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|direction_a=South
|direction_a=South
|terminus_a={{Jct|state=FL|I|75}} in [[Palmetto, Florida|Palmetto]]
|terminus_a={{Jct|state=FL|I|75}} in [[Palmetto, Florida|Palmetto]]
|junction={{Jct|state=FL|US|41}} in [[Rubonia, Florida|Rubonia]]<br/>{{Jct|state=FL|US|19}} near [[Bradenton, Florida|Bradenton]]<br/>{{Jct|state=FL|I|175}} in [[St. Petersburg, Florida|St. Petersburg]]<br/>{{Jct|state=FL|I|375}} in [[St. Petersburg, FL|St. Petersburg]]<br/>{{Jct|state=FL|US-Alt|19|dab1=St. Petersburg|SR|595}} in [[St. Petersburg, Florida|St. Petersburg]]<br/>{{Jct|state=FL|US|92}} in [[Tampa, Florida|Tampa]]<br/>{{Jct|state=FL|I|4}} in [[Tampa, Florida|Tampa]]<br/>{{Jct|state=FL|US|92}} in [[Tampa, FL|Tampa]]
|junction={{Jct|state=FL|US|41}} in [[Rubonia, Florida|Rubonia]]<br/>{{Jct|state=FL|US|19}} near [[Bradenton, FL|Bradenton]]<br/>{{Jct|state=FL|I|175}} in [[St. Petersburg, FL|St. Petersburg]]<br/>{{Jct|state=FL|I|375}} in [[St. Petersburg, FL|St. Petersburg]]<br/>{{Jct|state=FL|US-Alt|19|dab1=St. Petersburg|SR|595}} in [[St. Petersburg, Florida|St. Petersburg]]<br/>{{Jct|state=FL|US|92}} in [[Tampa]]<br/>{{Jct|state=FL|I|4}} in [[Tampa]]<br/>{{Jct|state=FL|US|92}} in [[Tampa]]
|direction_b=North
|direction_b=North
|terminus_b={{Jct|state=FL|I|75}} in [[Wesley Chapel, Florida|Wesley Chapel]]
|terminus_b={{Jct|state=FL|I|75}} in [[Wesley Chapel, FL|Wesley Chapel]]
|counties=[[Manatee County, Florida|Manatee]], [[Hillsborough County, Florida|Hillsborough]], [[Pinellas County, Florida|Pinellas]], [[Pasco County, Florida|Pasco]]
|counties=[[Manatee County]], [[Hillsborough County, FL|Hillsborough]], [[Pinellas County]], [[Pasco County]]
|rural_municipalities=
|rural_municipalities=
|cities=
|cities=
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|next_route=93A
|next_route=93A
}}
}}
[[Image:I-275 Florida.jpg|thumb|150px|Old I-275 shield in [[St. Petersburg (FL)|St. Petersburg]]]]
[[Image:I-275 Florida.jpg|thumb|150px|Old I-275 shield in [[St. Petersburg, FL|St. Petersburg]]]]


'''Interstate 275''' (I-275) in [[Florida]] serves the [[Tampa Bay Area|Tampa Bay]] [[metropolitan area]], measuring 60.696 miles (97.681&nbsp;km) in length. The southern terminus is I-75 near [[Palmetto, Florida|Palmetto]], just five miles east of the [[Sunshine Skyway Bridge]] crossing [[Tampa Bay]]. The highway passes through [[St. Petersburg, Florida]] before crossing Tampa Bay again on the [[Howard Frankland Bridge]] and entering [[Tampa, Florida|Tampa]], where it intersects with [[Interstate 4|I-4]] in [[Downtown Tampa|Downtown]]. After the interchange, I-275 heads due north through the Tampa suburbs to its northern terminus at I-75 in [[Wesley Chapel, Florida|Wesley Chapel]].
'''Interstate 275''' ('''I - 275''') in the [[State of Florida]] serves the [[Tampa Bay Area]], and it extends 60.7 miles (97.7 kilometers) in length. Its southern terminus is at [[Interstate 75]] near [[Palmetto, FL|Palmetto]], just five miles east of the [[Sunshine Skyway Bridge]]. I - 275 highway passes through [[St. Petersburg, FL|St. Petersburg]] before crossing Tampa Bay once again on the [[Howard Frankland Bridge]], and then it enters the City of [[Tampa]], where it has an [[highway interchange|interchange] with [[Interstate 4]] in the [[Downtown Tampa|middle of Tampa]]. After this interchange, I - 275 passes north through the suburbs of Tampa to its northern terminus at [[Interstate 75]] in [[Wesley Chapel, FL|Wesley Chapel]].


Interstate 275 and its parent route, [[Interstate 75 (Florida)|Interstate 75]], are opposite the normal conventions of freeway routing. Normally, the parent route runs through a metropolitan area while a 3-digit numbered freeway (beginning with an even number) serves as the [[bypass route]]; however, in this case I-275 runs through [[Downtown Tampa|Downtown]] [[Tampa, Florida|Tampa]] and [[St. Petersburg, Florida]] while I-75 serves as the bypass route.
Some say that Interstate 275 and its parent route, [[Interstate 75]], follow the opposite of the usual conventions of freeway routing. Normally, the parent route runs through a metropolitan area while an Interstate with a three-digit number (beginning with an even number) serves as the [[bypass route]]. However, in this case I-275 runs through Tampa and St. Petersburg while I-75 serves as the bypass route.


==Route description==
==Route description==
{{Expand section|date=May 2008}}
{{Expand section|date=May 2008}}
On some street maps dating around 1970s&nbsp;— early 1990s, I-275 from I-4 to Downtown St. Pete was referred to as the "Tampa Expressway". In November 2005, The Florida Legislature officially dedicated the Pinellas County section of I-275 as the "St Petersburg Parkway/William C. Cramer Memorial Highway". '''William Cato Cramer''' was a St. Petersburg native who served as a member of the Florida legislature from 1955 to 1971 and helped shape I-275 through Pinellas County.<ref>[http://politicalgraveyard.com/bio/cramer.html#R9M0ITQPY The Political Graveyard: Index to Politicians: Cramer<!-- Bot generated title -->]</ref>
On some street maps dating around 1970 through early 1990s, I - 275 from I - 4 to St. Petersburg was referred to as the "Tampa Expressway". In November 2005, The Florida Legislature dedicated the section of I - 275 in Pinellas County as the "St Petersburg Parkway/William C. Cramer Memorial Highway". William Cato Cramer was a native of St. Petersburg who served as a member of the [[Florida Legislature]] from 1955 through 1971. He helped to procure the building of I - 275 through Pinellas County.<ref>[http://politicalgraveyard.com/bio/cramer.html#R9M0ITQPY The Political Graveyard: Index to Politicians: Cramer<!-- Bot generated title -->]</ref>


Just north of the Sunshine Skyway in [[Gulfport, Florida|Gulfport]], drivers briefly drive on the left side as the freeway's lanes invert for about 1/2 mile (about 1&nbsp;km) at the [[U.S. Route 19 (Florida)|US 19]]/[[Pinellas Bayway]] exit (Exit 17).
Just north of the Sunshine Skyway in [[Gulfport, FL|Gulfport]], drivers briefly drive on the left side as the freeway's lanes invert for about 1/2 mile (about one kilometer) at the [[U.S. Route 19 (Florida)|US 19]]/[[Pinellas Bayway]] exit (Exit 17).


