On Metro to Dulles
February 11, 2008
Letter to Editor submitted to local newspapers
I have a word of caution on the new last-gasp effort to save the Metrorail to Dulles project. Investors are now interested in a "Public-Private" partnership to build and operate Metrorail through Tyson's Corner out to Dulles Airport. In return for ownership rights, investors would replace the $900 million the Federal Transportation Administration withdrew when the FTA's feasibility studies determined that the costs outweigh the congestion-reducing benefits of the project. And make no mistake, we urgently need more infrastructure to solve our traffic crisis!
My caution is this –Public-Private partnerships lack the restraints imposed on either purely commercial ventures, or purely government projects. The Greenway toll road illustrates the perils of mixing government and private interests. The public-private partnership to build the HOT lanes around the beltway indicates we've not learned from the Greenway Toll Road experience.
Before weary commuters embrace Metrorail to Dulles at any cost, remember how high "any cost" can climb, as with the Greenway Toll Road. We need to make sure that the public, not just government is represented in these so called public-private partnerships.
Toll roads, HOT lanes and Metrorail all create a type of monopoly. Monopolies such as utilities are usually closely monitored to protect the interest of consumers or the public. Private ownership of roads leaves the consumer/commuter at the mercy of the investor, unrestrained by a competitive marketplace and inadequately governed by the State Corporation Commission, as seen in the massive toll increases the SCC recently approved for the Greenway toll road.
Combining businesses' profit motive, unrestricted by a competitive marketplace, with Richmond's disinterest in paying for roads and Metro's lack of fiscal responsibility, combines the worst of private industry and government control and ultimately leaves the consumer – both commuters and taxpayers - to bear the cost.
When the fares fail to meet operating expenses, Metro will look to federal, state, and local tax subsidies to make up for whatever monies cannot be squeezed directly out of the ridership, just as it does right now! The SCC will insure that the project is profitable for the investors, just as they did with the Greenway fares. Taxpayers and riders will both pay more.
A wiser plan involves using state funds to expand our highways and dramatically increase bus service to Dulles. It's not a "World Class" solution, but it provides more financial protection to both the taxpayers and riders. It's also faster and cheaper to build. Finally, it's a scalable and adaptable improvement to our transportation needs. Metrorail, due to its inflexible infrastructure, at a maximum can only handle a fixed number of eight-car trains per hour. Its passenger throughput is limited, irrespective of demand. As our region inevitably grows, new buses can always be added to meet growing demand. New and expanded roads are also dual-use, accommodating buses and other vehicles; rail is limited to handling trains. Bus routes are adjustable and can accommodate changes in population growth patterns as well as changes in employment concentrations. Once built, rail cannot be readjusted to meet changing demographics.
More roads and express bus service for Dulles airport is achievable and cost-effective for addressing a portion of our Northern Virginia transportation crisis.
My caution is this –Public-Private partnerships lack the restraints imposed on either purely commercial ventures, or purely government projects. The Greenway toll road illustrates the perils of mixing government and private interests. The public-private partnership to build the HOT lanes around the beltway indicates we've not learned from the Greenway Toll Road experience.
Before weary commuters embrace Metrorail to Dulles at any cost, remember how high "any cost" can climb, as with the Greenway Toll Road. We need to make sure that the public, not just government is represented in these so called public-private partnerships.
Toll roads, HOT lanes and Metrorail all create a type of monopoly. Monopolies such as utilities are usually closely monitored to protect the interest of consumers or the public. Private ownership of roads leaves the consumer/commuter at the mercy of the investor, unrestrained by a competitive marketplace and inadequately governed by the State Corporation Commission, as seen in the massive toll increases the SCC recently approved for the Greenway toll road.
Combining businesses' profit motive, unrestricted by a competitive marketplace, with Richmond's disinterest in paying for roads and Metro's lack of fiscal responsibility, combines the worst of private industry and government control and ultimately leaves the consumer – both commuters and taxpayers - to bear the cost.
When the fares fail to meet operating expenses, Metro will look to federal, state, and local tax subsidies to make up for whatever monies cannot be squeezed directly out of the ridership, just as it does right now! The SCC will insure that the project is profitable for the investors, just as they did with the Greenway fares. Taxpayers and riders will both pay more.
A wiser plan involves using state funds to expand our highways and dramatically increase bus service to Dulles. It's not a "World Class" solution, but it provides more financial protection to both the taxpayers and riders. It's also faster and cheaper to build. Finally, it's a scalable and adaptable improvement to our transportation needs. Metrorail, due to its inflexible infrastructure, at a maximum can only handle a fixed number of eight-car trains per hour. Its passenger throughput is limited, irrespective of demand. As our region inevitably grows, new buses can always be added to meet growing demand. New and expanded roads are also dual-use, accommodating buses and other vehicles; rail is limited to handling trains. Bus routes are adjustable and can accommodate changes in population growth patterns as well as changes in employment concentrations. Once built, rail cannot be readjusted to meet changing demographics.
More roads and express bus service for Dulles airport is achievable and cost-effective for addressing a portion of our Northern Virginia transportation crisis.