State FlagHistoric Florida Mainlines

The Interstate System : 1959 to the Present

This site was compiled to chronicle the growth of the Interstate Highway System in Florida. The tables are mostly about when and where the Interstates were proposed, the time construction was occurring, and when the segment opened to the motoring public. Number of lanes and Exit lists are covered in better detail by other webpages.

Color Key: Active since 1959-1969 Active since 1970-1979 Active since 1980 Decommissioned Officially Proposed
I-4 I-10 I-110 I-75 I-75E I-175 I-275 I-375 I-95 I-195 BS-195 I-295 I-395 I-595 I-795
I-4 1959 (St. Petersburg) Tampa to Daytona Beach
The first time I-4 shows up is on 1959 maps. These early segments were likely planned as a US 92 bypass route around Lakeland and Plant City, based on the odd design of Lakeland's Memorial Boulevard (US 92 & "To US 92") and property lines on the west side of Plant City (See Hillsborough County Property Appraiser maps) The first open segment was from Plant City to Lakeland, with construction occurring from Tampa to Plant City and the Howard Frankland Bridge. I-4 was open in 1960 along the Howard Frankland Bridge, from East Tampa to Lakeland, and from Lake Monroe to near Lake Helen. Proposed sections that year included those in St. Petersburg, in Tampa, from Lakeland to Orlando, and from Lake Helen to Tiger Bay State Forest. By 1961, the Lakeland to Orlando segment was completed. I-4 was under construction from Lake Helen to Daytona Beach. Proposed routings include segments in St. Petersburg, in Tampa, and from Orlando to Sanford. By 1963, only the section in Tampa still not yet built was between Armenia and 22nd St. In Orlando, I-4 was complete up to Robinson St, and was labeled "Orlando Expy". In 1964, the western terminus of I-4 was tentatively set at South Pasadena on the Gulf of Mexico after following an old rail corridor. This routing was rejected. In 1967, the interchange with I-75 (now I-275) was constructed, commonly known now as Malfunction Junction. In 1969, I-75 was extended west along I-4 into St. Petersburg. In 1971, the beginning of I-4 was truncated to Malfunction Junction in Tampa. Aside from the widening / rebuilding project in the late 1990's, I-4 has not changed since. There are some great shots of the early I-4 in the Florida State Photographic Archives - type in "Interstate 4".
I-10 1961 Alabama State Line to Jacksonville
There were no completed sections of I-10 until 1961. Proposed sections ran from US 90A to Olive in Pensacola and Winfield to Jacksonville. Alt US 17 (now US 17 as of 2006) is shown as proposed as well. By 1961, I-10 was complete from Sanderson into Jacksonville. 1962 construction was occurring in Pensacola and from Winfield to Sanderson. The 1962 proposed routing snaked across the northern part of the state, connecting the built and under construction segments with an intriguing proposed routing deeper into Tallahassee. A more northerly route replaced this proposed dip by 1963. While most of I-10 was still shown as planned, the Winfield to Sanderson route was complete by 1963. In 1967, I-10 was completed from the Alabama State Line to FL 87, and under construction from Falmouth to I-75. New 1968 construction extended from FL 87 to Mossy Head. In 1969, Falmouth to I-75 was open. By 1970, I-10 was open from FL 87 to Crestview. New 1970 construction was extending I-10 from Mossy Head to De Funiak Springs. Construction was also occurring from Midway to near Capitola and from near Drifton to Falmouth. By 1973, I-10 was extended from De Funiak Springs to Caryville, and Drifton to Falmouth was open. New 1973 construction was linking Capitola to Drifton. This was completed by 1974. New construction in 1974 extended from Caryville to Chipley. In 1975, Chipley to Midway came under construction. By 1977 this was complete except for a short segment between Kynesville and Oakdale. On November 1, 1978, the final segment of I-10 was opened by Governor Reubin Askew. There are some photos of the I-10 construction around Tallahassee in the Florida State Photographic Archives - type in "Interstate 10".
I-110 1965 Pensacola
The routing of I-110 shows up as proposed on a 1962 map, but no shields. The 1965 Texaco map shows I-110 constructed and in place from Fisher St. north. In 1968, it was proposed to extend further south to what was then the city limits of Pensacola. It was constructed from Maxwell St north in 1969. The final segment of I-110 as it is today opened in 1978, from Gregory St. northward. Going to the Florida State Photographic Archives - and typing in "Interstate 110" has very limited results.
I-75 1962 & 1972 (Tampa) Hialeah to Georgia State Line
