Virginia Department Of Transportation
Friday, August 02, 2013
By Martin DiCaro : WAMU
WAMU - Washington —
Virginia officials are taking a more personal approach in the state's attempt to sell a proposed highway to the locals. Now, in the face of ferocious opposition, the Virginia Department of Transportation is preparing to meet with county officials to present the state's vision of what the Bi-County Parkway would be.
Sunday, July 07, 2013
By Martin DiCaro : WAMU
WAMU - Washington —
As the McDonnell administration’s plan to build a major north-south highway in Northern Virginia has morphed into the most contentious transportation issue in the region, its opponents – who disparagingly label the proposed road an “outer beltway” – have leveled the charge that the Bi-County Parkway is being rammed through the approval process by and for the benefit of real estate developers.
Thursday, April 25, 2013
By Martin DiCaro : WAMU
WAMU - Washington —
Plans for a major highway in Northern Virginia are taking shape. Officials say the billion-dollar road would spur growth, but opponents say that premise is flawed.
Friday, April 05, 2013
By Martin DiCaro : WAMU
Nearly five months after opening, the operators of the 495 Express Lanes are struggling to attract motorists to their congestion-free toll road in a region mired in some of the worst traffic congestion in the country.
Transurban, the construction conglomerate that put up $1.5 billion to build the 14-mile, EZ Pass-only corridor on the Beltway between the I-95 interchange and Dulles Toll Road, will let motorists use the highway free this weekend in a bid to win more converts.
“It takes a lot of time for drivers in the area to adapt to new driving behaviors. A lot of us are kind of stuck on autopilot on our commutes. That trend might continue for a while, too,” said Transurban spokesman Michael McGurk.
Light use of HOT lanes raises questions
McGurk says some drivers are confused about the new highway’s many entry and exit points. Opening the Express Lanes for free rides this weekend will let motorists familiarize themselves with the road, he said.
After opening in mid-November, the 495 Express Lanes lost money during its first six weeks in business. Operating costs exceeded toll revenues, but Transurban was not expecting to turn an immediate profit. In the long term, however, company officials have conceded they are not guaranteed to make money on their investment. Transurban’s next quarterly report is due at the end of April.
To opponents of the project, five months of relatively light traffic on Virginia’s new $2 billion road is enough to draw judgments. Vehicle miles traveled (VMT) has not recovered since the recession knocked millions out of work and more commuters are seeking alternatives to the automobile, according to Stewart Schwartz, the executive director of the Coalition for Smarter Growth.
“They miscalculated peoples' time value of money. They overestimated the potential demand for this road,” said Schwartz, who said the light use of the 495 Express Lanes should serve as a warning.
“We should not have rushed into signing a deal for hot lanes for the 95 corridor, and we certainly shouldn’t rush into any deal on I-66,” he said.
Transurban is counseling patience.
“We’re still in a ramp-up period. You’ve probably heard us say that since the beginning, too, but with a facility like this it’s a minimum six months to two years until the region falls into a regular pattern on how they’re going to use this facility,” McGurk said.
In its first six weeks of operations toll revenues climbed on the 495 Express Lanes from daily averages of $12,000 in the first week to $24,000 in the week prior to Christmas. Traffic in the same period increased from an average of 15,000 daily trips to 24,000, according to company records. Despite the increases, operating expenses still outstripped revenues.
It is possible that traffic is not bad enough outside of the morning and afternoon rush hours to push motorists over to the EZ Pass lanes on 495.
“It may also show that it takes only a minor intervention to remove enough cars from the main lanes to let them flow better,” said Schwartz, who said the 14-mile corridor is simply pushing the bottleneck further up the road.
Even Transurban’s McGurk says many customers who have been surveyed complain that once they reach the Express Lanes’ northern terminus at Rt. 267 (Dulles Toll Road), the same terrible traffic awaits them approaching the American Legion Bridge.
Express Lanes a litmus test for larger issues
The success or failure of the 495 Express Lanes will raise one of the region’s most pressing questions as it looks to a future of job and population growth: how best to move people and goods efficiently. Skeptics of highway expansions, even new facilities that charge tolls as a form of congestion pricing, say expanding transit is cheaper and more effective.
“An approach that gives people more options and reduces driving demand through transit and transit-oriented development may be the better long-term solution. But we’ve never had these DOTs give us a fair comparison between a transit-oriented investment future for our region and one where they create this massive network of HOT lanes,” said Schartz, who said a 2010 study by the Metropolitan Washington Council of Governments pegged the cost of a tolled network of 1,650-lane miles of regional highways at $50 billion.
Transportation experts say a form of congestion pricing, either tolled lanes or a vehicle miles traveled tax, may be part of a regional solution to congestion. The public, however, needs to be explained why.
“As long as the majority of system remains non-tolled and congested then you are not going to solve the problem,” said Joshua Schank, the president of the Eno Center for Transportation, a D.C.-based think tank.
“Highways in this region are drastically underpriced. People are not paying enough to maintain them and they certainly are not paying enough to pay for the cost of congestion. The American people have been sold a bill of goods because they have been told that roads are free. Roads cost money,” he added.
