Does he use metro to get to work?

by TGEOA on Jan 9, 2012 10:37 am • link • report

I will also be participating in this Google Hangout.

by Michael Perkins on Jan 9, 2012 10:37 am • link • report

@TGEOA

Yes, he does

by jnb on Jan 9, 2012 10:42 am • link • report

@TGEOA: Yes, last account is he lives in Pentagon City. The WMATA headquarters building is in between Gallery Place and Judiciary Square.

by Michael Perkins on Jan 9, 2012 10:44 am • link • report

Why bother working on escalators at Brookland station until you fix the roof? Every time it rains the water literally funnels through the roof and directly onto the platform escalator (and any people who happen to be using them). Shouldn't you fix the roof before investing in the escalator as I've heard water is a major contributing factor to broken escalators?

by brian on Jan 9, 2012 10:47 am • link • report

Why fix escalators between the mezzanine and platform instead of replacing them with stairs?

Escalators take up more room than stairs because of the banisters on both sides and the need to designate an up and down direction, which limits traffic flow during high volume hours. Escalators also break more often and require maintenance and electricity use. The segment from the platform to mezzanine is very short, making escalators unnecessary. At downtown stations such as Metro Center and Farragut North, there are often large backups getting out of the station and the slow points are the escalators to the mezzanine. If these were replaced with wider staircases, foot traffic out of the stations would be much more efficient. I think it is a waste of money to fix and replace broken escalators between the platform and mezzanine.

by Sam on Jan 9, 2012 10:57 am • link • report

How do you measure the number of non-revenue passengers on a bus (in terms of people sneaking on, and also when the fare machine is broken)

by charlie on Jan 9, 2012 10:59 am • link • report

Will the next round of collective bargaining negotiations include a focus on some kind of accountability for WMATA employees who fail to focus on safety and service, such as by hanging the standards to be applied in appeals and arbitration, or by negotiating a limit to the number of suspensions or reinstatements (eg "3 strikes and you're out"). Given the union's success in appealing even minimal penalties for the most egregiously lazy, incompetent, and criminal behavior by its members, the plurality of WMATA station managers & many other staff who are openly rude, hostile, uncaring, and/or incompetent have no incentive to improve.

by Arl Fan on Jan 9, 2012 11:05 am • link • report

1. Why does WMATA have its end-of-platform policy for trains, and will this ever return to the old center-of-platofrm policy? Does WMATA not believe that its MetroRail drivers are capable of parking in the right spot? The current policy is incredibly inconvenient at the Red Line Shady Grove platform at Gallery Place, leading to dangerous overcrowding. And if Metro closes the Dupont Circle escalator, then the policy would just deposit people as far as possible from the working Q st escallator.

2. How will WMATA account for rush-hour crowding and emergency situations during the closure of the south Dupont escalator?

by Ronald on Jan 9, 2012 11:08 am • link • report

What will you do to make sure that Metro gets a better collective bargaining agreement with the ATU?

From the perspective of your riders, Metro employees have a pretty sweet deal and that the union is sitting on each side of the negotiatiating table. Over the last several years, the public has been forced to pay for Metro employees' increased wages, full healthcare benefits, and pension payouts while the rest of us (at least, those who still have jobs) are taking pay cuts and being asked to contribute more to our retirement and healthcare benefits. As a result, there is a widespread (and I believe justified) perception that Metro continues to provide inferior service at a higher cost.

by Adam L on Jan 9, 2012 11:17 am • link • report

I'd like to ask him:

1. Does Metro staff actually work 24/7? Meaning do they use the incredibly valuable ~5 hours a day they have when the rail system is closed to you know...maintain the system?

If the answer is yes, then I ask:

2. How is it logistically possible to have a full 20% of the day or ~35 hours a week to use as you like and still have so many daily maintenance issues? It really boggles the mind how there could be any station issues, broken escalators, elevators, lights, farecard machines etc or have have any trains/cars in service that aren't functioning properly. How, with 5 hours to get the trains lined up and prepped for the day and then have a 8 car train pull into a station at 7:15am and have one or two of the cars unpowered (no lights/doors functioning)?

I really just don't understand how an organization could have so much time every day, all week long to address daily maintenance issues and still have the system so fundamentally unreliable.

by freely on Jan 9, 2012 11:22 am • link • report

Is MetroRail still planning for a modified rush hour Blue/Yellow Line when the Silver takes on Rosslyn tunnel traffic? If so, would Metro consider re-naming the affected line similar to NY MTA's monochomatic numbered/letter lines (e.g., Blye "1" and "2" trains) to more clearly differentiate the routes?

by Ronald on Jan 9, 2012 11:26 am • link • report

Is MetroRail seriously considering any new infill stations, such as Potomac Yard?

by Ronald on Jan 9, 2012 11:29 am • link • report

Second on Ronald's questions related to pedestrian safety and overcrowding issues emerging from Metro's blanket end-of-platform stopping policy.

by Mike on Jan 9, 2012 11:35 am • link • report

With the plans to close the south entrance of Dupont Circle, will Metro:
A. Guarantee that the escalators from platform to mezzanine on the Q St side are fully functionally before the south side of the station is closed. Right now, escalators on both sides of the platform at the north entrance are closed.
B. Guarantee that all three escalators are fully functional on the Q St side. This morning, for instance, only 1 escalator was working.

