Reports of Metro track defects sat in a database without action for years. One reason: Poor training.

A Silver Line train derailed last month because rail ties had deteriorated and the tracks had moved apart. Metro track inspectors had noticed years earlier, but it was “misclassified” in WMATA’s database and never got fixed. Meanwhile, inspectors weren’t checking all the places they were supposed to. One big reason for all these failures: bad training.

As we’ve found out since the derailment, track inspectors weren’t properly inspecting interlockings in the rail system, the spots where trains cross over from one track to another. Just like the main tracks, these are supposed to be inspected twice per week.

However, WMATA’s top managers don’t believe that was occurring, General Manager/CEO Paul Wiedefeld and Chief Safety Officer Pat Lavin explained at a special WMATA Board meeting on Thursday.

These track inspections, along with those automated and performed by the Track Geometry Vehicle, then go into Metro’s issue tracking database, MAXIMO.

It would be bad enough if the inspections are potentially missing issues. However, the agency can’t even trust the defect reports logged in MAXIMO. In a track integrity report the Federal Transit Administration released two weeks ago, Metro staff say they have only “approximately 75 percent” confidence that the data in MAXIMO is accurate, and thus useful.

To lose track of defects or to not be able to validate data in the system may have contributed to the East Falls Church derailment. The rotten rail tie defect reports were “incorrectly classified” and sat in the system for years without being properly escalated to the more serious priority that they warranted.

Metro has now awarded yet another contract to essentially rebuild its MAXIMO database with new track inspections, re-finding all the track defects that exist so that the agency has a known “good” list of issues in the system. This could be cheaper than trying to weed out the good vs the bad in the existing database.

Training is a big source of problems

Whether train operators are instructed not to set parking brakes overnight or track inspectors don’t have the experience to properly identify and log defects, employee knowledge gaps are contributing to Metro’s safety problems.

The FTA report said that track walkers go through an 18-week training program before being allowed to inspect the tracks, but that this training is insufficient:

The current training program is based on hiring employees from the street, without prior track knowledge and experience. The training does not provide a formal mentoring program for Track Walkers nor does it provide on-going training, specialized modules or workshops. Recertification and re-qualification appears to be limited to a one hour activity that centers largely on validating an employee’s measurement skills. Additionally, there does not appear to be a training or on-going training program for supervisors who oversee the Track Walkers.

The agency is bringing in six Federal Railroad Administration-certified track inspectors for a short-term four-month contract to help give the system a fresh look by outsiders. One of Lavin’s goals for this group is that they help give on-the-job training to Metro’s nearly 60 track inspectors, some of whom have only been with Metro for maybe a year or two.

Not only is classroom training important, but also the practical hands-on side of it: touching the rails, inspecting fasteners and clips, and so on.

After reviewing the East Falls Church incident, Metro’s staff came to the conclusion that “standards are appropriate, [but we] must focus on front line training and enforcing compliance to standards.” One of the ways to start rectifying this? Have track walkers work with the experienced inspectors to pick up their habits and learn how to do the job better.

In addition, WMATA commissioned a peer review. from the the American Public Transportation Association. Based on its conclusions, a group from the University of Tennessee will be heading to Metro for two weeks in September. Metro’s track inspectors will use these two weeks for additional track inspection training to help fill in knowledge gaps.

Even train operators need more training, according to reports including a recent one from the FTA. Operators aren’t familiar enough with where the signals are on the tracks, the proper maintenance and troubleshooting of their trains (especially the newer 7000-series ones), and standard operating procedures of how to store trains in rail yards.

While some issues around both track inspections and train operations are a part of the culture deficiencies that Metro managers are trying to fix, others boil down to simply training employees so they can do their jobs successfully and safely. This is just one of the steps needed to boost morale and rebuild employees’ confidence so they can make Metro’s rail system once again safe and reliable.