Because of a failed effort in the 1970s to convert the Gandy corridor into a freeway, the [[Florida State Road 694|Gandy Boulevard]] Interchange is incomplete. Two ramps were added in 1979 to eliminate illegal u-turns.
Because of a failure of the effort during the 1970s to convert the Gandy Bridge corridor into a freeway, the [[Florida State Road 694|Gandy Boulevard]] Interchange is incomplete. Two ramps were added in 1979 to eliminate illegal U-turns.


The only major interchange on I-275 is with I-4, just north of downtown Tampa. Known locally for years as "[[Malfunction Junction]]", the interchange quickly became full of daily rush hour backups due to the sprawling growth of the Tampa Bay area and the lack of the interchange's capacity. The interchange was overhauled, with wider lanes and some reconfigurations, between October 2002 and December 2006.
The only major interchange on I-275 is with I-4, just north of downtown Tampa. Known locally for years as "Malfunction Junction", the interchange quickly became full of daily rush hour backups due to the sprawling growth of the Tampa Bay area and the lack of the interchange's capacity. The interchange was overhauled, with wider lanes and some reconfigurations, between October 2002 and December 2006.


===Lane configurations===
===Lane configurations===
*Between southern terminus and Exit 16 (2 lanes each way excluding the toll plaza)
*Between southern terminus and Exit 16 (2 lanes each way excluding the toll plaza)
*Between Exit 16 and Exit 30 (3 lanes each way)
*Between Exit 16 and Exit 30 (three lanes each way)
**Between Exits 22 and 23A (2 lanes each way)
**Between Exits 22 and 23A (two lanes each way)
**Between Exits 25 and 26 (4 lanes each way; however, right lane in both directions is "Exit Only")
**Between Exits 25 and 26 (four lanes each way, but the right lane in both directions is "Exit Only")
*Between Exits 30 and 39, including the [[Howard Frankland Bridge]] (4 lanes each way)
*Between Exits 30 and 39, including the [[Howard Frankland Bridge]] (four lanes each way)
*Between Exit 39 and Exit 53 (mostly 3 lanes each way)
*Between Exit 39 and Exit 53 (mostly three lanes each way)
*Between Exit 53 and northern terminus (2 lanes each way)
*Between Exit 53 and northern terminus (two lanes each way)


==History==
==History==
{{copy edit-section|date=May 2012}}
{{copy edit-section|date=May 2012}}
===Initial construction in Tampa===
===Initial construction in Tampa===
What would become I-275, which was then called [[Interstate 75 in Florida#History|I-75]], was first opened in 1962 from the present northern terminus to a [[diamond interchange]] at [[Florida State Road 678|Bearss Avenue]]. In the meantime, the portion of [[Interstate 4|I-4]] that would later become part of I-275, the [[Howard Frankland Bridge]] and its short freeway stubs at the bridge's endpoints, opened to traffic about a year earlier. In 1964, the stub of then-I-4 between 50th St (through [[Malfunction Junction]]) and Armenia Avenue was completed, with the Malfunction Junction's northern end was a pair of ramp stubs that would later be filled in by then-I-75. In 1965, the I-75 segment from Malfunction Junction to about Sligh Avenue was completed. By 1967, the remaining gaps in I-4 and I-75 were filled and open to traffic.
What would become I - 275, which was then called [[Interstate 75 in Florida#History|Interstate 75]], was first opened in 1962 from the present northern terminus to a [[diamond interchange]] at [[Florida State Road 678|Bearss Avenue]]. In the meantime, the portion of Interstate 4 that would later become a part of I - 275, the [[Howard Frankland Bridge]] and its short freeway stubs at the bridge's endpoints, opened to traffic about a year earlier. In 1964, the stub of the highway between 50th St (through "Malfunction Junction") and Armenia Avenue was completed, with the "Malfunction Junction's" northern end was a pair of ramp stubs that would later be filled in by I - 75. In 1965, the segment of I - 75 from "Malfunction Junction" to about Sligh Avenue was completed. By 1967, the remaining gaps in I - 4 and I - 75 were filled and opened up to traffic.


===Controversy and repeated delays in Pinellas===
===Controversy and repeated delays in Pinellas===
Around 1970, plans for the [[Pinellas County, Florida|Pinellas County]] extension of I-75 began. However, the first round of local opposition would lead to the eventual (and repeated) delayment of I-75 through [[St. Petersburg, Florida|St. Petersburg]]. The first setback was led by [[Florida State Road 687|4th Street]] business owners and residents who demanded that construction on I-75 be stopped since the [[Howard Frankland Bridge|bridge]] was already funneling unwanted traffic onto the corridor; it has since seen many unforeseen business and residential booms, due to the building of the Bridge. At the same time, construction began on I-75 from [[Florida State Road 686|Roosevelt Boulevard]] to about 38th Avenue North. By this point in time, I-4 was truncated to [[Malfunction Junction]], allowing the I-75 designation take over the freeway from the junction to 4th Street North. This segment was opened to traffic in 1973, with the gap between Roosevelt and 9th Street filled a couple of years later. Around this time, I-75W was resigned as I-275. After some more local opposition, I-275 meandered down to [[Florida State Road 595|5th Avenue N]], near downtown St. Petersburg, in 1975.
Around 1970, plans for the extension of I - 75 into Pinellas County began. However, the first round of local opposition would lead to the eventual (and repeated) delays of I - 75 through St. Petersburg. The first setback was led by [[Florida State Road 687|4th Street]] business owners and residents who demanded that construction on I - 75 be stopped since the [[Howard Frankland Bridge|bridge]] was already funneling unwanted traffic onto the corridor. It has since seen many unforeseen business and residential booms, due to the building of this bridge. At the same time, construction began on I - 75 from [[Florida State Road 686|Roosevelt Boulevard]] to about 38th Avenue North. By this time, I - 4 was truncated to "Malfunction Junction", allowing the I - 75 designation take over the freeway from the junction to 4th Street North. This segment was opened to traffic in 1973, with the gap between Roosevelt and 9th Street filled in two years later. About this time, I - 75W was resigned I - 275. After some more local opposition, I - 275 was constructed to meander down to [[Florida State Road 595|5th Avenue N]], near downtown St. Petersburg, in 1975.


[[Image:Tampa-St. Petersburg, Florida 1955 Yellow Book.jpg|thumb|200px|left|The original plans called for I-75 to end in Tampa]]
[[Image:Tampa-St. Petersburg, Florida 1955 Yellow Book.jpg|thumb|200px|left|The original plans called for I - 75 to end in Tampa]]
Probably one of the largest setbacks for I-275 was in the mid 1970s when it was proposed to go through southwest St. Petersburg towards the [[Sunshine Skyway Bridge]]. Heavy community opposition managed to delay construction for several years. In the end, numerous homes and businesses were destroyed and several churches were relocated. Financial burdens through this part of the project also caused further delays. However, [[Interstate 375 (Florida)|I-375]] opened partially to traffic in 1979, with full operation by 1981, and [[Interstate 175 (Florida)|I-175]] followed suit in 1980.
Probably one of the largest setbacks for I - 275 was in the mid-1970s when it was proposed to go through southwest St. Petersburg towards the [[Sunshine Skyway Bridge]]. Heavy community opposition delayed this construction for several years. In the end, numerous homes and businesses were torn down and several churches were relocated. Financial burdens through this part of the project also caused further delays. However, [[Interstate 375 (Florida)|I - 375]] opened partially to traffic in 1979, with full operation by 1981, and [[Interstate 175 (Florida)|I - 175]] opened up in 1980.


