By Peter Galuszka
The convoluted schemes of Virginia state politicians to avoid paying for rail service to Dulles International Airport are as frustrating as they are self-defeating and unfair.
Just a few days ago, it seemed that the General Assembly would consider adding $300 million to extend Metrorail to Dulles on the Silver Line when the legislature meets to approve an $85 billion budget April 18.
Thanks in part to last minute opposition by Democratic deal-maker State Senator Charles J. Colgan of Prince William County, the $300 million went “puff.” No deal. No money.
The $300 million cut underscores what seems to be Richmond’s ancient philosophy on expanding Dulles Rail: stick as much of the cost as possible on taxpayers and tollpayers in Northern Virginia.
Days after the $300 million in state funds for Dulles Rail disappeared, the Board of Supervisors of Fairfax County confirmed its buy-in for Phase Two of the Dulles Rail project, whose ultimate costs will top $2.7 billion. The county says that while it is looking for alternate funding sources, it may pay up to $965 million for the project. About $730 million – or 80 percent – will be paid for by “voluntary” special tax districts created by landowners.
Once again, Northern Virginia, which provides more state tax revenue than any other region of the Old Dominion, gets stuck with most of the bill for Dulles Rail. That is the criticism of the Coalition for Smarter Growth which was quick to note the bizarre budget cut. They point out that, at the same time, the administration of Gov. Robert F. McDonnell is proposing at least $750 million in state funding for a new superhighway near U.S. 460 in the rural peanut country of Southeast Virginia and diverting $200 million for a controversial bypass in Charlottesville.
It’s hard to fathom why providing Dulles rail with state money is such anathema. The new U.S. 460 tollroad project, for instance, raises many questions. It is being billed as a necessity for Virginia’s economic future since the port of Hampton Roads needs better transportation access to handle bigger, deeper-draft cargo ships when the Panama Canal is expanded in 2014.
Yet, Norfolk Southern railway which serves the port has already finished a $321 million public-private project to raise mountain tunnels to handle more double-stack rail shipments from Hampton Roads to the Midwest. The chief executive of the Panama Canal Authority says that thanks to rail improvements, Hampton Roads is already prepared to handle the expanded trade the canal project will bring. If he’s right, then why is there urgency for the new road?
There have been other peculiar impediments to the state paying for Dulles rail, such as Knee-jerk anti-unionism. Right-wing Atty. Gen. Kenneth Cuccinelli and others are crying foul at any attempt by the airports authority to use the a similar but somewhat tougher project labor agreement that helped move Phase One forward. A more deep-rooted issue is Virginia’s traditional philosophy, dating back to the one-party system of Harry F. Byrd 100 years ago, that public projects must be funded on a “pay as you go” basis.
That might have worked for building a two-lane bridge in bucolic Virginia when TV’s John Boy Walton, attired in bib overalls, might have been around. Today, the fact remains that Washington is the only capital in the advanced industrialized world not to have public rail service to its leading international airport.
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