
a community organization serving parts of Dorchester. This
group gives information on home finance, bank loan applications,
estimates on home repairs, contractor referrals, and section
8 and 707 subsidies. They also operate a revolving loan
fund for home improvements to local residents to whom banks
won't lend.
Section 312

The Rehabilitation Loan program provides low interest
loans for terms up to twenty years. Currently, very small
amounts of money for Boston has been targeted to a few selected
neighborhoods. Unfortunately, at this time, Port Norfolk is
not one of these areas.
Section 8 - Housing Assistance Program

This federal program provides guaranteed rent subsidies
for housing units which are in a decent, safe, and sanitary
condition, geared towards low income residents.

The preservation and upgrading of Port Norfolks housing
stock is extremely valuable in preserving the neighborhood for
the current residents. ihe maintenance of good housing oppor-
tunities affordable bv low and moderate income people is essential
to our goal of preserving Port Norfolk.

While one program is not expected to be the solution to the
whole housing issue, it is expected that with effort by the
residents and committment from the city, the cumulative effect
of all these programs will be felt by the entire neighborhood.

PUBLIC INSTITUTIONS , OPEN SPACE, AND PROPOSED IMPROVEMENTS

As a result of its geographic location and access to the
waterfront Port Norfolk is rich in its potential for a variety of
open space and recreational opportunities, although most areas
are underutilized at this time. No public institutions, such as
health centers, libraries, or recreational centers exist in the
immediate Port Norfolk area. The community has adequate street
lighting, good roads, and sufficient numbers of trees. However,
there are several problem areas. By far, the biggest public
improvement that needs to be addressed is the antiquated sewer
system that causes backups in both wet and dry weather.

We have suggested public improvements that would make Port
Norfolk a more pleasant place to live and provide maximum
services to residents at the least possible cost. In many cases,
a large public expenditure cannot be justified to serve such a
small population. In these cases, we suggest how the community
could best take advantage of services already provided in the
surrounding area.

The following section will outline:
-What currently exists in terms of open space, public institu-
tions, and public improvements.

-What can be done to obtain maximum use from what is in the
area itself and in the surrounding neighborhood.
-The cost of such improvements, private incentives, and

implementation strategies to assure that public improvements
are a continuous process.

Open Spaces

Tenean Beach has a great potential to serve the community.
The beach needs a general cleanup. The benches should be replaced
and a few new benches added. The playground is in disrepair and
should be completely repaired and made fit for play.

No tot lot now exists in the area. We suggest that one
be constructed on the triangular vacant lot at the corner of
Water and Redfield Streets. This site is centrally located
in the residential community.

Public Improvements
Sewers

The biggest issue of public improvement and neighborhood
liveability facing Port Norfolk is their antiquated sewer system.
The sewer pipes, built over one hundred years ago, are supposed
to function to catch both storm and sewer drainage in the small
pipes. Dry .veather overflows are caused by faulty regulators in
the sewer system, and basement flooding occurs at this time
because of undersized pipes and tide inflows from the Neponset
River. Wet weather overflows result from faulty regulators, lack
of an adequate pumping station, lack of storage facility,
and under-sized pipes.

Havens and Emerson Inc., Consulting Environmental Engi-
neers, did an extensive study in 1979 of the drainage problem

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in the area for the MDC. They called for four major
modifications of the current system. These are: (1) A new tide
gate; (2) A pumping station; (3) Major system inspection; and
(4) Construction of a conduit on Lawley Street.

When asked about the study, the Boston Sewer and Water
Commission called it "just reccomendations." The only definite
change will be the construction of a pumping station. Currently,
the Sewer and Water Commission is employing a consultant to
design specifications for this station. The rest of the study's
reccomendations depend on current discussions between the BSWC
and the MDC about who will pick up the substantial tab for
these alterations.