With both downtown feeders now opened, I-275 was extended to 28th Street South. However, another round of community revolts delayed the segment of I-275 between 28th Street S and 22nd Avenue South. In spite of this, the stretch was eventually built by 1981. Exit 20 was configured for an anticipated westward expansion to a planned Pinellas Beltway. A freeway revolt killed many of [[Pinellas County, Florida|Pinellas County]]'s freeways in the 1970s and (as mentioned above) repeatedly delayed the construction of I-275. In addition, the Skyway Bridge disaster on May 9, 1980, where the freighter [[Summit Venture]] took down one of the two spans and killed 35 people, cost the bridge its interstate standards (due to only one of the two-lane spans being operable afterwards) and would not regain it until the opening of the present bridge in April 1987.
With both downtown feeders now opened, I - 275 was extended to 28th Street South. However, another round of community revolts delayed the segment of I - 275 between 28th Street S and 22nd Avenue South. In spite of this, the stretch was eventually built by 1981. Exit 20 was configured for an anticipated westward expansion to a planned Pinellas Beltway. A freeway revolt killed many of Pinellas County's freeways during the 1970s, and as mentioned above, repeatedly delayed the construction of I - 275. In addition, the Skyway Bridge disaster on May 9, 1980, where the freighter [[Summit Venture]] took down one of the two spans and killed 35 people, cost the bridge its [[Interstate Higway standards]] (due to only one of the two-lane spans being operable afterwards) and would not regain it until the opening of the present bridge in April 1987.


In 1982, the segment between 22nd Avenue South and 39th Avenue South was opened to traffic. As mentioned above, the [[Pinellas Bayway]]/[[U.S. Highway 19 (Florida)|US 19]] [[concurrency (road)|concurrency]], opened to traffic in 1983/1984, is inverted for about half a mile. The reason to this configuration is unknown, however, to this day, traffic continues to flow smoothly through the interchange with very little congestion. At about the same time this interchange opened, I-275 was complete from the [[Sunshine Skyway Bridge]] to the southern terminus with I-75 in [[Manatee County, Florida|Manatee County]].
In 1982, the segment between 22nd Avenue South and 39th Avenue South was opened to traffic. As mentioned above, the [[Pinellas Bayway]]/[[U.S. Highway 19 (Florida)|US 19]] [[concurrency (road)|concurrency]], opened to traffic in 1983 and 84, is inverted for about half a mile. The reason to this configuration is unknown, however, to this day, traffic continues to flow smoothly through the interchange with very little congestion. At about the same time this interchange opened, I - 275 was complete from the [[Sunshine Skyway Bridge]] to the southern terminus with I - 75 in Manatee County.


With the new Sunshine Skyway Bridge opening in 1987, the final link of I-275 (between US 19 and the bridge) was completed and opened to traffic.
With the new Sunshine Skyway Bridge opening in 1987, the final link of I - 275, between [[US Highway 19]] and the bridge, was completed and opened to traffic.


===Reconstruction and later changes===
===Reconstruction and later changes===
The segment of I-275 between the [[Veterans Expressway]] and Himes Avenue was widened from four to six lanes in 1974. Additionally, a median barrier was built along the highway from Himes Ave to [[Downtown Tampa]].
The segment of I - 275 between the [[Veterans Expressway]] and Himes Avenue was widened from four to six lanes in 1974. Additionally, a median barrier was built along the highway from Himes Ave to downtown Tampa.


Until the 1980s, the Memorial Hwy/Veterans Exwy interchange was only a half diamond and the West Shore Blvd interchange was a full diamond. Both interchanges underwent drastic changes to allow safe, free-flowing movement to and from [[Tampa International Airport]] and the Veterans Exwy. Among the improvements, three free flowing exit and entry ramps were added to the expressway from I-275. The exit ramp from I-275 south to the Veterans Exwy northbound was reconstructed and the ramp from Memorial Hwy northbound from Kennedy Blvd onto northbound I-275 was removed, along with the two western ramps onto West Shore Blvd (truncating the West Shore interchange to a half-diamond), in order to deter accidents that were being caused by commuters entering and exiting the interstate from the Veterans Exwy. In addition, connections from I-275 north, to Cypress St were made (though the ramps are under-utilized today). In 2004, the ramp from southbound Veterans Exwy to southbound I-275 was realigned in order to ease congestion on the mainline lanes of the interstate.<!--the veterans expressway didn't exist until 1994-->
Until the 1980s, the Memorial Hwy / Veterans Exwy interchange was only a half diamond and the West Shore Blvd interchange was a full diamond. Both interchanges underwent drastic changes to allow safe, free-flowing movement to and from [[Tampa International Airport]] and the Veterans Expressway. Among the improvements, three free flowing exit and entry ramps were added to the expressway from I - 275. The exit ramp from I - 275 south to the Veterans Expressway northbound was reconstructed and the ramp from Memorial Highway northbound from Kennedy Blvd onto northbound I - 275 was removed, along with the two western ramps onto West Shore Blvd (truncating the West Shore interchange to a half-diamond), in order to deter accidents that were being caused by commuters entering and exiting the interstate from the Veterans Exwy. In addition, connections from I - 275 north, to Cypress St were made (though the ramps are under-utilized today). In 2004, the ramp from southbound Veterans Exwy to southbound I - 275 was realigned in order to ease congestion on the mainline lanes of the interstate.<!--the veterans expressway didn't exist until 1994-->


[[Image:I-275 SB (Westshore Exits Sign).jpg|thumb|200px|I-275 just leaving Downtown Tampa heading south towards [[Tampa International Airport]]]]
[[Image:I-275 SB (Westshore Exits Sign).jpg|thumb|200px|I-275 just leaving Downtown Tampa heading south towards [[Tampa International Airport]]]]
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In 1994, the two [[drawbridge]]s on the northern approach to the [[Sunshine Skyway Bridge]], dating to the original twin Skyway bridges, were replaced with high-level fixed spans, eliminating bottlenecks caused by openings.
In 1994, the two [[drawbridge]]s on the northern approach to the [[Sunshine Skyway Bridge]], dating to the original twin Skyway bridges, were replaced with high-level fixed spans, eliminating bottlenecks caused by openings.


