Metropolitan Washington Airports Authority
Wednesday, October 09, 2013
By Martin DiCaro : WAMU
WAMU - Washington —
Building a ten-mile parkway in Northern Virginia won't turn Dulles International Airport into the premier air cargo hub on the East Coast, according to a study by the George Mason University Center for Regional Analysis.
Tuesday, April 23, 2013
By Martin DiCaro : WAMU
WAMU - Washington —
When automatic federal spending cuts under a process known as sequestration loomed in March, federal officials warned the furloughs of air traffic controllers would snarl the air travel system and leave passengers waiting in terminals for hours.
Wednesday, March 06, 2013
By Martin DiCaro : WAMU
After U.S. Transportation Secretary Ray LaHood praised the beleaguered Metropolitan Washington Airports Authority at a Congressional hearing last autumn, two Democratic members of Congress did a slow burn and sent separate letters to him, stating they were "troubled" and "disappointed and concerned" by his support for MWAA.
MWAA oversees the D.C. area's airports -- and is in charge of the massive $6 billion Silver Line rail project. In recent months the agency has been trying to repair its image after a federal audit that found the agency had unethical hiring and questionable contracting practices. The agency also battled Virginia's governor, who sought to oust a member of its board, and it's being sued by a former employee. Now, it's hiring an outside public relations firm.
Maryland Rep. Donna Edwards and West Virginia Rep. Nick Rahall, members of the House Transportation and Infrastructure Committee, wrote LaHood following his November 16 testimony in which he expressed “a lot of confidence in” MWAA’s CEO Jack Potter and MWAA board chairman Michael Curto.
Potter, Curto, and MWAA board vice-chairman Tom Davis were all called to testify about the findings in an audit by the U.S. Department of Transportation’s inspector general. The audit revealed a litany of questionable hiring and contracting practices – a “culture of nepotism” – inside MWAA.
“In light to these admissions to serious missteps, and those highlighted in the Inspector General’s (IG) report, I am troubled by the support you expressed in their continued leadership,” Edwards wrote LaHood. “I would appreciate a more complete explanation of your support for the current leadership of MWAA despite their admission and the IG’s report.”
Congresswoman Edwards declined to comment on this story, but Secretary LaHood’s office provided the following statement:
“Secretary LaHood met with Congresswoman Edwards on January 23, 2013 to respond to her letter. They had a productive discussion of the steps the Department of Transportation has taken to improve accountability and transparency at MWAA, and the Secretary promised to work with the Congresswoman and other interested Members from the Washington Metropolitan area on this issue moving forward.”
Congressman Rahall’s February 15 letter to Sec. LaHood expressed the same concerns about the federal transportation’s chief stated confidence in Potter and Curto.
“I was disappointed and concerned by your testimony that you ‘have a lot of confidence’ the chairman of MWAA’s board of directors and MWAA’s chief executive officer, particularly in view of the fact that these individuals, by their own acknowledgement, were involved in some of the questionable conduct identified by the Inspector General,” wrote Rahall, the committee’s ranking member.
In their November testimony, the two MWAA leaders said many of the transgressions outlined in the audit took place before they assumed their current positions. There were, however, notable cases in which they were directly involved: a law firm that employed Curto’s wife was granted a $100,000 no-bid contract to provide legal counsel.
“I was not chairman at the time. I was not on the legal committee at the time. The general counsel for [MWAA] made the decision to retain the law firm. My wife at the time was an employee at that law firm… she had no direct or indirect financial interest in the law firm,” explained Curto. “Although it wasn’t an actual conflict of interest it certainly was an appearance of a conflict of interest.”
Potter was questioned about the hiring of former MWAA board member Mame Reiley to a job created specifically for her at an annual salary of $180,000 without proper vetting or board approval.
“My judgement was not good in terms of the hiring of that person,” said Potter, who said the creation of the job was necessary to meet the challenges created by rising costs at Dulles International.
Following these admissions Edwards asked Curto if he belonged in his leadership position.
“I would hope so,” Curto responded. “I think the body of the report, most of the findings and conclusions of the inspector general's report occurred prior to my time on the board and certainly prior to my tenure as chair.”
When reached to comment on this story, Curto provided a statement.
MWAA’s "leadership continues to work diligently to address the issues and concerns reported on over the past year. We have made significant progress and believe the organization is moving expeditiously in the right direction."
Rep. Rahall’s office did not respond to repeated requests for comment.
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Wednesday, February 20, 2013
By Martin DiCaro : WAMU
In a final attempt to reach a compromise on measures to raise substantial new revenues for transportation before the scheduled adjournment of the legislative session, Virginia House and Senate negotiators struck a deal that replaces the state’s gas tax with a lower tax on the wholesale price of gasoline, but raises the sales tax.
The deal eliminates the state’s seventeen-and-a-half cents per gallon gas tax, replacing it with a three-and-a-half percent wholesale tax. It also raises the state sales tax to pay for roads, but not by as much as the governor wanted. The sales tax would increase from 5 to 5.3 percent under the deal reached by a conference of ten legislators. A $100 registration fee for hybrid and electronic vehicles is also included.
The deal, which would raise approximately $869 million a year when fully implemented, now heads to the House and Senate for floor votes by the end of the week. While passage in the Republican-led House seems certain, the deal may run into trouble in the Senate, where Democrats and Republicans each hold 20 seats. Some Democrats remain unhappy with the plan to use general fund (sales tax) revenue to pay for transportation.
“The reduction in the gas tax makes no sense to me,” said Sen. Chap Petersen (D-Fairfax). “Obviously I want to raise money for transportation… but it’s a little bit of a shell game, quite frankly. Historically we’ve used sales tax for education and this is a major step in the other direction.”
Petersen calls the $100 registration fee for alternative fuel vehicles “asinine.”
“We want people to drive fuel efficient vehicles. Why would we penalize them?” he said.
To appease Northern Virginia lawmakers, the negotiators included Governor McDonnell’s proposal to use $300 million in increased sales tax revenue to finance the Silver Line rail extension to Dulles Airport.
The $5.5 billion Silver Line project is managed by the Metropolitan Washington Airports Authority, which has lobbied Richmond for funding in order to offset projected toll rate increases on the Dulles Toll Road. Those tolls are supposed to pay for 75 percent of Phase II of the Silver Line’s construction cost under the current financing arrangement.
‘When it comes to the Silver Line the $300 million is vital to future toll mitigation. I would hate to think this opportunity would be lost,” said MWAA chief executive Jack Potter.
The negotiators’ deal created an unexpected potential difficulty for the Silver Line extension. The agreement requires that Loudoun County approve a countywide commercial and industrial tax (C&I) in order to be eligible for state transportation dollars for local projects. However, in 2012 the county created two special tax districts around its future Silver Line station stops. Supervisor Matt Letourneau (R-Dulles District) says an additional C&I tax would make the county uncompetitive with surrounding jurisdictions in attracting businesses.
“If the Legislature moves forward with this proposal it would force us to reexamine our funding mechanism for Metro [Silver Line] and create a great deal of doubt,” Letourneau said in an interview with WAMU 88.5.
Loudoun's participation in the Silver Line project is vital to eventually extending rail to Dulles International Airport.
