Tuesday, September 18, 2007

Sprint Bid for Tower Hits Dead Spot in Loudoun

By Bill Brubaker Washington Post Staff Writer

Tuesday, September 18, 2007; 11:56 AM

In cell phone speak, Sprint Nextel Corp. hit a dead spot last night in its bid to build a 106-foot cellular tower — disguised as an agricultural silo — near the village of Philomont in rural western Loudoun County.

The county’s nine-member Planning Commission voted 7-0 to send Sprint Nextel’s proposal back for more study and debate.

In doing so, the commission rebuffed the recommendation of its own staff, which had suggested the commission and the Board of Supervisors approve the tower on a 10,000-square-foot piece of pasture land off Watermill Road.

Sprint Nextel representatives said the tower would improve cell phone service in western Loudoun, where there are coverage gaps.

But about 20 residents of the area, speaking at a hearing that ended at 12:01 a.m. today, said the tower near historic Snickersville Turnpike would be an eyesore and lower property values.

“It’ll be a monster,” said Richard L. Corrigan of Purcellville.

Cell phone service is spotty in some areas of western Loudoun. The new Sprint Nextel tower would “greatly enhance wireless services in the areas of Philomont, Purcellville and Snickersville Turnpike,” company spokeswoman Laura Porter said.

Opponents of the project said Sprint Nextel could easily attach its antennas to a 100-foot flag pole — already used by Verizon Communications Inc. — at the Philomont fire station.

“Residents of this area believe that the Philomont location, with an existing tasteful ‘flag pole’ tower, should be seriously explored — raising the height of the existing tower or constructing a second one,” Corrigan said before the hearing.

Sprint Nextel wasn’t the only cellular tower applicant that got an earful of static at the hearing: A proposal by Arlington-based Community Wireless Structures to build four towers in Loudoun also got tabled for more discussion.

“Western Loudoun is a very special place,” commission member Nancy Hsu (Blue Ridge) said. “Visual impact is an important issue.”

Posted by M at 18:40:47 | Permalink | No Comments »

D.C. Area in Tie for Second-Worst Traffic in Nation

Los Angeles Tops the List in National Study

By Jonathan Mummolo Washington Post Staff Writer
Tuesday, September 18, 2007; 11:30 AM

The spirit-sapping, schedule-scuttling congestion of the Washington area has grown so severe that the region is now in a tie for the second-worst traffic in the nation — a notch higher on an ignominious chart no city aims to top. Only drivers in freeway-filled Los Angeles endure rush hour delays more brutal than Washingtonians, according to a national study released today.

Washington and Atlanta pulled into a second-place tie with the San Francisco-Oakland region, which had held strong in second place for years, according to a report by the Texas Transportation Institute of 2005 conditions. Drivers in all three areas sit in gridlock for an average of 60 hours a year, equivalent to a week-and-a-half of work — or vacation.

The Washington area had been No. 3 in the previous study.

“We’re the world’s capital with world-class gridlock,” said John B. Townsend II, public and government affairs manager for AAA Mid-Atlantic.

The numbers for Washington area drivers are cringe worthy: They sat through more than 127 million hours of delays at a cost of $1,094 per rush-hour traveler. They wasted nearly 91 million gallons of fuel. A projected 218 lane miles or 74 million more transit riderswould have to be added each year just to maintain current congestion levels.

Though changes in the report’s methodology resulted in Washingtonians spending fewer hours stuck in congestion than in previous studies, things are most assuredly not improving, the authors cautioned.

On the contrary, the new analysis shows a worsening picture, with the area’s delay figures and national rank climbing steadily since the report first came out in 1984. A generation ago, Washington area drivers sat through a paltry 16 hours of congestion, placing the region at a respectable 18th in the nation. By 1985, the region had cracked the top 10 and by 1994 it was in the top five.

The Washington region is “afflicted with economic prosperity,” said the study’s co-author, Timothy J. Lomax. “Booming economies almost always see rapid growth and congestion . . . It’s a lot easier to put up an office building or a subdivision or a shopping center than it is to put in the transportation system needed to serve all that travel.”

Though increasingly difficult to thwart, the causes of congestion are not mysterious. The report cites large populations, shipping demands, slow construction of new roads and transit and such events crashes, breakdowns and bad weather that cause unpredictable delays.

Lomax noted that the delay figures account for all rush-hour travelers — whether they are riding their bikes to the corner store or sitting in a bumper-to-bumper nightmare on the way to the office — meaning that many area drivers well exceed the 60-hour average.

