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Metro will resume rail service at 5 a.m. Thursday Metro will resume rail service at 5 a.m. Thursday
(about 2 hours later)
Washington’s Metro system will resume rail service at 5 a.m. Thursday after an emergency one-day shutdown that caused chaos throughout the region. Washington’s Metro system will resume rail service at 5 a.m. Thursday after an emergency one-day shutdown that caused disruption and anxiety in the region.
Metro General Manager Paul J. Wiedefeld said that as of 5 p.m., crews had completed inspections of 80 percent of the 600 “jumper cables” identical to the one that caught fire Monday and crippled service on three rail lines. Metro General Manager Paul J. Wiedefeld said that inspectors had identified 26 areas where electrical cables or the boots that connect them to the third rails were damaged or frayed, and that with some of the system still to be inspected overnight, the number could rise.
Crews inspecting 22 zones, identified 26 areas with defects and completed repairs to 18 of those. It was hoped the remaining could be completed overnight. If that was not possible, or if other problems were found, it’s possible Thursday’s opening might include single-tracking or other service modifications, Wiedefeld said. He called three of the problems — near the McPherson Square, Foggy Bottom and Potomac Avenue stations in the heart of downtown Washington — “show stoppers” that would have caused a shutdown of train service in those areas if discovered in the course of routine inspections. Though they would not necessarily have caused a fire, he said that they needed immediate repair.
“The shutdown today was necessary,” he said. But he acknowledged that “today presented a hardship for the region.”
Wiedefeld said that if they were not able to complete all the repairs by his 5 a.m. deadline, trains would single-track around problem areas or shuttle bus service would be offered between Metro stations.
Meeting with reporters, Wiedefeld showed a video of one exposed jumper cable that looked like a jumble of wires, its insulation peeled away.Meeting with reporters, Wiedefeld showed a video of one exposed jumper cable that looked like a jumble of wires, its insulation peeled away.
“Today presented a hardship for the region,” Wiedefeld acknowledged, thanking the public for its patience. Riders were relieved that the fixes were being made and that the system would reopen Thursday. “I hope everything is straight,” said Bruce Milles, 28, who sat at a busy I Street stop, waiting for a bus home. His commute Wednesday was too difficult, he said. It took three buses to get from his Brookland home in Northeast Washington to the Pentagon City restaurant where he works.
The U.S. Department of Transportation announced Wednesday that it plans to launch a safety inspection blitz of the Metro rail system beginning next week to review red-light running by train operators, imperfections in tracks and misuse of hand brakes. “Thank God they are opening,” he said.
Transportation Secretary Anthony Foxx said the Federal Transit Administration (FTA) would redirect millions of dollars in money unspent by Metro to address safety concerns. The emphasis on safety would continue.
The unprecedented one-day shutdown of the 100-mile rail system, on which passengers take 712,800 trips on an average weekday, came two days after electrical fire that was eerily reminiscent of one last year that resulted in one death and sent scores more to the hospital. The U.S. Department of Transportation announced Wednesday that it plans to launch a safety inspection blitz of the Metro rail system, beginning next week, to review red-light running by train operators, imperfections in tracks and misuse of hand brakes.
The region lurched through the first day since 1976 in which Metro was shut down for something other blizzard or hurricane passing through. Unlike those rare instances, the federal government, schools and offices were fully open for business. Transportation Secretary Anthony Foxx said the Federal Transit Administration (FTA) would redirect hundreds of millions of dollars in money unspent by Metro to address safety concerns.
But much has changed in 40 years, perhaps foremost among them the ability to telecommute rather than journey to a workplace. Thousands of people clearly did just that. The unprecedented one-day shutdown of the 100-mile rail system, on which passengers take 712,800 trips on an average weekday, came two days after a “jumper cable” electrical fire that was eerily reminiscent of one last year that resulted in one death and sent scores more to the hospital.
During both morning and evening rush hour, traffic was not much heavier than normal on a Wednesday, and some drivers found it lighter than average. Some buses were more crowded than usual at peak hours, but riders reported that often there were seats or room to crowd in. The region lurched through the first day since 1976 in which Metro was shut down for something other than a blizzard or hurricane. Unlike those rare instances, the federal government, schools and offices were fully open for business on Wednesday.
