Project Overview

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The Florida Department of Transportation (FDOT) has conducted a Project Development and Environment (PD&E) Study for improvement alternatives along l-75 (S.R. 93) from south of S.R. 56 to north of S.R. 52 in Pasco County, Florida.

Study Purpose and Need

The objective of the PD&E Study was to provide documented environmental and engineering analyses to assist the FDOT in reaching a decision on the type, location and conceptual design of the necessary improvements, in order to accommodate future traffic demand in a safe and efficient manner. The PD&E Study also satisfied the requirements of the National Environmental Policy Act (NEPA) and the Federal Highway Administration (FHWA) in order to qualify the project for Federal-aid funding of future development phases of the project.

This report documented the need for the improvements, and develops and evaluates improvement alternatives as they relate to the transportation facility. Information relating to the engineering and environmental characteristics essential for alternatives and analytical decisions was collected. Once sufficient data were available, design criteria were established and “build” alternatives were developed. The comparison of these alternatives to the “No Build” alternative was based on a variety of parameters with the goal being to identify the alternative having the least impact, while providing the necessary improvements. The design year for analysis is Year 2020.

Proposed Improvements

The Florida Department of Transportation (FDOT) is conducting a Project Development and Environment (PD&E) Study for improvement alternatives along I-75 (S.R. 93) from south of S.R. 56 to north of S.R. 52 in Pasco County, Florida.

The project was divided into four segments. Project segmentation is used in this type of study in order to effectively assess and compare the impacts of each alternative in different geographical areas within the project. After considering the interchange locations and type and age of existing structures along I-75 the project was divided into four study segments as follows:

  • Segment A: South of Cypress Creek to north of the proposed S.R. 56 interchange
  • Segment B: North of the proposed S.R. 56 interchange to north of the S.R. 54 interchange
  • Segment C: North of the S.R. 54 interchange to north of Overpass Road
  • Segment D: North of Overpass Road to north of the S.R. 52 interchange

The Preferred Alternative is summarized below:

Segment A

Segment A is defined as between south of Cypress Creek to north of the proposed S.R. 56 interchange.

Roadway Typical Section 3: The resulting section features three 3.6 m (12ft) lanes each way, 3.6 m (12ft) outside shoulders (of which 3.0 m/10 ft is paved), while retaining the existing 19.507 m (64ft) depressed median and 3.657 m (12ft) inside shoulders (of which 3.048 m/10 ft is paved). A reduced border width of 21.567m (70 ft) is proposed in order to avoid the need for additional right of way acquisition. Since the resultant border width is less than the required 25.0 m (82 ft), a design variation will be required to pursue this typical section.

Bridge Typical Section 6: The resulting bridge typical section will feature four 3.6 m (12ft) lanes, 3.0 m (10ft) shoulders and a 0.46 m (1.5 ft) outside barrier, while retaining the existing inside 0.419 m (1.38 ft) barrier constructed in 1983. There is a 12.573 m (41.24 ft) separation from the northbound bridge. A total of 3.372 m (12.12 ft) of deck widening is proposed. Widening to the outside of the southbound Cypress Creek bridge is geometrically compatible with the introduction of the proposed two-lane southbound entrance ramp from S.R. 56, as well as the ongoing final design project to widen southbound I-275 south of Cypress Creek one lane to the outside.

Segment B

Segment B is defined as north of the proposed S.R. 56 interchange to north of the S.R. 54 interchange. In order to avoid affecting the North Tampa Aeropark runway glide slope, the I-75 mainline alignment was shifted to the east in this segment.

Roadway Typical Section 3: The resulting section features three 3.6 m (12ft) lanes each way, 3.6 m (12ft) outside shoulders (of which 3.0 m/10 ft is paved), while retaining the existing 19.507 m (64ft) depressed median and 3.657 m (12ft) inside shoulders (of which 3.048 m/10 ft is paved). A reduced border width of21.567m (70ft) is proposed in order to avoid the need for additional right of way acquisition. Since the resultant border width is less than the required 25.0 m (82 ft), a design variation will be required to pursue this typical section.

