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Construction of the line was slated to begin in 2011, with the initial Tampa-Orlando phase completed by 2014. [2] On February 16, 2011, Florida Governor Rick Scott formally announced that he would be rejecting federal funds to construct the high-speed railway, thereby killing the Florida High-Speed Rail project. Governor Scott said the project ...
The connector project is maintained by the Florida Department of Transportation (FDOT), [2] and was constructed by FDOT in coordination with Florida's Turnpike Enterprise (FTE) and the Tampa-Hillsborough Expressway Authority (THEA). Construction began in March 2010 and was completed in January 2014. [3]
Planning for the project began around 1995/1996, but final designs/planning were not made until the later 1990s. The Lee Roy Selmon Expressway and the Reversible Express Lanes at 78th Street. Construction commenced in 2003 but in 2004, a portion of the elevated bridge collapsed during construction, halting construction for about a year.
The now-$111 million project is still expected to be completed in spring 2026. FDOT construction on North Causeway Bridge delayed again; work expected to begin May 16 Skip to main content
A reconstruction project was planned to begin in 2017 for the new Gateway Expressway project, a plan to build a new toll road to connect different parts in Pinellas County. However, FDOT planned to reconstruct the interstate in smaller phases rather than the original larger two-phase project and the start of construction was delayed to 2020.
The PIPES project, approved by the City Council in 2019, includes more than 70 individual projects, but the mayor focused on four areas in different corners of the ... Tampa readies launch for ...
As a result, FDOT 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 Avenue and Downtown Tampa, on August 13, 2007, and was completed in April 2010. [15]
Interchanges at Manhattan and WestShore would have been built as well. But with the North Connector, the South Connector also faced fierce opposition from the Gandy community. In addition, FDOT declared in the early 2000s that the project would not be financially feasible due to high construction and land acquisition costs.