The new Howard Frankland is a revision. And part of the problem

When it’s held next month, a new span at Howard Frankland Bridge marks historic achievements, bringing a series of firsts to commuters in Tampa Bay. But it also symbolizes our biggest transport failure, and the set-off we face is facing people finding smarter ways across the region. Let me explain.

First, there is no denying that new spans are essential. Transportation across the bridge has increased more than half since 2006, reaching around 200,000 trips each day last year. The current span was insufficient for a long time, with four lanes in each direction. They certainly don’t work for the future. The reconstruction will increase the capacity of the bridge to 12 lanes, including two paid express lanes in each direction, as well as a 12-foot wide passageway for pedestrians and cyclists.

With tens of thousands of new residents in the Bay Area over the next decades, this upgrade will make travel safer across the area’s busiest routes and energize the growing community of Hillsboro and Pinellas. It will further connect to a certain subway area. At $865 million, the new Howard Frankland ranks as the most expensive bridge project in Florida history, a sign of enviable investment and trust in the Greater Bay Area.

The state also agreed to strengthen the structure to support the light rails. Its function captures how much new bridges have been devised in a completely different political environment.

The state accommodation for light rails was not a disposable commitment born out of ether. It came after years of lobbying from local leaders, traffic advocates and business groups who viewed the new span as an unusual opportunity to launch mass transport across the region. “It’s not worth the long term to simply replace spans that don’t serve today’s Tampa Bay Area transportation needs,” the Tampa Bay Times editorial ended on October 8, 2013. But only if the project improves the inadequate transportation system in the region and opens doors to new possibilities. ”

Local officials attempted to overcome failed traffic tax measures in Hillsboro and Pinellas, which prompted the promotion of transport corridors to new bridges built over the next few years. In August 2016, the Times editor said, “Encouraging in indications that business and political leaders will recognize that the lack of viable transport systems suffocate Tampa Bay and that the status quo is unacceptable.” I will.”

Local leaders began to cooperate with ambitious plans for new railways and bus lines. The regional transport committee had envisaged the bridge as the backbone of the 41-mile mass transport route connecting St. Petersburg, Tampa and Wesley Chapel. The planner spoke about how stations along the local routes can induce new economic activity. Hillsboro voters adopted a countywide transport tax in 2018, focusing on improving mass transport. Suddenly, momentum, money, potential. After that, everything changed.

In the five years since construction began on the new bridge, the court overridden the transport tax in Hillsboro, fatally hindering another similar referendum. The new mayor has taken office on both sides of Tampa Bay, bringing new promises and priorities. Voters elected conservatives to the Pinellas and Hillsboro county commissions, effectively removing mass transport from the radar.

After seeing the purpose, the Regional Transportation Committee was dissolved. The frustrated civic booster has moved to other causes. And unlike what happened decades ago in southern and central Florida, local lawmakers have failed to follow a transformative mass transit project using Tallahassee’s leadership position.

The roads are an essential travel mode, especially in car-centric Florida, so new bridges are welcome. But I can’t shake up the feeling that I’ve lost 20 years in eight years. It’s not really a new era when Cross Bay commutes still involve knuckling it alone in your car.