Venetian Cswy Designation Rprt
VENETIAN CAUSEWAY
HISTORIC SITE
DESIGNATION REPORT
CITY OF MIAMI BEACH PLANNING & ZONING DEPARTMENT
DECEMBER 1988
I. REOUEST
At its June 2, 1988 meeting, the Miami Beach Historic
Preservation Board voted to nominate that portion of the
Venetian Causeway within the corporate limits of Miami Beach
for local Historic Preservation site designation. The
preliminary evaluation describing the nominated site's general
conformance with the criteria for designation was presented
to the Board on July 7, 1988. On October 6, 1988, the Board
directed staff to proceed with the preparation of a
designation report. The following report is submitted in
compliance with that direction. The report was prepared with
data submitted to the National Register of Historic Places by
the Venetian Islands Association on May 16, 1988.
II. DESIGNATION PROCESS
The process of historic designation is described in Section
22-S(A) of the Miami Beach zoning Ordinance. An outline of
this process is provided below:
step One:
step Two:
step Three:
step Four:
A request for designation is made either by the
Historic Preservation Board, other agencies and
organizations as listed in the Ordinance, or
the property owners involved.
The Planning and zoning Department prepares a
preliminary evaluation and recommendation for
consideration by the Board.
The Historic Preservation Board reviews the
evaluation to determine compliance with the
criteria for designation and then votes to
direct the Planning and zoning Department to
prepare a designation report.
The designation report is a complete historical
and architectural analysis of the proposed
district or site. The report 1) serves as the
basis for a recommendation for nomination by
the Board; 2) describes review guidelines to
be utilized by the Board when a Certificate of
Appropriateness is requested; and, 3) will
serve as an attachment to the Zoning Ordinance
creating the new zoning district.
The designation report is presented to the
Board at a public hearing during a regularly
scheduled meeting. If the Board determines
that the proposed designation meets the intent
and criteria set forth in the Ordinance, they
transmit a recommendation to the Planning
Board.
step Five:
step six:
The Planning Board processes the proposed
designation as a Zoning Ordinance amendment.
As such, the Planning Board will hold a public
hearing on the proposed designation and,
subsequently, transmit its recommendation to
the City Commission.
The City Commission may, after two (2) public
hearings, adopt the amendment to the zoning
Ordinance, which thereby designates the
Historic Preservation District (or site).
III. PLANNING AND ZONING DEPARTMEN'l' ANALYSIS
1. GENERAL INFORMA'l'ION
Location:
Ownership:
Present Use:
Commencing at the northwest corner of Lot
70, Nelson Villa Subdivision in the City
of Miami, ending at the west line of Block
15, Island View SUbdivision, in the City
of Miami Beach, running in an eastwest
direction (see Exhibit I).
Metropolitan Dade County
County road
2 . S'l'A'l'EMEN'l' OF SIGNIFICANCE
A. Historical
The Venetian Causeway, spanning Biscayne Bay, is the
oldest causeway remaining in its original form, linking
the mainland of Miami to the island of Miami Beach. The
Venetian Causeway is located just north of downtown
Miami, at N.E. 15th Street, and extends eastward across
the bay to Dade Boulevard in Miami Beach. The causeway,
approximately two and one half miles in length, is
composed of twelve bridges, including two drawbridges,
and roadway. The entrance to the causeway, which is at
its western end, on the Miami side, is graced by simple
geometric columns. All of the bridges along the causeway
feature low, open, symmetrical railings over and through
which the view of the bay is unobstructed. The Venetian
Causeway crosses six islands the bridges occur
intermittently between the islands. The islands, from
west to east, are named Biscayne Island, San Marco, San
Marino, Di Lido, Rivo Alto and Belle Isle. The Venetian
Causeway was completed in 1926, shortly after the four
central islands were created for residential development.
The Bay Biscayne Improvement Company was responsible for
the construction of the Venetian Islands and the Venetian
Causeway. The company's officers were: Josiah F.
