Tysons turnabout

OPINION:

The future of the Dulles Metro extension is in serious doubt. This week, Federal Transit Administrator James Simpson informed Virginian officials that his agency will not turn over the project’s $900 million in needed federal funding because of doubts that the Washington Metropolitan Airports Authority can build the line, questions as to whether Metro will be able to operate it and certainty that the project has failed cost-effectiveness standards. In so doing, Mr. Simpson has scored a win for accountability and oversight. Of course, he also delays a transit solution for Tysons Corner and quite possibly torpedoes it.

In the wake of this news, the rationale of the airports authority as lead agency warrants examination. This agency’s areas of expertise are runways and airport infrastructure. There were rightful doubts that the success of the 1977 Metro extension to Ronald Reagan Washington National Airport or that of other more recent projects could be replicated here. Those who questioned the lead of an airport authority on a rail project, now vindicated, should consider calling for a new lead. For all of Metro’s management deficiencies, it would seem to have more expertise.

Those who suspected that Virginia might risk a smaller replay of the cost overruns associated with Boston’s “Big Dig” without aggressive cost-management standards are also vindicated. But so are proponents of dedicated Metro funding. Mr. Simpson’s doubts that Metro would be able to maintain the line trace directly to the insecurity of Metro’s finances via a hat-in-hand approach to capital investment. Spending billions now on the premise that the District, Virginia, Maryland and federal authorities will somehow cease their Metro funding gamesmanship is a poor bet.

Recall that nearly one year ago, Virginia Gov. Tim Kaine jettisoned a tunnel on the grounds that cost overruns would jeopardize the $900 million in federal funding. Here we are, jeopardized, even amid the more modest project.

A solution for Tysons’ congestion is a necessity — it may turn out that a better-managed public transit project plus old-fashioned road and highway expansion is the solution. The Washington region suffers the nation’s second-worst traffic congestion by hours wasted. The Dulles corridor is perhaps our region’s worst. Only about one-eighth of Washington commuters use public transportation. Rail is but one component, and it is no panacea.