Skip to main content

Pasco County Route 1


Pasco County Route 1 is an approximately 16.1-mile highway signed along Little Road.  The Pasco County Route 1 designation does not fall within the larger Florida State Road/County Route grid.  Pasco County Route 1 begins at Trinity Boulevard in southern Pasco County and follows Little Road northward functioning as a bypass of numerous communities.  Pasco County Route 1 originally terminated at US Route 19 in Hudson via Fivay Road.  The northern terminus of Pasco County Route 1 was shifted to US Route 19 near Aripeka following the opening of the final segment of Little Road in 2000.  




Part 1; the history of Pasco County Route 1

An early portion of what would become Little Road appears as pre-1945 Florida State Road 209 and Gunn Highway on the 1944 United States Geological Survey Map of Elfers.  The Seven Springs portion of former Little Road was located between what is now Old County Route 54 and Florida State Road 54.  


As part of the 1945 State Road Renumbering the legislatively designated highways were renumbered to a grid pattern.  Florida State Road 209 through Seven Springs were incorporated what would become Florida State Road 54.  Florida State Road 54 can be seen passing through Seven Springs along modern Little Road on the 1958 United States Geological Survey Map of Plant City.  An additional portion of modern Little Road is shown as Florida State Route 587 between Massachusetts Avenue north to Ridge Road.  


The 1954 United States Geological Survey Map of Port Richey displays Little Road as existing between Florida State Road 52 north to Fivay Road.  This portion of Little Road is likely the oldest given it was an access road to the Fivay company town site.  Fivay was founded in 1904 and operated in northern Pasco County through the late 1910s. 


The 1978 United States Geological Survey Map of Tarpon Springs displays Little Road extended north of Seven Springs to Massachusetts Avenue.  


The 1998 United States Geological Survey Map of Port Richey displays Little Road as complete between Ridge Road north to Florida State Road 52. 



The 1998 United State Geological Survey Map of Elfers displays Florida State Road 54 realigned off Little Road onto a bypass of Seven Springs.  Little Road is shown complete south to Trinity Boulevard near the Pinellas County line.  


It isn't clear when Pasco County Route 1 was designated but it appears on Florida Department of Transportation route logs during the 1990s.  Pasco County Route 1 included Fivay Road until 2000 when the northernmost portion of Little Road was completed to US Route 19 near the vicinity of Aripeka.  Little Road north of Fivay Road appears on the 2012 United States Geological Survey Maps of Port Richey and Aripeka.





Part 2; a drive on Pasco County Route 1

Pasco County Route 524/Pasco County Route 587 Truck westbound along Ridge Road intersects Pasco County Route 1/Little near the outskirts of Port Richey.  Pasco County Route 587 Truck westbound has an unclear multiplex on northbound Pasco County Route 1/Little Road.  Northbound Pasco County Route 1 traffic from Ridge Road is advised it can be used to reach US Route 19.  




Northbound Pasco County Route 1/Little Road skirts the eastern boundary of Bayonet Point and intersects Florida State Road 52. 











Pasco County Route 1/Little Road intersects Fivay Road north of Florida State Road 52.  


Northbound Pasco County Route 1/Little Road follows the eastern boundary of Hudson and terminates at US Route 19 near Aripeka.  












Comments

Popular posts from this blog

Paper Highways: The Unbuilt New Orleans Bypass (Proposed I-410)

  There are many examples around the United States of proposed freeway corridors in urban areas that never saw the light of day for one reason or another. They all fall somewhere in between the little-known and the infamous and from the mundane to the spectacular. One of the more obscure and interesting examples of such a project is the short-lived idea to construct a southern beltway for the New Orleans metropolitan area in the 1960s and 70s. Greater New Orleans and its surrounding area grew rapidly in the years after World War II, as suburban sprawl encroached on the historically rural downriver parishes around the city. In response to the development of the region’s Westbank and the emergence of communities in St. Charles and St. John the Baptist Parishes as viable suburban communities during this period, regional planners began to consider concepts for new infrastructure projects to serve this growing population.  The idea for a circular freeway around the southern perimeter of t

Hernando de Soto Bridge (Memphis, TN)

The newest of the bridges that span the lower Mississippi River at Memphis, the Hernando de Soto Bridge was completed in 1973 and carries Interstate 40 between downtown Memphis and West Memphis, AR. The bridge’s signature M-shaped superstructure makes it an instantly recognizable landmark in the city and one of the most visually unique bridges on the Mississippi River. As early as 1953, Memphis city planners recommended the construction of a second highway bridge across the Mississippi River to connect the city with West Memphis, AR. The Memphis & Arkansas Bridge had been completed only four years earlier a couple miles downriver from downtown, however it was expected that long-term growth in the metro area would warrant the construction of an additional bridge, the fourth crossing of the Mississippi River to be built at Memphis, in the not-too-distant future. Unlike the previous three Mississippi River bridges to be built the city, the location chosen for this bridge was about two

Memphis & Arkansas Bridge (Memphis, TN)

  Like the expansion of the railroads the previous century, the modernization of the country’s highway infrastructure in the early and mid 20th Century required the construction of new landmark bridges along the lower Mississippi River (and nation-wide for that matter) that would facilitate the expected growth in overall traffic demand in ensuing decades. While this new movement had been anticipated to some extent in the Memphis area with the design of the Harahan Bridge, neither it nor its neighbor the older Frisco Bridge were capable of accommodating the sharp rise in the popularity and demand of the automobile as a mode of cross-river transportation during the Great Depression. As was the case 30 years prior, the solution in the 1940s was to construct a new bridge in the same general location as its predecessors, only this time the bridge would be the first built exclusively for vehicle traffic. This bridge, the Memphis & Arkansas Bridge, was completed in 1949 and was the third