In comparison to the sewer problem all other improvements
in Port Norfolk are secondary. Nevertheless, a few minor
changes could enhance the quality of life in the neighborhood.
Street Markers

The entrance to Port Norfolk needs to be clearly marked.
A sign should be erected on Morrissey Boulevard directing vehicles
around the rotary and indicating the entrance to Port Norfolk.
Once vehicles have entered the area, signs should direct the
traffic toward the beach and the redeveloped waterfront. In
addition, new and larger signs should be placed at the corner
of Woodworth and Redfield Streets to make clear the one-way
traffic pattern there.
Streets

Franklin and Taylor Streets are in very poor condition
and should be repaved. This would be an important adjunct to
any waterfront redevelopment scheme.

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Linear Park Proposal

The Neponset River and Dorchester Bay have an enormous
unrealized recreational potential. Only 30% of the waterfront
is currently accessible to the public. In order to meet the
growing demand for recreational resources, more of this land
will probably be developed for recreation in the near future.

Elsewhere this plan discusses making available for water-
related uses a substantial length of land along the Neponset
River. Currently, the MDC operates Tenean and Malibu Beaches,
^hey also own the Hallet Street dump area along the Neponset River,
and are about to acquire the Troy Marina site at Commerical Point,

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just north of Port Norfolk. These latter two sites will probably
be improved for public use in the near future. In addition,
the state is planning to develop a Heritage Park at Lower Mills
and along the nearby marshes. At the northern end of Dorchester
Harbor is the Kennedy Library, a popular attraction drawing
tourists from all over the country.

We recommend the development of a linear foot and
bicycle path from Lower Mills to Columbia Point connecting
these several historic, scenic, and recreational resources.
A ready-made potential route for this linear path. .already
exists along the southern portion of the route, in the form
of a little«-used railroad freight spur track. We recommend
abandonment of this track the adaptation of the right-of-way for
the path. North from ^ort Norfolk, a combination of city

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streets, sidewalks, and newly built special paths could bring the
walker, jogger, or bicyclist all the way to Columbia Point. The -
total distance of the route is about U\ miles.

Incorporating the new Port Norfolk park into this route
would benefit both the Port Norfolk residents and tourists.
For the local population, the linear path would provide a new
recreational opportunity. Currently, the nature of the heavily
trafficked streets makes the- proposed activities difficult and
dangerous. For the tourist on foot or bicycle, the park would
provide a pleasant resting spot about midway along the route,
as well as a glimpse of a pleasant Dorchester neighborhood.
For other tourists who arrive by boat at Port Norfolk, the
park and the path would be the beginning of a day of exploring.

To make this proposal a reality, several stens must: be taken.
First of all, the MDC must proceed with its park plans at the
Troy Marina and Hallet Street sites, and the state must establish
the Lower Mills Heritage Park. Second, the track abandonment
process must begin for the freight spur track. Third, ideally
certain easements should be obtained from the Boston Gas Company
(at Commerical Point) and the Department of Public Works (parallel
to the Southeast Expressway) to allow the route to avoid city
streets as much as possible. Fourth, a precise route must be
established through Port Norfolk itself. Here two choices are
possible. Une is for the route to leave the freight spur as
it turns to parallel Woodworth Street, proceed under the MBTA
bridge, then turn sharply left to go between Flounder Fleet and
the MBTA embankment as far as Taylor Street, and from there

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proceed to the Port Norfolk Park. Departure from the neighborhood
would be along an upgraded Franklin Street, leading directly to
Tenean Street and Tenean Beach. This plan would require a narrow
easement or land-taking from Flounder Fleet for a short portion
of the route. If that proves undesirable, the alternative is
for the route to follow the freight track around the curve onto
Woodworth Street, and the proceed along city streets to the new
Port Norfolk Park.

Once the route is established, a series of route markers
and historical signposts should be erected, and the MDC should
publish a brochure which maps and describes the route.

Funding

Massachusetts issued bonds in 1975 and 1977 specifically intended
to finance bicycle paths. $1.5 million of the original $3 million bond
issues is still unspent. Some portion of this money would almost
definitely be available for the Linear Park if a complete plan were
developed and proper applications submitted.

