Metro board members are skeptical the Silver Line extension will be ready for service by July 2020 after hearing a comprehensive report detailing all of its outstanding issues during the agency’s latest board meeting Thursday.

Among the issues are cracked concrete at stations and in the rail yard as well as unlevel tracks.

Maryland board representative Michael Goldman called the presentation “shocking” and said it casts a “dark and foreboding cloud” over the startup date that the Metropolitan Washington Airports Authority gave.

The authority, which runs Dulles International Airport and the Dulles Toll Road, is in charge of building the project and hired contractors to do the work. They analyzed the schedule and believe the work could be done in time. Work would have to finish by February, just five months away, in order to be ready for a July opening.

Metro has little to do with the construction of the Silver Line but has taken a keen interest in making sure the project is done correctly before signing off on the project and starting service.

Reached Thursday, an Airports Authority spokesperson said the group stands by its July 2020 prediction.

Christian Dorsey, a Virginia member of Metro’s board, said talking about opening dates is premature at this point.

“Until there’s a resolution as to how some of these essential fixes are going to take place, dates make no sense and just will serve to create a level of expectation with the public that we’ll probably not be able to meet,” Dorsey said.

Metro General Manager Paul Wiedefeld said the transit agency won’t accept the project until it’s done right. He also won’t predict an opening date.

“I think we’ll get there. But as you saw, there are some serious issues that need to be addressed,” Wiedefeld said. “We’re expecting a product to meet certain standards, it’s in the contract. And when we get there, we get there.”

Metro’s Inspector General recently investigated problems with ballast, the rock that supports rail ties, and concrete at the stations.

Devin Rouse is an alternate member representing the federal government who heads up the Passenger Rail Division of the Federal Railroad Administration. He applauded Metro for not accepting a flawed product.

“Starting off day one behind the curve is not a good thing,” Rouse said. “We should expect attention to detail for products we’re paying for.”

He said often agencies wait too long to address problems and then it’s a bigger issue than expected.

The board was briefed on 12 issues. Four have been addressed, four have fixes underway and four are unresolved.

Metro’s Chief Operating Officer Joe Leader said it’s typical to have issues on a project this big, but this list causes concern for future operations and maintenance.  Most issues have been known for months, Leader said.

Among the eight issues unresolved or underway:

Track Joints At Dulles Yard – Fix Underway

You need a train yard in order to run more trains on the second phase of the Silver Line. But several problems have been found in the yard.

Track segments are held together with plates that are screwed into holes in the side of the track. Turns out, the holes on some of the tracks are the wrong size or are in the wrong place. And trains are identified to the system along the track, thanks to insulated spaces between the tracks. If they aren’t done properly, it could give wrong data on where the trains are.

Contractors are replacing the insulated joints and re-testing.

Concrete Panels Cracking At Dulles Yard – Fix Underway

Narrow cracks have formed on the building at Dulles Yard, which Metro worries could get worse over time. The contractor has proposed using a sealer to fix the issue.

Tight Gauge At Switches In Dulles Yard – Fix Underway

Nearly 40 switches in the yard have what’s known as “tight gauge.” If the gauge is incorrect, it could lead to derailments. The contractor is working on a fix and Metro plans to review the work before accepting it. Wiedefeld said they would never run service on a tight gauge track.

Rock Ballast Problems At Dulles Yard – Unresolved

Rock ballast makes the bed of where ties sit. If rocks are too small, they can create drainage issues, which is exactly what’s happening in Dulles Yard. More than 40% of locations tested had “fouled” ballast, which meant the particles were too small and could cause safety issues over time.

Metro’s inspector general recommends a complete survey and testing of ballast in the yard.

Concrete Panel Issues At Stations – Unresolved

The concrete panels in the new stations had the wrong air content, and in some places, there wasn’t enough concrete covering the steel. (You may remember the federal investigation into falsifying the testing records on the concrete.)

The contractor suggested a sealant to prevent water from getting in and damage from freezing or thawing water. But that fix didn’t work on 20 percent of the samples taken. A concrete consultant for Metro said there could be complications that arise when sealants aren’t applied properly or are applied in cold temperatures. The sealant can only be applied in warm temperatures and works better if it can seep in while the panels are laying down. But right now, the sealant is installed vertically.

The inspector general has told Metro not to accept a sealer solution and recommends a complete replacement — or at the very least, demand a warranty and be compensated for any future maintenance or replacement of the panels.

Wiedefeld said it’s easier to fix the issue now, while the project is still under construction, rather than when riders are in the stations.

Concrete Tie Deficiencies – Fix Underway

Some concrete switch ties did not have the proper fit. The contractor is remediating or replacing the erroneous ties and Metro is reviewing the fix.

Unlevel Tracks – Unresolved

The concrete tie deficiencies create another problem — uneven tracks. Only an eighth of an inch difference between the rails are allowed. The contractor wants to use custom pads and other custom hardware to make the tracks level, but Metro says that’s not safe and effective. Those custom fixes would mean higher costs for replacement parts and create unnecessarily difficult and complex maintenance.

Track Plate Deficiencies – Unresolved

Track plates hold the track down to the ties. But they aren’t as flat as the transit agency’s contract demands and have a gap between the track and the plate. Metro will require replacement of all track plates where gaps could result in plate fatigue or failure.

This story originally appeared on WAMU. 

Previously:
The Silver Line Extension Has An (Approximate) Opening Date