Skip to main content

Florida State Road 693 and Corey Causeway

By


Florida State Road 693 is an 11.63-mile State Road located entirely within Pinellas County.  Florida State Road 693 begins at US Route 19 in Largo and terminates at Florida State Road 699 in St. Pete Beach.  Florida State Road 693 includes the modern Corey Causeway which crosses Boca Ciega Bay.  The original Corey Causeway opened during the 1930s as part of pre-1945 Florida State Road 263.  The modern Corey Causeway southbound span was constructed in 1966 with the northbound span coming later during 1975.  



Part 1; the history of Florida State Road 693 and Corey Causeway

Corey Causeway presently carries Florida State Road 693 over Boca Ciega Bay between the cities of South Pasadena and St. Pete Beach.  The original Corey Causeway was constructed during the early 1930s as a low-level drawbridge.  Corey Causeway was originally part of pre-1945 Florida State Road 263.  The original Corey Causeway can be seen depicted in an undated postcard.


Florida State Road 263 originated at Florida State Road 230 in St. Petersburg at 4th Street South and 22nd Avenue South.  Florida State Road 263 westbound followed 22nd Avenue West, Gulfport Road and Pass-A-Grill Avenue (now Pasadena Avenue) to Corey Causeway.  Florida State Road 263 terminated upon entering St. Pete Beach via Corey Avenue.  Corey Causeway can be seen as a component of Florida State Road 263 on the 1943 United States Geological Survey Maps of St. Petersburg of Pass-A-Grill.



During 1945 the Florida State Roads were renumbered from how they were legislatively adopted to a grid pattern.  This action by the Florida State Road Department led to Florida State Road 263 being renumbered to Florida State Road 690.  Corey Causeway can be seen as part of Florida State Road 690 on the 1948 Rand McNally Map of Florida.  Florida State Road can be seen as assigned to the corridor between US Route 19 north to Florida State Road 60 along 66th Street North, 46th Avenue North and Park Street.  The original corridor of Florida State Road 693 was part of pre-1945 Florida State Road 73. 



At some point during the late 1950s/early 1960s 66th Street was extended to the vicinity of 2nd Avenue South.  The extension of 66th Street continued as part of Florida State Road 693 via Pasadena Avenue onto Corey Causeway (leading to the deletion of Florida State Road 690).  Florida State Road 693 south of US Route 19A began to be co-signed as Florida State Road A19A during late 1962.  Florida State Road A19A formed for a loop of mainline US Route 19 following Florida State Road 693, Florida State Road 699 and the Pinellas Bayway.  

The modern southbound span of Corey Causeway was completed by 1966.  Corey Causeway and Florida State Road 693 can be seen as part of Florida State Road A19A on the 1972 United States Geological Survey Map of Tampa.  


The modern northbound span of Corey Causeway was completed by 1975.  Florida State Road A19A was dropped during the 1980s leaving only Florida State Road 693 as the only highway designated over Corey Causeway.  Corey Causeway can be seen as part of Florida State Road 693 on the 1988 United States Geological Survey Map of St. Petersburg.  




Part 2; a drive on Florida State Road 693 over Corey Causeway

Florida State Road 693 southbound in the city of St. Petersburg transitions from 66th Street onto Pasadena Avenue.  


Florida State Road 693 southbound intersects Pinellas County Route 150 at Central Avenue.



Florida State Road 693 passes Park Circle and enters the city of South Pasadena.  






Florida State Road 693 southbound follows Corey Causeway over Sailboat Key, Deadman Key and Boca Ciega Bay into the city of St. Pete Beach.  Florida State Road 693 transitions onto 75th Avenue and terminates at Florida State Road 699.  





















Labels:

Comments

Post a Comment

Popular posts from this blog

Interstate 40's Tumultuous Ride Through the Pigeon River Gorge

By
In the nearly 60 years Interstate 40 has been open to traffic through the Pigeon River Gorge in the mountains of Western North Carolina, it has been troubled by frequent rockslides and damaging flooding, which has seen the over 30-mile stretch through North Carolina and Tennessee closed for months at a time. Most recently, excessive rainfall from Hurricane Helene in September 2024 saw sections of Interstate 40 wash away into a raging Pigeon River. While the physical troubles of Interstate 40 are well known, how I-40 came to be through the area is a tale of its own. Interstate 40 West through Haywood County near mile marker 10. I-40's route through the Pigeon River Gorge dates to local political squabbles in the 1940s and a state highway law written in 1921. A small note appeared in the July 28, 1945, Asheville Times. It read that the North Carolina State Highway Commission had authorized a feasibility study of a "...water-level road down [the] Pigeon River to the Tennessee l...
4 comments
Read more

Massena Center Suspension Bridge

By
The Massena Center Bridge, also known as the Holton D. Robinson Bridge, has had quite the tumultuous history. Situated on the Grasse River just east of Massena, New York in the hamlet of Massena Center, the Massena Center Bridge is a reminder of the efforts the community has made in order to connect over the river. The first and only other known bridge to be built at Massena Center was built in 1832, but that bridge was never long for this world. During the spring of 1833, the Grasse River dammed itself due to an ice dam, flooded and lifted the bridge off its foundation, destroying the bridge in the process.  The floods were frequent in the river during the spring, often backing up the river from Hogansburg and past Massena Center, but not to nearby Massena. After the first bridge disappeared, local residents had to resort to traveling seven miles west to Massena to cross the next closest bridge, and that was no easy task for a horse and buggy. However, it was many decades befo...
Post a Comment
Read more

The Dead Man's Curve of Interstate 90 and Innerbelt Freeway in Cleveland

By
"Dead Man's Curve" refers to the transition ramp Interstate 90 takes between Cleveland Memorial Shoreway onto the Innerbelt Freeway in downtown Cleveland, Ohio.  Said curve includes a sharp transition between the two freeways which is known for a high rate of accidents.  Currently the curve (not officially named) has a 35 MPH advisory speed and numerous safety features intended to mitigate crashes.  When the Interstate System was first conceived during 1956, Interstate 90 was intended to use the entirety Cleveland Memorial Shoreway and connect to the Northwest Freeway through Lakewood.  The Innerbelt Freeway was initially planned as the northernmost segment of Interstate 71.  The extension of Cleveland Memorial Shoreway west of Edgewater Park was never constructed which led to Interstate 90 being routed through the Innerbelt Freeway.   Part 1; the history of Cleveland's Innerbelt Freeway and Deadman's Curve The Federal Aid Highway Act of 1956 was signe...
Post a Comment
Read more