Under this program, ordinarily the state pays for 757. of the
path cost and the local government 25'/., However, if the locality
can successfully make the case to the Department of Public Works
that the project is of "regional significance", the state will
finance 1007. of the project. This projectshould definitely fall
within that category, given the fact that it would ultimately connect
a state park with a presidential library.

Costs

The cost of developing a bicycle path depends ofi several factors.
Where a railroad track must be removed, $40,000 per mile must be added
to the base figure. T^e base figure ranges from $50000-$75000 per mile,
varying according to land conditions. Proper path construction requires
grading, a sub-base, a base, a coating, plantings, and safety barriers.

The following chart summarizes estimated costs for the 4.65 mile
Linear Path.

Lower Mills to Port Norfolk 1.9 milest? $105000 per mile $199500
Port Norfolk to Kennedy Library 2.7 miles @ $65000 per mile $175500

Total $375000

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Description of Redevelopment Area

The proposed redevelopment area is approximately 15 acres
of riverfront land on the eastern side of the Port Norfolk
neighborhood. Two industrial uses currently occupy this prop-
erty. Neither walking nor visual access to the riverfront
is available to the residential neighborhood.

In the redevelopment area, there a.ge approximately 1700
linear feet of river shoreline, extending from the Fort Norfolk
Yacht Club in the north to Founder Fleet (boat rental) in the
south. The Shaffer Paper Co. extends along approximately 1150
linear feet of this area, while the New England Road Machinery
Co. holds the remaining 550 linear feet.
Commercial Uses
(1) New England Road Machinery

Involved in the assemblage of he.^vy-duty road construction
machinery, we've estimated that this company employs between
5-10 people. The size of the machinery assembled explains
the land intensity of this operation. ihe 1980-81 assessed
value of the company is $78,400.

The entire Koad Machinery site is approximately 5 acres.
Less than half of that area is used by the company. The portion
in use consists of parking facilities and an enormous hangar-like
building, 140ft x 400ft. This structure is constructed of
concrete slab and corrugated sheet steel. The unused portion
of the site is overgrown with weeds and strewn with heavy gar-
bage, fill and broken concrete slabs. 550 linear feet of riverfront
runs along this parcel. The riverbank is. not walled or reinforced
and erosion has taken place. Visiting this area at low tide,
we found that mudflats extended 100 - 200 feet into the river

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* Non-Use; Neither commercial activity benefits from

< S*$» waterfront location. At the Road Machinery site
this is evidenced by 2.6 acres of riverfront land unused.

* Dumping: The riverfront land at the Road Machinery site
has been used for dumping on the land and in the river.

* Flooding: This has been a recurring problem at the Shaffer
site during storm periods. Not only is this a problem

for the paper company but possibly a threat to the river
as well given the company's use and storage of hazardous
chemicals.

(2) Conflict With Residential Neighborhood

* Fire-Hazard: -"-he threat of fire has been the major concern
for area residents according to the Port Norfolk Civic
Association. A fire at the site in 1979 was put under
control before any damage to nearby houses occurled.

Both the storage of large amounts of waste paper and of
hazardous chemicals seem to be the cause of neighborhood
insecurity. The Civic Association contends that Shaffer
improperly stores those chemicals.

* Truck Usage: Shaffer Paper relies on truck shipping as

a basic part of the operation. Port Norfolk's local streets
are inappropriate for such heavy truck use. The Civic
Association contends that ^tiaffer Paper trucks regularly
exceed the weight limits of the Water Street bridge.

* Public Access: At no point along the riverfront is thete
walking access open to the public. Domin-tion of the
landscape by large buildings prevents any visual access.

Redevelopment Alternatives

alternative redevelopment actions need to be evaluated in
light of their overall affect on the present residential community,
their response to the major issues of concern regarding present
use of the redevelopment area, and their feasibility for im-
plementation.

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and that the shoreline was strewn with concrete slabs, garbage,
ind a long abandoned barge.
(2) Shaffer Paper

Ihis operation consists of waste paper treatment: removal,
shredding, baling, resale/disposal. Included in this process
is the use of hazardous chemicals that require storage on the
site. •'■he treatment process requires space: thus a large
land area is occupied by truck trailers, dumpsters, and baled
paper. Like the ^oad Machinery uompany, Shaffer paper is land
intensive. An estimated 100 persons work at Shaffer Paper.
The assessed value of the property is $162,000.

