A few 7000-series trains are back — but there could be more

Metro has been running fewer of its newest 7000-series railcars than allowed, according to data analyzed by Greater Greater Washington. The agency received permission to run up to eight of the trains per day in service, but averaged just half that on weekdays.

The rail transit agency received permission from the Washington Metrorail Safety Commission (WMSC) on May 19 to run up to eight 7000-series trains per day in service. After the 7000-series cars were grounded in October, 2021 when one of them derailed, the WMSC implemented an order requiring Metro to obtain their permission to restore any of the cars, adding in additional safety checks to reduce the risk of another derailment.

The 7000-series cars returned on June 16, and Metro Interim General Manager Andy Off rode one of the first trains of the day up from Huntington on the Yellow Line. Metro ran on average five of the eight allowed 7000-series trains on that first day between 6 am and 10 pm, according to data from MetroHero, a third-party app that tracks DC-area transit system performance.

Through July 6, MetroHero founder James Pizzurro says Metro has run just under four trains on average each weekday between 6 am and 10 pm, well below the eight allowed. The graphic above includes weekends, when Metro hasn’t been running the new trains, and shows a lower average value.

The railcars are primarily being used to add capacity on the Yellow and Green lines at the moment, although train frequencies have not been increased. While the 7000-series can run as either four, six, or eight-car trains, the agency has chosen to only run them in the full eight-car length. Combined with the agency’s current lack of railcars causing all older trains to run with only six cars, the 7000-series trains provide a 25% capacity bump.

New data cataloging procedure, new problem

Metro’s plan to bring back more 7000’s has three parts, and the agency is currently in Phase 1, which has been troublesome to fulfill. Metro announced on July 6 that they would be “withholding” its 7000-series trains from service while it “adjusts” the daily inspection routine required by its restoration plan to hopefully more consistently put into service the 7000-series trains it wants to use.

Each 7000-series railcar is required to be inspected before it can be put into service. After the car is used for one Metrorail service day, it needs to be inspected again before the next. The inspection protocol itself requires the time and effort of four Metro workers: two to perform the actual inspection, one to supervise, and one quality assurance specialist. It’s unknown exactly how long it takes to inspect an entire train, but a previous inspection protocol took about three hours per train.

But unlike the previous inspection protocol that Metro implemented in December, the wheelset inspection data now being collected is being fed into Metro’s digital asset management system, Maximo. The data from each cars’ prior inspection are then pre-populated on the next day’s inspection forms, giving maintenance personnel immediate feedback to know if the wheels on the axle have moved at all.

The intricacies of the inspection protocol may be part of the reasons behind why Metro hasn’t yet steadily been putting all eight allowed trains into service. The protocol begins with a validation of the Digital Indicator Gauge, the tool used to measure how far apart the wheels on each railcar axle are. While calibration of the tool only occurs annually, validation of it is expected to occur at the beginning of every shift where it’s used.

With the gauge in hand, each set of four employees has to perform the wheelset inspections, confirm the inspection was done properly, record the data on paper, verify the measurements were properly recorded, and then sign off on the form.

The inspections can also only be performed over an open “pit” which provides employees access below the train, which limits where they can be performed and adds in movement time needed to position the train properly.

Once the data is initially collected, it now needs to be put into Maximo. Metro’s protocol intends for staff to download inspection sheets specific to each car from Maximo, where the inspection forms are pre-populated with the last available inspection data. These sheets are then unique to each car, and can only be generated and printed once the prior days’ inspection data are entered into the system.

The fleet reappears while “paused” to make adjustments

Metro on Wednesday, July 6 said it would be “withholding” use of its 7000-series cars while it makes adjustments to its daily inspection process. Multiple reporters requested clarification from Metro, but specific details from the agency were not forthcoming.

“The senior managers overseeing the process are adjusting and perfecting our ability to perform timely inspections,” a statement from Metro to WAMU said. “This pause is necessary to reset the process and provide adequate time for data collection going forward.”

The agency previously stopped using its 7000-series trains for several days before the Fourth of July due to a “data backlog” entering inspection information into Maximo. The eight trains were back for the big event, although only four were seen the day after.

At least four 7000-series trains were detected by MetroHero on July 7, the day after Metro said it would be temporarily pausing their use. Three were seen in use on July 8 as well.

Extra cars needed to increase train frequencies, respond to demand

The difficulties presented by grounding the 7000-series railcars, which make up 60% of Metro’s fleet, were combined with the temporary grounding of the agency’s 6000-series railcar fleet from the year prior. Metro was required to rehabilitate all the 6000-series cars to ensure they don’t accidentally separate on the tracks, but that work is still not yet done; supply chain issues have slowed work allowing all 182 of those cars to be reintroduced back into service.

But the agency announced in June that Orange, Silver and Blue lines would run more frequently sometime in July - every 15 minutes, up from every 20. Running more trains on these lines requires more railcars, which means the agency needs to ensure it has enough railcars ready to go each day - legacy, 7000, or a combination of both - to meet the increased need.

The agency itself hopes its actions are able to generate more demand, too. The agency recently decreased the cost of its monthly rail passes, making them cheaper for frequent riders. Weeknight Metrorail trips also joined the $2 club - any trip taken after 9:30 pm is now just $2, rather than being charged based on distance.

New rail service out to Dulles Airport and Loudoun County is also expected to start sometime this fall, and the agency expects the six new stations to be a hit. Additional Silver Line trains will be needed to serve the new stations, further increasing the number of railcars that need to be ready for service each day. The Silver Line extension includes the opening of Metro’s newest rail yard, which will include maintenance shops and railcar storage.

Phases 2 and 3 of Metro’s 7000-series Return To Service plan will give the agency the ability to put many more 7000-series cars into service, but as of yet there is no date on when those two phases might begin.