Between 1994 and 1998, I-275 saw very little change, as there were no major projects taking place on the highway. The hiatus ended in 1999, when a much needed, dual-stage, widening project took place between Busch Blvd ([[State Road 580 (Florida)|State Road 580]]) and Bearss Ave. The project widened I-275 mainline from four to six lanes, rehabilitated the existing concrete surfaces, and improved interchange flow, lighting, signage, and drainage. The project wrapped up in 2003.
Between 1994 and 1998, I - 275 saw very few changes, as there were no major projects taking place on the highway. The hiatus ended in 1999, when a much needed, dual-stage, widening project took place between Busch Blvd ([[State Road 580 (Florida)|State Road 580]]) and Bearss Ave. The project widened I - 275 mainline from four to six lanes, rehabilitated the existing concrete surfaces, and improved interchange flow, lighting, signage, and drainage. The project wrapped up in 2003.


The northern toll plaza to the Sunshine Skyway Bridge was relocated in 2000 due to a lack of capacity, moving it south of the approach bridge. The original plaza only allowed three lanes while the replacement allows six lanes to flow through, with the sixth lane dedicated for [[SunPass]] users.
The northern toll plaza to the Sunshine Skyway Bridge was relocated in 2000 due to a lack of capacity, moving it south of the approach bridge. The original plaza only allowed three lanes while the replacement allows six lanes to flow through, with the sixth lane dedicated for [[SunPass]] users.


In 2001, the widening project for I-275 between [[State Road 694 (Florida)|Gandy Blvd]] and [[State Road 686 (Florida)|Roosevelt Blvd]] began. The project increased I-275 from six to eight lanes and existing concrete surfaces were rehabilitated. A reconfiguration of the Roosevelt Interchange (Exit 30) started in 2001 and added access to 118th Ave N at the same interchange. The new connection to 118th Ave N is actually the first phase of a proposed freeway to connect I-275 to the [[Clearwater Bayside Bridge|Bayside Bridge]] (although it is unclear if future segments will be built). All construction in this area was completed by 2002. Reconstruction of I-275 between Roosevelt Blvd and 4th St N quickly followed the above widening project. Lane counts on I-275 were increased from four to mostly six lanes (with some eight lane segments). The Ulmerton Rd and 9th St N interchanges were originally narrow 1959 configurations that caused much congestion in the area.
In 2001, the widening project for I - 275 between [[State Road 694 (Florida)|Gandy Blvd]] and [[State Road 686 (Florida)|Roosevelt Blvd]] began. The project increased I - 275 from six to eight lanes in width and its existing concrete surfaces were rehabilitated. A reconfiguration of the Roosevelt Interchange (Exit 30) started in 2001 and added access to 118th Ave N at the same interchange. The new connection to 118th Ave N is actually the first phase of a proposed freeway to connect I - 275 to the [[Clearwater Bayside Bridge|Bayside Bridge]] (although it is unclear if future segments will be built). All construction in this area was completed by 2002. Reconstruction of I - 275 between Roosevelt Blvd and 4th St N quickly followed the above widening project. Lane counts on I - 275 were increased from four to mostly six lanes (with some eight lane segments). The Ulmerton Rd and 9th St N interchanges were originally narrow 1959 configurations that caused much congestion in the area.


Additionally, the 9th/MLK St N exit and Ulmerton Rd entrance ramps were situated in the left lane of I-275, causing dangerous weaving patterns. These interchanges were reconstructed into right lane configurations and two new ramps were added from Ulmerton Rd (one leading to 9th St N and one exiting onto southbound I-275. The southbound I-275 exits to Ulmerton and MLK St N were combined into one exit ramp to provide better flow. The MLK St N interchange was shut down for several months as a result of the reconstruction. Lastly, the ramps to/from 118th Ave N were opened to traffic. The entire reconstruction project along I-275 in the Gateway area wrapped up in 2005.
Additionally, the 9th/MLK St N exit and Ulmerton Rd entrance ramps were situated in the left lane of I-275, causing dangerous weaving patterns. These interchanges were reconstructed into right lane configurations and two new ramps were added from Ulmerton Rd (one leading to 9th St N and one exiting onto southbound I-275. The southbound I-275 exits to Ulmerton and MLK St N were combined into one exit ramp to provide better flow. The MLK St N interchange was shut down for several months as a result of the reconstruction. Lastly, the ramps to/from 118th Ave N were opened to traffic. The entire reconstruction project along I-275 in the Gateway area wrapped up in 2005.


In 2003 '''Operational Improvements''' began for the notorious [[Malfunction Junction]] in [[Downtown Tampa]]. The project consisted of widening mainline I-275 and I-4, along with an array of ramp/bridge improvements, lighting and drainage work, and new signs. The entire project was completed on December 22, 2006 with ITS components installed by March 2007. The renovation of the I-4 corridor through [[Ybor City]] finished around summer 2007, almost one year ahead of schedule.
In 2003 '''Operational Improvements''' began for the notorious "Malfunction Junction" in downtown Tampa. The project consisted of widening mainline I-275 and I - 4, along with an array of ramp/bridge improvements, lighting and drainage work, and new signs. The entire project was completed on December 22, 2006 with ITS components installed by March 2007. The renovation of the I - 4 corridor through [[Ybor City]] finished around summer 2007, almost one year ahead of schedule.


[[Image:Approaching the I-4 and I-275 interchange.jpg|thumb|left|300px|I-275 at Malfunction Junction]]
[[Image:Approaching the I - 4 and I - 275 interchange.jpg|thumb|left|300px|I-275 at "Malfunction Junction"]]
The staged reconstruction project for I-275 between the [[Howard Frankland Bridge]] and Downtown Tampa was supposed to begin in the summer of 2006. Unfortunately, bids received by [[FDOT]] for the project came in at $100 million (40%) over the projected estimates. This is being blamed on by the rising cost of asphalt and other materials, which in turn is being partly blamed on the rising oil prices worldwide. As a result, [[FDOT]] has commenced with the project in four smaller phases rather than the original, large-scale, two-phase project. Construction began on phase one, the northbound lanes (south of the existing interstate) between Himes Ave and [[Downtown Tampa]], on August 13, 2007 and was completed in April 2010.<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=158&RoadID=1 Northbound I-275 from Himes Avenue to the Hillsborough River (new alignment, completed April 2010)]</ref> Phase two, which includes construction of the northbound lanes from the WestShore area to Himes, was originally scheduled to begin in 2008, but has since been delayed further. The third phase will consist of transferring northbound traffic onto the new northbound lanes, southbound traffic onto the existing northbound lanes, and the construction of the new southbound lanes from Himes to Downtown. Finally, the fourth and final phase will construct the new southbound lanes from the WestShore area to Himes. The entire project was originally scheduled to be completed by around 2013 or 2014 (this is now likely to be delayed until 2015 or 2016) and will cost around an estimated $540 million, which is up from the original $350 million budget.<ref>[http://www.sptimes.com/2006/06/28/Tampabay/I_275_plan_hits_100M_.shtml I-275 plan hits $100M bump.] St. Petersburg Times: June 28, 2006</ref>
The staged reconstruction project for I-275 between the [[Howard Frankland Bridge]] and Downtown Tampa was supposed to begin in the summer of 2006. Unfortunately, bids received by [[FDOT]] for the project came in at $100 million (40%) over the projected estimates. This is being blamed on by the rising cost of asphalt and other materials, which in turn is being partly blamed on the rising oil prices worldwide. As a result, [[FDOT]] has commenced with the project in four smaller phases rather than the original, large-scale, two-phase project. Construction began on phase one, the northbound lanes (south of the existing interstate) between Himes Ave and downtown Tampa, on August 13, 2007 and was completed in April 2010.<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=158&RoadID=1 Northbound I-275 from Himes Avenue to the Hillsborough River (new alignment, completed April 2010)]</ref> Phase two, which includes construction of the northbound lanes from the WestShore area to Himes, was originally scheduled to begin in 2008, but has since been delayed further. The third phase will consist of transferring northbound traffic onto the new northbound lanes, southbound traffic onto the existing northbound lanes, and the construction of the new southbound lanes from Himes to Downtown. Finally, the fourth and final phase will construct the new southbound lanes from the WestShore area to Himes. The entire project was originally scheduled to be completed by around 2013 or 2014 (this is now likely to be delayed until 2015 or 2016) and will cost around an estimated $540 million, which is up from the original $350 million budget.<ref>[http://www.sptimes.com/2006/06/28/Tampabay/I_275_plan_hits_100M_.shtml I-275 plan hits $100M bump.] St. Petersburg Times: June 28, 2006</ref>


