There’s good news and bad news about the future of transportation in the District. The good news is that the Washington Metro Area Transit Association plans to spent $12.2 billion over the next 10 years to improve and expand Metro services in D.C., Virginia and Maryland. The bad news is that local governments have only committed to paying $2 billion of the cost. The livelihood of the plan depends on Metro’s ability to persuade local and federal authorities that regardless of financial difficulties, transportation services merit more funds.
The planned expansion, announced in September, is divided into three parts. The first would spend $3.3 billion to maintain existing services by repairing or replacing aging buses and Metro cars, as well as funding any other necessary maintenance. The second part of the plan calls for $2.9 billion to purchase 252 new Metro cars and 460 new buses to combat the overcrowding that plagues the current Metro system. The money would also allow for underground walkways and extended platforms between relatively close stations, like Farragut North and Farragut West. The remaining $6 billion would be reserved for expanding Metro services by building 114 miles of trolley and bus lines. Trolleys are slated to run on Columbia Pike in Arlington, and rail service is planned for the Dulles corridor.
According to Alex Eckmann, Mass Transit Administrator for the D.C. Transportation Department, Metro allotted $8 million for environmental analysis, a complex process that could take over a year, to determine which improvements would be best for the District.
Based on the funds pledged by the state and district governments, Metro will only be able to carry out the planned maintenance and will be forced to cancel the expansion. Virginia residents voted against a proposed transportation tax, forcing Fairfax County to limit its participation in the plan to $48 million which must be used by 2004. Similarly, local Maryland officials pointed to overextended budgets as the reason for their inability to contribute to the Metro expansion.
Metro has a history of planning without considering fiscal constraints. In October 2001, Metro proposed a new subway line that would have included a stop in Georgetown. After a re-evaluation, the $6.3 billion plan was deemed too expensive and withdrawn.
However, this time Metro is exploring other channels for receiving funds rather than just abandonning the project entirely. Metro Chief Executive Officer Richard A. White is soliciting special federal funds on the grounds that almost half of peak-hour riders are employed by the federal government. Fairfax County officials are advocating an increase in rush-hour fares for Metro riders, accompanied by an increase in the hours that are considered peak times. District officials are skeptical about a fare increase due to the large percentage of residents that are dependent on Metro services.
If Metro fails to raise funds, buses and subways will continue to become overcrowded, routine maintence of rail lines and bus stops will become sub-par and Metro riders will become even more dissatisfied with transit service. More than likely, service will remain approximately the same as it is now, and Metro riders will realize that improving public transportation is not one of the main concerns of local governments.
