As the General Assembly debates the state’s contribution to the bailing out of the Washington Metro system, Virginians are continually reminded of the company’s history of dysfunctional management. The latest news from the Washington Post:
An investigation by the agency’s Office of Inspector General has found that the grimey, orangey-brown, 1970s-era carpet installed in Metro trains are the product of “exceedingly stringent” requirements likely written to favor one supplier. The 100 percent pure virgin wool specification is no longer in use in the industry.
The recently concluded investigation found Metro’s standards for its carpeting were unchanged for two decades and that no other vendor could plausibly compete for the contract.
Moreover, the carpet lacked a required coating to prevent fungus and mildew, according to Metro Inspector General Geoff Cherrington — though it did meet standards for being fire-resistant and mothproof.
Further investigation found the carpet’s compliance testing was not being performed by an independent facility, as Metro requires, but by a laboratory with ties to the carpet manufacturer.
“The director of the lab used by the vendor is married to the Chief Financial Officer of the company that provided the vendor a line of credit” for the carpet order, according to a synopsis of the investigation included in a report to the Metro board.
Over the years, the WaPo reports, the carpet became known for collecting dirt and grime. “Riders are especially put off by the way it soaks up liquids — be it rain, slush, spilled beverages or um, other fluids — and smells.”
Meanwhile, back in the General Assembly, Republicans are far less amenable than Democrats to providing Metro the $150 million a year in additional support the ailing mass transit agency has requested to work down a maintenance backlog that has contributed to safety incidents, schedule delays, and declining ridership.
The new version of a bill sponsored by Del. Tim Hugo, R-Centreville, has been unanimously approved by the House Transportation Committee and will serve as the basis for negotiations with the state Senate over a final Metro funding bill, reports WTOP. Hugo’s proposal would provide Metro $105 million a year, less than the roughly $150 million requested, and provide the funds only if Metro limits operating spending increases to 2 percent per year.
Further, the bill requires studies and reports on Metro’s governance, labor agreements and the federal law that outlines arbitration rules. “Reforms have to go hand in hand with the money,” Hugo said.
Unlike the proposal recommended by former Governor Terry McAuliffe, the Republican proposal would not immediately require changes to Metro’s Board.
Bacon’s bottom line: This is Virginia’s one opportunity to hang tough and demand long overdue managerial, labor and governance reforms to Metro. Once legislation is passed and the money starts flowing, the Commonwealth loses all leverage over the mass transit system. While the current senior management appears to be more competent then its predecessors, the mal-governance of the system has been spectacular, and it costing Virginia taxpayers (especially Northern Virginia taxpayers) dearly. Without fundamental reform, Metro will remain a festering, oozing, pustular sore that will continue to drain Virginia’s scarce transportation resources.
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