Overall, the study found a nation lodged in traffic jams. “Congestion . . . is getting worse in regions of all sizes,” the study states, and it reports staggering figures at the national level: 4.2 billion hours of delays, an increase of 200 million hours from 2004; 2.9 billion gallons of wasted fuel; and an annual cost of $710 per traveler, up from an inflation-adjusted $260 in 1982.

Perhaps most discouragingly for the Washington area, many of the solutions suggested in the report — using mass transit and HOV lanes, telecommuting, building new roads and relieving chokepoints — are already being done. Even with a new Woodrow Wilson Bridge, Springfield interchange and plans to expand Metro rail in Northern Virginia and build a new 18-mile highway across the Maryland suburbs, there are simply too many people to move from here to there.

“We’re not even close to keeping up, much less catching up,” said Alan Pisarski, a traffic analyst from Fairfax County, who has authored the “Commuting in America” series. “We’ve just got such a dramatic backlog of work to be done.”

Good news was hard to find in the report. Even Atlanta’s apparent improvement in certain categories isn’t cause for celebration, experts said. Yearly congestion in the Georgia metropolis dropped from a revised 73 hours to 60 hours between 2000 and 2005. While Lomax said that drop was partly due to increased service patrols, experts caution that the figures are likely due to the expanding geography of the region into more rural areas and a rapid growth in population, both of which would water down per-capita averages.

“I wouldn’t be looking to Atlanta as a model of the solution,” Pisarski said.

The study is sponsored by the American Public Transportation Association, the American Road and Transportation Builders Association and the University Transportation Center for Mobility and is based on data compiled by state and federal traffic agencies in 437 urban areas. Its results are obtained by comparing traffic counts and miles of road lanes to estimate congestion levels.

This year’s report employs a number of methodological changes and includes data from more localities and revised population estimates. For the Washington region, it also incorporates newly available data from the Virginia Department of Transportation and the Maryland State Highway Administration, Lomax said.

Ronald F. Kirby, director of transportation planning at the Metropolitan Washington Council of Governments said he was hesitant to place too much weight on Washington’s shifting rank given the change in technique by the study’s authors.

“I guess my question would be, ‘Is the change in ranking real, or a result of the different methodology?’ ” Kirby said.

Kirby, whose organization has released a regional report based on aerial photographs since 1993, said Washington congestion is indeed worsening overall, but that it is very time- and location-specific and has actually improved in some spots.

There is one cause for hope: Washington is unlikely to ever overtake Los Angeles, where drivers spend a whopping 72 hours a year mired in delays.

Posted by M at 18:34:45 | Permalink | No Comments »

Rose Bowl cyclists on rough road with officials

For 60 years, riders have trained in packs around the Rose Bowl. Now the city is addressing rising concerns about safety.
By Bob Pool, Los Angeles Times Staff Writer September 18, 2007

With a whoosh, the pack of bicyclists bears down on an automobile starting to pull away from the curb in front of the Brookside Golf Club in Pasadena.

“Car!” shouts one of the riders in the front. “Car!” repeats someone deep within the pack.

 

Graphic

As one, the 150 cyclists veer slightly to the left and careen past the startled driver. In a flash, they’re gone.

Rattled, the motorist peers into his rearview mirror searching for more bicyclists. But there are none.


“A lot of time, people are not used to seeing a bicycle travel at this speed. They misjudge how fast these bicycles will be on you,” said racer Fernando Burgos, who has stopped next to Rosemont Avenue to watch his friends zoom past. “They probably think the bikes are going 12 miles an hour, when in fact they’re going 25 miles an hour.”

Or 35 or 40 miles an hour. That’s how fast they ride twice a week around the Rose Bowl in Pasadena.

For 60 years bike racers riding handlebar-to-handlebar in packs — known to bicyclists as a “peloton” — have trained and conditioned themselves by pedaling laps around the famed football stadium. The tighter the racers group themselves together, the less wind resistance they experience. And the faster they go.

There are occasional mishaps. They can run into cars, sideswipe pedestrians or joggers, and veer into each other. Lately, though, the bicyclists have been on a collision course with Pasadena city leaders.

Officials have set a deadline for peloton riders to help figure out how to coexist with others when they circle the outside of the football stadium.

As many as 150 pack riders turn out each Tuesday and Thursday for Rose Bowl rides. Beginning promptly at 5:55 p.m., bicyclists take 10 laps around a three-mile loop, ending at about 7:05 p.m. The rides are held during summertime months when daylight saving time is in effect.

But the early evening hours are also prime exercise time for thousands of joggers, walkers, skaters and baby-stroller pushers who also enjoy circling the stadium while the sun is setting beyond the arroyo’s steep wall.

Bike racers sometimes crash into pedestrians. And clash with motorists, golfers and soccer players.