The 10 acre site contains 9 buildings: 5 corrugated large
sheet-metal sheds, 2 w >odf rame structures, 2 brick structures.
The bulk of the operation is located on the eastern side of
Taylor Street. A small parking lot and the main office are
inter-mixed with residential housing on the western side of
Taylor Street. The only land on the site apparently not in use,
is a strip along the river varying between 25 and 50 feet wide.
Of the 1150 linear feet of riverfrontage, 350 linear feet is
walled. Remmants of earlier uses are rotted pilings extending
into the river in two locations.
Unsuitability of Commercial Uses

The following are the major issues of concern in regards
to the present uses in the redevelopment area. The plan presented
here is a comprehensive response to all the issues. If a com-
prehensive redevelopment plan proves infeasible, there will
still be a need to deal with these issues; some more so than
others.
(1) Non-optimal Use of Waterfront

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(1) Encourage Private Development

Speculation that New England *<oad Machinery is interested
in selling out abounds in the neighborhood. Whether or not
this is true, it is not difficult to understand the potential
attractiveness of the area to private developers. This seems
especially true for condominium development. The site offers
considerable advantages: waterfront access for boat owners,
fine views of the harbor and the Boston skyline in the distance,
easy access to downtown via the Southeast Expressway, a quiet
neighborhood. To ensure some degree of control over future
development, a zoning change to prevent severely inappropriate
future development might be pursued.

We consider this alternative unacceptable in light of the
overall goal of preserving the neighborhood for moderate income
families. While not certain, condominium development would probably
bring increased attention to the neighborhood, with speculation
and housing values soon increasing to the point where current
residents are unable to afford the market prices.

(2) Development of Elderly/Mixed Income Housing

This alternative presupposes an active public role in res-
ponding tothe major problems of the redevelopment area and in
development of more a propriate uses. One possibility is to
develop elderly housing on part of the redevelopment site,
assuming acquisition by a public agency. the attractive views
and quiet neighborhood are at least as desirable for the elderly
,-;s for condminium owners. However, two factors argue against
such a development. First, the very isolation that makes the
neighborhood attractive could make it difficult for the elderly.

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The bus stop is a fairly long walk and no retail establishments
exists within easy walking distance. Secondly, as a matter of
public policy, we feel that elderly housing should be loc-ted so
as to support neighborhood shopping centers and minimize trans-
portation requirements, as has been done at Lower Mills.

Development of Recreational/lndustrial/Commercial Uses

This alternative also presupposes an active public role in
responding to problems within the area and steering private
development. Upon acquisition of one or both sites, the public
agency would seek to develop open public space in conjuntion
with private uses. Appropriate uses might be: marina, marine
or lif*bt industry , related retail development. Control of private
development would be achieved through a combination of tools,
(1) selection of developer, (2) zoning changes and (3) design review.

We feel that this alternative is most appropriate in light
of goals to be achieved and feasibility of implementation.
Our plan is an articulation of this development alternative.

Recommended Redevelopment Plan

Redevelopment of the designated area is imperative for two
reasons: (1) conspicous inappropriateness of the Shaffer Paper
Company in its residential and riverfront location. (2) non-use
of 2.6 acres of riverfront property at the New England site.

Private redevelopment of the Shaffer site as a marina seens
opportune: (1) A recent study of marina facilities in metro-
politan Boston, including a survey of trades-people and the Mass-
achusetts Boatowners Association, estimates a gross deficiency
of 65-70% of market demand for marina space. (2) The size of the
site permits development of related marine functions, restaurant

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or retail operations, or light industry.

On the Road Machinery site, the riverfront strip's location,
makes it appropriate for development of public open space. And,
if the entire site should become available for development, controls
should be in place to direct that development in accordance with
neighborhood and city-wide goals.

The specific objectives of the plan are detailed below.