Chaille, President; F.C.B. La Gro, Vice-President; and,
Hugh M. Anderson, Secretary/Treasurer. These three men
were involved in the real estate business. Chaille and
Anderson had previously been associated in 1917, in the
development of the Wynwood Park subdivision. La Gro was
responsible for opening the Highland Park subdivision in
1910. In addition, in 1916, La Gro had been affiliated
with John S. Collins in the development of Belle Isle,
the easternmost island on the Venetian Causeway.
Marshall Price and Colonel Frank B. Shutts, Directors of
the Bay Biscayne Improvement Company, were both well-
known attorneys. Shutts was the publisher of the Miami
Herald.
Through the Bay Biscayne Improvement Company, these five
prominent Miamians planned to create a residential
development out of bay bottom. They envisioned the
creation of a chain of islands across Biscayne Bay. The
chosen location for their island-building venture was
alongside the Collins Bridge.
Preparations for the purchase of the desired property
were undertaken. The Internal Improvement Board in
Tallahassee and the Corps of Engineers in Jacksonville
were contacted in order to obtain the necessary
approvals. John S. Collins, Miami Beach pioneer and
owner of the Collins Bridge, was approached regarding the
sale of the bridge. The Collins Bridge, a wooden
structure, completed in 1913, was an essential part of
the development plans of the Bay Biscayne Improvement
Company.
The company's principals chose the name "Venetian
Islands" for their planned island community. Their wish
was that the project be associated with the City of
Venice - a community of "villas" of Italian inspired
architecture within a landscape of water.
The company resolved to approach their development
project in phases. Four islands were planned, to be
constructed one at a time, beginning west of the existing
island of Belle Isle.
Upon completion of the islands, the Biscayne Bay
Improvement Company knew it would be necessary to replace
the deteriorating Collins Bridge. However, access to the
islands during the initial development periOd would be
achieved via the old bridge. The Collins Bridge, thought
to be the longest wood bridge in the world, was
considered an engineering accomplishment for its time.
Plans proceeded smoothly. The Bay Biscayne Improvement
Company obtained all the necessary permits and the
purchase of the Collins Bridge. Island building
immediately began. The Venetian Islands, bearing Italian
names were platted as follows: Rivo Alto in February,
1922; Di Lido in January, 1923; and, San Marino and San
Marco in June, 1923. Whitney C. Bliss, the engineer of
record, was responsible for preparing the layout of the
islands.
The Venetian Islands would contain over 450 residential
lots. Two. sales offices were opened to market the
development~ One office was located in downtown" Miami,
another at the Miami side of the Collins Bridge. Lots,
still underwater, were sold from the plats. Sales
contracts specified that a purchaser would receive a lot
on an island that had been dredged, filled and bulkheaded
by a sea wall of one to three feet thick. The contract
also stipulated that the island would be equipped with
roadways, sidewalks, utilities and other amenities.
Furthermore, the purchase agreement guaranteed that the
Collins Bridge would be replaced. A toll would be
charged for usage of the new access road. However, the
toll would be waived for Venetian Islands residents. .
The construction of the Venetian Islands and the sale of
its lots swiftly progressed. In 1924, the Bay Biscayne
Improvement Company began drawing up plans for the
replacement of the Collins Bridge. The engineer in
charge of submitting plans for a new access road to the
Venetian Islands was Harvey stanley. Several designs for
the roadway were presented. The one that was chosen was
estimated to cost two million dollars. The new structure
would be made of concrete. Work began on the
construction of the Venetian Causeway in February, 1925.
The contractor chosen to undertake the project was the
Raymond Concrete Pile Company of New York. James M.
Thompson served as superintendent.
A description of how the Venetian Causeway was built,
including statistical information, follows:
The causeway consisted of a combination of viaducts
and fill. There were eighteen viaduct units,
running a total of 4,200 linear feet, which were
arranged to take account of tidal flow. The
longest, on the Miami side, ran 1,340 linear feet.
The project featured two modern bascule-type draw
bridges, one at each side of the bay, which allowed
for 12-foot clearances when closed. Fills ran an
additional 4,005 linear feet, fills and viaducts
totalling 8,205 linear feet. Fill for both the
causeway and islands came to 3,000,000 cubic yards.