In addition to the special tax districts for the coming commuter rail, Loudoun’s Board of Supervisors has in place a special tax district for businesses along its busy Rt. 28 corridor. A C&I tax of 12.5 cents per $100 assessed property value would render the county at a steep disadvantage to neighboring Fairfax, Letourneau said.
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Investigation: Washington Airport Agency Leadership Targeted Pro-Labor Board Members in Rail Line Fight
Thursday, February 14, 2013
By Martin DiCaro : WAMU
(Washington, D.C, - WAMU) A former board member of the authority in charge of airports in the Washington, D.C. region is accusing the agency's leaders of not telling the whole truth in testimony before Congress, and internal emails suggest three current authority board members worked with officials in Richmond, Va. to remove one of their colleagues, an investigation by WAMU has found.
The Metropolitan Washington Airports Authority (MWAA) is trying to rebuild the public's trust after a tumultuous 2012. But key officials who remain in their MWAA posts were involved in the political maneuvering that ended in the resignations of two pro-labor, Democratic board members who, their opponents say, were threatening the completion of the Silver Line: Mame Reiley and Dennis Martire, who supported a controversial pro-union provision for the construction of the rail project's second phase.
Twenty-three pages of emails obtained by WAMU suggest that Republican board members Tom Davis and Todd Stottlemyer, as well as Democrat Rusty Conner, were aware of Gov. Bob McDonnell’s intention to remove Dennis Martire from the MWAA board and communicated with Republican officials in Richmond to secure Martire's removal.
And former MWAA board member Bob Brown, a Democrat, says agency CEO Jack Potter and board vice-chairman Tom Davis did not tell the whole truth when they told members of a House subcommittee last November that the hiring of Mame Reiley to a staff position was only Potter’s idea.
The emails, along with Brown's allegation, suggest that an agency designed to be insulated from political pressures was riven by them. The Metropolitan Washington Airports Authority is comprised of four jurisdictions: D.C., Maryland, Virginia, and the federal government (three board members are presidential appointees). The board members terms are staggered to prevent any single mayor or governor from exerting excessive influence over the appointment process. Yet it appears the Republican administration of Virginia Governor Bob McDonnell sought to replace members of the board of directors not when their terms expired but through political pressure exerted by its allies.
‘Not illegal, but against the grain’
Reiley resigned from the board in February, citing health concerns, and began a new, $180,000 per year position shortly thereafter.
“Nobody did anything illegal, but it goes against the grain, of the notion of these kinds of non-political regional agencies,” said Brown.
Brown says Davis, who was appointed by McDonnell, orchestrated the hiring of Reiley to a special position created for her. Brown says he knows this because both Reiley and Davis told him so.
“Tom was the one that conceived of the idea of how to persuade Mame Reiley to resign her seat and open up that prior Democratic appointment for McDonnell to fill,” Brown says.
By replacing Reiley on the MWAA board of directors with Todd Stottlemyer, the McDonnell administration secured another Republican vote against a pro-labor provision included in the bidding process for Phase 2 of the Silver Line. McDonnell and Republicans in the General Assembly fought against that provision, known as a PLA or project labor agreement, and the all-Republican Loudoun County Board of Supervisors threatened to pull out of the project over it.
MWAA had defended the pro-labor provision against these attacks for months, but bowed to this pressure and voted to kill the PLA on June 6.
Davis denies he orchestrated Reiley’s hiring. Reiley did not return calls and emails seeking comment.
“There are other people, who I am not going to get into, that basically initiated this conversation,” Davis said. “I didn't have a dog in that fight but I thought getting her off the board frankly at that point would be a win-win for everybody. So I acquiesced and didn't raise an objection to it.”
Potter, the MWAA CEO, finalized Reiley's hiring and continues to take sole responsibility for the decision — a decision that was among questionable dealings highlighted in an audit by the U.S. Department of Transportation last year.
“I stand by what I testified in front of Congress. I made the decision on the hiring and it was my sole decision. I made the decision to hire Mame Reiley, period,” Potter told WAMU 88.5 in an interview this week.
Potter noted in his November testimony, “My judgment was not good in terms of the hiring of that person.” He added, however, that the position was necessary to develop land to offset rising costs at Dulles International Airport.
Davis testified at the same hearing that he knew the job was being created for Reiley.
“I was aware. There were board members it was run by,” Davis testified. “This was a complicated situation.”
Board members emailed about Martire’s ouster
McDonnell on June 14, 2012 attempted to remove Dennis Martire from MWAA's board "for cause." It was just one week after the board voted to remove the pro-labor provision from the Silver Line bid process. Martire supported the PLA but had also been embarrassed by accusations that he abused MWAA’s travel policy.
Emails sent by Davis, Stottlemyer, and board member Rusty Conner suggest they knew of the governor's intention to dump Martire in February — four months earlier, according to emails which were obtained from a Fairfax Circuit Court filing.
In an email sent on Feb. 18, 2012 Davis wrote to David Speck, a former MWAA board member and member of Virginia’s House of Delegates. “I think they will try to remove Denny so that means two more [board] openings,” the email from Davis reads. “ [Virginia Transportation Secretary] Sean Connaughton is the key decision maker. It may be helpful for them to keep this bipartisan.”
A Fairfax Circuit Court judge blocked the governor’s attempt to remove Martire. The board member eventually settled his legal dispute with the commonwealth and agreed to resign his board seat.
Davis admitted he wanted Martire off the board, but insists it was not for political reasons, and that there was nothing improper in him supporting the labor leader’s removal.
“My job was to try to get a rail system built. This board was dysfunctional. It wasn't just the PLA. It was the lack of transparency. There were 20 things going wrong at that point,” Davis told WAMU 88.5 in an interview.
One of those things going wrong was the insertion of the labor agreement into the bidding process for Phase 2 of the Silver Line, which would have awarded contractors a bonus in their bidding scores if they agreed to enter into a voluntarily labor agreement with the workforce building the rail line. As a right-to-work state, Virginia’s General Assembly voted to withhold $150 million in funding if the PLA provision remained.
Project costs would have escalated under the project labor agreement, Davis argues. But Potter sees a value in such agreements; he credits the PLA Phase 1’s construction with keeping the project on time and on budget.
“The project labor agreement included a no-strike clause. It assured that there was an available trained workforce for the project. It produced an outstanding safety record. It provided management flexibility in the form of flexible work schedules that were very much needed given the nature of the type of work that was being done,” Potter said at an MWAA board meeting.
Bids for Phase 2 of the Silver Line construction are due by April 19.
In mid-May, Davis emailed fellow board member Conner, telling him that the PLA would be overturned June 6. "We all need to keep powder dry until then including Richmond," meaning the move to remove Martire should wait until after the PLA vote.
Conner emailed back, "Call Sean [Connaughton] and tell him not to pull the trigger on Martire until the 7th,” referring to the Virginia transportation secretary.
But Connaughton says it wasn’t his call; the Governor had the final say on Martire’s removal.
“The airports authority members are supposed to be representing the interests of the people that they were appointed by,” Connaughton said. “Each one is governed by the laws of the jurisdictions that appointed them. They are not supposed to be off doing things that are contrary to the interest of the jurisdictions in the region.”
In a June 1 email, Davis seems to joke that Martire may "keep his parking if he resigns, not if he is removed."
