Skip to main content

Florida Fridays; The Great 2012 Florida Trip Part 5 (Biscayne National Park)

After the Shark Valley Loop Road in Everglades National Park I continued east on the Tamiami Trail to the Florida's Turnpike Extension south to Florida City.  At the end of Canal Drive I visited Biscayne National Park along Biscayne Bay.






Biscayne National Park was created in the waters of Biscayne Bay in 1980.  Much of Biscayne National Park is aquatic but it does encompass some of the Florida Keys south of Key Biscayne.  The push for Biscayne National Park was largely due to the prospects of development on Elliot Key.  In the 1950s a plan to build a bridge from Key Biscayne to connect Elliott Key and the rest of the Florida Keys was announced by the Dade County Planning Board.  This led to the incorporation of the "City of Islandia" on Elliott Key which was largely just a glorified land grab.  The potential for a possibly extended Overseas Highway was largely crushed by the creation of Biscayne National Monument in 1968 which later became Biscayne National Park in 1980.

The prospects of development along Biscayne Bay and the northern Florida Keys is long dead.  The City of Islandia incorporation was dissolved by the state of Florida back in 2012.  Today there isn't really much going along Biscayne Bay other than people boating or attempting to fish near the mangrove ridden shoreline.  For what its worth I probably would rank Biscayne as my least favorite National Park.  There isn't much to do at the visitor center area and the Overseas Highway offers way more variety hopping from Key to Key southward to Key West.  Even exploring the Lower Keys by boat in my opinion is much more fun than up in Biscayne National Park.  I guess the distant view of downtown Miami on a clear day is nice.





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