Interchange Bridge Typical Section 4: Each resulting twin bridge will feature three 3.6 m (12ft) lanes, 3.0 m (10ft) shoulders and 0.46 m (1.5 ft) barriers. The resulting separation between each pair of structures will be 12.587m (41ft) and the effective median width will be 19.507 m (64ft). Typical Section 5 can occur either with the widening of the existing twin structures at S.R. 54 or replacement of the existing structure at S.R. 52.

Segment C

Segment C is defined as North of the S.R. 54 interchange to north of Overpass Road.

Roadway Typical Section 3: The resulting section features three 3.6 m (12ft) lanes each way, 3.6 m (12ft) outside shoulders (of which 3.0 m/10 ft is paved), while retaining the existing 19.507 m (64ft) depressed median and 3.657 m (12ft) inside shoulders (of which 3.048 m/10 ft is paved). A reduced border width of 21.567m (70ft) is proposed in order to avoid the need for additional right of way acquisition. Since the resultant border width is less than the required 25.0 m (82 ft), a design variation will be required to pursue this typical section. Bridge Typical Section 8 (Figure 8-8) depicts the replacement of the existing Overpass Road Bridge over I-75. The new undivided two-way bridge features two 3.6 m (12 ft) lanes, 2.4 m (8 ft) shoulders and 0.475 m (1.54 ft) barriers with handrail.

Bridge replacement is necessary in conjunction with only the border widening option for the I-75 mainline. This condition occurs because the existing horizontal clearance distance between the outside edge ofi-75 travel lanes and the inside face of the side bridge piers is only 3.467 m (11.38 ft), which is less than a lane width. Outward relocation of the bridge piers to accommodate an additional I-75 lane each way requires complete replacement of the bridge.

Segment D

Segment D is defined as north of the S.R. 54 interchange to north of the S.R. 52 interchange.

Roadway Typical Section 3: The resulting section features three 3.6 m (12ft) lanes each way, 3.6 m (12ft) outside shoulders (of which 3.0 m/10 ft is paved), while retaining the existing 19.507 m (64ft) depressed median and 3.657 m (12ft) inside shoulders (of which 3.048 m/10 ft is paved). A reduced border width of21.567m (70ft) is proposed in order to avoid the need for additional right of way acquisition. Since the resultant border width is less than the required 25.0 m (82 ft), a design variation will be required to pursue this typical section.

Interchange Bridge Typical Section 13: Consideration of a loop-type entrance ramp in the northwest quadrant of a re-configured I-75 interchange with S.R. 52 (for the west-bound to south-bound movement) necessitates an additional ramp lane on the southbound bridge over S.R. 52 to accommodate the proper merge distance. This additional ramp lane will be provided using an adjacent bridge structure to the west of the proposed twin replacement bridge. The mainline bridges each feature 3.6 m (12 ft) lanes (four southbound I three northbound), 3.0 m (10ft) shoulders and 0.46 m (1.5 ft) barriers. The ramp bridge features a 4.5 m (15ft) lane, a 1.8 m (6ft) outside shoulder, 0.6 m (2ft) inside shoulder and a 0.46 (1.5 ft) barrier.

Contact Information
For more information or to comment, please contact:

Environmental Management Office
Florida Department of Transportation, District Seven
11201 N. Malcolm McKinley Drive
M.S. 7-500
Tampa, FL 33612-6456

Phone: (813) 975-6000
Toll Free: (800) 226-7220

Para preguntas en Español
Valoramos la opinión del público sobre este proyecto. Si usted tiene preguntas o comentarios o si simplemente desea mas información en Español, favor ponerse en contacto con el ingeniero a cargo de este proyecto, la señora Elba Lopez al teléfono (813) 975-6403.