The roadway was eighty feet wide, curb-to-curb, with
four-foot sidewalks on both sides. The road surface
on the fill was laid over two feet of boulders
which, in turn, layover a mat built from planks
from the old wooden bridge. 278 white way street
lights illuminated the roadway.
84,000 linear feet of concrete piling were featured
in the project. 25,000 barrels of cement and 30,000
pounds of steel were required for the piers and
abutments. The abutments were of the arch-girder
type. 1
The completion of the Venetian Causeway was scheduled to
take place towards the end of 1925. However, an embargo
on the shipment of building supplies somewhat delayed
this date. On February 28, 1926, a formal dedication
ceremony took place at the entrance of the causeway. The
developers of the Venetian Islands and the Venetian
Causeway were praised for their significant
accomplishments. The islands and causeway were
considered engineering feats of both beauty and
practicality.
Biscayne Island, the westernmost island on the Venetian
Causeway was not part of the original Venetian Islands
development. Biscayne Island corporation I s President
was Lucy C.T. Magraw and its secretary, Albert R. Smith.
The engineer in charge of the layout of the island was
William B. Garris, a principal in the firm of Watson &
Garris civil Engineers Inc.
Today, the islands located at both extremes of the
Venetian Causeway - Biscayne Island to the west, and
Belle Isle to the east - are primarily occupied by new,
highrise condominiums and some older apartment buildings.
The four original Venetian Islands located in the center
of the Venetian Causeway - San Marco, San Marino, oi Lido
and Rivo Alto exclusively contain single family
residences. Many of the early homes remain from the time
of the islands I ini tial development phase and are of
Mediterranean Revival style architecture. However, many
other architectural styles are represented from later
development periods. All of the islands are lushly
landscaped, and as was the intention of their developers,
water is a principal element of the landscape, rarely
out of view.
As has been so eloquently expressed: "These graceful,
symmetrical, gem-like islands and causeway, strung across
the bay like pearls on a giant necklace, have come to be
prize pieces of the majestic panorama which is the
Greater Miami scene." 2
B. ARCHITECTURAL
The Venetian Causeway links the mainland of Miami and
Miami Beach across Biscayne Bay. The causeway consists
of twelve bridges connecting six islands,. spanning a
distance of two and one half miles. The islands - from
west to east - Biscayne Island, San Marco, San Marino,
oi LidO, Rivo Alto and Belle Isle - are connected to N.E.
15 street on the Miami side of the causeway, and to Oade
Boulevard on the Miami Beach side of the causeway. The
connectors are a series of viaducts, built of reinforced
concrete, all of the same design and construction. The
roadbeds are carried on shallow arched girders resting
on square concrete piers anchored to the bay bottom. It
is believed that the planks are embedded under the road
surface on the landfill portions of the causeway. 3 The
guardrailS on the bridges, all of them fairly intact, are
perhaps the most striking feature in the bridges'
appearance. They are of reinforced concrete, in a
pierced, ornamental geometric design that has central
square units with radiating diagonals forming an "X"
pattern. This basic theme is repeated to form a bold
pattern that allows a view of the bay from all of the
bridges. None of the original street light fixtures
remain, other than the two masonry light fixtures at the
Miami entrance to the causeway, as described below.
The distribution of the bridges of the Venetian Causeway,
from west to east, is as follows:
Bridge 1 connects Miami with Biscayne Island. This is
the longest bridge, approximately .4 miles long. At the
western end, the causeway is approached from Miami
through a pair of octagonal entrance towers topped by
lights. The tapering vertical concrete towers are
reminiscent of miniature lighthouses. The lights no
longer function. On the walls of the towers are
inscribed in bas relief the words "Short Way" on the
north tower, and "Venetian Way" on the south tower.
Toward the center point of the viaduct is a steel bascule
type drawbridge. This and all of the other bridges are
of very low rise, providing a clearance above the water
of from 10 to 12 feet. At the east end of the viaduct,
on the south side, is a small wood frame maintenance
shed, built in utilitarian construction, it appears to
be contemporary with the bridge. Just beyond is a more
recently constructed toll booth stretching the full width
of the road.
Bridge 2 connects Biscayne Island to San Marco Island.
It is of the same design and materials, but of
considerably shorter span, less than .1 miles long.
