BusTalk

[Q65A]

The early 1980’s definitely were not an easy time for NYCT and the NYC-area private bus lines (PBL's). The sudden, unexpected withdrawal of the 837-unit Grumman Model 870 fleet created a tremendous amount of stress both on transit management and the riding public (which increasingly was turning to mass transit as a means of dealing with sharply increasing energy costs of that era). In order for the TA and OA to “make service” in 1981, large numbers of “old soldier” GM and Flxible New Looks continued to ply the streets of New York City. Many of these buses had long surpassed their 12-15 year projected service lives, and were more than ready for retirement. To supplement these older transits, leased fleets were acquired and quickly placed into service: these units included 153 veteran Fishbowls and 2nd Generation Flx New Looks from WMATA and 149 MC-8’s from Greyhound for Staten Island express services. The fallout over the ill-fated Grumman Model 870 fiasco understandably could not have given NYCT a high level of comfort regarding ADB’s. From 1978 to 1980, NYCT had evaluated a solitary GM RTS-03 demo (NYCT 200, a 1978 T8H-603), but they returned the unit to GM and opted not to purchase any slope-back RTS’s. Regardless of their negative experiences with early ADB’s, NYCT understood that ADB’s were the way of the future, especially if Federal transit grant monies were to be expected. Fortunately, by the time the NYCT Model 870 fleet began suffering the first of many painful difficulties, GM already had their significantly improved RTS-04 in production. GM understood well that the RTS-01 and -03 designs were less than perfect. The HVAC systems of the slope-backed RTS’s did not perform well in service. Purchasers of high-priced ADB’s also wanted greater flexibility in ordering equipment options best suited for their individual operating environments. The RTS-04 was announced to the transit industry in September 1980. It boasted a vastly improved HVAC system for better reliability and ease of maintenance. The key external feature that distinguished the RTS-04 from its older sisters was a squared rear end, so configured to house the re-engineered HVAC apparatus. A blacked out triangular panel and a slim, fixed triangular window were fitted at the very rear end of each side panel; these assemblies came to be known as “porkchop panels”. Other improvements included larger front and rear bumpers better able to ward off body damage in dense city traffic, improved rear lighting fixtures, a front kneeling warning lamp, and sliding passenger window sashes. Electrically-driven front and side curtain-type destination signs were standard equipment. Electronic destination signs from Luminator and Transign were offered as optional equipment. Early versions of these signs used thumbwheel-type controls with which the operator entered numerical codes to display route,destination, and public relations messages. These controls later were upgraded to use membrane-type touch pads. Twin 4 ¼” diameter hoodlum lights flanked the front destination sign on NYCT RTS’s. Rear mounted electronic route signs were offered on later RTS-04’s. Powertrain choices were revised. RTS-04 buyers could choose from either the time-honored 6V-71N or the new turbocharged 6V-92TA. The Detroit Diesel 8V-71N no longer was offered. The RTS model numbering system that had been introduced with the launch of the RTS-03 was modified slightly: a letter “J” indicated a DD 6V-92T engine, while the letter “W” signaled a DD 6V-71N engine. As before, a “T” prefix was used on all RTS’s, with a “7” or “8” indicating 35- and 40-foot lengths, respectively; digits “02” and “06” indicated 102” and 96” widths, respectively. The final 2 digits (-04) indicated body series. 40-footers rode a 298.7” wheelbase. Exhaust tailpipes were mounted beneath the left side of the rear bumper. White acrylic side panels still were used, with various colored tape stripes affixed to identify individual operating agencies. Two small hinged access doors were installed in the large hinged rear engine bay access door; these doors afforded access to the engine oil dipstick (LH door) and transmission fluid dipstick (RH door). An Allison V-730 hydraulic transmission was standard, installed with angle gears in classic V-drive arrangement. It used a mechanical lever-type selector installed on a floor-mounted tower located to the left of the operator. Later RTS-04’s offered the Allison V-731 transmission equipped with an electronic touchpad shifter mounted to the same tower in place of the V-730 shift lever. Full air ride suspension was standard, with an independent front suspension (equipped with a right side kneeler) and a full-floating rear axle. Wedge-type brakes were used, as were 5-hole, 10-stud 22.5” x 8.25” cast steel stud-piloted wheels (fitted with 12.50”x22.50” tires). A hubodometer was mounted to the right rear wheel hub. Fuel tanks held 95 gallons (standard) or 125 gallons (optional, but normally specified on NYCT RTS-04’s). Bus operators sat in a standard adjustable mechanical seat (NYCT specified the American Seating Model 6300F); an electrically-adjusted seat was optional. A 4-position adjustable tilt steering wheel was provided, helping to create a more comfortable environment for the operator. Standard gauges included a speedometer, air pressure gauge, and 2 voltmeters (one for the 12V system, the other for the 24V system). Some carriers ordered optional oil pressure, water temperature, fuel level or hourmeter gauges; NYC RTS-04 fleets usually opted just for the standard gauge package. Switch panels were installed both to the left and the right of the operator. Foot operated directional signals were standard. Foot controls also were used to actuate a P.A. system (equipped with an adjustable boom-type microphone mounted on the LH A-pillar) as well as emergency radio and signal lamp switches. Twin manually-adjusted outside rearview mirrors were provided. Various passenger seating arrangements were offered. A GM parts catalog dated 9/83 indicates that NYCT RTS-04’s used vandal-resistant American seats for 39-43 passengers: 1981 RTS’s used a 2x1 arrangement, while 1982 and later RTS’s used a 2x2 arrangement. Two 3-passenger longitudinal flip up seats were installed on the roadside wall opposite the rear door; these positions were equipped with wheelchair securement devices. NYCT and PBL RTS-04’s used a 2-leaf flat push-type rear door equipped with sensitive touch bars; these could be overruled by the operator at the flip of a toggle switch mounted on the LH switch panel. Wheelchair lifts were installed in the rear stepwell, and were controlled by a lockable adjacent switch panel. Master wheelchair power was controlled by a key-type switch mounted on the RH switch panel next to the operator. Touch tapes were used to operate the passenger chime. A “Stop Requested” lamp (mounted on the ceiling above the front windshield) illuminated when a touch tape was actuated. A small illuminated “Step Behind White Line” was mounted on the RH side of the front destination sign door. Twin roof-mounted ventilation hatches were provided; the rear hatch also served as an emergency escape hatch in the event of a rollover. The new RTS-04 clearly was a much refined machine as compared to its immediate GM predecessors and its AMG and Flxible counterproducts, a fact that would not be lost on NYCT and the NYC-area PBL's.