The District’s taxis were out in force, but many drivers said that fares were not as plentiful as they had hoped. But much has changed in 40 years, perhaps foremost among them the ability to tele-commute rather than journey to a workplace. Thousands of people did just that.
Bicycles were out in numbers on pleasant spring day, and some riders said they had dusted them off after winter in the basement. More than twice as many bicyclists and pedestrians crossed the Key Bridge between Rosslyn and Georgetown this morning as normal, numbers from Arlington County’s automated counters show. During both morning and evening rush hours, traffic was not much heavier than usual for a Wednesday, and some drivers found it lighter than average. Some buses were more crowded than usual at peak hours, but riders reported that there often were seats or room to crowd in.
Traffic experts said it would be days before clear conclusions can be drawn about how badly – or gently – the absence of Metro hit the region during peak periods Wednesday. Bicycles were out in numbers on a pleasant spring day, and some riders said that they had dusted them off after a winter in the basement. More than twice as many bicyclists and pedestrians as normal crossed the Key Bridge between Rosslyn and Georgetown this morning, numbers from Arlington County’s automated counters showed.
“I don’t have a definite picture. From just rough estimates, I don’t think it was as bad as it could have been. Nothing too crazy,” said one Washington area traffic data analyst, who preferred not to be quoted without a pile of clear data in hand. Traffic experts said it would be days before clear conclusions can be drawn about how badly – or gently – the absence of Metro hit the region.
Metro management and the leadership of the three jurisdictions the system serves — D.C., Maryland and Virginia — came under scathing attack on Capitol Hill on Wednesday as the Senate Appropriations Committee considered a transportation bill. The evening rush in central Washington had swaths of misery, as ever, with some places hit harder than usual and others sputtering along as they do daily.
“We have a couple that are normal, we have a couple that are a little heavier than normal, and we have a couple that are lighter than normal,” said District police spokesman Lt. Sean Conboy.
Metro management and the leadership of the three jurisdictions the system serves — the District, Maryland and Virginia — came under attack on Capitol Hill on Wednesday as the Senate Appropriations Committee considered a transportation bill.
[Tracking Metro’s biggest meltdowns][Tracking Metro’s biggest meltdowns]
The hearing brought together Foxx and Sen. Barbara Mikulski (D-Md.), who took turns lambasting the failings of the system that led to the shutdown. The hearing brought together Foxx and Sen. Barbara Mikulski (D-Md.), who took turns lambasting the failings that led to the shutdown of the system.
“It was drastic. It was disruptive. And yet I believe was necessary,” Mikulski said. “We have called for years now for a culture of safety, but what we get is a culture of resistance to making changes for safety.”“It was drastic. It was disruptive. And yet I believe was necessary,” Mikulski said. “We have called for years now for a culture of safety, but what we get is a culture of resistance to making changes for safety.”
Mikulski ran through a litany of steps that had been taken to revive the Metro system without appreciable success.Mikulski ran through a litany of steps that had been taken to revive the Metro system without appreciable success.
“My constituents and those in the District of Columbia and Virginia say, ‘Well, we’ll tough it out for one day, but is this change going to be reliable, is it going to be sustainable, is it going to stick?’” she asked Foxx. “My constituents and those in the District of Columbia and Virginia say, ‘Well, we’ll tough it out for one day, but is this change going to be reliable, is it going to be sustainable, is it going to stick?’ ” she told Foxx.
Foxx agreed that “the culture down there has to change.”Foxx agreed that “the culture down there has to change.”
He said the FTA would begin a safety inspection “blitz” next week in three key areas, red signal overruns, use of hand brakes and track integrity He reiterated his frustration over the failure of the region’s leaders to create a new safety oversight body for Metro. The FTA took over that function last year after concluding that the current body — the Tri-State Oversight Committee — was a failure.
He reiterated his frustration with the failure of the region’s leaders to create a new safety oversight body for Metro. The FTA took over that function last year after concluding that the current body — the Tri-State Oversight Committee — was a failure. The three jurisdictions have agreed to set up a more powerful body, to be called the Metro Safety Commission. But that process has been delayed by as much as a year because neither Virginia nor Maryland moved to obtain necessary approval from their general assemblies this year.