MWAA provided Martire $855,000 to pay his legal fees. The authority also provided Davis, Stottlemyer, and fellow board member Rusty Conner $196,000 for their legal fees incurred fighting subpoenas for 700 emails requested by Martire’s lawyers. The emails cited in this story were part of that filing. The $196,000 was paid to the law firm DLA Piper, where board member Rusty Conner is a partner.
"A Clean Sweep"?
Despite MWAA’s efforts to turn over a new leaf on ethics and practices, one government watchdog said the continued political infighting will affect the agency’s ability to perform its duties.
“Given all that has gone in the past couple of years with the board, it really seems like the best course of action would be a clean sweep and an entirely new set of board members,” said Melanie Sloan, the executive director of Citizens for Responsibility and Ethics in Washington.
Both the MWAA board chairman Michael Curto and CEO Jack Potter should also resign after being implicated in the Department of Transportation audit, Sloan said.
“It’s impossible for the public to have confidence in board members who engage in conduct like that,” she said.
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Wednesday, January 16, 2013
By Martin DiCaro : WAMU
U.S. Secretary of Transportation Ray LaHood expressed optimism a federal loan would be approved to help finance the $5.5 billion Silver Line rail project, funding that would help slow down projected toll rate increases on the Dulles Toll Road.
“This is one of the first [projects] under the new TIFIA loan program that was passed by Congress in transportation bill, which gave us an enormous amount of money, almost $2 billion over the next two years,” LaHood said. “I would say right now things look good.”
Tolls on the Dulles Toll Road are currently set to finance roughly half the Silver Line’s cost.
After swearing in two federally appointed members to the board of directors of the agency that oversees the Silver Line’s construction, the Metropolitan Washington Airports Authority, LaHood praised the authority’s work to overhaul its ethics, hiring, and contracting practices. Last year an audit by the Department of Transportation revealed a litany of shady dealings at MWAA.
“Since then MWAA has done everything that we have asked them to do,” LaHood said. “That included passing new travel and ethics policy for its board and staff, terminated contracts with former board members and employees that are not competitively bid, adopt employment and nepotism restrictions, improve board transparency, began to make quarterly acquisition reports and forecasts to the [U.S. DOT], and approve an amendment to the lease with DOT to give us oversight of MWAA policies and procedures permanently.”
This progress is a factor in determining whether MWAA will receive a loan through the TIFIA (Transportation Infrastructure Finance and Innovation Act) program.
Last year Virginia Congressman Gerry Connolly (D) said he expected the loan could amount to 25 to 30 percent of the project’s cost. When asked on Wednesday how large a TIFIA loan would be for the Silver Line, LaHood declined to speculate, and he offered no estimate on when the final decision would be made.
“You’re the only one that would really care about that, and I’m not going to get into the details about the loan application,” LaHood said. “We are working with MWAA on this and as soon as we finalize the work we will announce what percent we’re going to give and how much money it involves.”
Drivers who use the Dulles Toll Road also care about how much funding the Silver Line may receive. Additional funding would bring down the projected toll rates, currently scheduled to rise over the next four decades.
Tolls on the road increased on January 1. The full, one-way toll increased by 50 cents to $2.75. To the commuter who takes the road every day, that will amount to an extra $260 in 2013. The tolls are scheduled to increase again in January 2014 by another 75 cents.
MWAA CEO Jack Potter said he’s also optimistic MWAA would receive the additional funding.
“We are working very closely with the Department of Transportation, Loudoun County, Fairfax County to put our application in and we are very positive of a good outcome,” Potter said. “I’d like to get as much as we possibly can.”
Potter has been lobbying for more state funding. Virginia lawmakers have approved only $150 million for the Silver Line so far. On Monday Potter met Virginia Secretary of Transportation Sean Connaughton as well as a group of lawmakers who control the purse strings in Richmond.
“I am very much focused on output. The output is dollars coming to the rail project,” Potter said. “How the Commonwealth generates those dollars is strictly Commonwealth business. I am strictly focused on the output of $300 million dollars or more that could come to the rail project.”
In a major transportation funding plan unveiled earlier this month, Governor Bob McDonnell proposed using sales taxes revenues to provide $300 million for the Silver Line over three years. That plan, however, is expected to face opposition in the General Assembly among lawmakers who say the rail project should not compete for general fund revenues normally used to pay for education and public safety.
Monday, December 31, 2012
By Martin DiCaro : WAMU
The Washington D.C. metropolitan region saw major developments in transportation that included progress toward completing the largest public rail project in the country, the opening of a new highway on the Beltway, and an update on D.C.’s coming streetcar system. 2012 also raised questions critical to the region’s economic future. In a region plagued by some of the worst highway traffic congestion in the nation and a public rail system crowded to capacity, how can transportation planners and real estate developers maximize the region’s economic potential in a climate of finite funding for major projects.
1) The Silver Line
When the Loudoun County Board of Supervisors gave final approval to the county’s involvement in the $5.5 billion project that will connect D.C. to Dulles International Airport, lawmakers removed the last major obstacle to completing the Metro rail line by 2018. Outstanding issues remain, however. The most controversial issue is the Silver Line’s financing plan, overseen by the Metropolitan Washington Airports Authority. Without further federal or Virginia state funding, motorists on the Dulles Toll Road will cover half the Silver Line’s costs.
2) I-495 Express Lanes
A new highway is big news in this region. After six years of construction, high-occupancy toll (HOT) lanes opened on Nov. 17 on the 495 Beltway between the Dulles Toll Road and the I-95 interchange in Fairfax County. Drivers using the HOT lanes may get a faster ride, but the project raised questions about the wisdom of highway expansion as a method of solving congestion as well as the pitfalls of funding megaprojects: without the public-private partnership between Virginia and the international road building company Transurban, the road would not be built. Virginia gets a $2 billion road, and Transurban gets the toll revenues for 75 years.
3) Transit and Gentrification
Washington, D.C. is one of the fastest gentrifying cities in the United States. While rising property values, economic development, and a growing number of residents living a car-free existence are transforming the District for the better, gentrification has its costs.
4) The Uber Battle for the Ages
After months of contention, the D.C. Council finally approved legislation legalizing the popular sedan car service Uber. This battle was strange -- and it got personal. Legislators and regulators seemed to tie themselves in knots figuring out to handle the unregulated Uber while the district’s own taxicab industry struggled to modernize. In the end Uber won. And so did smartphone-using, taxicab-hailing residents of D.C.
5) MWAA’s woes
The Metropolitan Washington Airports Authority, which operates two major airports, rarely caught the public’s attention. But after the authority took control of the Silver Line, however, the public’s attention intensified – and not for good reasons. Audits by the U.S. Department of Transportation and news reports unearthed a litany of shady contracting, hiring, and travel policies and practices. Critics have relentlessly pressed for changes to the plan to raise tolls significantly to pay for the Silver Line. MWAA is making changes but has not yet recovered the public’s trust.
Tuesday, December 18, 2012
By Martin DiCaro : WAMU
The agency managing the construction of the $5.5 billion Silver Line rail project in Northern Virginia spent more than a million dollars in legal fees in two lawsuits defending one of its board members in a battle with Virginia Governor Bob McDonnell.
In a confidential memo obtained by WAMU 88.5, the Metropolitan Washington Airports Authority (MWAA) board details the $1.5 million in legal fees spent defending Dennis Martire, a labor union official who agreed to resign from the MWAA board of directors in September.
