Here we see the confluence of politics, policy making, and implementing decisions. Metrorail extension to Dulles, which probably should (and may) have been on the original drawing board in the 1960’s, is now making news.
It’s hard to imagine anyone not recognizing the inherent logic of rail service to Dulles and even points very well beyond what’s probably on today’s planning board, especially given Loudoun County’s incredible population growth.
In fact, it’s hard to imagine that some in the planning world haven’t for years even suggested rail service all the way out the I-66 corridor to Front Royal. Does the word “Haymarket” ring any bells?
Planning, developing, and paying for public transportation is clearly one of the most difficult – and important – tasks for politicians and the executive branch at the federal, state, and local levels.
How often are we ahead of the power curve in building road infrastructure before gridlock hits? I can think of only one example. About 20 years ago, long before Tysons Corner became the ultimate nightmarish commuting situation it is today, Gallows Road was widened, apparently in anticipation of the impending gargantuan growth in that locale.
How I loved that road. I could approach the shopping mall virtually unscathed from the South. I was undetected, flying under the radar. I almost felt as though I was part of a military campaign, rolling up the enemy’s flank, or successfully executing a stealth special ops assignment. But those days are over. Gallows Road, with now nearly legendary daily logjams at Route 29 and Gallows in Merrifield, is not the highway haven it once was, and more road improvements are planned.
How does all this blather tie into the Tysons Tunnel – or not to tunnel – quandary? I’m not sure, but I’ll continue to examine and report on this in the future.
At “The Forum,” we’re concerned about how our executive branch officials will implement this massive and critical transportation initiative in the most cost and otherwise effective manner. Of course, politics play prominently at the moment, and likely will right up until the moment the bureaucracy has clear marching orders and begins to dig the dirt either for a tunnel or a trestle.
My attempts to converse with Fairfax County transportation officials, Congressmen Tom Davis and Frank Wolf, and others who may be privy to the ongoing political and policy discussions have gone for naught this week. In fairness to these people, I only contacted them a couple days ago. Besides, I’ve known for years that just because Fred Apelquist, your humble YETMO servant, desires some information, the world doesn’t usually come to a complete halt to satisfy my request.
Some of the issues that I’ll be interested in tracking, and I invite those stakeholders in this project to respond to “The Forum” so all readers can hear from them directly and unedited are: How can we put this project into its “proper” perspective, especially regarding the challenge to Executive Branch employees at all levels of government to successfully complete this extension?
How do we explain and understand the emerging significant cost variations for the tunnel versus overpass options, i.e., the earlier Bechtel Group estimate of an additional $400 million (M) expense for the tunnel, which a new review group has pared down to a mere $250M, and claims costs will diminish further the longer the project is delayed? Why does the tunnel option become less expensive over time than the overpasses? Why wouldn’t overhead construction costs increase proportionally to tunnel expenses?
Who exactly are the stakeholders in this process? What are their political agendas? How can those in the Executive Branch act as honest brokers for citizens to deliver the best possible services and outcomes at the most desirable cost?
Why would the Governor of Virginia appear to butt heads with Dulles-extension-friendly Congressmen Davis and Wolf? Why are they apparently so against the tunnel option? Are they so concerned that federal Executive Branch officials will summarily dismiss the tunnel option solely on direct cost and benefits without looking also at other intangibles, such as future development options, quality of life, etc?
What and where are the primary pitfalls of this project? On its surface, we’re merely building a few miles of railroad track. How hard can that be? It’s not like the Transcontinental railroad challenge completed in 1869 with the Golden Spike being driven into place at Promontory, Utah. Or is it? What should we citizens be looking for?
Money, we can be sure, is at the heart of the matter. Technologically, I doubt that this extension plan is especially challenging to those who know the business. Therefore, how do our elected officials as well as the non-partisan Executive Branch implementers of political decisions work together to address one of many key decisions to ease Washington, DC Metro area transportation travails?
This is clearly a big project, and one that affects not merely citizens commuting in the immediate Dulles – DC corridor but also travelers (both business and pleasure) who come to the Nation’s capital area and wish to transport themselves hither and thither.
May we keep the dialogue fresh, fair, and open, so all stakeholders, which include you, my dear readers, are able to follow project progress and know exactly how it is proceeding.
We welcome comments about what to look for in the months to come as key decision dates fast approach.
Let us know what you know – or what you want to know.
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Fred W. Apelquist, III, M.Ed.
Approximately 910 words.
© August, 2006