I have to express my reservations about the closure. A lot of people use Dupont Circle and I predict major pedestrian traffic jams.

by lou on Jan 9, 2012 11:36 am • link • report

Station congestion.

What is WMATA doing to relieve congestion at Foggy Bottom and (during escalator work), Farragut North and Dupont? These stations are already dangerously overcrowded during rush hour. Frequent off-loaded trains and broken escalators (especially in deep stations) increase this hazard even more.

by j3ff on Jan 9, 2012 11:38 am • link • report

1. How much would it cost to provide real time data on the trains and stations about arrivals and departures.

2. What is the minimum amount of time that doors are supposed to be open when a train arrives at a station?

3. What is the purpose of the Metro workers who stand on the platform with clipboards during rush hour? How much does this service cost and what is the benefit?

by Matt Engel on Jan 9, 2012 11:40 am • link • report

Braking.

Why do the trains CONSTANTLY brake (and accelerate) between stations?

by Jack Love on Jan 9, 2012 11:42 am • link • report

I was wondering the logic behind not running the Yellow line in full during the busiest time of Metro usage and frequently on the weekends. If the argument against running the Yellow line out to Ft Totten during rush hour is not being able to turn the trains around, why not extend it to Greenbelt? Additionally, the Yellow line seems to frequently not run its full route on weekends, especially those weekends where it basically any line is doing track maintenance (regardless of its location along the Yellow line's path). I was wondering why that was, it seems increasing the accessibility of Metro on the weekends would be boon to the system as people will become less discouraged and potential increase their Metro ridership.

by Matt on Jan 9, 2012 11:45 am • link • report

@Matt:
We've actually answered this question on the site. Metro would need 60 more railcars in order to run the Yellow Line to Greenbelt during rush hours (if it kept the same 6 minute headways).
http://greatergreaterwashington.org/post/6335/metro-faq-why-no-peak-yellow-line-past-mt-vernon-sq/

by Matt Johnson on Jan 9, 2012 11:48 am • link • report

Also, why do you insisit on calling it a friction ring insread of a brake disc?

by charlie on Jan 9, 2012 11:50 am • link • report

Why doesn't the WMATA use more of the surface areas in Metro stations for advertising? It would give much more income so they could stop raising fares.
Why aren't there more screens at the top of the escalators in the entrances to stations, like there is at Rosslyn? It would help commuters know if they need to hurry to catch a train, not everyone has smartphones w/ apps to let them know a station's status.
Also, the screens in general are too antiquated, and give too little information. When you're in a major transfer station, with 3-4 lines running through it, like Metro Center, Gallery Place, and L'Enfant Plaza, having space on the screens for only 3 upcoming trains is wholly insufficent. There need to be more flat-screen TVs in these stations, like the few that are in Gallery Place.

by Puck on Jan 9, 2012 11:51 am • link • report

When fares increase, ridership decreases. This is even more true in today's down economy. To what extent could fare increases in the current economic climate produce a self-perpetuating cycle of low ridership that requires further fare increases to recoup both fixed and discretionary costs? Is there a tipping point where a fare increase could decrease ridership to an unsustainable level? Alternatively, would a decrease in fares attract sufficient volume to compensate for Metro's budget shortfall?

by BB on Jan 9, 2012 11:51 am • link • report

When will Metro trains return to automatic control.

by RirCrossing on Jan 9, 2012 11:52 am • link • report

For those questions that have been answered before, can we just get a link to the responses?

by HogWash on Jan 9, 2012 11:54 am • link • report

When will the public get to see the full content of the "What if there was no Metro" study?

by Allison on Jan 9, 2012 11:54 am • link • report

Oops...nvm

by HogWash on Jan 9, 2012 11:57 am • link • report

How much is WMATA hamstrung by not being able to lobby for their fair share of transportation dollars in the same way real estate, construction & other private pro-road interests can fight for theirs?

by Miles Grant on Jan 9, 2012 12:02 pm • link • report

Ditto Jack Love's question. I thought I was going to be sick on the Yellow line last Friday afternoon. (And I hadn't even had anything to drink yet!)

by Colleen on Jan 9, 2012 12:03 pm • link • report

I must use a cane to walk and it is incredibly painful for me to walk up and down the out-of-order escalators at Judiciary Square. One or all have been turned off since last spring. The escalator to the mezzanine will be turned off and then after I've struggled to the top, I find out the escalator to the street is turned off. I then have to turn around and walk down the out-of-order escalator, all the way through the station to the Bldg. museum exit and take the elevator up. I work at Judiciary Sq. so I have twice as far to walk just to use an elevator.

It would really help to know that the escalator to the street if out-of-order before I climb the out-of-order mezzanine escalator. Put a sign up.

by Martin on Jan 9, 2012 12:11 pm • link • report

My Question: WMATA suffers from a failure of accountability and governance. What is the timeline and plan for implementing the recommendations of the Governance Working Group such as:

* Establish a clear budget development and performance measurement process and schedules

* Coordinate the budget planning process with funding jurisdictions

* Develop a multi-year strategic plan, established in the Bylaws, so that it is incorporated into the regular, ongoing activities of the Board and agency.

Why does WMATA have its end-of-platform policy for trains, and will this ever return to the old center-of-platofrm policy? Does WMATA not believe that its MetroRail drivers are capable of parking in the right spot?

