Skip to main content

Florida State Road 60 over Courtney Campbell Causeway

One of the goals of my recent Florida trip was to drive over all the highway bridges over Old Tampa Bay.  After completing Interstate 275 I returned to Tampa and turned west on Florida State Road 60 towards Courtney Campbell Causeway.


Courtney Campbell Causeway is a 9.9 causeway bridging structure carrying FL 60 west from Rocky Point in Tampa over Old Tampa Bay to Clearwater.   Courtney Campbell Causeway was constructed by a local dredging company owned by Ben T. David from 1927 through early 1934.  Courtney Campbell Causeway opened in January of 1934 as Davis Causeway and had a $0.25 cent toll.  The Davis Causeway cost $900,000 dollars to build and was the longest structure of it's kind at the time of it's completion.

The Davis Causeway appears on this 1939 Florida State Road Map as a privately held toll road.

1939 Florida State Road Map

In 1944 Davis Causeway was purchased by Federal Public Works Administration and Florida State Road Department for $1,085,000.  The Federal Public Works Administration turned over their share to the Florida State Road Department which assumed maintenance of Davis Causeway and removed the toll.  In 1945 FL 60 was assigned to the Davis Causeway during the Florida State Road renumbering.  In 1948 Davis Causeway was re-designated as Courtney Campbell Causeway.  Courtney Campbell was a local Clearwater resident who was a U.S. Representative and member of the Florida Road Board.

Modern FL 60 is routed west from Dale Mabry Highway/US 92 on Kennedy Boulevard.  At the I-275 junction FL 60 west becomes a short freeway which passes by Tampa International Airport and the south terminus of FL 589 on the Veterans Expressway.  My approach onto FL 60 west was from I-275 westbound.





Signage on FL 60 implies a multiplex with FL 589 given the exit numbers are concurrent with the latter.  FL 60 continues west towards Courtney Campbell Causeway on Exit 2A.









The original access point used by FL 60 west to Courtney Campbell Causeway was on Columbus Drive from Dale Mabry Highway/US 92.  Columbus Drive still partially exists west of US 92 but most of it has largely been razed for expansion of Tampa International Airport.

FL 60 west on Courtney Campbell Causeway enters Rocky Point which essentially is now an island.


FL 60 has post miles on Courtney Campbell Causeway indicating how far away the end of the bridge structure is.  Below FL 60 west at Rocky Point is shown 7.5 miles away from the western end of Courtney Campbell Causeway.


FL 60 west on Courtney Campbell Causeway has access to several beaches.  Ben T. Davis beach is located immediately west of Rocky Point and is a nice call back to the original builder of the Causeway.


FL 60 and Courtney Campbell Causeway has raised parts of the bridge structure to allow boats to pass underneath.







FL 60 west on Courtney Campbell Causeway approaching the Pinellas County line becomes a Scenic Highway.  Shortly after crossing the Pinellas County line FL 60 west is signed as the "Purple Heart Trail."




FL 60 west on Courtney Campbell Causeway has one additional open water crossing before entering Clearwater.






I continued west on FL 60 into Clearwater which quickly junctions CR 611.


I continued on FL 60 west until US 19 where I turned north towards Tarpon Springs.




Comments

Popular posts from this blog

Long closed California State Route 39 at Islip Saddle

Back in 2016 I visited the long closed segment of California State Route 39 in the Islip Saddle of the San Gabriel Mountains of Los Angeles County.


Islip Saddle is a mountain pass in the San Gabriel Mountains located at 6,680 feet above sea level.  Islip Saddle serves as the junction of CA 2/Angeles Crest Highway at the north terminus of CA 39/San Gabriel Canyon Road.  While the junction of CA 2/CA 39 unto itself is noteworthy due to the striking views from Islip Saddle southward through San Gabriel Canyon it has been become far more known for the long standing closure on the latter route since 1978.

CA 39 was one of the original 1934 State Highways and was made up of Legislative Route Number 171 south of what was US Route 101 in Buena Park and LRN 62 north of it.  In the case of LRN 62 it was created during the 1919 Third State Highway Bond Act.  The original legislative definition of LRN 62 had it running north from Azuza to Pine Flats in the San Gabriel Mountains to LRN 61 (which b…

Old US Route 60/70 through Hell (Chuckwall Valley Road and Ragsdale Road)

Back in 2016 I explored some of the derelict roadways of the Sonoran Desert of Riverside County which were part of US Route 60/70; Chuckwalla Valley Road and Ragsdale Road.


US 60 and US 70 were not part of the original run of US Routes in California.  According to USends.com US 60 was extended into California by 1932.  US 60 doesn't appear on the California State Highway Map until the 1934 edition.

USends.com on US 60 endpoints

1934 State Highway Map

Conversely US 70 was extended into California by 1934, it first appears on the 1936 State Highway Map.

USends.com on US 70 endpoints

1936 State Highway Map

When US 60 and US 70 were extended into California they both utilized what was Legislative Route Number 64 from the Arizona State Line west to Coachella Valley.  LRN 64 was part of the 1919 Third State Highway Bond Act routes.  The original definition of LRN 64 routed between Mecca in Blythe and wasn't extended to the Arizona State Line until 1931 according to CAhighways.org.

CAh…

Interstate 375 in Detroit; a doomed freeway?

Recently while visiting the City of Detroit I drove the entirety of Interstate 375.


I-375 is a short 1.147 mile spur of I-75 in downtown Detroit which connects to the unsigned I-375 Business Spur on Jefferson Avenue.  I-375 is the southernmost segment of the Walter P. Chrysler Freeway which carried largely by I-75 in the City of Detroit.  Construction of I-375 began in 1959 and the freeway was open to traffic by late 1964 according to michiganhighways.org.

michiganhighways.org on I-375

The average traffic count on I-375 ranges between approximately 14,000 vehicles at Jefferson Avenue and approximately 54,000 vehicles at I-75.  The low traffic counts on I-375 has recently led to proposals to put the freeway on a "road diet."  In 2013 the Michigan Department of Transportation announced that it may at some point in the future remove I-375.  In 2014 MDOT announced six proposals for I-375 which were eventually reduced to only two boulevard alternatives by 2017.  In late 2018 a six…