In June the McDonnell administration tried to oust Martire from the board. He sued to keep his seat, and the airports authority agreed to reimburse his legal expenses. He was reimbursed $855,000, according to the memo.
In an interview with WAMU, Martire said he was entitled to legal assistance under MWAA policy.
“We have an indemnification policy that every board member has the right to due process and every board member has the right to face their accusers if you are accused of anything,” said Martire, who drew intense criticism after it was revealed he had spent $38,000 traveling to five conferences while MWAA director.
In his view, however, Martire was targeted for political reasons: the McDonnell administration wanted greater control of the MWAA board.
“The governor was removing me for booking a plane ticket two weeks before a trip, and we spent $1.5 million dollars of MWAA money to defend that case. It's ludicrous,” Martire said. “There is a movement afoot to make it an all-Virginia board. There is a movement afoot to create a Republican-dominated board.”
The confidential memo says the airports authority also spent $360,000 to defend itself and one of its top officials, and nearly $200,000 was spent defending three other board members – Rusty Conner, Todd Stottlemyer, and former Va. Congressman Tom Davis – who were subpoenaed during the litigation.
MWAA chief counsel Phil Sunderland did not return multiple calls seeking comment.
MWAA Legal Fees
Thursday, November 15, 2012
By Martin DiCaro : WAMU
The agency managing the largest public rail expansion in the nation voted to increase tolls on a Virginia highway in part to help fund construction of the Silver Line.
On Wednesday, the Metropolitan Washington Airports Authority unanimously approved raising the full, one-way toll on the Dulles Toll Road to $2.75 effective January 1, an increase of $.50. In January 2014 toll will increase to $3.50.
The toll increases are a major part of the financing plan for the Silver Line extension to Dulles International Airport, a 23-mile, $5.5 billion project whose first phase is scheduled for completion late next year. The MWAA board put off a decision to increase tolls again in 2015 because of the possibility of obtaining additional state and/or federal dollars.
MWAA has two avenues to secure additional funds: Virginia’s General Assembly, which has provided only $150 million to date, and the federal TIFIA (Transportation Infrastructure Finance and Innovation Act) loan program.
“Our project is, bar none, (one) of the more worthy projects in the country for TIFIA loan financing,” said MWAA Board Chairman Michael Curto in remarks to reporters after the agency’s vote. “We’ve seen the enhanced TIFIA loan program so we’re positioned well, given that the project is shovel ready. We’re ready to move."
Curto is not the only public official who has expressed optimism a federal loan with come through. However, MWAA has a lot of competition for TIFIA dollars. Nineteen major transportation projects totaling $27 billion are currently applying for loans, and Congress has authorized $1.75 billion for TIFIA the next two fiscal years.
“The pool is very small compared to what the needs are just for our rail system,” said Terry Maynard, a board member of the Reston Citizens Association, which represents 58,000 residents in a Fairfax County tax district. “It's going to be very hard to get a significant contribution.”
The association opposes not the Silver Line’s construction but its financing plan, which leaves fifty percent of the entire project’s cost on Dulles Toll Road users (75 percent of Phase II).
“We really want this to get built and succeed,” Maynard said. “We are pressing that all the money [MWAA] receives relieve the burden on toll road users.” Fairfax County residents have relayed their concerns to MWAA that drivers looking to avoid higher tolls will opt for already congested secondary roads, further clogging their communities with traffic.
Curto promised that MWAA will lobby Richmond for additional funding. He declined to criticize the McDonnell administration’s spending priorities, which have seen hundreds of millions of dollars allocated for highway expansions.
“We are going to reach out, work closely and hope to encourage the governor’s administration and the folks in Richmond that Dulles Rail should be the recipient of additional funds. As Secretary LaHood said, it is a model project,” Curto said.
Friday, November 02, 2012
By Martin DiCaro : WAMU
The agency that operates Dulles International and Reagan National Airports and the $6 billion Silver Line rail project engaged in unethical hiring and questionable contracting practices and its officials accepted lavish gifts in violation of the agency's own policies – all enabled by a “culture of favoritism” and lacking internal checks – according to an audit released Thursday by the U.S. Department of Transportation’s inspector general.
The audit detailed questionable dealings at the Metropolitan Washington Airports Authority from January 2009 to June 2011. During that period, MWAA awarded 190 contracts that exceeded $200,000 but only 36 percent were awarded with full and open competition, the audit said. These contract awards failed to comply with MWAA’s own contracting manual and were inconsistent with the intent of the Airports Act of 1986, the audit said.
MWAA’s hiring practices were also criticized. “In some cases, senior officials abused MWAA’s student program to hire employees who were not students, using personnel documentation that falsely showed student status. MWAA’s lack of oversight also resulted in employees with known criminal convictions working at the Authority in sensitive and management positions for more than a year,” the audit said.
While the audit did not name names, it named positions. For instance, MWAA’s Vice President for Human Resources hired two relatives to work at the agency and then denied it. The vice president, Arl Williams, resigned in advance of the audit’s release.
While Williams’ individual behavior was troublesome, the problems at MWAA also resulted in structural deficiencies.
"According to MWAA’s ethics code, MWAA employees may not hire, supervise, or work with family members. However, MWAA lacks controls to detect and prevent these prohibited relationships… which makes it difficult to determine whether the relationship would constitute nepotism…” the audit said.
MWAA’s vice president for information and telecommunications, George Ellis, received two tickets to the 2009 Super Bowl among other expensive gifts from a contractor in clear violation of established MWAA policy. Ellis was fired in the spring.
In another case mentioned by auditors, a former board member, Mame Reilly, was hired by MWAA CEO Jack Potter to fill a vaguely defined position for an annual salary of $180,000. Reilly stepped down after a public outcry but was paid a year’s severance. Neither Reilly nor Potter was mentioned by name. None of the contractors who received lucrative no-bid contracts was named, either.
The 51-page report is loaded with examples of contracting practices that, while not explicitly illegal, raise serious questions about decision making at the powerful agency. One unnamed former board member received 16 no-bid contracts. The MWAA board of directors was not consulted about any no-bid contracts that totaled $6 million dollars.
The DOT auditors closed their report by issuing twelve recommendations while acknowledging that MWAA has already taken steps to overhaul its policies and put in place internal checks.
At a press conference Thursday afternoon, Potter and MWAA board chairman Michael Curto addressed the audit’s findings, promising to work to regain the public’s trust while defending their record in handling the 23-mile Silver Line project.
“We are gratified that the final report acknowledges the actions we have taken since the May Interim Report, as well as our ongoing initiatives, to bring greater transparency and accountability, efficiency, and integrity to our operations and governance,” Curto said.
“We are extremely transparent,” said Potter, referring to the rail project. “There is definitely a firewall between the toll road and rail project and the authority.”
“There is work to be done,” added Potter. “I see it as my job that we restore the trust in this institution through very solid policies. I’ll be embarrassed if two years from now these same things are a problem.”
Wednesday, October 17, 2012
By Martin DiCaro : WAMU
Dennis Martire and the agency he worked for would be paid little attention – if not for the responsibility running one of the largest public transportation projects in the country: the Silver Line Metro rail to Dulles International Airport.
Wednesday morning Martire officially resigned from his position as a member of the board of directors of the Metropolitan Washington Airports Authority (MWAA) after months of criticism directed from high places at both his professional behavior and the conduct of the airports authority itself.