This policy was instituted after a couple of high profile incidents where drivers failed to park in the correct spot.

by Falls Church on Jan 9, 2012 12:12 pm • link • report

+1 Jack Love's Q

And, the constant braking and accelerating doesn't just happen during rush hour or through work zones.

by Falls Church on Jan 9, 2012 12:18 pm • link • report

Another vote for Ronald's Question #1.

Also, on Sundays it's quite common for a Yellow or Green line train to arrive at L'Enfant Plaza at the same time as the train of the other color going in the other direction, i.e. the northbound Green arrives at the same time as the southbound Yellow, or the northbound Yellow arrives at the same time as the southbound Green. Would it be possible to change the schedule of these trains so that trains of the same color enter at the same time? The way things are now, it guarantees the maximum possible wait for direction-reversing Green-Yellow transfers at L'Enfant, since nobody can make it up the stairs, across the mezzanine, and back down to the opposite platform in the time the train waits at the station. However, very few people want to simply reverse direction while staying on the same line, so making Green-Green or Yellow-Yellow "transfers" time-consuming won't do much to hurt service.

by cminus on Jan 9, 2012 12:21 pm • link • report

Why aren't Metrobus and Metrorail drivers allowed enough time (and locations) to use the bathroom and have enough time to eat? Pretending they don't have bodily functions is an insult to their basic human dignity. By continuing to ignore this issue, this sends the message that WMATA cares little for their own employees -- why should they care about the riders?

by Patricia Pugsley on Jan 9, 2012 12:30 pm • link • report

I've virtually given up riding Metrorail on weekends because of the delays do to track work. Can he give a brief summary of the status of the capital improvement plan--what percentage of the work is complete and when can we anticipate a return to normal service on weekends?

by Christine on Jan 9, 2012 12:38 pm • link • report

Months after the garage at RIA opened, are you finding it used near, at, or well below projected use? My personal experience is that it's about 1/2-2/3 full on any given day. It seems that many are continuing to do what they did before the garage was built, park in the nearby Giant (no pun intended)/Home Depot parking lot.

by thump on Jan 9, 2012 12:54 pm • link • report

@Puck "Why doesn't the WMATA use more of the surface areas in Metro stations for advertising? It would give much more income so they could stop raising fares."

Please, no. No more advertising. The system looks great as it is. I do not want to see it turned into a billboard factory.

by Jack Love on Jan 9, 2012 12:55 pm • link • report

@Jack Love - It looks great as is? I think it's the most sterile, forbidding, plain, poorly lit, and acoustically deficient subway system I've ever seen. The platforms mostly look like a missle silo turned horizontally. The stations need some warmth & color, and the billboards may help slightly. Who didn't love the Target ads that were in the tunnels running between stations on the Red Line awhile back? So cool. Failing the billboard idea, at least some art or photos might help, like they have in the walkways at the U Street station.

by Puck on Jan 9, 2012 1:08 pm • link • report

@Sam
Why fix escalators between the mezzanine and platform instead of replacing them with stairs?

Because there are many people, like Martin above, who have limited mobility and can't use stairs, but have enough mobility to use an escalator. There are too many of these people to serve with the number of elevators the system currently has.

by MLD on Jan 9, 2012 1:10 pm • link • report

(1) Can he name one instance of any successful business model at any point in history in which the business simultaneously increased the price of the service or product while decreasing the quality?
(2) If not, why was this the plan for WMATA?

by Catherine on Jan 9, 2012 1:10 pm • link • report

>> "I think (metro) is the most sterile, forbidding, plain, poorly lit, and acoustically deficient subway system I've ever seen"

The subway in Budapest is horrendous.

by Paul S on Jan 9, 2012 1:15 pm • link • report

I would like to ask him how he would improve metro given more resources. I also want to know since the metrobuses are meant to feed the metrorail , why don't they cover the same hours and days of the week. I live in Greenbelt MD and have no bus service either by PG county or WMATA on Sunday. Will this ever change?

by Michael Thompson on Jan 9, 2012 1:17 pm • link • report

"The subway in Budapest is horrendous."

They at least have the excuse of being the oldest subway system in continental Europe, and suffering from decades of communist mismanagement. What's Metro's excuse?

by Phil on Jan 9, 2012 1:18 pm • link • report

I'm always surprised at how these boil down into two big categories and one small one.

The first category are people who as some variation of "WHY DO YOU SUCK AT YOUR JOB!?" Helpful. Thanks guys!

The second category are people who ask why Metro won't fix some specific problem (elevators, train jerkiness, etc.). These people usually suffer from the problem they're asking to be fixed, but not always. Sarles doesn't know (probably) the specifics of why your particular pet peeve exists. If he does, the question would be answered more thoroughly by a lower-level person. Probably more honestly, too.

The last category is actual interesting questions to ask a CEO. He is in charge of a multi-billion dollar company, so I hope Alpert asks questions that will show us if he's doing a good job at being CEO.

I don't have specific suggestions but I hope you ask questions designed to illuminate Metro's progress on SMART goals--Specific, Measurable, Achievable, Relevant, Timely. Also, Metro has shown poor ability to plan strategically. Questions designed to illustrate their strategic planning process (including funding their plan!) would also be very helpful.