Complaints involving the encounters prompted an investigation by the Pasadena Police Department, which led to a proposed crackdown on peloton riders at the Rose Bowl and elsewhere in the city.

Pasadena Police Chief Bernard Melekian told City Council members that pack racing had grown dangerous. He played a video of peloton riders speeding around the Rose Bowl, forcing automobiles off the roadway, swerving around recreational bicyclists and joggers, and spilling over the streets’ yellow lines into oncoming traffic lanes.

Melekian said the pack riders are seemingly unorganized, with no group in charge or in a position of authority to set rules or procedures.

His officers cannot enforce traffic laws during the twice-weekly rides because the cyclists are in a tight pack and are dressed in similar uniforms and helmets, Melekian said.

“Identifying individual riders gets to be problematic,” he said. “The reality is there are some concerns that once the peloton gets going there could be chain-reaction crashes” if police tried to pull a rider over.

Councilman Sidney Tyler said the pack riders were spectacular — but dangerous.

“I do find the pelotons interesting to watch, but intimidating, particularly when they come up behind me or groups of pedestrians trying to enjoy the experience of the Rose Bowl,” Tyler said at a council meeting. “There are enormous numbers of people trying to enjoy the experience down there too.”

The city criticism roiled the local biking community — and prompted peloton fans to go on the offensive.

“The Rose Bowl ride is famous across the country,” said Katie Safford, a national cycling champion who lives in Pasadena. She told the council that despite the pack’s unorganized look, tradition dictates that newer riders are educated by veterans on how to maneuver.

“We can’t go fast enough riding two abreast to get the training we need,” Safford said.

The city talked about a ban on bicyclists riding more than two abreast without a permit. Bike riders across Los Angeles responded by demanding that they be allowed to self-police the Rose Bowl rides and work with city leaders on ways to control traffic during the Tuesday and Thursday evening pelotons.

Private meetings followed with bicyclists, police and Rose Bowl operators. Everyone agreed to cool the rhetoric and work for the next six months on a compromise.

Among the changes now being considered: Turning the roadway loop around the Rose Bowl into a one-way street, limiting automobile traffic during the Tuesday-Thursday rides, and requiring joggers and walkers to move counterclockwise toward oncoming bicyclists.

Back at the Rose Bowl, it appeared the bike riders were being extra cautious. They stayed on their side of the roadway. They shouted out warnings to each other when motorists pulled in front of them. They refrained from yelling at joggers and walkers who absent-mindedly stepped in their path.

“We’re working together to try and make a workable arrangement so all user groups are treated equally and we’re not singled out as the mean guys here,” said rider Pat Nay, a Pasadena sports massage therapist. “Because we’re not.”

Burgos, a Redondo Beach psychotherapist, described fellow pack riders as “law-abiding citizens” who care about Pasadenawhether they live there or not.

“Pasadena provides us with a safe opportunity, and we want to respect the city and what they’ve given us. We want to pass this on to the next generation,” he said.

It seemed to be working.

Exercise walker Bob Kirby, a semi-retired investment consultant from La Canada Flintridge, said he believes all Rose Bowl users can peacefully coexist.

“I stay out of their way and they’ve been courteous to me,” he said of the cyclists. “I think a lot of people don’t pay attention. I’ve seen some of the riders go down because they’ve been sideswiped and what have you. And that’s sad because people are so irresponsible.”

On the other side of the Rose Bowl, Kristin Rozsa of La Crescenta was pushing 1-year-old daughter Isabelle in a baby stroller as the colorful peloton whizzed by.

“Isabelle loves looking at them. They seem to stay out of our lane,” Rozsa said. “The city shouldn’t ban them.”

Posted by M at 14:16:21 | Permalink | No Comments »

Building a Dam in a Bid to End Afghan Instability

Joao Silva for The New York Times

Repairs of the half-century-old dam at Kajaki Reservoir may cost up to $500 million. It is the largest project planned by the U.S.

By CARLOTTA GALL Published: September 18, 2007

KAJAKI DAM, Afghanistan — The police posts on the hilltops around Kajaki Dam look out over empty villages and a deserted bazaar, where weeds grow and rubbish blows down the street. The population left a year and a half ago and only a few hundred people remain here, most of them soldiers and police officers guarding Afghanistan’s jewel of industry, its largest hydroelectric dam, against Taliban insurgents.

In The Middle
Joao Silva for The New York Times
The Taliban are dug in a few miles beyond the dam and have cut off access roads in otherwise deserted villages like Tangy.
The New York Times
Helmand is the most problematic of Afghan provinces.

The Taliban are dug in a few miles beyond in otherwise deserted villages and have cut off all access roads, holding this tiny community in a stranglehold. British troops, here for the last eight months, have held them back, but only enough to create a security bubble some four miles in diameter around the dam.