In his first interview since settling a costly legal dispute with Virginia Governor Bob McDonnell's administration and agreeing to resign, Martire -- a high-ranking official with the labor union LiUNA -- defended the agency’s record and denied any wrongdoing.
‘We have a policy that allows us to go to airport conferences. It’s not like we pull out a globe, spin it, and say 'we’re going here today,'” Martire said.
A Washington Post editorial in May accused Martire of spending more than “$38,000 attending five conferences in 2010 and 2011,” including a nine-day trip to attend a 36-hour conference in Sardinia.
“It was a three-day trip [the editorial board] made into a nine-day trip. The conference was only three days. I flew from there to somewhere else on my dime, not on MWAA’s dime,” he said.
In August, the federal Secretary of Transportation Ray LaHood sent MWAA a letter expressing outrage at “ongoing reports describing questionable dealings including the award of numerous lucrative no-bid contracts to former Board members.” MWAA (pronounced "em-wah") has publicized reforms of its spending, travel, and contracting practices, but Martire believes the board of directors and the agency’s leadership allowed their opponents to turn such issues into a distraction from MWAA’s stewardship of the Silver Line.
“The airports authority has handled this project remarkably well,” said Martire, who said a project labor agreement (PLA) -- a pro-union provision voluntarily undertaken by the prime contractor in the Silver Line’s Phase 1 construction -- kept the project on-time, on-budget, and with a strong record of worker safety.
“Compared to other major infrastructure projects in northern Virginia like the Springfield interchange or the Woodrow Wilson Bridge, it’s a model project. Those projects were all hundreds of millions of dollars over budget. The taxpayer is the one who has to eat that money,” he said.
Martire said “it’s a disgrace” that the state of Virginia has provided only $150 million dollars for Phase 2 of the Silver Line, which has an estimated price tag of $3 billion, and he urged the federal government to provide additional funding to bring down the projected toll increases on the Dulles Toll Road. Under the current financing arrangement, those tolls will cover 75 percent of Phase 2’s costs. A full, round-trip toll would rise to $9 in 2015 under current MWAA projections.
“You’re going to have rail to Dulles and beyond, but the tolls are still my major concern. This could be a boondoggle if it’s built out there with $10 tolls,” Martire said.
Martire also shrugged off criticism for supporting the use of a non-voluntary PLA in planning process for Phase 2, accusing its critics of opposing organized labor.
“I do work for a labor union,” Martire said. “There’s no doubt that the governor of Virginia and Congressman [Frank] Wolf, both Republicans, do not like labor. They don’t like what labor stands for.”
Thursday, October 04, 2012
By Martin DiCaro : WAMU
An outgoing member of the agency running the Silver Line rail project is accusing U.S. Secretary of Transportation Ray LaHood of “coercive” and “heavy-handed” oversight that has created a distraction from finding funding for the second phase of the rail link to Dulles Airport.
In a letter sent to LaHood’s office on Tuesday, Metropolitan Washington Airports Authority (MWAA) board member Robert Brown, whose tenure on the board of directors is expected to end this month, says the transportation secretary has taken unprecedented steps of questionable legality to monitor the airports authority following reports of profligate spending and unethical practices.
In August, Secretary LaHood sent MWAA a letter of his own, signed by the governors of Virginia and Maryland and D.C. Mayor Vincent Gray, expressing “outrage” at “ongoing reports describing questionable dealings including the award of numerous lucrative no-bid contracts to former Board members.”
“I haven’t disputed that there have been some questionable governance practices at the airports authority. I think those by and large have been addressed and corrections put in place,” said Brown in an interview with Transportation Nation.
In defending MWAA’s record, Brown is attempting to draw attention to projected toll rate increases on the Dulles Toll Road that would pay for 75 percent of Phase 2’s costs. More federal and Virginia state funding would lower the projections, he said.
“There is no other transportation project of this scale anywhere in the country where the local community bears such an inordinate share of the total project cost,” he said.
There is currently no federal funding for Phase 2 of the Silver Line, which has an estimated cost of roughly $3 billion. The state of Virginia has provided $150 million, a sum Brown describes as “paltry.”
“That is not the kind of contribution Virginia is making to any of the other transportation projects in the state. It is funding 20 to 25 percent of project costs on three other megaprojects in Virginia and it is funding 6 percent of the cost of this project,” Brown said.
A spokesman for the U.S. Department of Transportation said the agency received Brown’s letter but had not had time to review it.
MWAA had come under intense scrutiny for months leading up to LaHood’s critical letter. The overseas travel expenses incurred by some MWAA board members, especially Dennis Martire, led to charges of profligacy. Martire recently settled a legal battle with the administration of Virginia Governor Bob McDonnell, who tried to remove him from the board of directors. Martire agreed to resign his post this month.
Thursday, September 27, 2012
By Martin DiCaro : WAMU
“It's game-changing. Amazing. It's the best.”
In the 11 years since Al-Qaeda terrorists used passenger planes as weapons on the World Trade Center and Pentagon, air travelers have rarely used such words to describe the airport security experience. But that could be changing at airports across the country.
“It honestly has changed everything,” says Neal Lassila, a tech company executive, describing how easily he sails through security now thanks to the Transportation Security Administration’s PreCheck program.
Lassila was interviewed by Transportation Nation after taking all of 90 seconds to pass through a new screening checkpoint at Dulles International Airport in suburban Washington that was built specifically for PreCheck “known travelers.”
“I travel quite a bit so getting in and out of security was a bit of a hassle,” the Los Angeles resident said.
Lassila didn’t have to take off his shoes or belt -- or even open his bag -- on the way through the checkpoint. He had been pre-screened after successfully applying for the TSA program through his airline as a frequent flier. His ‘known traveler’ number is now embedded in the bar code of his boarding pass.
TSA officials invited reporters to attend a news conference inside the Dulles main terminal on Tuesday to check out the new checkpoint and interview travelers who have been accepted into the PreCheck program, which marks a shift in the one-size-fits-all security template used on all travelers after 9/11.
“I had to give them my driver’s license, a working passport, and I had to show them my birth certificate to prove who I was and that the documents matched me,” said Rich Hubner, a Virginia resident who travels frequently for his environmental science career.
Hubner applied for the PreCheck expedited screening program through the government’s Global Entry system which requires a short, in-person interview with security personnel to verify his identity. Becoming eligible for the program removed all the hassle of long lines at security checkpoints.
“Cooler minds have prevailed finally,” he said.
Dulles is the 26th airport where PreCheck is operating. TSA hopes to expand the program to 35 airports by the end of the year. Three million passengers have been screened through PreCheck to date, according to TSA administrator John Pistole. But he said Dulles is a special case. “Dulles International is the first airport in the nation to build a new checkpoint that is dedicated only to TSA PreCheck operations,” he said at the news conference. “If we have determined that a passenger is eligible for expedited screening, that information will have been embedded on the bar code of your boarding pass.”
There are some caveats: only frequent fliers of certain airlines, like American Airlines, Delta Air Lines, United Airlines, US Airways or Alaska Airlines are eligible right now. And pre-screened passengers won't necessarily fly through security every time. The TSA website warns that the agency "will always incorporate random and unpredictable security measures throughout the airport and no individual will be guaranteed expedited screening."
