MWAA Getting a Bum Rap--Part 2

In part one, I outlined the 50-year history of the long-delayed Dulles Rail project, including the hijacking by the barons of Tysons Corner resulting in a huge project cost increase and a devastating detour delaying travelers to DC or Dulles.  Now to the decision made just four years ago to pass the construction job to MWAA. 

How MWAA Got the Job:  Imagine the representatives of Virginia and Maryland, Fairfax and Loudoun counties, the DC Government and the Feds at the conference table. 

“Now we’ve screwed up the design, let’s see, who can actually build it?  DC, you’re still emerging from colonial status, not ready yet.  Virginia Department of Transportation, you’ve done lots of big projects, but your record of delays and cost overruns is unparalleled in western civilization.  Fairfax County?  Please, God, not with your ponderous bureaucracy.  Wait a minute!  This thing is supposed to serve Dulles Airport, why not give it to the Airports Authority (MWAA), since it is in their interest to get the train there on time.  And they have managed (successfully!) multi-billion dollar additions to airports including underground railroads!?”

  [Note: Phase One construction is  on schedule!]

Thus it was that MWAA inherited the project, flawed design and all.

MWAA seemed a logical choice because it had, unlike the others, proven competence.  Furthermore, MWAA’s 13-member Board is broadly representative—three members appointed by the President, five appointed by Virginia’s Governor,  three by DC’s Mayor, and two by the Governor of Maryland. 

The agreement with MWAA for construction includes MWAA taking responsibility for operation and maintenance of the Dulles Toll Road and  collecting tolls, some of which will fund rail construction.

When MWAA was handed the job, the preliminary cost estimate for the project from West Falls Church past the Airport and into Loudoun County was $5.25 billion, $2.75 for Phase I to Wiehle Avenue and $2.5 billion for Phase II to completion.  Estimates for Phase I were based on more complete engineering analysis.  Phase 2 estimates were preliminary. 

 The financing for Phase I was firmer, too.  It included a $900 million federal contribution, a major contribution from Fairfax County (+/- 20 percent) from a special tax district and a lesser contribution from the Commonwealth of Virginia, leaving about 40 percent to be funded from tolls—that’s us folks, not the Tysons barons. 

MWAA faced a tougher challenge to fund Phase II, with zero federal money in spite of promises to up that amount from area congressmen.  To date their talk-talk has amounted to no action on Capitol Hill or in the financially strapped Transportation Department.  Then, the other shoe dropped—the engineers presented new, detailed estimates for Phase 2.  It was up $1 billion, from $2.5 to $3.5 billion.  Yep, the cost is up a billion and the feds have no money. 

Loudoun County is in for a miserly 5 percent and getting two stations plus the Airport station.  Fairfax County, through another special tax district ,will end up contributing about 16 percent to the total project and the Airport Authority just over 4 percent for its one station.   The bad news is that the huge gap of over 70 percent.

 MWAA was given but one revenue source to cover it--tolls.  Very inequitable, but it would encourage greater train traffic, and fewer vehicles if tolls went through the roof.  However, I certainly don’t think this scenario is politically sustainable. 

  Let’s be clear on this.  This situation was not of MWAA’s making, apart from the airport station for which they are responsible.  But, in fact, even here MWAA behaved responsibly.  The design alternative the MWAA Board chose will in fact cost about $300 million LESS than the original station plan MWAA inherited. 

Granted, it would cost $300 million more than the bare-bones, above-ground alternative pushed by many who will not suffer the consequences of the cheapest alternative and I don’t mean just the Congressmen, Board of Supervisors Chair Sharon Bulova and other big wheels who will never in fact have to hoof it the two football fields further loaded down with luggage and kids.  They have special parking right next to the airport entrance.  The inconvenience is in fact sufficient to deter average travelers from using Dulles Airport, with potentially devastating financial impact on the Airport. 

Further, a lot went into the world-class design of Dulles and its sweeping archways which would be blotted out by the overhead tunnel of the worst alternative.  MWAA must protect the interests of the traveling public because it is in their financial interest to do so.

 And, since it is in their interest, in this case it is also in our best interests.  Guess where shortfalls in the Airport’s revenue would likely have to come from.  The middle alternative they courageously chose in fact makes sense.  It is also less than percent of total project cost and a drop in the bucket compared to the Tysons hijacking! 

Local politicians’carping about MWAA’s selection of the next to the cheapest alternative seems highly hypocritical in light of their silence on the Tysons hijacking and bypassing Reston Town Center

 If there is to be a Silver Line beyond Wiehle Avenue, the unhelpful ones—the Fairfax and Loudoun Board chairs, Congressmen Gerry Connolly and Frank Wolf and our state legislators--involved in this barnyard brawl will have to get to work on an actual solution.

There are but two paths to resolution:  additional contributions from the jurisdictions and savings from the $3.5 billion Phase 2. 

While it would be appropriate for the feds to chip in more since the Nation's  Capital indeed is a major beneficiary, that is unlikely as long as Republicans hold the place hostage.  Fairfax landowners (except those in Tysons), and toll road users are already in for their share plus. Additional bucks might logically come from Loudoun County, so far in for only 5 percent, MWAA itself with only a 4 percent share and the Old Dominion. 

On the savings side, there are two possibilities obvious to this non-engineer:  the two stations past Dulles in Loudoun County.

 Loudoun threatens to drop out anyway.  Since their meager contribution won’t cover the costs, just scratch them altogether?  Another possibility is the huge new maintenance yard WMATA proposes just beyond the airport to service not only the Silver Line but indeed the entire Metrorail system.  Cut that $300 million item in half.  These reductions get the cost down to a more feasible $3 billion total. 

Not chump change, but feasible without totally throwing toll road users under the train.