In 1960, the only part of I-75 shown is the proposed segment from the Georgia State Line to Alachua. The 1961 atlas shows a section under construction, to open in late 1961. By 1962, that small portion of I-75 was open in Florida, from Lake City to Genoa. I-75 Construction in 1962 went from Ellisville to Lake City and from Genoa to the State Line. 1962 proposed routing took I-75 up from proposed I-4 in Tampa to Ellisville. In 1963, I-75 was under construction from Wildwood to Lake City. In 1965, I-75 was open from Chapman to Wesley Chapel. In 1965, I-75 was under construction from I-4 to Chapman and from Wesley Chapel to Wildwood. In 1967, Wesley Chapel to Wildwood was open to traffic. By 1968, I-75 was open except for the short segment in Tampa between the Hillsborough River and Fowler Ave. In 1969, this segment was completed, and I-75 met its original plan. In 1969, I-75 was extended west over I-4 into St. Petersburg. I-75 had a new proposed routing up from Bonita Springs to Rubonia. The Sunshine Skyway was also signed on the Sunshine Skyway corridor. A 1971 proposal extended the current East-West expressway in Miami westward as the new I-75 along US 41. By 1972, I-75 began at FL 689 in St. Petersburg. By 1973, I-75 in St. Petersburg was open from 38th Ave N, north. A new proposed route for I-75 from Miami appeared by 1977, shielded along the two-lane toll Everglades Expressway (Alligator Alley). A new proposed route in 1977 linked Golden Gate to Bonita Springs. In 1978, construction began from Estero to Tropical Gulf Acres. In 1979, Estero to Bayshore was open, construction was underway from near Opa-locka to near Andytown, Golden Gate to Estero, and construction was extended from Tropical Gulf Acres to US 301 near Ellenton. In 1980, Bayshore to Harbour Heights was open, as well as North Port to Ellenton. Construction was proceeding from Ellenton to FL 672. By 1981, I-75 was open from CR 846, and drive to US 301. Construction was proceeding around Tampa. In 1981, I-75 was pulled back from the heart of Tampa to near Lutz. Ellenton to FL 672 was opened to traffic in 1982. In 1983, more construction was added from FL 672 to US 301 near Temple Terrace. In 1984, a small portion of I-75 was open from FL 820 to CR 818. In 1984, I-75 was complete from Bruce B Downs Blvd to I-275. In 1985, the leg of I-75 from FL 672 to Bruce B Downs was open, linking the two parts of I-75 in Florida. In 1986, I-75 was open from Hialeah at the Palmetto Expy to Andytown. The only remaining unfinished part of I-75 in 1986 was the Alligator Alley corridor, which was still a two-lane toll road. In 1989, construction began to upgrade Alligator Alley. Andytown to Big Cypress was complete in 1990. FL 29 to Golden Glades was open in 1991. The remaining segment of I-75 was completed in 1993.There are lots of pictures of Florida's rest areas to be seen by going to the Florida State Photographic Archives - and typing in "Interstate 75".
I-75E 1972 Rubonia to Chapman
I-75E was only proposed, never signed. I-75E's proposed routing was taken over by current I-75. Seen on the 1972 Official State Highway map and other gasoline company maps. Some internal FDOT documents call it I-75A. If this numbering had been accepted, it is possible the routing of I-75 through St. Petersburg would have been assigned I-75W. Also unusual for this proposed route: Florida does not use split routes.
I-175 1979 St. Petersburg
A planned route that would become I-175 is shown on the 1964 Esso map, it was possibly listed as an I-304 in planning files. The route is shown as signed in 1979, according to AAA's St. Petersburg street map. 
I-275 1973 Gillette to Worthington Gardens
In 1973, I-275 replaced I-75 from Terra Ceia to Malfunction Junction. The portion of I-275 from Maximo Point north to 38th St N was still only proposed. I-275 was open from north of 38th St. N into Tampa. The 5th Ave S to 38th St N. was under construction in 1975. By 1977, 5th Ave N to 38th St N was open in St. Petersburg. By 1981, Maximo Point to 5th Ave was under construction. Also in 1981, the end of I-275 was extended up former I-75 to near Worthington Gardens. In 1982, 22nd Ave S to 5th Ave N was open. In 1980, construction began from I-75 near Gillette to Terra Ceia. Disaster struck on May 9, 1980. The Summit Venture struck the original Sunshine skyway, causing it to lose one of its twin spans. In 1983, the southern I-275 / I-75 interchange was completed. I-275 was also complete from Maximo Point northward. On April 30, 1987, the new Sunshine Skyway was completed and opened to traffic.
I-375 1979 St. Petersburg
A planned route that would become I-375 is shown on the 1964 Esso map, it was possibly listed as an I-104 in planning files. The route is shown as signed in 1979, according to AAA's St. Petersburg street map.
I-95 1959 Miami to the Georgia State Line
On the 1959 Shell Florida Map, I-95 appears on the 'Jacksonville Expressway' from Beaver St. to the junction of US 1 and US 90 in South Jacksonville, the Fuller Warren Bridge. On the 1960 map, the only portion of I-95 signed and built is through the heart of Jacksonville, up to Heckscher Drive. There is a short proposed north extension to US 17. By 1961, a short section of I-95 had been built in Miami, from south of I-195 at NW 31st St. to NW 95th St. near Miami Shores, with a little bit of construction north of that. The 1962 proposed route extended from the construction to join with the Sunshine State Parkway (now Florida's Turnpike) north of West Palm Beach. It left the Parkway near Ft. Pierce, and the proposed route wound north to Jacksonville. Another 1962 proposed segment stretched north from Jacksonville to the State Line. By 1963, I-95 was open from the Golden Glades interchange to Hallandale to I-95 shields were on the Sunshine State Pkwy from West Palm Beach to Ft. Pierce. By 1964, the Golden Glades Interchange was complete. I-95 was complete up to FL 84 In Jacksonville. I-95 now began at the South Jacksonville interchange, and was extended north to FL 104. 