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  1. B0108, B0110 and B0120 have been sold and are sitting in a lot on Bishop Rd in Chehalis, visible from I-5.
  2. Snow makes it a great day for strange equipment assignments. I've seen 17100s and 24400s going to the University District and 40 footers are on Swift, including 9159. Get your photos before it melts.
  3. No more 7300s & 7400s have been put in service since 7324 on December 27. No retired equipment has been brought back for viaduct extra service.
  4. There was no reason other than that their current draw was very high, and that multiple coaches operating too closely to each other at full throttle would overload substations. 5006 and 5018 made test runs on the 43 to Ballard in 1990 (only one at a time). Conversion to 4200s reduced their current draw. After blockages in which coaches gathered awaiting resumption of service operators were (and still are) warned to go easy on the throttle until coaches were separated by several blocks. I recall one occurrence on Rainier when after a blockage too many heavy-footed operators brought the local substation down and caused another delay, and I'm certain there have been others. The Pullman battery doesn't charge unless the traction motor turns so periodic exercise is critical. If any of you went on the Night Trolley Trip this year then you experienced a discharged-battery episode. Traction power and interior lights come from the poles but the other lights are fed from the battery. I'm not privy to why the Twin Coach failed that night, but its battery charges without having to move.
  5. As of 9/25 Atlantic Base has 47 2600s assigned. In addition to 37 weekday assignments on route 120 there are 44s and 70s. These have deadheads which aren't feasible in a trolley. On weekends Atlantic borrows some 2600s from Central, but Central doesn't have enough capacity to maintain 43 60' coaches required to dieselize Saturday service (26 on Sunday). Atlantic also borrows 42 40' coaches on Saturday & 40 on Sunday (from both Central & Ryerson). To share the maintenance load Atlantic needs to have its own assigned 2600s.
  6. 6225 is operating on the A line right now. 6222 is in Atlantic Yard. 1250 & 1251 are New Flyer XE60s. 1252 & 1253 are XE40s. They are known to have tested on the Queen Anne counterbalance. The problem with the 7300s involves a mirror mounting. I assume it is the center aisle mirror and supposedly operators are hitting their heads on it when getting in and out of the driver seat. 3 were at Bellevue Base on Wednesday and 3 more were supposed to be sent there this weekend, but Operations hasn't qualified anyone to drive them yet.
  7. My source didn't tell me. I'll try to find out.
  8. The Proterras have been out of service since 9/10 and for another 3 - 4 weeks while new charging stations are constructed at Eastgate P&R. I'm told that the 7300s won't go into service until issues with the operator stations are resolved.
  9. 9537, 9538, 9541, 9543, 9544 and 9546 have been retired.
  10. The Renk D874 transmission was a 4-speed; the first two gears were fluid-coupled. On a 3000 first shift was at 11 MPH and second shift at 24MPH. All Metro's MANs had an MAN D2566 engine. The 2000s engine had an intercooler on it, boosting horsepower from 275 on a 1400 to 310. Not all 1400s had high-speed gearing. 1420 - 22 were geared for only 51 MPH. 1423 - 24 were geared for 57 MPH, like the 2000s. The 1400s had power-assisted steering and the 2000s had full power steering.
  11. 6220 - 6241 exist. There is an order shown on the New Flyer Production List published last March by the Motor Bus Society for XDE60s 8300 - 8321. I assume that this order for standard coaches was converted to RapidRide specifications. The vehicle manuals haven't been posted to the Vehicle Maintenance website yet.
  12. It's happening, albeit slowly. 9542 was retired in January; it had an engine failure in September and was not repaired.
  13. As far as fuel economy goes, recall that Allison refused to enable 6th gear on any King County or Sound Transit (9537 - 9552) Caterpillar-engined coaches. Early on I thought that it was a case of Metro stacking the deck in favor of their argument for hybrid coaches but I learned later from multiple sources in Maintenance that Maintenance wanted 6th gear and wasn't happy about it. Engine wear increased significantly, too. I have wondered whether Allison's refusal had any bearing on the decision to switch from E-drive to BAE hybrid drive for future purchases. I never heard from any operator that acceleration was an issue. While they may not have accelerated as fast as a hybrid they appeared to be adequate and on par with the 2300s.
  14. As a coordinator and from a mechanical standpoint the weak spots were hinge failure, suspension collapse, and engine faults. Hinge failure (throttle loss due to anti-jackknife device issues) was a bigger problem in their early years; sometimes an extended shutdown while holding down the hinge fail reset switch solved the problem. Sometimes one had to disable the door master switch to get the coach to move (30 MPH maximum) but the alarm that accompanied it was extremely obnoxious. Sometimes they wouldn't move at all. Suspension collapse was usually caused by leveling valves flipping over due to coaches hitting or driving over curbs (Metro's tendency to assign 2300s to routes such as the 27 which are too narrow and curvaceous didn't help). Occasionally debris on the roadway would be thrown up and hit the valves which weren't well protected. An engine fault light always meant the coach was done. 390K to 460K.
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