This is where the United States government plans its largest project in Afghanistan, the repair and upgrade of the half-century-old dam, which American officials say will cost $150 million during its first year and up to $500 million in total. The project will include the construction of a 55-mile road to the dam through Taliban-held country, the installation of an additional turbine and the building of new transmission lines and substations to bring electricity to 1.7 million people in southern Afghanistan. American officials say more than 4,000 jobs will be created at the height of construction.

An ambitious project, considering that Kajaki lies in northern Helmand province — the most problematic of all Afghanistan’s provinces, with uncontrolled poppy cultivation and at least half the land under the control of Taliban insurgents, drug lords and smugglers. Heavy fighting between insurgents and American and NATO forces occurs daily.

Yet for those very reasons, the United States Agency for International Development, the government agency coordinating American aid projects in Afghanistan, is focusing on Helmand like no other province. Alongside plans for the Kajaki Dam, it is supporting agricultural, educational and health programs in an attempt to wean farmers off poppy cultivation and workers away from fighting.

“We are developing a strategy as if Helmand were a country,” said a Usaid official, who did not wish to be identified, citing agency policy. “If Helmand was a country, it would be the fifth largest Usaid country project in the world,” he said.

Yet the violence in Helmand, which escalated last year as the Taliban swarmed in while British troops were deploying to the province, has already delayed work on the Kajaki Dam for a year. Even if the situation improves enough to start work on the road in the coming months, the installation of a new turbine, which is too heavy to be airlifted and has to be trucked in, and new transmission lines will not be completed until the end of 2008.

In the tiny community of British soldiers and local police officers and security guards living at Kajaki, that is unbearably far off. They live in limbo, cut off from normal life, unable to travel far beyond the camp or the deserted bazaar for fear of the Taliban. The policemen have not had relief or seen their families in more than a year and a half and went unpaid until recently.

Some foreign assistance did come to Kajaki after the fall of the Taliban in 2001, Afghan engineers at the dam said. Germans repaired one of the two American Westinghouse turbines installed at the dam in 1975, bringing it back up to its full 18-megawatt capacity. A Chinese company was to begin work on a new turbine. Indians repaired a crane in the power station at the base of the 300-foot-high dam, and Americans built housing for foreign workers and hired guards.

But when the Taliban moved into the area last year and rained rockets down on the camp, the foreigners pulled out, and many Afghan civilians left as well. The foreigners’ promises of development, including a clinic, a school and roads, evaporated.

“People are thinking they are not serious,” said Muhammad Zaman, 43, the engineer on duty at the power station one afternoon. “It is six years they are promising,” he said.

Yet the power station workers — 43 workers on 24-hour shifts — keep coming to work from nearby villages and have managed to persuade the Taliban to let them cross the front line.

“We always talk to the Taliban and tell them this is an important project — it will bring more electricity and save on oil, power, and will save water,” Mr. Zaman said. “To some extent they agree, but there are some who come from Pakistan, and they are saying that the project should not go forward.”

The Taliban leadership is widely believed to be operating out of the city of Quetta in Pakistan and has sought to disrupt assistance programs and prevent people from cooperating with the government and foreign forces.

The civilians of the Kajaki area are suffering the most from the standoff, driven from their homes and unable to farm their fields, the workers said.

“I am worried about the villagers,” said Haji Abdul Razziq, the district chief. “They are poor and now they are scattered in the desert, living under trees and bushes, beneath the mountains. They are in a very bad situation, between life and death. Seven children have died from the severe heat.”

Mr. Abdul Razziq said that an old man had come to see him and told him he was going around begging at night because he was so ashamed to be seen.

The winter would be worse for the 600 families who have been displaced from their homes south of the camp, he warned. Hundreds more have left villages to the north.

“The only way to help them is to clear the Taliban away completely from the area, then you can help the people,” Mr. Abdul Razziq said. “At the moment the enemy has become so weak, they just need a slight push.”

Yet when British troops conducted a patrol to the village of Mazdurak, just a few miles to the north, they came under fire from three directions and had to call in a deafening barrage of artillery and air support to knock the Taliban out.

There will be little relief for the displaced families in the coming months, let alone progress on the dam, British soldiers warned. So far, their orders are only to preserve the four-mile buffer zone while the bulk of British forces in Helmand concentrate on areas farther south.

“It’s a huge undertaking to build and secure a route to get equipment in,” said Maj. Tony Borgnis, a company commander with the Royal Anglian Regiment, which has been fighting the Taliban farther south for the last five months. “I cannot see it happening in my tenure,” he said.

Posted by M at 13:15:12 | Permalink | No Comments »