Thanks for the link. Looks like a ~1993 version of the book. It's been a long time since I've seen one from the mid-90s or earlier, but as I recall, all the route maps were up front, and all the other info (signage instructions, etc) was stuck in the back.
All the maps were painstakingly drawn by a Metro legend, the late Wayne Hom.
Some route comments:
Route 56 had two tails, Alki and Genesee Hill, with alternating service past West Seattle Junction on a 60 minute, each headway. Nights and Sundays, the bus only ran once and hour, went to Alki first, then back up the hill through Genesee Hill to West Seattle Junction to layover. In the 1998 service restructure, all day service through Genesee Hill was covered by the 51 circulator, a route that never gained any traction and should have been restructured years before it was outright cancelled.
Route 62 and route 30 covered that section of Magnolia on a limited basis, with only the mid-day trips on the 62 extended past Ballard, and peak only, peak direction route 30 trips extended past SPU.
The route 42 Skyway extension was a late night thing, I think the last two trips of the night serviced that terminal rather than Rainier View. That segment would have been covered by the old route 107 (serving Downtown) during the day.
26/28 on Westlake and 17 on Dexter was the historical pattern, dating back to the 1940s streetcar conversion. They were swapped in 1998.
Route 6 didn't live loop, but had an actual layover terminal at Washington Street. For whatever reason, nights and weekends the route looped and had a layover at Union Street nights and Sundays.
I don't know when Route 9 picked up again, but it was a trolley route through the 80s and 90s operating between Rose Street and the University District on a 30 minute headway. The stretch north of Aloha Street to the U District was scheduled to alternate with route 7, providing an "on paper" 15 minute headway. In reality, due to reliability issues this didn't happen often, and was one of the reasons for separating the routes. Runs often did both route 7 and 9, swapping routes in the U District. I do recall some 40ftrs on route 9; I think these were assigned to runs that didn't do any 7s.
I have mixed feelings as the sun has set on the 2300s.
They arrived and were in service in early 1999, replacing both the 1400 and 2000 series MAN fleet.
I remember operators, at the time, falling in love with them because for the first time Metro had a 60ft diesel that could perform in line with a 40ft motor coach.
They were versatile coaches, at home both on the longest suburban commuter route and on the busiest urban corridor.
But I felt, over the years, that some of the issues I identified when they were brand new just got more obnoxious as the years wore on.
As others have noted, the engine was ferociously loud. I don't know if NFI didn't properly engineer the sound insulation in the customer rear end body work to accommodate this engine, or what, but they were shockingly loud coaches from the first day and didn't get better with time. The Gillig Phantoms have the same engine, just with less horsepower, and were much quieter.
For a high-floor artic, the ride was never as good as it should have been. I remember riding a 194 from Federal Way when they were fairly new (Spring 1999?) and the ride on I-5 was shockingly poor. It did soften up over time, but was never as good as the MANs that they replaced. The competitor artics on the market at the time (high floor NABIs and Neoplans, which would have had their own issues) generally rode better than the D60 did.
The Maggie Fimia interior, revolutionary on the 3200s, was less suitable for this coach. With smaller side windows, the tinting kept the interior fairly dark even on the brightest day. The high back seats were inappropriate for the forward facing, over the center axle seats, as they effectively separated the bus into two separate sections. Many operators reported security incidents occurring in the back half of these coaches and they had limited visibility as to what was going on. For a rider in the back, you had no idea what was happening in the front of the bus. I never had this sensation on the MANs, or Bredas, which also had the elevated forward facing seats.
By the time the 2600s rolled around, New Flyer had started to hit its stride as a manufacturer (mid-00s low floor NFIs, of both varieties, are far superior to those produced in the mid to late 1990s as NFI started to pull ahead of its competition). The 2600s had an upgraded suspension and actually rode better than the 2300s, while providing more power (particularly hill-climbing ability) through the hybrid drive.
The one thing the 2300s had over the 2600s, especially as the last few years have come, is they've held up far better from a fit and finish perspective. Many of the 2600s (and the low 9600s) are awful on the inside. They rattle, the plastic has faded and yellowed, and they aren't as tight as they once were. When you look at these older fleets, the 2300s aren't any worse now than they were a decade ago while the 2600s are much worse. It's just that the 2300s were never as good as they should have been.