To see a list of airports that have PreCheck, go here.
Tuesday, September 18, 2012
By Martin DiCaro : WAMU
The federal government may provide a substantial loan to the agency running the Silver Line rail project to Dulles International Airport, enabling the Metropolitan Washington Airports Authority (MWAA) to lower projected toll rate increases on the Dulles Toll Road that are expected to cover 75 percent of the rail project’s estimated Phase 2 cost of $2.7 billion, a Virginia congressman said.
MWAA, along with Fairfax and Loudoun Counties, plans to submit a letter of interest by September 30 to the federal government for a loan under the Transportation Infrastructure Finance and Innovation (TIFIA) Act, which established a program that lends money for major transportation projects throughout the country.
Based on recent discussions with Transportation Secretary Ray LaHood, Representative Gerry Connolly (D-Va.) said he expects a loan to come through soon
“I’m very confident we’re going to be able to lock down a TIFIA loan for a fairly substantial percentage of the cost of the construction of Phase 2 by the end of this year,” Connolly said. “We know that [the loan] can’t exceed 33 percent of the cost of the project. It is my hope that it will be somewhere between 25 and 30 percent, but we have to see. We are in competition with other projects around the country as well.”
Effective January, the cost of a one-way, full toll is projected to rise to $2.75. In 2015, it increases to $4.50, with scheduled increases of $2 every five years.
“One of my goals is to move us from zero federal assistance to a substantial federal assistance so we can get the pressure of the toll users and the toll rates,” Connolly said.
There is currently no federal funding for Phase 2 of the Silver Line, which is expected to begin construction next year. The state of Virginia is providing $150 million. Fairfax and Loudoun Counties have allocated substantial sums, but three-quarters of the cost is expected to come from Dulles Toll Road users.
Because the project, which will extend to the airport and beyond into Loudoun County by the end of the decade, did not meet Federal Transit Administration criteria for expected ridership, the federal government was reluctant to provide any funding at all. After the project was split into two phases the government allocated $900 million for Phase 1, which will end at Wiehle Avenue in Reston, Va.
“One of the flaws in the financing of this project is that the Commonwealth of Virginia really hasn’t put up its own money. It has used our money in the form of toll revenue to finance its share and airports' [authority’s] share of this project, and that puts real upward pressure on toll rates,” Connolly said.
The Reston Citizens Association, which says it represents 58,000 Fairfax County residents, sent a letter on Monday to the MWAA’s chief executive officer, calling the recent public hearings the agency held “inadequate” considering the anticipated impact of higher tolls. The association is asking the MWAA to reduce the toll burden to 25 percent of the Silver Line’s Phase 2 cost.
The letter “details the harm the proposed toll hikes will do to the well being of toll road users, to the already serious congestion on local roads, and to the potential economic and tax revenue growth in the Dulles Corridor.” Opponents of the current financing structure say drivers attempting to avoid the higher tolls will seek alternate routes to work, further congesting already jammed secondary roads.
“[The] MWAA has a responsibility to address the variety of community concerns we enumerate and more. It is a far broader responsibility than building a 16-mile railroad. We are anxious to help you find new funding sources,” the RCA writes.
“The public needs to be heard. I think the Reston [Citizens] Association is absolutely correct,” Connolly says. “I share the Reston Association’s concern about the lack of accountability at MWAA.”
The MWAA's proposed toll hike is also the subject of a recent class action lawsuit, which argues that the agency does not have the legal right to raise tolls on drivers to pay for trains.
In recent months the embattled MWAA has publicized measures it has taken to improve transparency after reports of profligate spending and unethical practices by some members of its board of directors.
Wednesday, September 12, 2012
By Martin DiCaro : WAMU
(Washington, DC -- WAMU) The agency that's running the Silver Line rail project to Dulles Airport is holding public hearings on its plan to dramatically raise tolls on the Dulles Toll Road to pay for the project. But a Federal Court of Appeals will consider a lawsuit that could derail the project.
The class action suit argues the Metropolitan Washington Airports Authority (MWAA) does not have the legal right to raise tolls on drivers to pay for trains. Only an elected legislature can raise tolls in order to pay for something other than the maintenance and operation of the Dulles Toll Road itself, the suit claims.
"A toll is a user fee. That means you are using something and you have to pay for the service," says attorney Robert Cynkar, who will argue the case before a federal appellate court in October. "A tax is anything above that where money is being taken from you to raise revenue for another project."
The lawsuit doesn't address whether the Silver Line should be built. It's focused only on whether the MWAA has the authority to raise taxes, which is how Cynkar characterizes the toll hikes.
Under the Virginia constitution, elected officials are the only people who can vote to raise taxes.
But is a higher toll really a tax? To the drivers who will be paying them starting in January, Cynkar says the answer might be yes.
"The issue of whether the Metro rail is a good idea, whether it makes sense for the economy, how much it should cost and all that, are different issues," Cynkar says. "We just say that if you are going to build this thing and you need to get revenue for it, you have to do it the constitutional way."
A lower court dismissed the case in July. According to Don Williamson, a professor of taxation at the Kogod School of Business at American University, the toll increases might legally be considered taxes — but that doesn't necessarily mean the airports authority is in the wrong.
"The public as a whole could interpret any collection of revenue for any purpose to be a form of tax that they are paying to the government," Williamson says. "And it becomes merely a technicality whether we call that collection a tax or a user fee."
For its part, the airports authority "continues to believe the appeal lacks merit, and we will respond appropriately in court," said a spokesman in a statement. The MWAA filed a response to the original suit in April. But Williamson says the appeals court will have room to draw a different conclusion.
"This is a legal issue, not a factual issue, so the Circuit Court of Appeals has more ability to interpret the law differently," he says, "and disagree with the district court."
(Disclosure: one of the plaintiffs Cynkar is representing is an American University law professor. WAMU 88.5 is licensed to American University.)
Friday, September 07, 2012
By Martin DiCaro : WAMU
Higher tolls are coming to the Dulles Toll Road next January. The question remains how high.
The public had its first chance to weigh in on projected toll increases at an open house Thursday night organized by the Metropolitan Washington Airports Authority (MWAA), the agency running the Silver Line rail project that will heavily rely on increased toll revenues for its financing.
The Silver Line is a 23-mile rail link connecting Washington, D.C to Dulles International Airport and beyond into the Virginia suburbs. Its projected cost is $5.5 billion.
Effective January, the one-way full toll would increase to $2.75, then to $3.50 in 2014, and $4.50 in 2015, under current toll projections. Rates would continue to rise two dollars every five years for the next four decades unless other sources of funding are secured to mitigate the toll increases.
“It’s ridiculous,” said Bayush Radadaya of Ashburn, who drives the Dulles Toll Road to work. “Right now I can afford it but once it doubles I cannot because gas prices are so much.”
Unlike a typical public hearing where residents take turns speaking into a microphone to a panel of officials, the event inside a high school cafeteria in Ashburn was informal. MWAA officials were on hand to answer questions, residents could read about the project on posters displaying charts and maps, and submit written comments into a cardboard box.
“You can throw a comment on a card but I’m not quite sure you necessarily have input,” said Pete Sabbatino of Ashburn. “The most input you are going to get is if someone read’s your comment card. It’s being dictated to you.”
The Airports Authority says public feedback will be taken seriously when establishing the new toll rates later this year.