The 495 Express Lanes are dynamically-priced, meaning the tolls increase with demand for the lanes. The average toll per trip in the highway’s first six weeks of operations was $1.07, according to Transurban records. As motorists enter the lanes they see signs displaying how much it will cost to travel to certain exits, but no travel time estimates are displayed. “It is important to be very clear to drivers about the benefit of taking those new lanes, and I am not sure that has happened so far,” said Schank, who said it is too early to conclude if the Express Lanes are working as designed.
“It’s hard to know if it works by looking whether the lanes are making money. I don’t know if that is the right metric. It’s the right metric for Transurban, but it’s not necessarily the right metric from a public sector perspective,” he said. “The real metric is to what extent does it improve economic development and regional accessibility, and that’s a much harder analysis that takes some real research and time.”
Wednesday, November 21, 2012
By Martin DiCaro : WAMU
The Virginia Department of Transportation will study traffic volume over the Potomac River in an effort to determine where the most people and goods will cross as the region’s population grows, the agency said Tuesday.
The study – scheduled for completion next spring – will not recommend a solution but instead provide a basis for consultations with transportation officials in the District of Columbia and Maryland about how best to improve transportation across the river from Point of Rocks in the west to the Route 301 bridge in the east.
“We want to essentially gauge and develop the data from which we can make some informed decisions regarding the best alternatives to deal with the current traffic conditions and what we expect in the future,” said Virginia Secretary of Transportation Sean Connaughton in an interview with Transportation Nation.
Connaughton downplayed the possibility his office would push for the construction of a new bridge over the Potomac.
“We’re really not prejudging anything. In fact, we’re not really getting into what’s the best alternative,” he said.
The study already has its critics, who say the Republican administration of Governor Bob McDonnell has been pushing for a new Potomac River bridge for years.
“They are pushing for another bridge even though the real fixes we need to make are at the American Legion Bridge,” said Stewart Schwartz, the executive director of the Coalition for Smarter Growth, which supports expanding mass transit instead of road expansions. To Schwartz, a new bridge connecting Virginia and Maryland would lead to more congestion and sprawl. He favors implementing transit options on the American Legion Bridge.
“In the near term, that can be buses on dedicated bus lanes with frequent service, connecting the Red Line and the Silver Line, connecting Tysons Corner and Fairfax County job centers with the Montgomery County job centers,” he said. “Fortunately, Fairfax County and Montgomery County have already met and are pursuing the transit investments that are needed both short term and long term.”
Connaughton disputes the allegation the McDonnell administration is after a new “outer beltway” at the expense of mass transit investments.
“This is one of the things that will be the hallmark of the McDonnell administration, is that we are pursuing increased transit opportunities, as well as dealing with congestion on our roadways, and looking for bike paths and pedestrian paths. We are doing everything. This is not a one-solution-fits-all,” he said.
If Virginia officials privately favor building another Potomac River span, they may meet resistance across the river. In an October letter to Secretary Connaughton, Acting Maryland Secretary of Transportation Darrell Mobley clarified his agency’s position.
“The Maryland Department of Transportation’s (MDOT's) highest priority remains the preservation of our existing infrastructure and the safety of the traveling public. MDOT does not intend to revisit the years of debate regarding new crossings of the Potomac River,” the letter said. “We are interested in the study of potential improvements to existing crossings, including: the Governor Nice Bridge along the US 301 corridor, the American Legion Bridge on the Capital Beltway, and the potential addition of transit across the Wilson Bridge.”
Connaughton said he believes D.C. and Maryland officials are in agreement that a study of future traffic volume is necessary. As far as a possible solution, he said, “we haven’t gotten there yet.”
Thursday, August 09, 2012
By Martin DiCaro : WAMU
When the express lanes projects on the I-495 Beltway and I-95 in northern Virginia are ready for commuters, they will be designed to serve a dual purpose: encouraging carpooling by giving HOV-3 vehicles a free ride, and reducing congestion by also giving motorists the option of paying a premium toll to escape the usually jammed non-toll lanes.
The first of those goals is attainable. But the second is not, according to an expert on drivers’ behavior, who says expanding two of the busiest highways in the Washington metropolitan region will produce the unintended consequence of more congestion in the long term.
“The biggest potential problem is that we’re building more roads that will provide very short-term congestion relief and will cause other kinds of traffic and travel problems,” says transportation consultant Rachel Weinberger, the co-author of Auto Motives: Understanding Car Use Behavior.
Weinberger believes enough drivers will be willing to pay the tolls so Transburban, the private entity building the 495 and 95 Express Lanes, will make a profit. However, she says, there's little evidence to suggest expanding highways will solve a region’s congestion woes.
“First we have to ask, do we really need this road? All of the research shows that when you add capacity to highways, rather than relieving congestion in the long run, you actually create more congestion in other parts of the system,” she says.
In short, wider highways induce more traffic. Those new users ultimately have to exit the highway somewhere, producing more traffic on secondary roads where expansion is not possible. “Now you have dumped more cars onto the streets on Washington D.C. because you’ve added this capacity on I-495,” Weinberger says.
Earlier this week, TN asked Virginia governor Bob McDonnell if northern Virginia is becoming overly reliant on highway expansion projects to solve congestion problems. McDonnell responded that the state is trying different solutions. “We are trying to do everything,” he said, adding that Virginia is investing in transit projects like the Silver Line.