Finally, asking about the CBA is probably not worth it. His answer will be a non-answer because it's a complex negotiation. Sarles is negotiating with a potentially hostile union. He has to bring his Board with him, and the Jurisdiction partners along, too, if he wants to succeed. This doesn't lead to truthful, complete answers about how the negotiation will go.

by WRD on Jan 9, 2012 1:35 pm • link • report

@Puck "Failing the billboard idea, at least some art or photos might help, like they have in the walkways at the U Street station."

U Street is my home station so I do get jaded about the walls. The system as a whole may look bland, but it's the soaring ceilings with clean lines and uncluttered walls that I think make Metro attractive and unique.

I can't say as I'd like to be staring at Target and McDonald's logos while waiting for the next Yellow Line train.

Warmth and color in the stations, as well as overall lighting levels, have been cited before by passengers considering aesthetic values. I agree the lighting is a bit crypt-like, but maybe that can be corrected through a changeover to another light source (bulb type).

Skylights would be cool too, but that ain't happening.

by Jack Love on Jan 9, 2012 1:40 pm • link • report

+1 to WRD

I'd be interested in hearing about the development of a long-range plan.

by andrew on Jan 9, 2012 1:53 pm • link • report

What is the current status of the 7000-series cars and what is the timeline to fully replace all the 1000-series cars per the NTSB recommendations?

by Ronald on Jan 9, 2012 1:53 pm • link • report

What is WMATA's long-term plan to resolve the Rosslyn tunnel congestion, other than reducing capacity on the Blue Line? Is Metro considering any new tunnel or rail bridge or expansion of the existing tunnel?

by Ronald on Jan 9, 2012 1:55 pm • link • report

@WRD: "Sarles is negotiating with a potentially hostile union"

Don't think there's anything potential about it...

by Ronald on Jan 9, 2012 1:57 pm • link • report

When are you going to stop lying and shading the truth to commuters?

by EB on Jan 9, 2012 2:07 pm • link • report

1) Will anything be done to increase capacity through the Rosslyn tunnel in the medium to long term future (such as a new tunnel or bridge)?

2) Is there a light a the end of the tunnel for completion of extensive weekend track work?

3) Will fares be increased this year?

4) What would be your number one thing that you could "fix" for metro, if you had a magic wand and could do it instantly?

by Orange Liner on Jan 9, 2012 2:13 pm • link • report

When are you going to stop lying and shading the truth to commuters?
by EB on Jan 9, 2012 2:07 pm

Thank you, EB. This is the perfect example of a Category 1 question.

by WRD on Jan 9, 2012 2:30 pm • link • report

Sarles doesn't know (probably) the specifics of why your particular pet peeve exists. If he does, the question would be answered more thoroughly by a lower-level person. Probably more honestly, too.

Sometimes the point of asking a question is not to get an answer but to raise awareness of the gravity of the problem. Train jerkiness might seem like a minor temporary problem to someone like Sarles -- something that only an underling should be thinking about. However, this seemingly minor problem could potentially be making thousands of people a day experience low level motion sickness. In that case, it's a very big problem that needs to be addressed by Sarles. Particularly if the solution requires coordination across multiple departments, as is often the case with a nagging systemic issue.

by Falls Church on Jan 9, 2012 3:03 pm • link • report

@WRD, while your comment proves insightful, it is, at the same time, useless... the three categories you speak of truly exist, but they are all worth asking.
Further the lower level people who are capable of answering the lower level questions are often ridiculed for doing so.

I think we all get why you made your comments, but pending any original questions from you, it was a stark comment, not worth saying.

My question would be pertaining to the progress of the repairs needed to be completed prior to re-instating ATC.

When will metro release a progress report for the NTSB findings which backed up the recommendation to put trains in manual control.

by BK on Jan 9, 2012 3:41 pm • link • report

@WRD

You're right. Getting information, or expecting change, from Metro is useless. We might as well just all go back to sleep while the entire system goes to shit.

by Adam L on Jan 9, 2012 3:52 pm • link • report

@WRD

It may be important for Sarles to know that Metro riders will support him taking a hard stance against the Union. Their only option is to try to strike... but I can guarantee that such an action would immediately break the ATU under the weight of a public-union-busting effort by the Congressional GOP.

by Adam L on Jan 9, 2012 3:56 pm • link • report

It may be important for Sarles to know that Metro riders will support him taking a hard stance against the Union.

It by taking a hard stance, something inherently improves that the union has prevented, I would agree with this.

Otherwise, it's going to be a Michelle Rhee/Scott Walker redux.

I haven't seen much to suggest that the union is to blame for wmata's existing problems. (delays, railwork, accidents, fare increases, inoperable escalators etc)

by HogWash on Jan 9, 2012 4:10 pm • link • report

I don't think WRD's comment is useless.

However, the accusatory nature of the questions being posed certainly aren't going to elicit good answers. Half the questions here are phrased in the form of "Have you stopped beating your wife?"

Asking about the timeline, progress, or lack thereof on certain projects is certainly appropriate. Asking "When will you stop being a lying piece of shit?" isn't.

It's even OK to throw a sideways accusation into the question, as long as there's a legitimate question being asked. I'd certainly like to hear more about the progress toward resuming normal weekend service, and how the agency is planning to improve communications after the largely-inadequate communications response to the "friction ring incident."

I'll actually throw one such question in:
In the event of a planned or unplanned Metrorail service interruption, how does the agency plan to communicate the status of the incident to customers, and is the agency working to also communicate transportation alternatives to affected riders?