1964 construction includes the connection to Dixie Hwy along South Bay Drive, Malabar to Mims, and Daytona Beach to Jacksonville. The FL 970 spur was also proposed in 1964, as was the route through Miami. Completed sections in 1965 included Malabar to Eau Gallie and Daytona Beach to Bunnell. In 1967, Eau Gallie to Scottsmoor was opened, as well as the segment from Bunnell to Jacksonville. Construction in 1967 was extending I-95 north from Jacksonville to Gross. In 1968, I-95 (a.k.a. North-South Expressway) in Miami was open all the way up to Lummus Park, and from 20th St to I-195. The interchange with the East-West expressway was under construction. In 1968, I-95 was newly under construction up to FL 82, West Palm Beach to the Turnpike, FL 60 to Malabar, and Scottsmoor to Daytona Beach. In 1970, I-95 was open from FL 60 to Gross. 1970 Construction was crossing into Georgia. In 1971, I-95 had opened to the State Line. In 1972, portions of I-95 came under construction from Fort Lauderdale to West Palm Beach. This construction continued until 1977. New construction finally started from Fort Pierce to FL 60 in 1977, and a new proposed route was laid out from West Palm Beach to Fort Pierce, enabling the removal of I-95 shields from Florida's Turnpike. By 1978, Indrio to FL 60 was complete. In 1979, Fort Pierce to Indrio opened. In 1981, construction started from CR 714 to Fort Pierce. In 1984, I-95 was complete from Port St. Lucie north, and the proposed route between the completed portion up to Palm Beach Gardens and Port St. Lucie was in flux, different from previous years and more like today's highway. Construction shows up on maps in 1985, with CR 714 the new northern beginning of I-95. In 1987, I-95 was completed. Photos in the Florida State Photographic Archives foundby typing in "Interstate 95" deal mostly with construction the Miami area.
I-195 1961 Miami Beach to Miami
According to a 1961 road atlas, I-195 was connecting Miami Beach to the end of a recently completed section of I-95.
BS-195 1961-1962 Miami Beach
Re-discovered by Jason Learned, this route was posted from 1961 to 1962 on Arthur Godfrey Road (FL 112) from the end of the new I-195 to Florida A1A. The designation did not last long, leaving Florida without any green Interstate shields to this day. The entire route was less than a mile long.
I-295 1962 & 1970 Jacksonville
In 1962, an early possible segment of I-295 was shown as signed along the new 20th St. Expressway from US 1 to I-95 (current US 1). The segment was under construction westward (current Alt US 1), and was possibly proposed to go across the St. John's River. By 1963 this early I-295 was gone. I-295 reappeared in 1967 as a proposed Jacksonville loop. In 1968, it was under construction from I-95 to Orange Park. It opened from I-95 to 103rd St in 1970, and was under construction from 103rd St to I-10. This was completed by 1973. The segment from I-10 to Commonwealth Ave was complete in 1975. By 1977, I-295 was extended from Commonwealth Ave to I-95 north of Jacksonville. By 1983, I-295 was extended past I-95 to US 17. In 1986, the eastern leg of the loop started construction as a mostly 'super 2' FL 9A. It was completed to Heckscher Drive as a two-lane highway with controlled access. A new bridge across the St. John's River from Heckscher Drive to Monument Drive was signed as I-295 after completion in 1990. This designation disappears by 1993. It is replaced by FL 9A, the "hidden" state route number for the rest of the route. St. John's Bluff Road is also proposed to be I-295. In 1999, more of limited access road FL 9A (Future I-295) was under construction south of J. Turner Butler Blvd to U.S. 1. By 2002, that segment was complete, and the connection from there to I-95 was under construction. Work on the segment from J. Turner Butler to St. Johns Bluff began after that and may be complete as of the end of 2006. Signage is currently showing FL 9A on this route.
I-395 1970 Miami Beach to Miami
The proposed route of I-395 shows up first on the 1964 Esso map. The route was under construction in 1969, and was shielded in 1970.
I-595 1988 Markham Park to Fort Lauderdale Airport
"Port Expressway" - Originally proposed to be tolled or partially tolled, the I-595 corridor appears first appears on maps under construction in 1986. In 1988, I-595 opened from I-75 to Pine Island Rd. In 1989, I-595 was opened from SW 26th Terrace to the re-aligned US 1. In 1990, the final segment was complete.
I-795 Future - 200X Southeastern Jacksonville
A spur from I-95 near Bayard to the eastern half of the proposed I-295 Jacksonville loop near Greenland. Construction on this route may have begun in 2002 or 2003. As it would connect two Interstates (I-95 & I-295), some folks are calling for it to be I-495.


Note: If you find an inaccuracy above, please feel free to E-mail me.

Oh, say, I was going to quote from Eric Clapton's Mainline Florida, but the lyrics are too short. O.K.?

Last update to this page on Thursday, December 14, 2006