Backers of the Express Lanes projects are relying on drivers’ willingness to pay pricey tolls for a faster, more predictable ride. They are also calling the possible increase in carpooling a win-win, even though more free rides on the new lanes mean less toll revenue for Transurban. However, in the contract with the state of Virginia, Transurban is protected in the event the number of free rides rises dramatically.
The state is required to subsidize ride sharing if the number of carpoolers on I-495 reaches at least 24 percent “of the total flow of all [vehicles] that are… going in the same direction for the first 30 consecutive minutes during any day… during which average traffic for [the toll lanes] going in the same direction exceeds a rate of 3,200 vehicles per hour…” The threshold on I-95 will be 35 percent under similar conditions.
In Weinberger’s view, there will enough new carpoolers and toll payers to provide the appearance of relief -- but it won’t last.
“We sit in traffic and we fume about it and we think that the easy solution is to build more lanes and then we won’t have so much traffic, but I am sure the Beltway has been expanded several times and there continues to be traffic,” she says. "Typically when we build more capacity we make somebody’s trip a little bit faster, but it’s very rare that people actually conserve their travel-time savings. Instead they’ll make some other adjustment like they may move further out, creating more sprawl."
Tuesday, August 07, 2012
By Martin DiCaro : WAMU
The completion of the Woodrow Wilson Bridge project connecting Virginia and Maryland in one of the region’s most congested corridors is the latest in a number of major infrastructure projects that are unfolding in the Washington metropolitan area.
The Silver Line rail link to Dulles Airport, the HOT lanes projects on I-495 and I-95 in Virginia, and the ICC and Purple Line in Maryland all raise an issue government agencies, planners and transit advocates have been grappling with for decades: how to connect a growing population with job centers in one of the nation’s most economically vital regions, where low unemployment rates and continued growth defy the national trend.
Moreover, at a time when funding for transportation projects is increasingly difficult to obtain, choosing the wrong solution to traffic congestion is all the more costly; there is no way to undo a $2 billion dollar road or rail link if it ultimately does not meet a region’s needs. Urban planners have argued that widening major highways will only temporarily relieve bottlenecks.
“If you have job centers that are accessible from a wider geographic span, you are going to get the best talent to your job center,” said John Undeland, a spokesman for the Virginia Department of Transportation’s part of the Wilson Bridge project. “But if congestion is constricting those opportunities, so you are only able to draw a talent pool from a smaller geographic area, it doesn't work as well.”
On Monday, after a decade of construction, five lanes were opened in each direction between the busy Telegraph Road interchange in Virginia and the bridge connecting to Maryland, ending a terrible bottleneck that routinely caused traffic jams that stretched for miles.
“It’s a soul-killing experience to be sitting there day after day,” Undeland said.
While the Woodrow Wilson Bridge has improved the driving experience, transit advocates say it is a missed opportunity that speaks to a larger issue: whether the regional economy will continue to prosper through a reliance on highway expansion. Once-promising plans to use the Wilson Bridge’s center lanes for rail transit were never realized.
Over three-quarters of all jobs in the 100 largest metropolitan areas in the U.S. are located in neighborhoods with transit service, according to a research paper by Adie Tomer, a fellow at the Brookings Institution’s Metropolitan Policy Program.
“The reality is in terms of sustainability, we cannot endlessly build roads forever. We can't continue to take up endless amount of land space for highways,” said Tomer, who said highway expansion can be an effective as part of a multi-modal solution to congestion. For instance, the I-495 HOT lanes project in northern Virginia will charge motorists a premium toll to avoid the normally congested non-toll lanes while also promoting carpooling and some express bus service.
“The solutions that work in each community are so different. Transit can only work in certain communities. In others, private automobile use or carpooling is going to be the preferred commuting mode,” Tomer said.
As important as finding the right mix of transportation infrastructure is where corporations decide to locate their job centers. In Tomer’s view, different jurisdictions are better served thinking regionally as they compete to attract corporate headquarters within their boundaries. Wherever a company decides to locate, the offices should be near a regional transit network so people from further distances may easily commute there.
“A whole suite of investments is what will help this metropolitan economy prosper. We need to continue to invest in public transportation. Fortunately, we are doing that here,” he said.
But large companies still have to make the right decisions, at least in the view of smart growth advocates. They point to the example of Northrop Grumman, which rejected a transit-adjacent site in Ballston in favor of a suburban office park near the Beltway and Route 50 when choosing a location for its headquarters.
Friday, August 03, 2012
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) As the opening of the Interstate 495 Express Lanes on northern Virginia's Capital Beltway draws closer, backers of the $2 billion project say they cannot guarantee the four new HOT lanes will achieve the goal of reducing traffic congestion while simultaneously returning a profit for their private sector operator.
The admission is noteworthy because there was enormous investment made by a private entity. The tolls revenues that are supposed to supply its profit are off limits to the state of Virginia for the next seven decades.