Between Himes Avenue and downtown, southbound (westbound) traffic has been shifted on to the original northbound lanes. However, those wishing to exit at either the Howard/Armenia or Himes Avenue exits do in fact continue on the original southbound lanes. Those exiting on Himes Avenue have one dedicated lane on the original southbound lanes. Traffic entering the freeway from Armenia Ave now does so on the original northbound exit ramp. This creates an odd left lane merge situation. However, to help motorists in this effort, the entrance ramp has a dedicated lane from the freeway entrance until just over the Himes Avenue bridge. Traffic heading northbound on Howard Avenue must now turn left onto Green Ave. left onto Armenia Avenue and then right on the entrance ramp in order to get on the freeway. While this setup is temporary, it has seemed to somewhat improve traffic flow in the area as motorists who intend to exit at Howard/Armenia or Himes are now off of the freeway much earlier.
Between Himes Avenue and downtown, southbound (westbound) traffic has been shifted on to the original northbound lanes. However, those wishing to exit at either the Howard/Armenia or Himes Avenue exits do in fact continue on the original southbound lanes. Those exiting on Himes Avenue have one dedicated lane on the original southbound lanes. Traffic entering the freeway from Armenia Ave now does so on the original northbound exit ramp. This creates an odd left lane merge situation. However, to help motorists in this effort, the entrance ramp has a dedicated lane from the freeway entrance until just over the Himes Avenue bridge. Traffic heading northbound on Howard Avenue must now turn left onto Green Ave. left onto Armenia Avenue and then right on the entrance ramp in order to get on the freeway. While this setup is temporary, it has seemed to somewhat improve traffic flow in the area as motorists who intend to exit at Howard/Armenia or Himes are now off of the freeway much earlier.


In January 2011, construction began on widening the northernmost segment of I-275 from US 41 (Nebraska Ave) to the I-75 apex from four to six lanes. The project also includes constructing a dedicated flyover ramp over I-75 towards [[Florida State Road 56|State Road 56]].<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=182&RoadID=1 I-275 Widening / ITS from U.S. 41 to I-75]</ref> This ramp, along with a new, extended ramp from I-75 to SR 56, opened on August 18, 2011.<ref>[http://www2.tbo.com/news/pasco-news/2011/aug/18/panewso1-new-sr-56-exit-ramp-opens-for-commuters-i-ar-251227/ New S.R. 56 exit ramp opens for commuters in Pasco]</ref>
In January 2011, construction began on widening the northernmost segment of I-275 from [[US Highway 41]] (Nebraska Ave) to the I - 75 apex from four to six lanes. The project also includes constructing a dedicated flyover ramp over I-75 towards [[Florida State Road 56|State Road 56]].<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=182&RoadID=1 I-275 Widening / ITS from U.S. 41 to I-75]</ref> This ramp, along with a new, extended ramp from I-75 to SR 56, opened on August 18, 2011.<ref>[http://www2.tbo.com/news/pasco-news/2011/aug/18/panewso1-new-sr-56-exit-ramp-opens-for-commuters-i-ar-251227/ New S.R. 56 exit ramp opens for commuters in Pasco]</ref>


On February 4, 2011, a new ramp connecting northbound I-275 to 118th Ave N opened. This project began in July 2009 and involved widening the existing ramp from northbound I-275 to Roosevelt Blvd and is in conjunction with the project to build the Mid Pinellas Expressway, which has suffered numerous delays due to a lack of funding.<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=170&RoadID=1 Northbound I-275 Connector to CR 296/SR 686]</ref>
On February 4, 2011, a new ramp connecting northbound I-275 to 118th Ave N opened. This project began in July 2009 and involved widening the existing ramp from northbound I-275 to Roosevelt Blvd and is in conjunction with the project to build the Mid Pinellas Expressway, which has suffered numerous delays due to a lack of funding.<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=170&RoadID=1 Northbound I-275 Connector to CR 296/SR 686]</ref>
Line 106: Line 106:
*Resurfacing from the US 41 overpass (Exit 53) to the I-75 junction in Lutz. (Complete) 2003.
*Resurfacing from the US 41 overpass (Exit 53) to the I-75 junction in Lutz. (Complete) 2003.
*Resurfacing from the Howard Frankland Bridge to 4th St N. (Complete) 2006.
*Resurfacing from the Howard Frankland Bridge to 4th St N. (Complete) 2006.
*Concrete rehabilitation/bridge upgrade/lighting improvements from Malfunction Junction to Busch Blvd. (Complete) 2007.
*Concrete rehabilitation/bridge upgrade/lighting improvements from "Malfunction Junction" to Busch Blvd. (Complete) 2007.
*Concrete rehabilitation from 26th Ave N to Exit 23. (completed in 2008).
*Concrete rehabilitation from 26th Ave N to Exit 23. (completed in 2008).
*Rehabilitation @ Exit 28. (completed in 2008).
*Rehabilitation @ Exit 28. (completed in 2008).
Line 112: Line 112:
*Widening of the northbound exit ramp at Exit 51 in Hillsborough County (currently ongoing).<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=192&RoadID=1 Northbound I-275 Exit Ramp Widening at Fowler Avenue]</ref>
*Widening of the northbound exit ramp at Exit 51 in Hillsborough County (currently ongoing).<ref>[http://www.mytbi.com/projects/projectinfo.asp?projectID=192&RoadID=1 Northbound I-275 Exit Ramp Widening at Fowler Avenue]</ref>


The Manatee County segment of I-275 has not changed dramatically since its construction in 1983, other than a toll plaza upgrade in the late 1990s, and resurfacing of the mainline lanes between the I-75 apex and the US 19 exit. It is unclear if any other improvements are planned at this time.
The segment of I - 275 in Manatee County has not changed dramatically since its construction in 1983, other than a toll plaza upgrade in the late 1990s, and resurfacing of the mainline lanes between the I-75 apex and the [[US Highway 19]] exit. It is unclear if any other improvements are planned at this time.


