All
aboard the Siemens SD660!
History:
In 1993, Tri-Met sought a manufacturer for America's first
low-floor Light Rail Vehicle (LRV). Originally designed by LTK Engineering, this LRV was
made to be an upgrade alongside the existing MAX Type 1 high-floor fleet made by
Bombardier Mass Transit Division.
The Bombardier high-floor LRVs:
Click here for more info about the MAX Type 1 LRVs
In the early years
The MAX Type 2 was originally designed in 1993 by LTK Engineering in
Portland, Oregon, designed to be a low-floor ADA compliant LRV with new passenger
technology such as destination display signs, automated passenger announcements, baseboard
heating, pressurized air conditioning, and motorized bridgeplate ramps for accessibility.
Tri-Met also needed it to be fully backwards-compatible with the older MAX Type 1 fleet
from 1986 so the cars could be coupled and used in service with both cars handling
propulsion. To accomplish compatibility, LTK and Tri-Met decided to use DC propulsion
systems, similar to what was already being used on the MAX Type 1 cars. This idea did not
actually end up sticking; more info on that later. During that time, some teaser/prototype
photos were teased on Tri-Met's media, such as the 25th anniversary book, of which I
actually own! Check this out!
Cover of TRI-MET 1994 25th Anniversary book.
On the first page, LTK has an acknowledgement displaying the
Type 2 prototype.
LTK acknowledgement
Later on in the book, there is a Siemens acknowledgement showing
another angle of the prototype; this prototype was deemed the Siemens Duewag SD600.
Siemens Duewag acknowledgement
The
big Pickup:
In mid 1993, Siemens
Mass-Transit Division of North America picked up the design from LTK/ Tri-Met and began
working on refining parts of the design, both in the technology and in the physical
design. Tri-Met was working directly with the general manager and vice-president of the
Siemens Mass Transit Division, Gunter Ernst, who at the time impressed Tri-Met with his
qualifications, deep understanding and unparalleled commitment to the design and production
of America's first low-floor Light Rail Vehicle. The initial order was placed in May 1993
with a quantity of 39 cars; later, in 1995, the order was expanded by an additional 7 cars
to compensate for the new MAX Westside Expansion project. In 1996, the final design was
finished and was heavily modified in the technical aspect and subsequently was re-classed
to the Siemens SD660. This re-class was mainly because the propulsion equipment was
changed; instead, the SD660s were equipped with Siemens IGBT-VVVF PWM based traction
systems, more in-depth technical information on this system later. While the propulsion
systems are very different from each other, they maintained compatibility electrically by
syncing the Motor and Drum handle position (the handle that sets the train in
propulsion/braking modes) electrically through the coupler. The final design also changed
some parts of the physical appearance and changed the position of things for some quality
of life.
SD600 exterior
schematic:
SD660 exterior
schematic/drawing (measurements are the same):
The 2nd window in the middle section (C) was removed.
The destination sign on the side was moved from the right of the center (C) section to be
in the center section (C) window.
The door window length on all doors was extended slightly.
Exterior door button positions were changed.
The top trim is not angled down in the front ends of the LRV.
1996 is also the
year that manufacturing started to take place; here's a photo of an SD660 Chassis on its
way to the Siemens manufacturing plant in Sacramento California by freight!
Siemens SD660 chassis spotted on a freight train in Mojave CA, on its
way to Siemens-
to be assembled.
1997, The Delivery:
On March 17th 1997,
The first SD660 (Car 205) was delivered to Tri-Met. On that very same day, by proclamation
of Tri-Met's General Manager at the time, Tom Walsh, and in honor of Gunter's vision of the
project, Car 205 was named the Gunter Ernst car.
Note: The delivery
was taken at the Merlo Rd/SW158th Ave heavy rail connection. This connection was used to
take delivery of most of the Type 2 and 3 cars. The connection was removed in 2009.
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