The HOT (high occupancy toll) lanes will run next to the Beltway's non-toll lanes between the Dulles Toll Road and I-95 in Springfield, Va., one of the most heavily traveled corridors in the Washington, D.C. metropolitan region. The project is the result of a public-private partnership between the state of Virginia and Fluor-Transurban, a company that has built similar facilities in the United States and abroad.
In the deal, the state received four new lanes of traffic capacity, a repaving of the Beltway, and a fully electronic toll facility for individual commuters and HOV-3 carpoolers. Transurban gets the toll revenues for the next 75 years, but company officials say they may not turn a profit at all.
"The private sector is responsible for paying back the debt and paying to operate and maintain the lanes," said Jennifer Aument, a Transurban spokeswoman, at a recent press conference to promote the new E-ZPass Flex device that will be necessary for HOT lanes carpoolers to have.
Transurban provided about 75 percent of the capital necessary to build the new lanes and toll gantries. Public money was necessary to cover about one-fourth of the costs and finalize the partnership because projected toll revenues were not sufficient for Transurban to finance the entire project itself.
HOT lane popularity has been mixed in other cities. Houston is currently considering additional promotion and advertising to get more drivers using new HOT lanes that are under capacity.
"If the traffic doesn't come and we can't generate the revenue, we are taking the risk on this project," Aument said of the Virginia plan. "But we believe because the 495 Express Lanes will provide a faster, more reliable trip which is much needed in this great region, it will be a success for us, for VDOT, and for travelers."
Not your normal toll road
The idea behind the 495 Express Lanes is not that commuters will use them every day; commuters are expected to pay the potentially pricey toll on days when they need the reliability and predictability that a congestion-free highway would present.
The tolling will be dynamically priced; the more commuters that use the toll lanes at a given time during the day the higher the toll will be. Raising the toll during peak travel periods will prevent the new lanes from getting congested, as is usually the case during rush hour in the adjacent non-toll lanes.
Carpoolers may use the HOT lanes for free as long there are at least three occupants in the vehicle. If carpooling is too successful, Virginia taxpayers will wind up subsidizing some HOV-3 trips.
The contract between Virginia and Transurban requires the state to pay subsidies if the number of carpoolers reaches at least 24 percent "of the total flow of all [vehicles] that are... going in the same direction for the first 30 consecutive minutes during any day... during which average traffic for [the toll lanes] going in the same direction exceeds a rate of 3,200 vehicles per hour..."
During peak travel times -- if carpoolers make up about one-fourth of all vehicles in the HOT lanes -- the state will have to pay Transurban 70 percent of the lost toll per vehicle. Both VDOT and Transurban are downplaying the possibility that taxpayers will have to subsidize carpoolers.
"Is there a back stop? The answer to that is yes. Do we think we will get there? The answer to that is no. And if we do, we still consider that a success," says Charlie Kilpatrick, VDOT's chief deputy commissioner. "That's a success story because we would have such a great usage in HOV, much further beyond what we ever imagined."
"Carpooling could expand by more than 10 times on the Beltway before this provision would go into effect," says Aument, who says the subsidy will not be paid if Transurban clears a certain profit on toll revenue, about 12 percent. "It's there as a stop-gap in the extraordinary circumstance that there are so many carpoolers that we can't collect enough toll revenue to operate and maintain the road."
Public-private partnerships are the future
Without the capital of Transurban the 495 Express Lanes would have remained just an idea. To build the $2 billion road, however, the state agreed to Transurban receiving the toll revenues for the next 75 years, even though the company hopes to have paid off its project debt in 30 years.
"It is frankly unrealistic to believe that there are sufficient public funds for these enormous projects in Virginia," says Kilpatrick.
Virginia has been one of the most active states in the country in signing public-private partnerships, according to Emil Frankel, a visiting scholar at the D.C.-based Bipartisan Policy Center and former assistant secretary of transportation policy at the U.S. Department of Transportation.
"The private sector is putting a lot of money into this only with the assurance that they will get a return on their investment to service the debt that they have incurred to construct it," Frankel says. "So the public had to give up something to get this built."
"If you like the Beltway the way it is and you don't want anything built at all, then it's a bad deal," says Frankel. "Most of the residents of Virginia wanted this increased capacity. By taking some of the traffic off the free lanes, it should improve the flow of traffic on the free lanes as well." Express buses will also have access to the HOT lanes.
Private entities take the risk
Some private highway ventures have not gone as planned. The Pocahontas Parkway near Richmond, an 8.8-mile tolled freeway between the junction of I-95 and VA-150, has yet to meet traffic projections and may have to go through another financial restructuring. The Dulles Greenway saw its finances restructured for the first time in 1999 after projected levels of traffic and tolls didn't materialize. Frankel expects 495 to be more successful than the aforementioned toll roads because the HOT lanes were built directly adjacent to congested travel lanes.
"You are getting increased capacity on a crowded, unreliable facility," says Frankel, who says the 91 Express Lanes, which run for 10 miles in southern California, are an example of a successful dynamic tolling and HOV-3 system.
Smart growth advocates are unhappy with the deal the state received in losing access to toll revenues for 75 years, and argue that VDOT should have considered alternatives to Beltway expansion.
"I think we should be looking at all alternatives upfront, and look more objectively at transit and transit-oriented development and lower cost approaches," says Stewart Schwartz, the executive director of the Coalition for Smarter Growth. "We should look at public ownership of the toll lanes so we have access to those revenues in the future."