==Services==
==Services==

Revision as of 05:23, 10 July 2012

Interstate 275 marker
Interstate 275
Route information
Maintained by FDOT
Length60.696 mi[1] (97.681 km)
Existed1973–present
NHSEntire route
Major junctions
South end I-75 in Palmetto
Major intersections US 41 in Rubonia
US 19 near Bradenton
I-175 in St. Petersburg
I-375 in St. Petersburg

 US 19 Alt. / SR 595 in St. Petersburg
US 92 in Tampa
I-4 in Tampa
US 92 in Tampa
North end I-75 in Wesley Chapel
Location
CountryUnited States
StateFlorida
CountiesManatee County, Hillsborough, Pinellas County, Pasco County
Highway system
← US 92→ SR 93A
Old I-275 shield in St. Petersburg

Interstate 275 (I - 275) in the State of Florida serves the Tampa Bay Area, and it extends 60.7 miles (97.7 kilometers) in length. Its southern terminus is at Interstate 75 near Palmetto, just five miles east of the Sunshine Skyway Bridge. I - 275 highway passes through St. Petersburg before crossing Tampa Bay once again on the Howard Frankland Bridge, and then it enters the City of Tampa, where it has an [[highway interchange|interchange] with Interstate 4 in the middle of Tampa. After this interchange, I - 275 passes north through the suburbs of Tampa to its northern terminus at Interstate 75 in Wesley Chapel.

Some say that Interstate 275 and its parent route, Interstate 75, follow the opposite of the usual conventions of freeway routing. Normally, the parent route runs through a metropolitan area while an Interstate with a three-digit number (beginning with an even number) serves as the bypass route. However, in this case I-275 runs through Tampa and St. Petersburg while I-75 serves as the bypass route.

Route description

On some street maps dating around 1970 through early 1990s, I - 275 from I - 4 to St. Petersburg was referred to as the "Tampa Expressway". In November 2005, The Florida Legislature dedicated the section of I - 275 in Pinellas County as the "St Petersburg Parkway/William C. Cramer Memorial Highway". William Cato Cramer was a native of St. Petersburg who served as a member of the Florida Legislature from 1955 through 1971. He helped to procure the building of I - 275 through Pinellas County.[2]

Just north of the Sunshine Skyway in Gulfport, drivers briefly drive on the left side as the freeway's lanes invert for about 1/2 mile (about one kilometer) at the US 19/Pinellas Bayway exit (Exit 17).

Because of a failure of the effort during the 1970s to convert the Gandy Bridge corridor into a freeway, the Gandy Boulevard Interchange is incomplete. Two ramps were added in 1979 to eliminate illegal U-turns.

The only major interchange on I-275 is with I-4, just north of downtown Tampa. Known locally for years as "Malfunction Junction", the interchange quickly became full of daily rush hour backups due to the sprawling growth of the Tampa Bay area and the lack of the interchange's capacity. The interchange was overhauled, with wider lanes and some reconfigurations, between October 2002 and December 2006.

Lane configurations

  • Between southern terminus and Exit 16 (2 lanes each way excluding the toll plaza)
  • Between Exit 16 and Exit 30 (three lanes each way)
    • Between Exits 22 and 23A (two lanes each way)
    • Between Exits 25 and 26 (four lanes each way, but the right lane in both directions is "Exit Only")
  • Between Exits 30 and 39, including the Howard Frankland Bridge (four lanes each way)
  • Between Exit 39 and Exit 53 (mostly three lanes each way)
  • Between Exit 53 and northern terminus (two lanes each way)

History

Initial construction in Tampa

What would become I - 275, which was then called Interstate 75, was first opened in 1962 from the present northern terminus to a diamond interchange at Bearss Avenue. In the meantime, the portion of Interstate 4 that would later become a part of I - 275, the Howard Frankland Bridge and its short freeway stubs at the bridge's endpoints, opened to traffic about a year earlier. In 1964, the stub of the highway between 50th St (through "Malfunction Junction") and Armenia Avenue was completed, with the "Malfunction Junction's" northern end was a pair of ramp stubs that would later be filled in by I - 75. In 1965, the segment of I - 75 from "Malfunction Junction" to about Sligh Avenue was completed. By 1967, the remaining gaps in I - 4 and I - 75 were filled and opened up to traffic.

Controversy and repeated delays in Pinellas

Around 1970, plans for the extension of I - 75 into Pinellas County began. However, the first round of local opposition would lead to the eventual (and repeated) delays of I - 75 through St. Petersburg. The first setback was led by 4th Street business owners and residents who demanded that construction on I - 75 be stopped since the bridge was already funneling unwanted traffic onto the corridor. It has since seen many unforeseen business and residential booms, due to the building of this bridge. At the same time, construction began on I - 75 from Roosevelt Boulevard to about 38th Avenue North. By this time, I - 4 was truncated to "Malfunction Junction", allowing the I - 75 designation take over the freeway from the junction to 4th Street North. This segment was opened to traffic in 1973, with the gap between Roosevelt and 9th Street filled in two years later. About this time, I - 75W was resigned I - 275. After some more local opposition, I - 275 was constructed to meander down to 5th Avenue N, near downtown St. Petersburg, in 1975.

The original plans called for I - 75 to end in Tampa

Probably one of the largest setbacks for I - 275 was in the mid-1970s when it was proposed to go through southwest St. Petersburg towards the Sunshine Skyway Bridge. Heavy community opposition delayed this construction for several years. In the end, numerous homes and businesses were torn down and several churches were relocated. Financial burdens through this part of the project also caused further delays. However, I - 375 opened partially to traffic in 1979, with full operation by 1981, and I - 175 opened up in 1980.

With both downtown feeders now opened, I - 275 was extended to 28th Street South. However, another round of community revolts delayed the segment of I - 275 between 28th Street S and 22nd Avenue South. In spite of this, the stretch was eventually built by 1981. Exit 20 was configured for an anticipated westward expansion to a planned Pinellas Beltway. A freeway revolt killed many of Pinellas County's freeways during the 1970s, and as mentioned above, repeatedly delayed the construction of I - 275. In addition, the Skyway Bridge disaster on May 9, 1980, where the freighter Summit Venture took down one of the two spans and killed 35 people, cost the bridge its Interstate Higway standards (due to only one of the two-lane spans being operable afterwards) and would not regain it until the opening of the present bridge in April 1987.

In 1982, the segment between 22nd Avenue South and 39th Avenue South was opened to traffic. As mentioned above, the Pinellas Bayway/US 19 concurrency, opened to traffic in 1983 and 84, is inverted for about half a mile. The reason to this configuration is unknown, however, to this day, traffic continues to flow smoothly through the interchange with very little congestion. At about the same time this interchange opened, I - 275 was complete from the Sunshine Skyway Bridge to the southern terminus with I - 75 in Manatee County.

With the new Sunshine Skyway Bridge opening in 1987, the final link of I - 275, between US Highway 19 and the bridge, was completed and opened to traffic.

Reconstruction and later changes

The segment of I - 275 between the Veterans Expressway and Himes Avenue was widened from four to six lanes in 1974. Additionally, a median barrier was built along the highway from Himes Ave to downtown Tampa.

