After re-reading what I wrote, I must have been on my last legs of sleep. I don’t even remember posting this last night!
Here are 3 pictures from April 21, 2008 test runs of Sound Transit 109 running on the test segment between Royal Brougham and the Operations and Maintenance Facility.
To clarify, from the prior grammar issue, ST 101 has a little over 4000 miles since it first started testing early last year. The Federal Transit Administration (FTA) requires a burn-in session of each vehicle, the first three of which are typically the test beds for adjustments. ST 101 needed 2500 miles, ST102 needed 1500 miles, ST 103 needed 1250 miles. Each vehicle after ST104 needs only 750 miles and can be broken in from any order or fashion (meaning they can be in multiple consist and the miles would still count as a burn-in as) as long as the controls, braking, etc all work as normal.
Hopefully that clears up the initial confusion and I apologize for the terrible and confusing post. Tiredness does that =P
First picture is the exhaust mod on the ST coach – Does anybody know what this is? It was much quieter that is for sure!
ST 109 stopped at Lander Station
ST 109 coming off the elevated
ST 109 crossing Lander Street
Cool photos! I’ve been looking for some shots, but haven’t had any luck taking them myself (bad timing).
What’s the story on the modified exhaust pipes?
For the uninitiated, what does “from ST 104 up, the vehicles only need 750 miles with the main test beds being 101-103” mean?
I found it a bit confusing too.
The FTA rules require transit equipment to be put to a couple thousands hours test before being allowed to carry passengers. I’m guessing Brian means that Link cars 101-104 need only 750 miles of operation or fewer to carry passengers.
Brian knows a lot more about this than I, correct me if I’m wrong, Brian.
Brian, that’s horrible grammar. You should explain what the testing requirements are!
101 needs something like 2500 miles on it before it can be used. 102 needs less, 103 needs even less, and 104 (and on up the line) need 750 miles each. That’s not too far – just a couple of days running full time. Buses can do 300 or 400 miles a day.
these look so short. are they going to link them together, or is this really how long each train is going to be?
Never mind! I read down to an earlier post and found the answer to my question…
“Sound Transit is planning on operating 3 to 4 car trains during the baseball and football seasons, normal runs will be 1 and 2 car trains.”
2 cars is 400 people which is 6-8 buses depending
*massively embarrassed*
Wow, I’m really sorry about the bad grammar! That has all be fixed and I retyped the post entirely.
Hopefully it is much, much better.
The exhaust pipe is intriguing. Exhaust is normally pointed up, to get fumes away from people. Pointing it back either means that they feel comfortable that a bus height is high enough (which I’d disagree), or that there are no hazardous fumes. No hazardous fumes but still needing a tailpipe could only mean one thing: Natural gas! Natural gas has a much lower carbon impact than most fuels, and the exhaust is mostly water vapor.
Searching for Sound Transit Natural Gas gives me this. They’re even quiet, which fits in with your observation.
That particular coach with that distinct tailpipe does no run on CNG, rather it’s a diesel.
Yeah it is much more clear now.
Yay, quieter buses!
that Gillig 9103 is not a mod, it is a new delivery
looks like they have sealed windows
Not only does the ST 9103 have sealed windows, notice how the grilles on the side are different. On the other Gilligs, they’re straight slats, but on 9103, they’re grates.
According to the Wikipedia article [http://en.wikipedia.org/wiki/Sound_Transit#Fleet] (obviously not a reputable source), the highest ST Gilligs end at 9091, which means this is an entirely new vehicle. Now I’m curious.
The new exhaust pipe pipe on the bus is part of the new Cummings ISL engine. The engine burns hotter and thus, the tail pipe acts as both a way to channel fumes out of the bus and to dissipate excess heat. The engine also requires a “regen” cycle after so many hours of operation. This regen cycle raises the engine temperature and cleans the exhaust filter. There have been some issues with Gillig trying to make sure the regen programming works properly though.
The new Cummings ISL engine are being put in many of the new Gillig low floors.
Ah, that explains it. It looks like PT is getting some new Gilligs for its routes: I’ve seen two of them in service and in layover for the 586.
I haven’t seen a more elabourate exhaust system since the “Boxed” stacks of the old Breda’s!