"VDOT rejected at the earliest stages a transit alternative for this corridor. They were prevailed upon to do another transit study, but they promptly put it on a shelf. They never took seriously a transit-oriented development for this corridor," says Schwartz, who says Virginia could have considered something similar to the Purple Line, a proposed 16-mile light rail line that will extend from Bethesda to New Carrollton.
"Our concern is the rush to do these public-private deals has been reducing the consideration of alternatives in project corridors," Schwartz adds. In his estimation, if the new lanes on 495 eventually attract more commuters, congestion could increase on secondary roads when those added vehicles ultimately exit the highway.
Friday, July 27, 2012
By Martin DiCaro : WAMU
Virginia transportation officials are drawing closer to an agreement with the National Park Service as part of a plan to build a major four-lane divided highway connecting Route 7 in Loudoun County to Interstate-66 in Prince William County, what opponents charge will be the first piece of an outer beltway in northern Virginia.
Just as Confederates and Yankees 150 years ago both claimed to be fighting for freedom, the two sides today both claim they are fighting for the same thing: the future of Manassas, and better transportation in northern Virginia. There are no Stonewall Jacksons or heroic stands on Chinn Ridge this time around, but the outcome of this battle will bring lasting changes to historic ground nonetheless.
You can listen to an audio version of this story here.
Negotiations with the Park Service involve a proposal to build the new road along the western edge of Manassas National Battlefield Park in exchange for closing -- except to visitors -- the two heavily traveled roads (Routes 234 and 29) that currently crisscross the park.
The new bi-county parkway would pave over 12 acres of the Manassas historic district and four acres of actual battlefield land on the periphery of the property away from where most of the fighting occurred during the Second Battle of Manassas from August 28-20, 1862. As the 150th anniversary of that key Confederate victory approaches, opponents say the new road will create more sprawl and development, turning the hallowed ground into a "median strip."
"Imagine the precedent," says Stewart Schwartz, the executive director of the Coalition for Smarter Growth. "The Park Service would potentially be agreeing that highway agencies can take historic battlefield land or other park land for other highway projects."
Schwartz says plans to build major highways in northern Virginia have been pushed for decades. In the late 1980s, a study that examined the possible construction of a Washington Bypass west of the capital was rejected by the governors of Virginia and Maryland.
"Very clearly they are putting together the pieces of a circumferential highway in northern Virginia, and they've pressed Maryland for bridge crossings," Schwartz says.
Manassas Park superintendent supports the plan
"It becomes a balancing act between what you are giving up and what you are gaining," says Ed Clark, the superintendent of Manassas National Battlefield Park.
For giving up a few acres out of seven square miles of battlefield ground, the National Park Service hopes to gain a better experience for tourists.
The Commonwealth Transportation Board understands that the National Park Service will not agree to a new highway along the Manassas battlefield's western edge unless Routes 234 and 29 are closed through the park, Clark says.
"The road we are primarily interested in is the Manassas Battlefield Bypass," he says, referring to a separate project that would circle the western and northern park boundaries, overlapping a future north-south highway along the battlefield's western side.
"It would enable us to remove all of the [park] traffic, as most folks in northern Virginia are aware how serious the traffic is along the I-66 corridor," Clark says. "That traffic does detract significantly from the battlefield experience from this hallowed ground."
A Battle over growth
While opponents believe a new highway from Loudoun to Prince William County will open up new lands for development, supporters, including Virginia Secretary of Transportation Sean Connaughton, say anyone who looks at Google Earth can see that residential growth is already crowding the Manassas battlefield.
In Connaughton's view, a four-lane divided highway would serve several purposes. "Prince William and Loudoun Counties are two of the fastest growing jurisdictions in the country," he says. "We are trying to make better connectivity between the counties to deal with current and future population growth, and to also open up the commercial development area on the back side of Loudoun County."
Virginia is also working with the Metropolitan Washington Airports Authority to establish Dulles Airport as a cargo hub, which new road infrastructure would help facilitate.
"When you put all these together, it makes sense for the state to move forward and try to make this thing a reality," Connaughton says. "It's been on the books for a very, very long time. It's not an outer beltway."
"I really encourage folks to go on Google satellite and see that this isn't about opening up areas for future growth. Look at the map. Look at the reality of what is there today. The growth is there."
Smart growth advocates say there are better ways to deal with current growth and traffic congestion. The proposed highway is not the answer. "You could wind up with the worst of all worlds, which is a new highway, more development sparked on the western and northern boundaries of Manassas battlefield, more traffic, and political pressure to never close the roads through the park," Schwartz says.
Developers are pushing for more roads in order to lobby for zoning changes that would clear the way for more homes and commercial properties to be built in Loudoun and Prince William Counties, Schwartz says.
As evidence, Schwartz points to a February 2011 meeting of the Virginia Commonwealth Transportation Board. Board member and developer Gary Garzinski made clear his intention to seek a major north-south connection "from 95 or 234 extended up to a corridor, up to and including Route 50... that would extend Route 234 to Route 50 to join what is called the Dulles Loop that gives access to Dulles Airport to more people from the south," according to a transcription of the board meeting.
