Myth #1: The City is legally obligated to build the bridge because of a series of agreements with developers of other communities.

The Facts: The City is not obligated to build the Gateway Bridge.

Tampa Palms Areas 1 and 2, were approved for development by the county in 1980, with no requirement for the bridge. The city did not annex Tampa Palms until 1985. The bridge was first mentioned in the DRI and Development order for West Meadows, but not Tampa Palms.

Tampa Palms Areas 1 and 2, were approved for development by the county in 1980, with no requirement for the bridge. The city did not annex Tampa Palms until 1985. The bridge was first mentioned in the DRI and Development order for West Meadows, but not Tampa Palms.

The facts are that Tampa Palms Areas 1 and 2 cannot be contractually bound by agreements with  other entities, to accept negative impact from the heavy traffic load.

Myth #2: The City collected impact fees of nearly $1 million from the "developers" and that those fees must be spent to build the bridge.

The Facts: The City is not obligated to use the $1 million dollars on the Gateway Bridge alone.

The following is an excerpt from Note 24 of the Developments of Regional Impacts (DRI) for New Tampa (emphasis added):

“Within forty-five (45) days following the adoption of this ordinance, and the expiration of all applicable appeal periods, Lennar Land Partners shall contribute to the City the sum of $955,624.43 towards the completion of the 4 laning of Commerce Park Blvd from the future intersection of Commerce Park Blvd. at the New Tampa extension to the existing 4-lane section of Commerce Park Blvd. Monies contributed under this paragraph MAY be partially or fully utilized to fund the construction of the New Tampa Boulevard extension, including the bridge over I-75.”

While the City is within their rights to use some or all of the impact fees collected for the construciton of the bridge, they are not obligated in any way, shape or form to do so. The $1 million dollars can just as easily be used to fund other projects, like the further widenening of Cross Creek Blvd.

Myth #3: Building the bridge is necessary to bring the City into compliance with the State concurrency statutes.

The Facts: Building the bridge alone will NOT bring the City into compliance.

Concurrency - Concurrency refers to act of creating public infrastructure (roads, sewers, etc.) concurrently with new private development.

Building both the bridge AND the East-West Connector is required, according to the City’s own Project Development and Environment (PD&E) Study for the East-West Connector.

Concurrency can be achieved by alternative measures – such as widening Cross Creek Boulevard and Morris Bridge Road (which keeps heavy traffic load in the neighborhoods causing the load).

However, Steve Daignault says the City may not be able to approve K-Bar Ranch II with this route. TRANSLATION: Approving a new subdivision is more important than retaining the quality of life of our existing prime neighborhoods.

Myth #4: Additional Traffic Load to Tampa Palms and West Meadows would be minimal.

The Facts: The bridge will increase traffic as the bridge is used as a Bruce B. Downs "bypass".

During the Mayor's New Tampa Roads Meeting in May of 2008, Jean Dorzback - The City of Tampa's Director of Transportation & Planning - cited that only an additional 3,100 cars per day would use Commerce Park Blvd. in Tampa Palms and New Tampa Blvd. in West Meadows.

The City of Tampa, however, conducted a Project Development & Environment Study (PD&E) on the proposed East-West Toll Road (EW Road). The Gateway Bridge was to serve as the northern most access point of the EW Road (West Meadows), with an access point on Commerce Park Drive (Tampa Palms). This study estimated that 31,400 additional cars would use the EW Road each day. See an excerpt from the study below:

Even without the EW Road, it is a certainty that traffic will attempt to use New Tampa Boulevard, Tampa Palms Boulevard and the Gateway Bridge connecting them as a Bruce B. Downs commuter bypass, and will do so far in excess of the additional 3,100 cars per day cited by Jean Dorzback. The sharp increase in traffic raises severe safety and capacity issues for Tampa Palms and West Meadows.