The three jurisdictions have agreed to set up a more powerful body, to be called a Metro Safety Commission. But that process has been delayed by as much as a year because neither Virginia nor Maryland moved to obtain necessary approval from their general assemblies during this year’s legislative sessions. Foxx said that Metro had received hundreds of millions of dollars in federal funding for various purposes over the years that remained unspent. He said the FTA was scrutinizing that money with the intent to instruct the Washington Metropolitan Area Transit Authority to divert the money to address safety concerns.
Foxx said that Metro had received millions of dollars in federal funding for various purposes over the years that remained unspent. He said the FTA was scrutinizing that money with the intent to instruct WMATA to divert the money to address safety concerns.
“We have the authority to direct that they use those moneys to focus on their safety priorities,” Foxx said. “Rest assured that we’re going to make sure that resources are not the issue. But I think that the point is that I don’t think it is just resources. I think it is culture and I think it is a deliberate decision that is needed from everyone involved in this to focus relentlessly on safety.”“We have the authority to direct that they use those moneys to focus on their safety priorities,” Foxx said. “Rest assured that we’re going to make sure that resources are not the issue. But I think that the point is that I don’t think it is just resources. I think it is culture and I think it is a deliberate decision that is needed from everyone involved in this to focus relentlessly on safety.”
[Metro delays caused by cable problem similar to last year’s fatal smoke incident][Metro delays caused by cable problem similar to last year’s fatal smoke incident]
Experiencing a commute in the D.C. region without a working Metro system revealed two drastically different experiences, much of it depending on what people did for a living and, to some extent, how much money they make.Experiencing a commute in the D.C. region without a working Metro system revealed two drastically different experiences, much of it depending on what people did for a living and, to some extent, how much money they make.
That’s why, experts say, many drivers, particularly on roads leading into the city from some suburbs and beyond, actually found noticeably lighter traffic than usual while some bus riders spent several hours navigating bus routes that were so jammed that buses occasionally couldn’t pick up new passengers. That’s why, experts said, many drivers, particularly on roads leading into the city from some suburbs and beyond, actually found noticeably lighter traffic than usual while some bus riders spent several hours navigating routes that were so jammed that buses occasionally couldn’t pick up new passengers.
“It shows the economic divide that exists in every city,” said Tom Murphy, a senior fellow at the Urban Land Institute. “It shows the economic divide that exists in every city,” said Tom Murphy, a senior fellow at the Urban Land Institute who was mayor of Pittsburgh from 1994 to 2006.
The many workers– most likely in white-collar jobs– who could have driven but had the option of working from home and did so, freed up space on the roads, particularly those leading from more the region’s affluent suburbs. Meanwhile, many workers in lower-wage service jobs, particularly those who can’t afford a car or did not have the option of tele-working, were left packed on buses. The many workers — most likely in white-collar jobs — who could have driven but had the option of working from home and did so, freed up space on the roads. Meanwhile, many workers in lower-wage service jobs, particularly those who can’t afford a car or did not have the option of telecommuting, were left packed on buses.
Murphy said he noticed that Rock Creek Parkway in Northwest D.C. had significantly lighter traffic than usual – “It was almost like a holiday,” he said. Murphy said he noticed that Rock Creek Parkway in Northwest Washington had significantly lighter traffic than usual: “It was almost like a holiday,” he said.
But he also heard stories of people jammed on buses in other parts of the city.But he also heard stories of people jammed on buses in other parts of the city.
“I was shocked at how little traffic there was,” said Murphy, a frequent Metro rider who was able to walk to work Wednesday.“I was shocked at how little traffic there was,” said Murphy, a frequent Metro rider who was able to walk to work Wednesday.
But many people, he noted, had no other option but to find a way to get to work.But many people, he noted, had no other option but to find a way to get to work.
“People who work in restaurants need to be there,” Murphy said. “There’s no way to tele-commute as a waiter or waitress. I think people don’t always remember that for an important part of the population, transit is their means of movement, and they don’t have other options.” “People who work in restaurants need to be there,” Murphy said. “There’s no way to telecommute as a waiter or waitress. I think people don’t always remember that for an important part of the population, transit is their means of movement, and they don’t have other options.”
