WMSC issues stay on WMATA rail operator training; rail service impacts avoided

A series of directives issued late in the afternoon of Jan. 13 by the Washington Metrorail Safety Commission (WMSC) to the Washington Metropolitan Area Transit Authority (WMATA) created a whirlwind of developments in which a directive to pull certain rail operators from service due to improper training was stayed, service cuts were announced and then recalled and the relationship between the District of Columbia region’s transit operator and its safety oversight entity seemed to fray hour by hour.

A timeline of developments

On Friday, Jan. 13, WMATA outlined new rail operator training enhancements following an internal safety investigation determination that some recently certified rail operators did not receive the proper sequence of non-passenger and in-service training. WMATA says “within minutes” of its enhanced training announcement, WMSC sent three emails, one pertaining to Train Operator Deficiencies in which rail operators without the proper training would be pulled from service until additional “stick time” training could be completed. A second directive delayed WMATA’s plans to return additional 7000-series trains to service and a the third dealt with Roadway Worker Protection Training. The authority said the directives regarding operator training and the return of additional 7000-series trains meant service would be reduced on the Blue, Orange and Silver lines starting on Jan. 17 while it appealed the two WMSC directives.

Later in the afternoon on Jan. 16, WSMC issued a stay on the rail operators being pulled from service and gave WMATA until Jan. 24 to provide the oversight agency with a list of operators who were certified using irregular training. WMATA says WMSC also committed to expediate its review of the next steps of the 7000-series return to service plan; two actions that prompted WMATA to recall the planned reduction in service on the Blue, Orange and Silver lines.

At a press briefing held on Jan. 16, WMATA Board Chair Paul C. Smedberg said, “Safety is an absolute core value for Metro – full stop.”

He noted the relationship between WMSC and WMATA had become structurally untenable, with additional members of WMATA’s board expressing their exasperation and describing WMSC as blurring the lines between oversight responsibilities and operations.

However, WMSC does not believe any lines have been blurred.

“The WMSC carries out its duties in accordance with the WMSC Compact and WMSC Program Standard. This includes holding Metrorail to Metrorail's own safety commitments and procedures that Metrorail has established to provide for the safety of riders, worker and first responders,” said Max Smith, WMSC spokesman.

Where are the training discrepancies

WMATA explains its rail operators undergo several weeks of classroom training, followed by a written practical exam that must be passed before eight weeks of Yard Practical Training (YPT) begins where trainees receive eight hours of in-person, non-passenger training with an instructor on the mainline. The YPT is followed by 30 hours of in-revenue service training with an instructor, followed by a practical exam that must be passed for certification and follow-up assessments at the 30-day, 60-day and 90-day marks.

The issue with rail operator training surrounds the distribution of training time in YPT and revenue service. WMATA says all certified rail operators have a minimum of 38 hours of “stick time,” but recently certified rail operators may have received less than the eight hours of training in YPT, but the balance was added to the revenue service training. For example, a trainee who received six hours in YPT would receive 32 hours of revenue service training. 

An internal investigation by WMATA’s Safety and Readiness Department found the discrepancy in training and developed new training procedures for those rail operators impacted. WMATA will use eight 7000-series simulators to supplement and reinforce safe operating practices of those rail operators.

"Training enhancements that increase employee knowledge and confidence are an important part of strengthening safety culture," said WMATA Chief of Safety and Readiness Theresa M. Impastato. "By conducting a full and transparent investigation, we are taking actions to better prepare our employees to improve the overall safety of our services."

WMATA explained current rail operator training classes would follow the proper sequence of training, which would be supplemented by additional use of the simulators.

Impastato told the Jan. 16 press briefing that while the change to stick time had been informally discussed with WMSC, she could not find supporting materials it had been formally communicated to the oversight entity, nor could she find supportive material that WMSC needed to be informed of the change.

Smith says apart from training associated with a corrective action plan, Metrorail is not required to inform or consult with WMSC on training changes, noting the authority’s rail safety training is “based on years of lessons learned and other safety inputs.”

Smith also noted issues with training were not about sequencing. 

“The documentation Metrorail previously provided for specific train operators specified they were required to operate a non-passenger train for at least eight hours on mainline tracks with a training instructor prior to moving on to at least 30 hours of operation of a passenger train with a certified train operator,” Smith said. “Based on different information Metrorail provided late [the morning of Jan. 16], the WMSC has granted Metrorail a stay until Jan. 24, 2023, of our directive requiring Metrorail to provide a list of train operators Metrorail certified despite not meeting Metrorail’s safety training requirements. Related investigation and inspection activities continue as the WMSC awaits documentation from Metrorail regarding the new information Metrorail provided [on Jan. 16].”