Objectives of Redevelopment Plan

oSite Acquisition

°Rezoning
0 Site Preparation
0 Public Development
0 Private Development

Site Acqusition

Relocation of the Shaffer Paper Company is a necessity given
the companies unsuitability with the area. If possible, they
should be relocated in an EDIC Industrial Park Site. Discussions
between EDIC and Shaffer Paper have begun already. One barrier
to such a solution is the requirement that EDIC sites contain
"light industry", fhe Shaffer Paper Company does not fit that
requirement, thus making that solution unworkable. Should
volountary relocation of the company prove unsucessful, we feel
that the situation warrants the use of the eminent domain powers
of the MDC to acquire the site.

The MDC seems especially appropriate given their involvement
in nearby riverfront sites (Hallet Street dump site, approximately
1 mile south of Port Norfolk; Commercial Point site, approximately
± mile north of Port Norfolk) and their function as the regional
pr.rk and recreational management agency.

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MDC involvement offers an opportunity for integrated development
of the Neponset River shoreline.

Redevelopment of the Road Machinery site is not an imperative.
However, theirs is certainly not an appropriate use fo£ waterfront
property^ as evidenced by the 2.6 acre unused lot marred by dumping.
We recommend that the MDC seek to purchase a portion of that lot
for development of public open space. The MDC should also: (1)
seek to obtain purchase rights in the event they-' choose to sell, or
(2) rezone to more fully control future private development of
the site.

Rezoning

In order to insure suitable land use of the redevelopment

area, the following zoning changes are recommended. In addition,

due to the close physical relationship between the residential

and industrial zones and the latter' s potential impact, the Fort

Norfolk community should take part in development of any zoning

changes:

0§haffer Paper Company Site (10 acres)

-rezone for light industrial or marine commercial;

Floor Area Ration not to exceed 2; setback and height requirements

compatible with adjacent neighborhood.

°New England Road Machinery Company Site (2.6 acres)

-rezone for public open space

oNew England Road Machinery Site (2.5 Acres)

-rezone for light industrial or marine commercial; Floor

Area Ratio not to exceed 2; setback and height requirements

compatible with adjacent neighborhood.

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Site Preparation

The Shaffer site contains 9 buildings. Only two of these
offer potential for reuse: a brick storage building, 50' x 100'
and 35' in height; a recently constructed brick office building,
30' x 75' and 20' in height. The remaining structures require
demolition because of inferior quality, structural defects, and
unsuitability for marina development. No structures are located
on the 2.6 acre riverfront parcel.

The Shaffer site requires removal of tar surfacing on app-
roximately 307o of the site and of fences and other barriers.

The riverfront parcel requires grading, removal of solid
waste, and removal of a barge on its shoreline.

Public Development

Development of the 2.6 acre riverfront strip as a waterfront
park/walkway provides puulic acetss to the most 4ish*nscfi't/t
natural feature of the neighborhood and complements the public
open space on Water Street. Together, the parcels form a sub-
stantial public recreation area centrally located in the neighbor-
hood.

The park's location and purpose will require the including of
a number of landscape and design features. The shoreling of the
site requires improvements for erosion control. Fencing is needed
for safety reasons along the river and to seperate the site from
the Road Machinery building and site. A material aesthetically
and functionally appropriate for bicycling and walking should be
used for the park's pathway and sitting areas. Non-path areas
should be landscaped with trees and grass. Placement of historical
marker/plaque would enhance the park by creating awareness of the
neighborhood's and river's unique history.

PORT
NORFOLK

present land use
and __

redevelopment plan

marine
/ light industry

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light industry

i^J&ty shaffer paper co

ne road machinery

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100

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PORT
NORFOLK

proposed land use

&M private marina

F light industry^comm

IS ne road

^N

100

feet

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Funding Strategies

The elements of the Port Norfolk redevelopment plan are estimated
to carry the costs Indicated in the chart below.

Close cooperation between the public agency directing development
and the private developer is imperative. The Metropolitan District Com*
mission seems especially appropriate to manage redevelopment in light of
their involvement in nearby riverfront sites and their function as region-
al park and recreational management agency. We recommend that the MDC
review the plan with respect to their objectives for the Neponset River/
Dorchester Bay area and their capability for undertaking action.