Until the 1980s, the Memorial Hwy / Veterans Exwy interchange was only a half diamond and the West Shore Blvd interchange was a full diamond. Both interchanges underwent drastic changes to allow safe, free-flowing movement to and from Tampa International Airport and the Veterans Expressway. Among the improvements, three free flowing exit and entry ramps were added to the expressway from I - 275. The exit ramp from I - 275 south to the Veterans Expressway northbound was reconstructed and the ramp from Memorial Highway northbound from Kennedy Blvd onto northbound I - 275 was removed, along with the two western ramps onto West Shore Blvd (truncating the West Shore interchange to a half-diamond), in order to deter accidents that were being caused by commuters entering and exiting the interstate from the Veterans Exwy. In addition, connections from I - 275 north, to Cypress St were made (though the ramps are under-utilized today). In 2004, the ramp from southbound Veterans Exwy to southbound I - 275 was realigned in order to ease congestion on the mainline lanes of the interstate.

I-275 just leaving Downtown Tampa heading south towards Tampa International Airport

In 1984, the Himes Ave exit/entrance was constructed. The exit was originally rumored to supplement a failed redevelopment project in the area during that time. Today, the Himes Ave connection serves as reliever for nearby Raymond James Stadium.

In 1991, following the expansion of the Howard Frankland Bridge, the 4th St N interchange was reconstructed.

In 1994, the two drawbridges on the northern approach to the Sunshine Skyway Bridge, dating to the original twin Skyway bridges, were replaced with high-level fixed spans, eliminating bottlenecks caused by openings.

Between 1994 and 1998, I - 275 saw very few changes, as there were no major projects taking place on the highway. The hiatus ended in 1999, when a much needed, dual-stage, widening project took place between Busch Blvd (State Road 580) and Bearss Ave. The project widened I - 275 mainline from four to six lanes, rehabilitated the existing concrete surfaces, and improved interchange flow, lighting, signage, and drainage. The project wrapped up in 2003.

The northern toll plaza to the Sunshine Skyway Bridge was relocated in 2000 due to a lack of capacity, moving it south of the approach bridge. The original plaza only allowed three lanes while the replacement allows six lanes to flow through, with the sixth lane dedicated for SunPass users.

In 2001, the widening project for I - 275 between Gandy Blvd and Roosevelt Blvd began. The project increased I - 275 from six to eight lanes in width and its existing concrete surfaces were rehabilitated. A reconfiguration of the Roosevelt Interchange (Exit 30) started in 2001 and added access to 118th Ave N at the same interchange. The new connection to 118th Ave N is actually the first phase of a proposed freeway to connect I - 275 to the Bayside Bridge (although it is unclear if future segments will be built). All construction in this area was completed by 2002. Reconstruction of I - 275 between Roosevelt Blvd and 4th St N quickly followed the above widening project. Lane counts on I - 275 were increased from four to mostly six lanes (with some eight lane segments). The Ulmerton Rd and 9th St N interchanges were originally narrow 1959 configurations that caused much congestion in the area.

Additionally, the 9th/MLK St N exit and Ulmerton Rd entrance ramps were situated in the left lane of I-275, causing dangerous weaving patterns. These interchanges were reconstructed into right lane configurations and two new ramps were added from Ulmerton Rd (one leading to 9th St N and one exiting onto southbound I-275. The southbound I-275 exits to Ulmerton and MLK St N were combined into one exit ramp to provide better flow. The MLK St N interchange was shut down for several months as a result of the reconstruction. Lastly, the ramps to/from 118th Ave N were opened to traffic. The entire reconstruction project along I-275 in the Gateway area wrapped up in 2005.

In 2003 Operational Improvements began for the notorious "Malfunction Junction" in downtown Tampa. The project consisted of widening mainline I-275 and I - 4, along with an array of ramp/bridge improvements, lighting and drainage work, and new signs. The entire project was completed on December 22, 2006 with ITS components installed by March 2007. The renovation of the I - 4 corridor through Ybor City finished around summer 2007, almost one year ahead of schedule.

File:Approaching the I - 4 and I - 275 interchange.jpg
I-275 at "Malfunction Junction"

The staged reconstruction project for I-275 between the Howard Frankland Bridge and Downtown Tampa was supposed to begin in the summer of 2006. Unfortunately, bids received by FDOT for the project came in at $100 million (40%) over the projected estimates. This is being blamed on by the rising cost of asphalt and other materials, which in turn is being partly blamed on the rising oil prices worldwide. As a result, FDOT has commenced with the project in four smaller phases rather than the original, large-scale, two-phase project. Construction began on phase one, the northbound lanes (south of the existing interstate) between Himes Ave and downtown Tampa, on August 13, 2007 and was completed in April 2010.[3] Phase two, which includes construction of the northbound lanes from the WestShore area to Himes, was originally scheduled to begin in 2008, but has since been delayed further. The third phase will consist of transferring northbound traffic onto the new northbound lanes, southbound traffic onto the existing northbound lanes, and the construction of the new southbound lanes from Himes to Downtown. Finally, the fourth and final phase will construct the new southbound lanes from the WestShore area to Himes. The entire project was originally scheduled to be completed by around 2013 or 2014 (this is now likely to be delayed until 2015 or 2016) and will cost around an estimated $540 million, which is up from the original $350 million budget.[4]

Between Himes Avenue and downtown, southbound (westbound) traffic has been shifted on to the original northbound lanes. However, those wishing to exit at either the Howard/Armenia or Himes Avenue exits do in fact continue on the original southbound lanes. Those exiting on Himes Avenue have one dedicated lane on the original southbound lanes. Traffic entering the freeway from Armenia Ave now does so on the original northbound exit ramp. This creates an odd left lane merge situation. However, to help motorists in this effort, the entrance ramp has a dedicated lane from the freeway entrance until just over the Himes Avenue bridge. Traffic heading northbound on Howard Avenue must now turn left onto Green Ave. left onto Armenia Avenue and then right on the entrance ramp in order to get on the freeway. While this setup is temporary, it has seemed to somewhat improve traffic flow in the area as motorists who intend to exit at Howard/Armenia or Himes are now off of the freeway much earlier.

In January 2011, construction began on widening the northernmost segment of I-275 from US Highway 41 (Nebraska Ave) to the I - 75 apex from four to six lanes. The project also includes constructing a dedicated flyover ramp over I-75 towards State Road 56.[5] This ramp, along with a new, extended ramp from I-75 to SR 56, opened on August 18, 2011.[6]

On February 4, 2011, a new ramp connecting northbound I-275 to 118th Ave N opened. This project began in July 2009 and involved widening the existing ramp from northbound I-275 to Roosevelt Blvd and is in conjunction with the project to build the Mid Pinellas Expressway, which has suffered numerous delays due to a lack of funding.[7]

Other improvements

Other sections not requiring a full scale reconstruction have undergone improvements.

