LIRR brings back old cars, shows it needs a new train game
With the delivery of new train cars delayed, the LIRR is turning to 37-year-old M3 cars. Credit: Nancy Borowick
It's time for all things new at the Long Island Rail Road, time for a future that's bright and shiny, not one of duct tape and dust. After all, the railroad is adding new tracks, new schedules, and a new terminal — this year alone.
But when it comes to train cars, don't expect "new" anytime soon. The LIRR needs more cars as service expands, thanks to the addition of the East Side Access connection to the new terminal known as Grand Central Madison. To fill out its fleet, however, the LIRR is turning to 37-year-old M3 cars.
The newer cars, known as M9s, are unacceptably delayed due to what the MTA, in an interview with the editorial board, called "systemic quality issues" with the LIRR's vendor, Kawasaki Rail. Despite attempts by the Metropolitan Transportation Authority and the LIRR to increase oversight and make sure Kawasaki meets targets and fulfills contracts, long-running problems with the manufacturer remain disappointingly unresolved. So the MTA, which has tried recently to stick to schedule and budget on larger projects, finds itself delayed once more.
That leaves the LIRR with little choice but to make what's old new again — and put its M3 trains back into service. LIRR officials assure riders the older trains are safe. That's key. But the M3 cars also break down more frequently than their more modern counterparts. Beyond their dated look, and the duct tape that keeps their upholstery together, these cars lack some of the modern amenities of the newer models.
The LIRR must continue to pressure Kawasaki to deliver the M9 cars, now likely to come on line three years later than expected, by the end of 2023. And railroad officials must remember the current manufacturing problems as they conduct the bidding process underway for newer cars, known as the M9-A. Transit officials should find ways to avoid a repeat performance that could mar and delay the M9-A contract.
Unfortunately, only a few companies can manufacture the train cars the railroad needs, so the LIRR has few options. But in awarding bids and developing contract terms, the LIRR must exercise the leverage that comes with big contracts to set clear guidelines, deadlines and extensive oversight. The winning manufacturer should receive incentives to get the job done on time and on budget, and pay penalties for delays and "systemic quality issues." Then, the LIRR must be a strong overseer from the start, providing technical support and becoming an even greater presence on the manufacturing floor, to make sure the job is done well the first time and that those new cars are in service on schedule — by 2027.
It's a new time for the LIRR. The railroad must show it's not stuck in its old ways.
MEMBERS OF THE EDITORIAL BOARD are experienced journalists who offer reasoned opinions, based on facts, to encourage informed debate about the issues facing our community.