“The benefit of the [open house] is that we have an opportunity to educate people about the project,” said MWAA CEO Jack Potter.
Toll revenues are projected to cover about 50 percent of the Silver Line’s total estimated $5.5 billion cost. The project was split into two phases; the tolls would cover 75 percent of Phase 2’s cost of $2.7 billion, under current projections.
Critics of the financing arrangement point to the lack of federal funding ($900 million for Phase 1, none for Phase 2) and relatively small contribution by the state of Virginia ($150 million). Potter says the airports authority is working to increase those figures, which would reduce the toll increases and give drivers a break. MWAA is requesting a loan under the Transportation Infrastructure Finance and Innovation Act (TIFIA) program.
“It’s a 2.4 percent loan versus what we’re able to get in the open bond market of about six percent, so that would significantly lower our cost for financing the debt,” said Potter, who said Virginia’s contribution of $150 enabled MWAA to delay the $4.50 one-way, full toll rate until 2015. It was originally projected to take effect next year.
To Loudoun County resident Daniel Davies, the plan to finance a rail project out of the pockets of car commuters is unfair.
“"The toll rates plus what the toll avoidance is going to do to our communities and the traffic along Route 7 and Route 28 is just going to be gridlock,” said Davies, referring to drivers who will dodge the higher tolls on the highway by clogging already congested local and state roads.
Davies said he opposes the Virginia state legislature providing any additional funding for the Silver Line because the state already handed over the Dulles Toll Road to MWAA, an asset valued at more than $3 billion during the administration of Gov. Tim Kaine.
Read more TN coverage of the Silver Line here.
Thursday, June 21, 2012
By Martin DiCaro : WAMU
The Metropolitan Washington Airports Authority’s CEO says the agency will not grant a request by three members of the Loudoun County Board of Supervisors to extend a deadline for a critical decision affecting Phase 2 of the Silver Line rail project to Dulles Airport.
In an interview with Transportation Nation, CEO Jack Potter said MWAA will not extend Loudoun County’s deadline to December to decide whether to opt out of the $2.7 billion rail link. The current deadline is July 4; the board of supervisors is expected to vote the day before.
On Monday the three board members issued a list of 21 “considerations” upon which their support may ride and requested a six-month deadline extension. If the nine-member board votes to opt out, the start of Phase 2 would be delayed at least 18 months.
“We are looking forward to a decision on July 3,” said Potter, who said Loudoun officials were already granted a 30-day extension that pushed the final decision into next month.
Although only four of nine county supervisors currently support Phase 2, Potter said he was optimistic Loudoun will opt in.
“They are starting to address some of the more challenging issues with Phase 2. One of the biggest issues they have is how to finance Phase 2. The fact that they are actively engaged in discussions about tax districts and finding other means of dealing with the funding, I find that encouraging.” Potter said.
The extension request had little chance of being realized. There may not even be enough support on the Loudoun Board to make a formal request to MWAA even if the agency were willing to grant it. The request for more time to weigh the Silver Line does illustrate, however, that just two weeks from the big vote there remain serious questions among enough board members to place the project in peril."
A proposal to create a special tax district around the planned Metro stops west of the airport was one of three ideas the Loudoun board agreed to consider to pay for the county’s $270 million Phase 2 commitment. The board has scheduled a work session on June 29 to decide on a financing framework before the final vote. The tax district would levy taxes on commercial properties that stand to benefit from the presence of a Metro stop nearby.
In response to Potter's remarks, Supervisor Ken Reid (R-Leesburg) said he would support Metro rail-to-Loudoun if the board approves the proposal for the special tax district. Reid has been on the fence, saying he would not support the project unless the board demonstrates it can be paid for. He was among the three Supervisors who signed the "opt in consideration."
“Looking at the numbers it looks to me that it will help pay for the cost of Dulles rail without burdening the rest of the county,” said Reid, who maintains that the Silver Line would not solve the county’s transportation problems.
“I still think that some of our conditions… are things the Airports Authority and WMATA should be discussing with us,” said Reid, who said he never intended to make the 21 considerations a list of ultimatums.
“I think that many of the issues there are beyond anyone’s control,” said Potter. “It’s great for someone to have a wish list for what they would like to have in a perfect world, but much of what they wrote down is unattainable.”
In an email, supervisor Geary Higgins, who also asked for an extension of the July 3 deadline, said Potter's remarks were "unfortunate." Currently only four supervisors on the nine-member board support the Silver Line. One more supporter is necessary for a majority to prevent the county from opting out of the project.
Tuesday, June 19, 2012
By Martin DiCaro : WAMU
After four hours of debate Monday night, the Loudoun County Board of Supervisors only inched closer to deciding how to fund its $270 million commitment to Phase 2 of the Silver Line rail project to Dulles Airport and west into the county, leaving some Metro-to-Loudoun supporters on the board visibly frustrated and raising the probability that a majority of supervisors will decide to opt out of the project when a final vote is held in two weeks.
“I’ve been saying all along it’s 50/50. I still think it’s 50/50,” said Supervisor Matt Letourneau (R-Dulles), a Phase 2 supporter, after Monday night’s marathon work session.
If the county opts out of the $2.7 billion dollar project, construction of the rail link to connect Washington DC with the international airport would be delayed by at least 18 months.
The supervisors met to determine how the county would finance the project but only settled on submitting three options to the board staff for further consideration: creating 1) a county-wide commercial and industrial tax, 2) special tax districts around the two future Metro stops that
would levy taxes on commercial properties, 3) tax districts based on the borders of the county’s planning sub-areas.
“In my view we eliminated too many options from the table. The board took off the table any use of the general fund whatsoever, which I think is a mistake. We could fund the entire project our of general fund revenue with an impact of $98 a year for the average homeowner,” Letourneau said.
On the nine-member board four supervisors are considered “opt in” votes, but it’s not clear if they will be able to sway any of their colleagues to reach the five-vote majority necessary to support Metro rail-to-Loudoun. Supervisor Eugene Delgaudio (R-Sterling) made a show of voting against every financing option, declaring “Metro is evil.” When asked to clarify his remarks by a reporter Delgaudio declined to comment, saying he was “very busy.”
Of the four remaining supervisors leaning toward “opting out,” three signed and submitted just hours before the work session began a list of 21 demands they would like satisfied in order to support the project.
Supervisor Geary Higgins (R-Catoctin) initiated the “opt-in consideration” which included proposals outside the Loudoun board’s power. For instance, Higgins is asking the Metropolitan Washington Airports Authority to seat two additional Virginia board members. When asked how the proposal relates to Phase 2’s financing, Higgins responded, “The [MWAA] board doesn’t have the greatest reputation for openness and the way they have approached things. If it’s no big deal why have they refused to seat those people?”
The board’s three Phase 2 supporters who were present (Chairman Scott York was absent) touted the findings of a new survey conducted by the University of Virginia. Using a sample of 1,000 county residents in mostly suburban zip codes, the survey found that 77 percent want access to Metro rail. In rural areas support is 57 percent; in non-rural areas support rises to 81 percent. However, supervisors who are leaning toward opting out questioned the survey’s methodology, implying that the questions were designed to prompt favorable answers.
"There were no specifics with respect to [supporting rail]… if it means raising your taxes,” said Board Vice-Chair Janet Clarke (R-Blue Ridge). “That’s what this board is grappling with."