In a letter to the Transportation Planning Board of the Metropolitan Washington Council of Governments in February, smart growth advocates proposed several alternative solutions to address east-west traffic congestion in northern Virginia.
The proposals included "improving I-66, including the extension of HOV and bus lanes; funding and expanding the capacity of the Gainesville Interchange... co-locating Route 29 onto the improved I-66 to allow Route 29 to be closed through the Battlefield; upgrading Pageland Road west of the Battlefield with shoulders, roundabouts at intersections, and turn lanes..."
"Bi-County Parkway" moving forward
The state's environmental impact study of the new highway is expected by the end of the year. A deal with the National Park Service about the location of the road along the western edge of the battlefield is expected this summer.
The project should have been completed years ago, Connaughton says.
"Because of bad policies and bad decisions in the past, we've ended up with residential development and not the transportation infrastructure we need to support it," he says.
Friday, May 25, 2012
By Martin DiCaro : WAMU
Bus rapid transit, light rail, car and van pooling, and bicycling and pedestrian infrastructure are all in the works for Northern Virginia, under the so-called "Super NoVa" transportation plan for the next three decades, to be released in September.
Planners envision the construction of cross-jurisdictional networks to connect people to their jobs in the metropolitan Washington area, and to employment and tourist locations within northern Virginia and neighboring states. The goal is to help commuters avoid the region's notorious traffic congestion.
"It's really looking at the major travel patterns of people throughout this region and trying to understand where they are and where they want to go," says Amy Inman, the manager of public transportation planning at the Virginia Department of Rail and Public Transportation, a post she has held for four years. Inman is the head planner for Super NoVa.
With the growing realization that only paving more highways would not satisfy the demands of region's population and job growth projections, Inman says localities 50 or 75 miles away from Washington need more public transportation options. The study will evaluate the needs of future population and employment centers.
The unofficial border of northern Virginia as outlined on a map today contains several counties including Fairfax, Alexandria, Arlington, and Loudoun, among others. Under Super NoVa, northern Virginia would extend as far south as Caroline County and as far west as Culpeper and Frederick counties.
"We are envisioning mobility beyond boundaries," Inman says. "As we all know, there isn't just one mode of transportation that's going to be the solution, but we want to be able to provide people with travel options."
Inman says planners are focusing on maximizing the capacity of existing infrastructure in current corridors; for instance, transforming part of a major roadway into a bus rapid transit corridor instead of building a new road.
Super NoVa is gathering information from people traveling to Virginia from Maryland, West Virginia and Washington. A second round of public hearings has been held this month; officials held their first round of hearings in February. The public will get another chance to weigh in after September when the first recommendations are released. The study is expected to be completed by the end of the year. Inman says the public feedback has been useful.
"We have learned that the growth of this region is very great," she says. "In the future, the areas of Fauquier, Culpeper, and Winchester will have a developing demand for different types of public transportation, so we're learning from the localities what kinds of solutions will be necessary to address their particular transportation issues."
In some places, bus rapid transit may work. In others, light rail or increased car-pooling may be the answer. Super NoVa is not a one-size-fits-all approach. Planners are trying to ascertain which modes of transport are supportable in a given location.
"Even beyond Culpeper County there are folks who are traveling 100 miles or greater into D.C.," she says. "It's phenomenal the distance people will travel to get to their employment. We also know that we're reaching or exceeding the capacity of many of our transportation transit systems today."
Inman says Virginia's political leaders, including Gov. Bob McDonnell, have been supportive of the plan.
"Everyone understands we have to think of multiple solutions to address the transportation issues, especially in the Super Nova region, an economic engine for the commonwealth and neighboring states," she says.
Although Super NoVa is not planning new highways, Inman says the group's recommendations will square with the plans of the Virginia Department of Transportation for new roadways.
"VDOT has plans in place that we are building upon," she says, referring to VDOT's proposal to increase roadway capacity along the I-95 corridor.
Tuesday, May 01, 2012
By Martin DiCaro : WAMU
(Washington, DC - WAMU) Loudoun County officials say Phase 2 of the Metro Dulles rail project known as the Silver Line may be delayed. Phase 1 is expected to be completed in August 2013, but disputes over funding and the potential use of union labor are jeopardizing Phase 2, which would connect Reston, Va. to Dulles Airport and beyond into Loudoun County.
Loudoun County’s Board of Supervisors is now controlled by Republicans who have raised questions about the county’s commitment to the project. Supervisor Matthew F. Letourneau (R) tells the Washington Post, “There is a very legitimate and real chance that this project might not go forward.”
Among the contentious issues is a decision by the Metropolitan Washington Airports Authority to provide bidding contractors a ten percent bonus on their technical evaluation scores if they choose to hire union construction workers through a project labor agreement (PLA).
The dispute pits Virginia Republicans who control the state's General Assembly against the Metropolitan Washington Airports Authority's (MWAA) Board of Directors and labor union leaders. The assembly members claim a decision by the MWAA violates Virginia's right-to-work law.