  • Concrete rehabilitation from 62nd Ave N to Exit 17 in Pinellas County. (Complete) 2001-2005.
  • Resurfacing from the Howard Frankland Bridge to Himes Ave. (Exit 41C) (Complete) 2002.
  • Resurfacing from the US 41 overpass (Exit 53) to the I-75 junction in Lutz. (Complete) 2003.
  • Resurfacing from the Howard Frankland Bridge to 4th St N. (Complete) 2006.
  • Concrete rehabilitation/bridge upgrade/lighting improvements from "Malfunction Junction" to Busch Blvd. (Complete) 2007.
  • Concrete rehabilitation from 26th Ave N to Exit 23. (completed in 2008).
  • Rehabilitation @ Exit 28. (completed in 2008).
  • Resurfacing between Exit 17 to the Misner Bridge in Pinellas County (currently ongoing).[8]
  • Widening of the northbound exit ramp at Exit 51 in Hillsborough County (currently ongoing).[9]

The segment of I - 275 in Manatee County has not changed dramatically since its construction in 1983, other than a toll plaza upgrade in the late 1990s, and resurfacing of the mainline lanes between the I-75 apex and the US Highway 19 exit. It is unclear if any other improvements are planned at this time.

Services

Interstate 275 has two rest areas - one at each end of the Sunshine Skyway Bridge. Both rest areas, each accessible by traffic in both directions, have rest rooms, vending machines, picnic tables, dog walk areas and nighttime security. These rest areas also provide access to the fishing piers, for an extra fee.

Exit list

CountyLocationmi[10]kmExitDestinationsNotes
Manatee​0.0000.000—
 I-75 south – Naples		Southbound exit and northbound entrance
​2.2793.6682 US 41 – Palmetto, Bradenton
Terra Ceia4.6567.4935
 US 19 south – Palmetto, Bradenton		South end of US 19 overlap; southbound exit and northbound entrance
7.812.6South Skyway Fishing Pier and Rest Area
Tampa BaySunshine Skyway Bridge (toll $1.00, $.75 with SunPass)
PinellasSt. Petersburg13.221.2North Skyway Fishing Pier and Rest Area
16.95627.28816Skyway Lane, Pinellas Point Drive
17.42428.04117

 US 19 north / SR 682 west (Pinellas Bayway) – St. Pete BeachModule:Jct warning: "road" parameter is deprecated		North end of US 19 overlap; Northbound left exit
19.45331.3071826th Avenue SouthNorthbound exit and southbound entrance
19.70231.70719 CR 138 (22nd Avenue South)Southbound exit and northbound entrance; interchange is not marked for CR 138
20.37732.7942031st Street SouthNorthbound left exit and southbound left entrance
20.69833.3102128th Street SouthSouthbound exit and northbound entrance
21.68034.89122
 I-175 east (South Bay Drive) – Tropicana Field
22.41336.07023A
 I-375 east (North Bay Drive) – The Pier, BayWalk		Signed as exit 23 northbound
22.44236.11723B
 US 19 Alt. (5th Avenue North) / SR 595		Southbound exit and northbound entrance; interchange is not marked for Alt. US 19
23.44437.7292422nd Avenue North
24.47039.38125 CR 184 (38th Avenue North)Interchange is not marked for CR 184
Lealman25.50241.04126 CR 202 (54th Avenue North)Signed as exits 26A (east) and 26B (west) northbound; interchange is not marked for CR 202
St. Petersburg27.70644.58828 SR 694 (Gandy Boulevard, Park Boulevard) – Pinellas Park, SeminoleNo northbound entrance; southbound exit is for SR 694 west only; interchange was originally designed for the formerly proposed Gandy Freeway
29.62747.68030 SR 686 / CR 296 (Roosevelt Boulevard) – Largo, St. Petersburg-Clearwater International Airport
30.75149.48931 CR 803 (Dr. Martin Luther King, Jr. Street North)Southbound exit and northbound entrance; interchange is not marked for CR 803
30.93349.78231
 SR 688 west (Ulmerton Road) – Largo		No northbound exit
31.53550.75132

 SR 687 south (4th Street North) to US 92		Southbound exit and northbound entrance
Old Tampa BayHoward Frankland Bridge
HillsboroughTampa38.28961.62039A
 SR 60 east (Kennedy Boulevard)Module:Jct warning: "road" parameter is deprecated		Northbound exit and southbound entrance
38.54962.03939B

 SR 60 west to SR 589 – ClearwaterModule:Jct warning: "road" parameter is deprecated, Tampa International Airport		Signed as exit 39 southbound
39.44563.48140A CR 587 (Westshore Boulevard)Southbound exit and northbound entrance; interchange is not marked for CR 587
40.05564.46240BLois Avenue
40.63965.40241 US 92 (Dale Mabry Highway)Signed as exits 41A (east) and 41B (west)
40.90965.83741CHimes AvenueSouthbound exit and northbound entrance; southbound exit is made via exit 42
41.97867.55742Howard Avenue, Armenia Avenue
43.30369.68944Ashley Drive, Scott Street, Tampa Street – Downtown TampaNo southbound exit; signed as "Downtown East" (Scott Street) and "Downtown West" (Ashley Drive, Tampa Street)
43.66770.27545AJefferson StreetSouthbound exit and northbound entrance; signed as "Downtown East–West"
44.34871.37145B
 I-4 east – Orlando
44.78472.07346AFloribraska AvenueSouthbound exit and northbound entrance
45.51773.25346B SR 574 (Martin Luther King, Jr. Boulevard)
46.48874.81547
 US 92 (Hillsborough Avenue) to US 41		Signed as exits 47A (east) and 47B (west) northbound
47.53976.50748Sligh Avenue
48.20577.57849 CR 587A (Waters Avenue)Module:Jct warning: "road" parameter is deprecatedNorthbound exit and southbound entrance; interchange is not marked for CR 587A
49.08178.98850 SR 580 (Busch Boulevard) – Temple Terrace, Busch Gardens
50.82581.79551 SR 582 (Fowler Avenue) – Temple Terrace, University of South Florida
​51.58983.02452 SR 579 (Fletcher Avenue) / CR 582A – University of South FloridaInterchange is marked for CR 582A on the overhead signs and SR 579 at the bottom of the exit ramps
​52.87885.09953 SR 678 (Bearss Avenue)Interchange is marked for SR 678 at the bottom of the exit ramps only
​59 SR 56 – Land O' Lakes, Tarpon SpringsNorthbound exit only
Pasco​60.38897.185—
 I-75 north – Ocala		Northbound exit and southbound entrance
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

References

  1. ^ "Route Log and Finder List - Interstate System: Table 2". FHWA. Retrieved 2007-10-03.
  2. ^ The Political Graveyard: Index to Politicians: Cramer
  3. ^ Northbound I-275 from Himes Avenue to the Hillsborough River (new alignment, completed April 2010)
  4. ^ I-275 plan hits $100M bump. St. Petersburg Times: June 28, 2006
  5. ^ I-275 Widening / ITS from U.S. 41 to I-75
  6. ^ New S.R. 56 exit ramp opens for commuters in Pasco
  7. ^ Northbound I-275 Connector to CR 296/SR 686
  8. ^ I-275 Resurfacing from Misener Bridge to 54th Avenue South
  9. ^ Northbound I-275 Exit Ramp Widening at Fowler Avenue
  10. ^ Florida Department of Transportation. "FDOT Interchange Report" (PDF). Retrieved October 4, 2007.
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