The supervisors plan to hold one final work session to determine if they can provide a financing framework before deciding the county’s ultimate participation in a public meeting scheduled July 3. Letourneau said opting out would hurt the county for decades, let alone delay construction by
at least 18 months.
“It is possible the project would get completed to Dulles Airport, but it will stop at Dulles Airport. There will be a rail line behind it which would make it impossible for it to ever be continued into Loudoun County. That’s the worse case scenario for us, where we are paying very high tolls, we are getting no economic benefit, our commuters have no access to the airport station, and they will have very limited access to the station’s in Fairfax County,” he said.
Wednesday, June 06, 2012
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) The Metropolitan Washington Airports Authority voted 11-1 to drop a pro-labor provision from the rail-to-Dulles project.
The Project Labor Agreement was to be part of the agency's plan for Phase 2 of the Silver Line rail project to build a rail extension connecting the Washington, D.C. subway to Dulles International Airport and beyond into suburban Loudoun County, Viriginia.
The MWAA's board of directors surrendered to political pressure from the Virginia Governor, Republican lawmakers in the state's general assembly and the Loudoun County Board of Supervisors who opposed the PLA.
The PLA preference would have given prime contractors a significant bonus in the bidding process for choosing a union workforce to construct the $2.7 billion rail link. Virginia officials claimed the PLA violated the Commonwealth’s right-to-work laws. The state of Virginia threatened to withdraw $150 million in funding. Loudoun County did the same with its $270 million commitment.
“I think it is important we send a signal to Loudoun County that we really wish to encourage their participation. It’s critical to the success of the project,” said MWAA chairman Michael Curto moments before voting in favor of dropping the PLA.
Board member Robert Brown cast the only no vote, saying he did not trust Virginia to follow through on its funding commitment despite recent assurances from Governor Bob McDonnell himself.
“I don’t find that believable,” Brown said. “I would find believable a grant agreement signed by the Commonwealth and the Airports Authority to provide these funds. I don’t see any reason to believe a man who’s been governor three years is suddenly going to change his mind.”
In an interview with Transportation Nation, Virginia’s Secretary of Transportation Sean Connaughton confirmed his state will participate in the project.
“We've always been in. The question has always been just how much we can be in due to some of the things that the MWAA board was attempting to put in the contract,” said Connaughton, referring to the PLA.
The death of the Project Labor Agreement preference does not guarantee Loudoun County’s participation in the Silver Line. Local funding battles of the ilk that stymie many an infrastructure project remain contentious. The county Board of Supervisors has until July 4 to opt-in, and board members are still divided over funding options. Supervisors from eastern counties where the rail line would be built have different ideas than representatives from other parts of the county where residents will rarely use the Silver Line.
For instance, the future Dulles Airport stop requires an operating subsidy that will cost Loudoun County $5 million to $7 million per year, even though Loudoun residents are not expected to heavily use that stop.
Chairman Curto said the MWAA board would be willing to open further talks with Loudoun officials to ensure they opt in.
“There's been outreach by MWAA, by the Commonwealth and by the Department of Transportation. I think all of those stakeholders and funding partners are willing to go out to Loudoun County and answer any questions regarding the project to facilitate their yes vote,” Curto said.
A decision by Loudoun County to withdraw from Phase 2 would delay the project at least 18 months, according to MWAA’s CEO Jack Potter.
Now that the PLA is dead, the Silver Line’s critics are expected to focus on coming toll increases on the Dulles Toll Road that are supposed to finance a significant percentage of the project’s cost.
The Reston Citizens Association, which represents 58,000 residents in Fairfax County, says tolls may have to rise dramatically over the next several decades to pay for the rail line. Virginia’s $150 million commitment “will allow toll rates to edge up to $4.50 full toll over three years rather than double to that level next year,” said the association’s Terry Maynard.
“If Virginia follows through with additional incremental financing as many have promised… the tolls will still reach $18.75 by mid-century, but they would edge up year-to-year rather than in two dollar or larger increments every five years,” Maynard added.
In Loudoun County, the board of supervisors is considering a slew of potential tax increases, including creating a county-wide commercial and industrial tax or special tax districts near two future Metro stops west of Dulles Airport where commercial development is expected.
Tuesday, June 05, 2012
By Martin DiCaro : WAMU
Phase 2 of the Metro Dulles rail project, known as the Silver Line, is either a boondoggle or the key to Loudoun County’s economic future, depending upon whom you ask.
Nearly 200 people packed a public hearing before the Loudoun County Board of Supervisors Monday night to weigh in on whether the county should remain part of the $2.7 billion plan to connect Metro rail to Dulles International Airport and further into the county.
Loudoun County's financial commitment to Phase 2 will cost it $270 million. The Board of Supervisors has until July 4 to decide whether the municipality is in or out.
Vehement support — and opposition — for Silver line
In kelly green t-shirts printed with the words "Loudoun Rail Now," supporters outnumbered opponents at the public hearing. While fewer in number, anti-rail residents were nonetheless determined to convince the board to pull out of Phase 2. Bob Constantino even wore a prop inside the Loudoun government center: a Viking helmet.
"During their time they were known for pillage, they were known for plunder and they were known for thievery," Constantino said of the Vikings. "It's my contention that the Metro Silver Line Phase 2 in the context of Loudoun County is virtual railway robbery."
Opponents do not support a project they fear might raise their taxes to benefit those who would ride the Metro beyond Dulles Airport. The county's long-term funding commitment is also a point of contention. Loudoun's operating budget for the future Metro stop at the airport itself would be $5 million-$7 million per year, even though county residents are not expected to heavily use it.
Supporters of the plan, including businesses, urged the board to keep its commitment to the project.
"…The long term benefits of the Dulles Rail project offer a once-in-a-lifetime opportunity to Loudoun County," said Tony Howard, the president of the Loudoun County Chamber of Commerce.
Another pro-rail speaker, Mindy Williams, urged the board to see the Silver line as an opportunity. "The opportunity to increase the commercial tax base, the economic opportunity, and the ability to leverage the tremendous asset we have in Dulles airport…" she said.
Loudoun residents not the only ones divided
The nine-member board, composed entirely of Republicans, is split. Board chairman Scott York supports the project, but his colleagues on the board remain divided. The supervisors will weigh a variety of funding options, including the creating of new taxes, at another meeting Wednesday night.
Also on Wednesday, the board of the Metropolitan Washington Airports Authority is expected to decide whether to drop a controversial pro-labor provision -- a project labor agreement or PLA -- for the entire project that would favor bidders that choose a union workforce to build Phase 2.
The PLA is a sticking point for the Loudoun County Board, but even if MWAA drops it, the county's support is not a sure thing.
Supporters worry about missed opportunity
"The worst thing about saying, 'no' is you don't want the project to end at Dulles Airport," said Carol Wilte, a 20-year employee at the airport and rail supporter. "You don't want to add all that commuter traffic on top of all the travelers going to and from an airport that already has $25 million passengers."
Phase 1, which is nearing completion, will terminate at the new Wiehle Avenue Metro station in Reston, requiring passengers to take another form of transportation to the airport.
If Loudoun opts out of Phase 2, the project will most likely be delayed significantly while MWAA and the state of Virginia seek funding options, including charging significantly higher tolls on the Dulles Toll Road.