Both public and private investment will be necessary to acheive
redevelopment in accordance with neighborhhod and citywide goals. Funding
for the Waterfront Park should be sought from the following sources:
CDBG funds, Heritage Conservation Recreation Services, the MDC and Park
Development funds. Further market analysis is required to determine
more specifically the amount of public investment necessary to leverage
private development money. The following public funding sources and
programs should be explored:

1. Federal programs ~ UDAG and SBA 502 programs.

2. City programs -- the 121A tax agreement and Industrial Revenue Bonds.

Public Investment

Waterfront park

•23-

REDEVELOPMENT COSTS

-site acquisition
-site preparation

-Landscaping: trees, benches, marker, fencing
wa lkway

121,000
95,000

990,000

subtotal $1,206,000

Marina/Indus trial/Retail Development

-site acquisition

-demolition

-estimated re%a^.e value (subtract)

879,000
117,000
644,000

subtotal $352,000

Total public investment

$1,558,000

Private Investment

Marina development
-site preparation
-pier, dock, boating facilities
-clubhouse, restaurant
•parking, landscaping, internal roads

subtotal

175,000

1,100,000

250,000

6 20,000

$2,145,000

Industrial development
-site preparation

-35,000 square feet of building space
-structural improvements: internal roads, parking,

landscaping

subtotal

175,000
950,000

475,000

$1,600,000

Office/Retail development

-rehabilitation of existing structure

20,000

•24-

Private Development

The private development site, approximately 10 acres, is suitable
for three major uses.

1. Private marina, capable of handling 100 boats, with related facilities:
4 acres.

-An intact seawall o« the northern end of the Shaffer site offers

the opportunity for pier construction and is the focus of the

marina development.
-A marina clubhouse for 300 members can be located close to the seawall

and adjacent to the Waterfront Park.
•A building housing a marine retail shop and sailing school, located

next to the clubhouse and adjacent to the Park.
-A restaurant located next to the sailing school and adjacent to the

Park and parking lot.
-Storage/repair/rental facilities that are proximate to the piers,

boat ramp and street.
-A boat ramp adjacent to the piers and parking lot.
-Parking facilities sufficient to prevent parking on residential

streets.

2. Marine or light industrial development: 5 acres.

-With structural improvements (roads), enough land is available to
develop 35,000 square feet of marine or light industry.

-Rehabilitation of an existing brick structure may prove feasible
for industrial uses.

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3. Retail/Office development: l.acre.

-The current Shaffer Paper Co. main office building of 1750 sq.
ft. on the western side of Taylor St. has potential for rehabilitation
of related retail or office facilities.
-Parking facilities for 45 cars are currently available at this
location. Additional parking might be made available at the
nearby marina.

"26~ 3 9999 06352 252 6

In order to permit and sncourage residential a<tess a entrance

walkway should extend from the end of Walnut Court and continue
through a parcel!, 100'x200' currenly owned by Shaffer Paper
Company. This parcel should be included in park property and
be appropriately landscaped.

The implementation of our proposed waterfront redevelopment
will likely take a number of years to complete. While this plan
should be the major focus of the area's redevelopment, additional
strategies can be used which will provide support to the overall
goal.

-Rezoning can be one method of controlling future development
of the waterfront area.

-Community Organization- Should be used for both the residential
arid waterfront area, to develop an awareness of each others
needs and future plans. Better coordination and understanding
between these two distinct areas of Port Norfolk should produce
future development which is acceptable to both parties. Because
our overall goal for Port Norfolk is the preservation of the res-
idential community, it is extremely important for there to be a
strong neighborhood civic association. This group should work as
a watchdog over future waterfront development which could pose
a threat to the existing neighborhood.

-Strict enforcement ofPbuilding codes, dumping laws, and
safety regulations-Rigerous enforcement of these rules and
regulations are needed to develop a more health, safe enviornment
for all residents of Port Norfolk.

* * * *

Dorchester B65P i.R.

Port Norfolk