The Republican-led Virginia General Assembly passed legislation that threatened to withdraw the state's $150 million contribution, claiming the PLA discriminates against the state's non-union workforce. The legislation also claims the PLA will lead to out-of-state construction workers outnumbering Virginia's on the project, and increase the project's cost.
Gov. Bob McDonnell intends to sign the legislation, effective July 1. Virginia's construction workforce is 97 percent non-union.
If Virginia withdraws the $150 million contribution, tolls on the Dulles Toll Road could double to about $9 round-trip next January, according to MWAA CEO Jack Potter.
"The position that we have evolved to is a very reasonable position," Potter says. "I believe that it would be a real shame if this project were to be delayed because of the project labor agreement."
The dispute has left opposing sides claiming to be the true defenders of tax and toll payers.
Republican Dels. Barbara Comstock and Tim Hugo, the chief sponsors of the legislation, say big labor unions, namely the Laborers' International Union of North America (LiUNA), influenced the adoption of the PLA. LiUNA accuses Republicans of doing the bidding of "anti-union" groups like the Associated Builders and Contractors of Virginia.
In an interview at ABC Virginia headquarters, the association's president Patrick Dean denied charges of "anti-unionism."
"We believe at ABC that all competition should be free and open," says Dean. "Everyone should have the right to compete based on a fair price and quality work. We don't believe the government or any authority authorized by the government should pick winners and users."
Since the first year he ran for office, Hugo has received $1,500 in campaign contributions from the Associated Builders & Contractors of Virginia, which lobbied in favor of the bill that would withdraw the state's funding. From all general contractors, Hugo has received $12,250 since 2002.
"The money that ABC members and our association gives to elected officials to support their campaigns is minuscule compared to what the labor unions give to elected officials throughout the country and throughout Virginia," says Dean.
Hugo says donations by contractors did not influence his position whatsoever, and that his concern is with making sure union and non-union companies have a level playing field.
Since Comstock ran for office in 2009, she has received $1,500 in campaign contributions from the ABC of Virginia. From all general contractors, she's received $19,500 since 2009. Comstock also denied she was influenced by donors.
"That is absolutely false," she says. "We are doing the work for Virginia workers to make Virginia workers and Virginia taxpayers get the most out of their tax dollars."
A review of political contributions to Hugo and Comstock revealed that donations from contractors accounted for relatively small proportions of their campaign war chests.
Moreover, their donors have used both union and non-union workers over the years. For instance, the CEO of Bethesda-based Clark Construction, Peter Forster, has given Comstock $10,000, her largest individual donor from the general contracting industry. But Clark, which is expected to be among the bidders for Dulles Phase 2, has used varied workforces in many of its large projects.
In the view of Hugo and Comstock, the PLA, not general contractors, is the problem.
"My bill specifically says you can't discriminate against union or non-union, so everybody has to be treated equally," Comstock says. "I think the union workers have no problem competing equally. They are not afraid of this. It is the union bosses who want to control this and dictate this, get more money in their coffers. That's not money that will help Virginia taxpayers or Virginia workers."
In a statement released Feb. 21, MWAA defended its decision to adopt the PLA. It referred to MWAA's initial decision to make the PLA mandatory for contractors, a decision that was reversed after protests from Virginia lawmakers and some officials in Fairfax and Loudoun counties.
The new approach to adopt a voluntary PLA did not satisfy MWAA's opponents. A letter sent to MWAA's chairman, Virginia Secretary of Transportation Sean Connaughton, as well as the Fairfax and Loudon county executives, urged the authority to reverse its decision.
"Right now what we are asking for is no discrimination in awarding the contract based on whether a company or contractor uses union or non-union labor," said Secretary Connaughton in an interview with WAMU.
"We want them to be focused on competency and cost. We do not want to see a requirement for unions or a prohibition against unions."
PLAs can increase the cost of public works projects 12 to 18 percent, according to studies conducted by the ABC of Virginia. Wages are not the issue, says Dean, but pension and health care costs are.
"If non-union companies work on the project, those companies have their own benefit programs, health and welfare pension programs," Dean says. "They would have to pay benefits into the union pension program for which those employees would never be vested. The union pension fund gets nice and healthy. The overarching goal of project is bolstering union pension funds."
MWAA's CEO contends the project's cost will not be adversely affected by the PLA. "You'd be hard pressed to say that it makes more than a $5 million difference in either direction on a [$2.7] billion project," Potter says.
Under the Davis-Bacon Act, all workers will be paid prevailing wages regardless of their union affiliation. Potter's position is echoed by LiUNA.
"MWAA already knows that there are about 8 teams who are planning to put in bids. Eight teams is robust competition on a project of this size," said LiUNA general counsel Brian Petruska. "There is going to be a competitive, rock bottom, market price based on competitive bidding and the people who have the best teams and the best technology."
If Virginia makes good on its threat to pull its Phase 2 funding, motorists may end up among the losers. A $2.25 toll on the Dulles Toll Road for a one-way trip could jump to $4.50, according to a report prepared for MWAA.
Tuesday, April 03, 2012
By Martin DiCaro : WAMU
(Martin Di Caro -- Washington, DC, WAMU) You pay for electricity, your phone and Internet. You pay for most, if not all, of the services you use every day. Should highways be different? Virginia says the future answer will be no -- and drivers should be ready to pay a premium for a faster ride on congested highway corridors.