A few weeks ago, planned singletracking on the Red Line was beginning around 7:30PM on weekdays. Apparently, these almost-rush-hour delays were logistically unavoidable due to the nature of the work being performed -- I don't really have an issue with that. However, I do have an issue with the fact that this (fairly major) disruption was not widely communicated to riders in advance, and that there was no information communicated about Metrobus alternatives near each affected station.

Personally, I've actually found the "Bus Bridge" services operating during closures on weekends to be easier and more convenient than waiting 30 minutes for a train. The shuttle buses have always been fast, convenient, and frequent when I've had to use them.

by andrew on Jan 9, 2012 4:11 pm • link • report

@Hogwash I haven't seen much to suggest that the union is to blame for wmata's existing problems. (delays, railwork, accidents, fare increases, inoperable escalators etc)

Fare increases yes. Almost all the fare increases we've seen is to cover the operating costs of the system, which is comprised mostly by personnel costs. If Metro didn't have to pay for year-on-year raises (in a stagnant economy when very few, including unionized federal employees, saw any pay increases whatsoever) and other personnel costs as agreed to in its labor contract, then Metro might have been able to stave off fare increases.

I also have problems with the union's "pick" system where "senior" employees get to determine what they want to work on, effectively limiting decisions by (the bloated and ineffective) management. Wonder why that escalator wasn't fixed right the first time? Maybe because the person fixing it didn't really have as much experience and didn't do it right? Somehow or another problems always seem to come back to the union.

by Adam L on Jan 9, 2012 4:38 pm • link • report

Not to mention the multiple employees who get rehired even after:
- Assaulting a police officer while on the job (the bus driver who punched McGruff)
- Being found at fault in a fatal accident (the bus driver who ran over two pedestrians with the right of way)
- Sleeping on the job (the station managers described in the most recent post on unsuckdcmetro).

And these are just the most egregious cases.

by Phil on Jan 9, 2012 4:55 pm • link • report

@Phil

Those cases are minor symptoms of a much larger problem. I don't really mean to unload on union bus drivers or train operators who have a pretty thankless jobs. I, for one, wouldn't want to be driving around strangers for 8 hours without even being able to take a bathroom break. It's not those people I begrudge. My real problem, though, is the union bosses and their middle-management thugs (figuratively speaking, of course). However, I do think that all employees have to understand the economic realities that their company is broke and will not be able to afford the raises and benefits they are used to, just as we all have. Instead of raising fares, WMATA might have to just decrease service that results in layoff, while increasing the shifts of those who are left.

by Adam L on Jan 9, 2012 5:11 pm • link • report

"Those cases are minor symptoms of a much larger problem."

I don't think it's a "minor" issue that ATU is covering for employees who are committing crimes and causing fatal accidents. If you can punch a cop or run people over with abandon, and still keep your job, what incentive is there to actually perform your job responsibilities?

Sure, there are a lot of Metro employees who do a good job out of professional pride, but that's about the only motivating factor out there. All the other incentives are aligned towards producing apathy, poor performance, and misconduct.

by Phil on Jan 9, 2012 5:19 pm • link • report

@Phil

True enough on the motivating factor, but by "minor" I meant small, not they aren't serious. They absolutely should be corrected and the fact that they weren't shows just how strong the union's control over WMATA actually is.

by Adam L on Jan 9, 2012 5:22 pm • link • report

@Adam, I don't believe there has been a clear connection established between the idea that fares would not increase had wmata not be forced to pay raises. I could be getting this confused with the teachers union or something, but didn't we recently discuss the fact that the recent "raise" was part of a 2 or 3-step process that had been negotiated over the past few years? Even if I am or not, I'm not sure how taking a hard stance against the unions (in this case) helps the rest of us.

WRT the pick system...could be wrong here too but I thought that was answered a while back in a previous article and that the process wasn't as nefarious as coverage of the issue suggested. I agree with you that the problems do come back to the union. But I also think it's important to note that in our current climate, everything falls back on the unions. You see what happened in DC's most recent anti-teacher/union positioning.

by HogWash on Jan 9, 2012 5:25 pm • link • report

@Hogwash

It's not just the pay increases but the medical and pension benefits that are really crushing Metro. The traditional pension model is long dead, except in the public sector. Obviously the transit agency can't simply stop payment on current pensions but can move employees to 401k plans or their public sector equivalents. In addition, most companies required their employees to contribute more to their healthcare benefits, either in terms of the premiums, deductibles, or co-pays. These moves are really where WMATA could save the big bucks, but are unlikely to happen with the union maintaining the unsustainable status quo.

by Adam L on Jan 9, 2012 5:41 pm • link • report

I'm glad some people found my comment helpful. One person suggested that it was useless unless I propose my own category 3 question, so read on.

Clearly, reading the comments shows how a question can progress through each category. Category 1: "All Metro employees, especially union ones, suck and so do you. Response, Mr. Sarles?" Obviously this is a non-starter. It isn't really a question, more of a vent and won't elicit any response.

Category 2: "All Metro employees don't suck, of course, but I had a particularly bad experience with a bus driver yesterday at 12:15! What is his name and what happened to him?" This is better, but too specific.