Bridges 3 and 4 span the bay between San Marco Island and
San Marino Island. Rather than using a longer bridge,
the span is achieved by two short bridges, which rest on
a central landing, a small narrow piece of landfill
landscaped with sea grape and palm trees.
The same scheme of double short bridges resting on a
central islet is repeated between San Marino Island and
Oi Lido Island by Bridges 5 and 6, and again between Oi
Lido Island and Rivo Alto Island by Bridges 7, and 8.
The span across the bay between Rivo Alto Island and
Belle Isle is longer. The shorter bridges are still
used, to continue the small, intimate character and scale
of the Venetian styled bridges. Bridge 9 rests on the
same type of small landing as the previous ones. Bridge
10, however, springing from the same landing, is slightly
longer and contains the second bascule type steel
drawbridge in its center span. The bridge lands again
on a similar landfill islet as it's springing at the
other end. From that second landing springs Bridge 11,
similar to Bridge 9.
Bridge 12 is a single span, connecting Belle Isle with
the Miami Beach mainland.
3. RELATION '1'0 ORDINANCE CRITERIA
In accordance with section 22-5(B) of the Zoning
Ordinance, eligibility for designation is determined on
the basis of compliance with listed criteria. There are
two levels of criteria. The first level is referred to
as a Mandatory criteria, which is required of all
nominated sites or districts. The second level is
referred to as Review Criteria. Compliance with at least
one of several listed criteria is required. The Venetian
Causeway is elegible for designation as it complies with
the criteria as outlined below.
A. Mandatorv criteria
Integrity of location, design, setting, materials,
workmanship, and association.
Staff finds the nominated site to be in conformance with
the mandatory criteria for the following reasons:
The Venetian Causeway has maintained integrity of
location in that although alterations have occurred
in roadway width, the placement of bridges and
roadway has not been changed. The design of bridge
profiles and railings have remained as originally
constructed in 1925, although original light
fixtures have been removed. The setting of the
Causeway, with the exception of substantial changes
in the use and character of Biscayne and Belle
Islands, has also remained substantially the same.
The materials and workmanship involved in the
original engineering and construction of the islands
and causeway are impressive for that time. The
details of bridge railings, while of a simple
design, are ornamental in comparison to contemporary
construction and are unique to this causeway. The
Causeway has a strong association with the Collins
Bridge constructed in 1913 as the first physical
link from Miami to what would become Miami Beach.
Development of this toll bridge, then believed to
be the longest wooden bridge in the world, involved
the most significant early developers of Miami Beach
including John Collins and Carl Fisher.
Construction of the County (now MacArthur) Causeway
in 1920, which was both larger and free of charge,
reduced the use of the Collins Bridge which was sold
to the developers of the Venetian Islands and later
demolished. The existing causeway is in close
proximity to the original bridge. The causeway is
also associated with the development of the Venetian
Islands (although only the causeway and not the
islands are the subject of the nomination).
B. Review Criteria
The designation of any individual site or district
requires compliance with at least one (1) of the review
criteria:
1) Association with events that have made a significant
contribution to the broad patterns of our history.
The Venetian Causeway is associated with the earlier
Collins Bridge, the first physical link between the
City of Miami and what would become Miami Beach.
This first bridge resulted in a significant advance
in the development of Miami Beach. The causeway is
associated with the Venetian Islands, an important
early residential section of Miami Beach. The
causeway is also significant as an important and
frequently used connection from Miami Beach to the
mainland.
2) Association with the lives of persons significant
in our past.
The Bay Biscayne Improvement Company, developers of
the Venetian Islands and Causeway included several
prominent local citizens. Company officers, Josiah
F. Chaille, F.C.B. La Gro, and Hugh M. Anderson were
all important local real estate developers.
Directors Marshall Price and Co. Frank B. Shutts
were well known local attorneys. Shutts was also
the publisher of the Miami Herald.
3) Embody the distinctive characteristics of a type,
period, or method of construction.
The construction of the Venetian Causeway project
was a major engineering accomplishment in 1924.
4) Possess high artistic values
The arched bridges, detailed railing design, and
island setting give the Venetian Causeway a unique
appearance with high aesthetic quality.