Virginia Department of Transportation (VDOT) officials are banking on drivers' willingness to pay an electronic EZ Pass toll for a faster commute on the I-495 express lanes that are set to open late this year. Tolls on the new section of the beltway will rise as traffic volume in the express lanes increases. Dynamic tolling, as this practice is called, is relatively new in the United States.
"The day of free highways is behind us," said Emil Frankel, a visiting scholar at the D.C.-based Bipartisan Policy Center and a former assistant transportation secretary under George W. Bush. Frankel said governments need the revenue that tolls would provide, and charging a premium to use express lanes serves another purpose: turning highways into a commodity.
"When you think about highway space as a product, it's limited," said Frankel. "Supply is constrained. And the only way to control how that supply is going to be allocated is by pricing it."
Dynamic tolling is relatively uncommon in the U.S. compared to Europe and Australia. In the U.S. it's been a success on State Route 91 in southern California, where critics said the so-called Lexus Lanes would only be used by rich people, Frankel said.
"In fact, the experience in California is quite the opposite. The lanes are most frequently used by people with limited time," said Frankel, who said getting motorists used to paying tolls is hard because of the idea that highways should be free.
Commuter Bevin Bresnahan, who was gassing up in Tyson's Corner, Virginia, typifies that attitude. "I think everything should be free," she laughed. "We pay enough in gas, we pay enough in taxes."
The company that will operate the tolls on the I-495 express lanes says the typical toll during rush hour will be between $5-6 dollars one way, the average trip length is expected to be about four to six miles, and motorists are expected to use the new lanes a couple of times a week.
Listen to a report on this issue here.
Monday, December 06, 2010
(Washington, D.C. -- David Schultz, WAMU) We told you earlier about Virginia Governor Bob McDonnell's discovery of $1.5 billion dollars in unspent transportation funding. McDonnell, a Republican, found the money through a comprehensive audit of the state's Department of Transportation that he ordered immediately after succeeding Virginia's previous governor, Democrat Tim Kaine.
Now, the Governor is delivering on his pledge to get that $1.5 billion out the door as quickly as possible. Earlier today, he announced that almost three quarters of that newly-discovered funding would be advertised immediately -- meaning contractors can start bidding on it today. Excerpts from McDonnell's announcement are posted below.
But first -- in the interest of balance -- a caveat about that funding: Virginia Democrats say McDonnell didn't really discover any new funding and, in actuality, is drawing down the Transportation Department's cash reserves, which will make the state less able to respond to a natural disaster in the future.
Anyway, here's that announcement:
Governor Bob McDonnell today announced that the Virginia Department of Transportation (VDOT) will advertise an estimated $1.1 billion in construction and maintenance projects during the first six months of Fiscal Year 2011. The estimated economic impact of this work is 33,900 jobs created or supported, as well as $2.83 billion in economic activity and $282.5 million in taxes that come back to the Commonwealth.
According to studies published by the Federal Highway Administration and the American Association of State Highway Transportation Officials, every $100 million spent on highway construction and maintenance projects adds 3,000 jobs created or supported, $250 million in economic activity and $25 million in taxes that go back to Virginia coffers.
McDonnell directed VDOT to more quickly initiate transportation improvements. A recent independent audit of the agency criticized its ability to move projects through the pipeline. VDOT and members of the McDonnell administration have been developing new business practices that speed the investment of transportation funding.
Monday, September 27, 2010
(Washington, DC -- David Schultz, WAMU) It may sound hard to believe, but the state of Virginia just found $1.5 billion in transportation funding it didn't know it had.
The money appeared after an audit of Virginia's Department of Transportation (VDOT) initiated by Governor Bob McDonnell (R). The audit found what McDonnell described as a windfall of unused and underutilized cash.
Among its findings:
*Amid a severe recession - in which the state laid off more than 1,000 VDOT employees, and in which the state controversially closed dozens of highway rest stops because it couldn't find $9 million to keep them open - VDOT was sitting on a cash reserve fund totaling $200 million. McDonnell proposes drawing down this reserve fund by more than half.
*VDOT has been regularly allocating funds to inactive local construction projects. These projects were only partially funded so they weren't under construction, but the funding they did have sat idle.
*After the recession began, VDOT became very hesitant to commit funds to new projects. For example, in fiscal 2009, almost $1.6 billion was available to VDOT for maintenance projects. But it only spent three quarters of that, carrying the rest over to the following fiscal year.
McDonnell called these fiscal practices "unacceptable," and blamed his predecessor, Tim Kaine, currently the head of the Democratic National Committee.
But Democrats are taking what could be a damning indictment and trying to turn it into a badge of honor. Kaine said in a statement that the audit shows his "tight-fisted" polices helped VDOT weather the financial crisis. And State Senator Dave Marsden, a Democrat from Northern Virginia, questioned why McDonnell would want to reduce VDOT's reserve fund when that money gets used for emergencies like blizzards, hurricanes, etc.
So, to recap: McDonnell, a Republican, wants to spend money faster and is criticizing Democrats for being too fiscally timid. Democrats, meanwhile, are criticizing McDonnell for being a spendthrift. Got it?