During eight years of Silver Line construction, the new $3 billion stretch of rail recorded multiple problems, cost overruns and four years of delays.
Fifteen years ago, federal auditors warned that having the Washington region’s airports agency depart from its usual line of work to build a multibillion-dollar rail extension carried risks., a budget-busting bridge-and-tunnel project led by a turnpike authority, U.S. Transportation Department auditors said projects lacking effective management and oversight could face long delays and ballooning costs.
On the eve of rail service to Dulles International Airport and Loudoun County, a project decades in the making, McKay said the problems “almost seem like sideshows to the fact that, my God, we got this done and it’s getting ready to open.” under last year’s infrastructure bill. Experts said the nation’s transit builders need to work more efficiently in a country with some of the world’s highest transit construction costs.
$200 million to $400 million below what MWAA expected. The authority hoped the savings would make up for cost overruns that plagued Phase 1, which opened six months late in summer 2014 and, according to MWAA, was $226 million over budget.Less than a year into Phase 2’s construction, which began that same year, those hopes were quickly dashed.for storm water management as part of the project, rather than seek an exemption.
Other delays stemmed from unforeseen site conditions. To provide utilities such as water and electricity to the stations, workers had to tunnel beneath the Dulles Toll Road. The rock proved to be harder than expected, so the contractor abandoned plans to use boring machines. Instead, tons of rock was dug out by hand and carried away in five-gallon buckets.Other issues with materials and the subcontractors that provided them raised questions about quality control and MWAA’s oversight.
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