I don't want to steal anyone's thunder here, but obviously there's a good question about human resources in here. It's not my favorite question (I'm more a finance guy). Somone might ask "Metro's employees don't enjoy a good reputation anymore. The problem, as exemplified by this guy, has become bigger than just a PR issue. Does Metro agree? If not, why not? If so, how does the Executive Team plan to address the challenges?"

And following up here is important, too. I'm not a expert but maybe asking about the role of Metro's Police to detect outright theft, or their Inspector General to detect fraud? Or the secret shopper program? There's a lot of room here to focus on strategic planning, too, because (every executive will say) 'Our people are our most valuable resource.' I'm sort of making this up because talent isn't my area, but this could lead to a discussion about pensions, overtime, or even lightly touching on the CBA.

You get the idea. The goal is to first flesh out exactly what the problem is, and then the plans to address it. It gives Sarles the responsibility to talk and keeps the interviewer on the sidelines as much as possible.

by WRD on Jan 9, 2012 5:43 pm • link • report

Adam, poor money management is killing metro. But based on most reading I've done, both for and against metro, that doesn't solve what most people consider as their gripes against metro. Most of them are system/performance issues...not employee contracts. While I understand the importance of discussing that, it is somewhat a "minor" issue in the scheme of what riders complaints about.

by HogWash on Jan 9, 2012 7:28 pm • link • report

Why doesn't the Yellow Line always run to Fort Totten during times when it is scheduled to and supposed to run to Fort Totten? Like this past weekend (if they couldn't be turned at Fort Totten during the single tracking, then send them to Greenbelt, not turn them back at Mt. Vernon Square; there are plenty of cars available on weekends). - if the Blue and Orange can share a single track, so can the Green and Yellow Lines.

by NS on Jan 9, 2012 7:39 pm • link • report

@NS There's an easy answer for that one. The track work last weekend was taking place between Mt Vernon and Ft Totten. Turning trains around at Mt Vernon allowed them to run a normal number of trains on the Yellow line, and kept the maximum number of trains possible running to Greenbelt on the Green Line.

Mt Vernon also happens to be the location of a pocket (third) track, which makes it possible to turn trains around without blocking both tracks for several minutes at a time. There are only a few of these throughout the system, which is generally why you tend to only see short-turn trains reversing at certain locations.

by andrew on Jan 9, 2012 9:37 pm • link • report

I'd like to ask the following:

What metric or other piece of concrete data about the operations of the Metro system do you not have and wish you did, and why is it important to you?

by Dan on Jan 9, 2012 9:55 pm • link • report

Adam L said:

"I also have problems with the union's "pick" system where "senior" employees get to determine what they want to work on, effectively limiting decisions by (the bloated and ineffective) management. Wonder why that escalator wasn't fixed right the first time? Maybe because the person fixing it didn't really have as much experience and didn't do it right? Somehow or another problems always seem to come back to the union."

As a recently retired Metro employee I can assure you that the only spots mechanics and technicians may pick are those that _management_ makes available to them. So, for example, if there is a particularly trouble-prone escalator the location can be designated "AA only" or "AA/A only". Likewise, if management wants to prevent the more senior techs from picking 'gravy' locations with relatively few problems they can designate them "B/C only" or "Helper only". In actuality, at least in the case of the 'shift pick', it comes back to management, not the union.

by S. Johnson on Jan 9, 2012 10:16 pm • link • report

David,

I am a retired Metro ATC technician. My question relates to safety.

January 26, 2012, will be the two year anniversary of the death of two Metro employees killed while on duty near the Rockville Station. Their names were Sung Oh and Jeff Garrard. They were my coworkers in ATC. Sung and I were in the same crew out of Shady Grove and Jeff reported in and out of Grosvenor.

To the best of my knowledge, the NTSB _still_ has not released an accident report. While I realize it is 'not his department', I would like to ask Mr. Sarles if he has any idea why it is taking so long for the report to be released (the typical length of time from accident to report issuance is one year or less).

I would hope the appropriate people at Metro are working closely with the NTSB to determine the cause(s) of this accident so that similar tragedies can be prevented in the future. I realize the June 22, 2009 accident took priority, but that report was issued a year and a half ago, on July 27, 2010 (see: http://www.ntsb.gov/investigations/reports_rail.html).

Without the report it is impossible for Metro employees, and the rail transportation industry at large, to have full and complete knowledge of what went wrong in the early hours of January 26, 2010, and how to prevent similar accidents.

by S. Johnson on Jan 9, 2012 10:54 pm • link • report

What is he, as CEO, doing to promote transparency in communications? While WMATA does a good job communicating major outages, many customer annoyances relate to its failure to communicate less major problems to customers -- escalator outages, weekend track work, incidents on the track, etc. Why aren't there notice boards (electronic or whiteboards) at station entrances like on the London Underground, with station staff charged with keeping them up to date?

by Matt C. on Jan 9, 2012 11:25 pm • link • report

Does WMATA have any plans to make wayfinding on Metro a priority? By 'wayfinding' I'm including finding stations, finding your way to the right track within stations, and knowing when to get off the train?

Expanding on the issue:

Finding Stations: Why are there no street signs pointing toward Metro stations? All traces of Foggy Bottom station were recently almost hidden by trees and hoardings. And, if Metro wanted to address crowding at Gallery Place, they could easily put signs up outside the arena saying "Metro Center, 1000 feet." Why don't they?

Within stations, it's often quite difficult to find the right track, or the exit. The signage is not large, and often unclear.