Murphy noted that half of his office worked from home Wednesday, while the building’s maintenance worker, who usually takes Metro, rode his bike 2-1/2 hours to get to work. Murphy noted that half of his office worked from home Wednesday, while the building’s maintenance worker, who usually takes Metro, rode his bike 2 1/2 hours to get to work.
“These are people who are making sure the elevators run and the food is cooked and served in restaurants,” said Murphy, who was mayor of Pittsburgh from 1994 to 2006. “It’s a whole infrastructure that makes everything else work in Washington, and a very big percentage of those people depend on transit.” “These are people who are making sure the elevators run and the food is cooked and served in restaurants,” Murphy said. “It’s a whole infrastructure that makes everything else work in Washington, and a very big percentage of those people depend on transit.”
One of them was Kuing Hu, who stepped off the 26 bus and walked into the Largo Town Center Metro station on Wednesday. She saw it was deserted and realized something was amiss. One of them was Kuing Hu, who stepped off the 26 bus and walked into the Largo Town Center Metro station Wednesday. She saw it was deserted and realized that something was amiss.
“Oh my god,” she muttered. “Oh, my God,” she muttered.
A station official stepped out to explain that the system was closed and offer alternatives. Hu hadn’t watched news or noticed messages on her commute home Tuesday. A station official stepped out to explain that the system was closed and offered alternatives. Hu had not watched the television news or noticed messages on her commute home Tuesday.
“If I need to pay more money, I cannot go to work,” Hu responded when presented with options for multiple bus transfers or hailing a cab. “It’s just today?”“If I need to pay more money, I cannot go to work,” Hu responded when presented with options for multiple bus transfers or hailing a cab. “It’s just today?”
Mantill Williams, a spokesman for the American Public Transportation Association, noted another wrinkle– namely the Washington region’s uniqueness in having so many workers who are considered “essential.” CIA agents and cyber-security experts likely can’t work from home, he noted.
Certain types of only-in-Washington jobs, more than income level, required some people to suffer through a jammed bus ride or ride a bike or walk, he said.
Traffic getting into the city from Virginia likely was worse because the relatively few Potomac River crossings quickly become bottlenecks, even on a typical day, Williams said.
Taran Hutchinson kept a bird’s eye view on the region’s traffic from College Park, starting at 4 a.m., in his job as facilitator for the Metropolitan Area
Transportation Operations Coordination (MATOC) program. MATOC was set up after the Sept. 11, 2001 terrorist attacks to monitor and coordinate the region’s traffic, particularly during major events and emergencies.
Hutchinson said he couldn’t comment on the socio-economics of who was driving where Wednesday morning, but he noticed that highways on the southern side of the District — particularly I-295 and I-395 — were more congested than I-270 to the north and I-66 and the Dulles Toll Road to the west. He suspected that much of the I-395 traffic might have been heading to the Pentagon, which serves as a major bus hub.
“Some [commuting] stories were absolutely horrible,” Hutchinson said, “and in other areas, people had a fine commute.”
Overall, he said, the morning was “relatively normal” for a mid-week commute. The key, he said, was the federal government allowing workers to tele-work or take unscheduled leave, and many other major employers following the government’s lead.
“I think a lot of folks took advantage of that,” Hutchinson said of the traffic mayhem that was feared but never arrived. “For folks who had to go in [to work], they had challenges. But I think we got through the morning pretty well, considering what we were up against.”
Metrorail’s 40th anniversary is a week from Sunday. On March 27, 1976, a 4.6-mile, fishhook-shaped stretch of the embryonic Red Line opened, between the Farragut North and Rhode Island Avenue stations. Since that day, when tens of thousands of inaugural riders crowded aboard Washington’s newest public transportation marvel, the system has spread across the city and into the suburbs, with six rail lines, 91 stations and 100-plus route miles of tracks.
Peter Herman, Arelis Hernandez, Dana Hedgpeth, Paul Duggan, Hamil Harris, Luz Lazo, Michael Laris, Michael Rosenwald, Katherine Shaver, Perry Stein, Antonio Olivo, Fenit Nirappil and Michael E. Ruane and contributed to this report.
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