4. PLANNING CONTEXT
A. Present Trends and Conditions
The proposed Miami Beach Comprehensive Plan and Zoning
Ordinance each indicate a continued single-family use of
Rivo Alto, oi Lido, and San Marino Islands. The scale
and design of the Causeway and bridges contribute to the
character of the single-family area. Therefore, there
is no pressing need to significantly alter the existing
design of the Venetian Causeway. This does not affect
the necessity of keeping the Causeway in good repair and
capable of safely handling the traffic demands of an
arterial road.
B. Conservation Obiectives
It is the intent of Historic Preservation site
designation to maintain and protect the historic resource
for the continued enjoyment and enrichment of future
generations. The designation of the Venetian Causeway
will accomplish the following objectives:
1. Maintain the Causeway in its original form to
protect this element which was important in the
development of the City of Miami Beach;
2. Maintain the existing bridge design to preserve a
unique and decorative element in appearance of the
City of Miami Beach;
3. Maintain the existing Causeway profile to protect
the single-family character and appearance of the
Venetian Islands; and,
4. To inform the general public and the County and
State agencies of the historic importance of the
Venetian Causeway, the quality of its design, and
the role it has played in the development of Miami
Beach.
I:V. PLANNI:NG AND ZONI:NG DEPARTMENT RECOMKENDA'1'I:ON
1. SITE BOUNDARIES
That Portion of the Venetian Causeway within the Miami
Beach city Limits, beginning at the east side of San
Marco Island and ending at the western terminus of Dade
Boulevard (complete legal description provided in Exhibit
I, attached).
2 . REVIEW STANDARDS
Staff recommends that any improvement, alteration or
addition to the Venetian Causeway Historic Preservation
site be jointly reviewed by the city of Miami Beach
Design Review Board and Historic Preservation Board in
accordance with Section 22-7 of the Zoning Ordinance.
The joint review is recommended because of the additional
engineering expertise available on the combined boards.
In accordance with section 22-5(A) (3) of the zoning
Ordinance, staff recommends the following review
standards:
1. All alterations, improvements, and/or additions to
the Venetian Causeway Historic Preservation site
shall be subject to review in accordance with
section 22-7 of the Miami Beach zoning Ordinance;
2. Every reasonable effort shall be made to retain and
repair the existing bridges, bridge railings, and
other design features of the Venetian Causeway;
3 . If, for the health, safety, and wel fare of the
public, it is determined necessary to replace the
existing bridges, bridge railings, and/or other
design features of the Venetian Causeway, every
reasonable effort shall be made to replicate the
appearance of the item being replaced;
4 . Change to the existing width of the roadway, and
profiles of the bridges is not encouraged;
5. Replacement of missing original design features,
such as light fixtures, is encouraged; and,
6. Periodic repair and/or resurfacing of the roadbed
that does not affect the width of the road or bridge
profile, and will not result in such alteration to
the design features of the Causeway, such as bridge
railings, shall be exempt from review by the Design
Review Board/Historic Preservation Board.
Footnotes - Venetian Causeway - Page
1 Manuscript, Spears/Harris Papers, (Miami Shores, FL.),
198-, p. 2-9.
2 Ibid.
3 Ibid., p. 2-2.
Bibliographical References
Ballinger, Kenneth. Miami Millions. Miami, FL.:
The Franklin Press, Inc., 1936
Dade County, Florida. Recorder's Office. Plat Books.
Metropolitan Dade County, Historic Preservation Division,
From wilderness to Metropolis. Miami, FL.:
Franklin Press, Inc., 1982.
Muir, Helen.
1953.
Miami, U.S.A. New York, N.Y.:
Henry Holt & Co.,
Peters, Thelma. Biscayne Country: 1870-1926. Miami, FL.:
Banyan Books, 1976.
Smiley, Nixon. Memories of Old Miami. Reprints from the Miami
Herald,. Sunday Magazine.
Unknown Author. untitled/Unpublished Manuscript, spears/Harris
Papers, Miami Shores, FL.: 198-.
Weigall, T.H. Boom in Paradise. New York, N.Y.: Alfred H.
King, 1932.
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