May 22, 2013
Written by Jim Cameron
Thursday, 30 June 2011 05:01
They lied to us. And now we have the proof.
Last winter when Metro-North was in full meltdown (or freeze-up), commuters asked over and over again, “Where are the new M8 cars?” The constant reply from the railroad and the Connecticut Department of Transportation was “the testing continues apace … be patient.” But the Commuter Council had heard otherwise. Whistleblowers were calling and e-mailing us saying there were serious problems with the M8s.
So, for the Connecticut Rail Commuter Council’s February 2011 meeting, we asked Metro-North and CDOT to bring representatives from the M8’s designer and manufacturer, Kawasaki, and engineers from LTK, the consulting firm being paid $27 million to test the cars. We wanted to ask them what was going on. But CDOT refused. Appeals to newly elected Gov. Malloy fell on deaf ears. At the council’s meeting, the then interim CDOT commissioner said we were not smart enough to understand what the engineers would explain. Oh, really?
Now, thanks to an FOIA (Freedom of Information Act) filing by WABC-TV’s Jim Hoffer, we have seen a treasure trove of e-mails and letters between Kawasaki, LTK and Metro-North detailing countless problems and delays during this period.
For perspective, remember this timeline: The first M8 car arrived in New Haven December 24, 2009, but the first M8 train didn’t go into service until March 1, 2011. What happened over those intervening 15 months? Testing, a lot of delays and excuses.
The “M8 Papers” show letter after letter from Kawasaki appealing for delays in testing. Excuses range from subcontractor bankruptcies to 20 days needed to load and unload dummy weights from test trains. Kawasaki’s project manager even blamed the weather for testing delays in the final weeks before the M8s finally saw service.
Metro-North responded, “Why does snow stop the tests? It was not that much [snow] and we expect to operate in all weather conditions short of hurricanes and over two feet of snow. An aside, anything less than six inches [of snow] is a frost.”
In January of this year, CDOT told the Commuter Council that computer problems had been found during testing. A day before that meeting, LTK wrote in an e-mail, “Kawasaki has yet to accumulate a trouble-free mile” in testing.
This mantra of “software problems” would be the ongoing excuse whenever anyone asked about the M8 delays. But the problems were far greater than just software.
A January 24, 2011, four-page e-mail from LTK says testing turned up more than 150 problems ranging from the doors to air compressors, from the brakes to the “dead man” switch. Even the hand dryer in the bathroom malfunctioned. Pantographs wouldn’t go down en route to Grand Central Terminal. Emergency brakes applied without notice. The M8s’ horns even froze.
Kawasaki kept asking for more time, presumably to avoid costly fines for ever-increasing delays in getting the M8s in service. On Jan. 3 of this year Metro-North had to cancel a planned nighttime test because Kawasaki personnel didn’t show up. “It would have been nice to know this before we had an extra train crew and special duty engineer show up for work,” wrote Metro-North.
Today there are three M8 train sets in service. So far they’ve encountered few problems. But production delays in Japan and Nebraska mean we’ll have only 60 cars in service by year-end.
But how could such a trouble-plagued prototype suddenly become the darling of the fleet?
For that question, we still don’t have the answer. You see, “The Secret M8 Papers” are not complete. Even though it took WABC-TV’s “Investigative Unit” four months to unearth hundreds of e-mails and letters, Metro-North has yet to release the final documents from the crucial February 2011 testing.
One wonders what they will show.
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