On trains: Metro may have the fewest platform signs of any system I've ridden. Very few train cars have signs displaying the current stop. And all the underground stations look the same. For new, busy, or just inattentive users, Metro is very difficult to ride.

by Matt C. on Jan 9, 2012 11:38 pm • link • report

CLEANLINESS: Why are the Metro Trains always so dirty both OUTSIDE and INSIDE? Seeing dirty trains gives the impression that no one cares about metro and this attitude infects the rest of the system, I think. This is similar to the "broken window theory" which means that if there is an unrepaired broken window on one house in a neighborhood, pretty soon the whole neighborhood starts going to pot. Keep the trains clean and people will respect the system and the others in it.

by john on Jan 10, 2012 5:32 am • link • report

1. Can we please get an email, twitter or text number to report problems on the system to Transit Police? Sometimes a call isn't possible.

2. How many tickets did WMATA issue last year for food or drink violations? Can we please have some enforcement on eating and drinking in the system?

by Redline SOS on Jan 10, 2012 8:20 am • link • report

On a different theme than many other comments, I'd ask about ways WMATA could, over time (as refurbishments occur, as new equipment arrives) make the areas in trains and buses where disabled and seniors are to have priority seating (or space for them to navigate their wheelchairs or carts) be much more obvious to the general ridership, which now sits down as if the area were just for them, first come, first served -- after which they doze off, read a book, and ignore those for whom the area is "reserved" if they get on at a later point in time.

by Lindsley Williams on Jan 10, 2012 8:20 am • link • report

Has METRO considered leasing out retail space inside or just outside the stations? There are specialized companies out there that specialize in exploiting transit locations, such as HMS Host or Servex.

What makes the Rosslyn and Ballston stations attractive is that it's possible to grab something to eat or a coffee at Tivoli while waiting for a connecting bus. West Falls Church station on the other hand, while being one of the major transit hubs, is a barren wasteland as far as getting a cup of coffee is concerned.

Additionally, renting out retail space is a major source of income for transit agencies around the world. With METRO's budget shortfalls, an additional source of income should be welcome.

by Max on Jan 10, 2012 9:24 am • link • report

What is the long-term vision for the entire WMATA system (buses included)? In recent years we've seen mostly incremental, short-term thinking from WMATA: how to balance this year's budget, etc. I've not seen much to indicate that WMATA is thinking about what its long-term role should be in the region's transportation system. The Silver Line is a great example of this short-sighted thinking: why was it designed as a two-track extension, instead of a four-track line with the option for express trains? I understand this would have cost substantially more, but I question how many people are going to want to ride the Silver Line to Dulles (or commute into DC from Loudoun County) when there are umpteen stops along the way. Riders (including transit-philes like me) are getting increasingly frustrated with the declining quality of service coupled with increasing fares, especially with the reduction in transit benefits. Saying that fares must be increased simply to maintain the current level of service is uninspiring at best. If WMATA doesn't have a more inspiring vision for its future, I'm sure there are many people out there who would be happy to help them create one.

by Rebecca on Jan 10, 2012 10:38 am • link • report

What is the long-term vision for the entire WMATA system (buses included)?

I wonder what kind of answer you expect to get with such a broad question. It's certainly a good question! But I don't see how anyone could possibly answer this substantively in anything other than written form.

why was it designed as a two-track extension, instead of a four-track line with the option for express trains? I understand this would have cost substantially more...

Then I think you do understand why MWAA (NOT WMATA!) built it the way they did...And how can Sarles respond? He certainly won't try to revisit it and anger every mammal in the state of Virginia.

by WRD on Jan 10, 2012 11:13 am • link • report

Also, you don't put in four-track lines for express service, you put in four-track lines for the extra capacity.

Metro's average service speeds are already faster than almost all New York services, both express and local. The reason is simple - station spacing. And not just the long distances between outer stations, the downtown stations in DC are spaced further apart.

You add the extra tracks so that you can get more capacity. That's the real benefit.

by Alex B. on Jan 10, 2012 11:26 am • link • report

@Rebecca - If you live in Ashburn you'll probably be using the Silver Line to commute to Tyson's Corner not Capital South. And if you do choose to live that FAR out with a job in the downtown core who's fault is that?

My ride to Dulles Airport from downtown with all those stops will take awhile. But I can live with that. Its not like I fly out of Dulles everyday... maybe 5 times a year.

by Paul S on Jan 10, 2012 11:40 am • link • report

@WRD "I'm always surprised at how these boil down into two big categories and one small one.
...."

I see the first cat as being largely the result of rider frustration. The second and third cats split nicely along strategic and tactical questions; or, put another way, operational and political.

Operational questions come from the readers who are more in the user camp: they want the Metro experience to be better, so there are questions about ride comfort, station convenience, and so on. Political questions come from readers who are looking at the longer-term picture, and involve issues such as funding, practices, safety, and so on.

They're not clean-cut lines as certainly an individual will cross back and forth from each side. But I think they are all valid questions. The Chief may not know about stopping trains or jerky rides, but who else does the public have to ask? Certainly not the station managers, most of whom hide from the public.

Maybe that's the question we should be asking:

To whom does the public pose questions? Does Metro have an "Ask Metro" public information officer? If so, that person's contact info is very well hidden. The very presence of these operational (tactical) questions suggests a need for one.

by Jack Love on Jan 10, 2012 11:46 am • link • report

@Alex B "... the downtown stations in DC are spaced further apart." (re: four-track express)

I give thanks for this every day. MetroBus, OTOH, definitely has some slack stops it could skip over.

Express service wouldn't really work here, for the reasons Alex gave, as well as considering service frequency. A passenger transferring from Express to Local doesn't want to wait 15 minutes for the next local. That completely invalidates the use of Express service. Then there's the question of how many local trains an express can pass.

Then there's the cost. That's a killer there. Do the express tracks go around the outside walls of the skipped stations? And if so, that creates some inflexibility in managing Express vs. Local trains.

by Jack Love on Jan 10, 2012 11:53 am • link • report

@Rebecca "I understand this would have cost substantially more, but I question how many people are going to want to ride the Silver Line to Dulles (or commute into DC from Loudoun County) when there are umpteen stops along the way."

I am not a commuter in this corridor, but I do work with folks who drive in from Ashburn every day (they have my sympathy). These drivers and riders report that the Toll Road is stop and go every day all the way to Vienna. And a few bucks besides.

Unless you're crashing the Dulles Access Road, how can nine stops (Dulles to East Falls Church) be any worse than that?

by Jack Love on Jan 10, 2012 12:03 pm • link • report

I should note - I don't mean to discount the value of express service, just that you don't need to four-track everything to get it. A few station bypasses (for express trains to skip local stations) could do the trick - the question is if it would be cost-effective.

Likewise, four-tracking the Silver Line won't do much good for speeding commutes to DC if it just dumps into the existing two-track Orange line.

by Alex B. on Jan 10, 2012 12:13 pm • link • report

Re: Express service.

In a better world, we'd have express service from Dulles all the way to Rosslyn or even MET. The IAD Special or somesuch. It would at least move Washington up alongside other cities in the world that have airport direct service. (New York, are you listening?)

But Metro doesn't have the long-term view to make this happen. It's busy fighting for its life by adding another nickel charge to drivers using the parking decks. It's trying to maximise revenue from paper farecards. It's got pension obligations that threaten to kill the system by 2030. And it's still got safety issues.

I think an IAD Special wouldn't even need to bypass stations. That already happens with the various empty ghost trains that pass through the stations. So they'd slow down, yes, but the opportunity to pass other trains is limited, so why even attempt to do so?

Someone mentioned that Sarles should go. I'm split on that. His tenure hasn't exactly been stellar, has it? He's played his dealt hand well, but he's done little to improve it.

by Jack Love on Jan 10, 2012 12:37 pm • link • report

REMOVE the moldy, smelly carpeting.

STOP heating the subway cars to room temperature all day. Riders are all wearing coats and do not need the subway cars to be that warm.

The Toronto metro - subway, streetcar and bus - with FREE transfer are MUCH nicer, and less expensive.

by Capt. Hilts on Jan 10, 2012 1:59 pm • link • report

The Blue-Orange platform at Metro Center is the darkest, shabbiest and most depressing area in Metro. Can't you paint the ceiling white or get more color from advertising or something?

A LOT of tourists spend time there and it is DC at its worst.

What plans are there to ensure that the two remaining escalators at Bethesda will work when the 3rd is taken out of service? There are already many, many delays and times when none are in operation. It's a big escalator and a busy station with only one entrance/exit.

Please remove the carpeting.

by Capt. Hilts on Jan 10, 2012 2:10 pm • link • report

Why on earth did they let someone ask the [Deleted for violating the comment policy.] question, "why are some platforms in the middle and others on the side?"

Seriously WaPo, you've got only 30 minutes with the guy and you waste some of it on that? Sad.

by MLD on Jan 10, 2012 2:39 pm • link • report

@MLD: We didn't know what other people were going to ask.

by Michael Perkins on Jan 10, 2012 3:07 pm • link • report

@Michael Perkins,

I know, that's why I criticized the Washington Post for letting the question be asked.

Seems to me they were trying to add a bit of levity but seriously failed given the short time period of the entire discussion.

by MLD on Jan 10, 2012 3:20 pm • link • report

Mperkins...Where's the link to the discussion?

by HogWash on Jan 10, 2012 3:35 pm • link • report

I think we have a good public transportation system. I also take the optimistic side that usually frustrating things are done for a logical reason that isn't always evident (such as why the yellow line terminated at Mt. Vernon, ect.

As someone familiar with construction and renovation, My question would be why it is taking so long for renovations to physically occur? We see blue plywood with signs advertising the renovations, but see nothing in actual change for long periods of time. It should not take months to replace one escalator, but be it as it is- Could we see a more concentrated effort to fix one thing instead of spreading out the labor or even simply change the policy to not have the blue plywood go up until the work would actually occur? The positive for this would convey better Public Relations for Metro and the Unions and not frustrate the riders.

by Matthew on Jan 11, 2012 1:45 pm • link • report

What percentage of employees at WMATA HQ ride the bus and subway on a regular basis?

I can allow track and other maintenance workers, bus drivers, and train operators to drive to work, but not HQ staff.

by The Civic Center on Jan 12, 2012 12:46 pm • link • report

I can allow track and other maintenance workers, bus drivers, and train operators to drive to work, but not HQ staff.

You won't allow it?

by WRD on Jan 12, 2012 10:20 pm • link • report