BusTalk

[Q65A]

Throughout its long history as a preeminent transportation equipment manufacturer, GM inherently pursued a continuous product improvement policy, and its buses were no exception. This overarching theme could be seen in the development of both GM Old Looks and New Looks, and is particularly well exemplified by the evolution of the RTS from the original slope-backed RTS-01 and RTS-03 to the square-backed RTS-04. The RTS-04 was built from 1980 to 1986, and was well received by transit operators nationwide. It definitely was a major success in NYC, a very tough proving ground in which only the strongest buses survive in extremely demanding 24/7 service. In The Big Apple and many other U.S. locations, GM clearly had “ADB bragging rights” over Flxible and all other transit bus manufacturers. Although the temptation to avoid tampering with a proven design likely was significant, GM engineers were bound by their corporate product improvement credo and they sought to refine the RTS-04 design. Given that the RTS-04 had been field tested for nearly 6 years under a variety of service patterns, there was much practical experience to be learned by observing how these buses had performed. The RTS-06 was introduced to U.S. transit operators in mid-1986. It incorporated several important design improvements that were intended to provide enhanced durability and serviceability while reducing maintenance and operating costs. Unlike the major shift from slope-backed RTS-03’s to square-backed RTS-04’s the design improvements built into the new RTS-06 were not heralded by conspicuous exterior appearance changes, thus making RTS-04’s and RTS-06’s fairly indistinguishable from one another. Arguably the most significant improvement was replacement of the front independent suspension system of the RTS-01/-03/-04 with a simpler, more rugged beam axle. This change reduced weight by 300 pounds and eliminated a considerable number of parts, many of which required periodic lubrication and/or replacement. Use of a beam axle reduced the tendency of a heavily loaded RTS to sag, thus improving vehicle stability and handling. Another welcome improvement in the RTS-06 focused on the acrylic body side panels, which now were installed in 2 separate upper and lower segments that could be replaced independently in the event of collision damage; earlier RTS’s had used single-piece body side panels. Minor revisions were made to the electrical system to simplify wiring installations wherever possible. New climate system controls were offered: 2- or 3-position toggle switches or a 4-position rotary knob were installed on the operator’s LH switch panel. The 3-position switch was used on buses that were not equipped with A/C. The front telltale panel included a new lamp labeled “Speed Switch”; this yellow telltale was designed to illuminate whenever the speed of the coach dropped below 2 MPH. A fully-adjustable, air-suspended Isringhausen operator’s seat was offered as optional equipment. Interiors were modernized to include an extensive use of neutral charcoal trim. Most other design features found in the RTS-04 carried over into the new RTS-06. As with the RTS-03/-04, RTS-06 buses were offered in both 35- and 40-foot lengths and 96” and 102” widths. DDEC electronic engine controls were added to the Detroit Diesel 6V-92TA engine. The venerable Detroit Diesel 6V-71N still was offered for those operators who preferred naturally aspirated engines. Both the Allison V-730 and V-731 hydraulic transmissions were offered; the former unit used the traditional “ball & stick” shifter mounted to the operator’s left, while the latter unit used an electronic touchpad installed where the shift lever would have been located. As it turned out, the RTS-06 had a short 10-month production period from July 1986 to May 1987. Sadly, the RTS-06 was the last bus series built by GM, who sold its bus building operations in January 1987 to former loyal customer Greyhound. In turn, Greyhound moved all RTS-06 production to the Roswell NM plant of its subsidiary Transportation Manufacturing Corporation (TMC), who built the RTS-06 under the TMC nameplate from mid-1987 to until early 1995. NYCT took delivery of 300 Model T8J-206’s (NYCT #’s 4300-4599) from September 1986 to January 1987. This order was financed partially by PANYNJ, the last NYCT bus fleet to be so purchased. Equipped with Detroit Diesel 6V-92TA engines and Allison V-730 hydraulic transmissions, the white and blue striped units were equipped Luminator electronic front, side and rear destination signs, push-type exit doors, and hoodlum lights. Department of Buses Insider’s Guides issued in 1998 and 1999 indicate that these units operated in all 5 boroughs and were assigned at various times to the following depots: Amsterdam, East New York, Flatbush, Fresh Pond, Gun Hill, Jackie Gleason, Jamaica, Manhattanville, 126th Street, Queens Village, Ulmer Park, Yukon and West Side (later M.J. Quill). Insider’s Guides issued in 2003 and 2005 show that the fleet dwindled down to 155 and 24 units, respectively. By 2006 none remained on the NYCT active roster, although 5 buses from this group were withdrawn and redeployed for various non-revenue purposes. NYCT 4329 and 4505 were acquired by NYPD. NYCT 4524 became a Roadeo bus (stored at Casey Stengel Depot when not in use), while NYCT 4560 (based at Zerega CMF) became a training bus. NYCT 4396, nicknamed “The Phoenix”, bears the logo decals of all NYCT depots, and as of February 2008 was stored at Casey Stengel Depot when not in use. Through the purchasing power of NYCDOT, the PBL’s also joined NYCT in their support of GM’s final transit bus model, acquiring 132 RTS-06’s from November 1986 to February 1987. These were equipped with Detroit Diesel 6V-92TA engines and Allison V-730 hydraulic transmissions, and as with the PBL-operated RTS-04’s they used curtain-type front and side destination signs without flanking hoodlum lights. Among the PBL’s, Triboro Coach Corp. had the largest and most diverse fleet of RTS-06’s. The Jackson Heights-based carrier took delivery of 28 conventional diesel-fueled Model T8J-206’s (TCC #’s 716-740, 761-763) in January 1987.The following month, TCC also received 7 methanol-fueled T8J-206’s bearing TCC #’s M1-M6; these experimental units were acquired to determine which type of alternative (i.e. non-diesel) fuels might be suitable for NYC transit bus applications. (Ultimately, methanol buses proved to be less reliable than either their diesel or CNG counterparts, and were disposed of. In 1998, TCC joined CBC and QSC in operating a fleet of NYCDOT-acquired CNG-powered Orion V buses.) TCC was the only PBL to acquire new 102” wide GMC RTS-06’s. In November-December 1986, the remaining PBL’s acquired 97 96” wide GM Model T8J-606’s through NYCDOT: STC #’s 43-54, QTC #’s 244-258, QTC #’s 270-274, CBC #’s 395-420, JBI #’s 551-567 and GBL #’s 601-622. The Cooper lines clearly swapped buses frequently among their properties. GBL #’s 601-606 originally were built as JBI #’s 568-573. Subsequently, CBC #’s 395-416 were transferred to Cooper sibling JBI, where they became JBI #’s 571-580. As with the earlier T8J-604, in the NYC area the T8J-606’s were exclusive to the PBL’s, as NYCT had ceased purchasing 96” wide transit buses in 1958. Approximately 71% of the original GM RTS-06 fleet operated by the PBL’s survived the creation of MTA Bus: an MTAB fleet roster dated March 10, 2005 showed that 94 units (ex-GBL, JBI and TCC buses) were scheduled to be renumbered into the MTAB fleet. As with NYCT, MTAB was determined to eliminate 2-stroke diesel engines from its fleet as quickly as possible, and ultimately all were withdrawn from service by 2007. None were preserved as part of the MTAB museum bus fleet.

[Mr RT]

Lots of detail in your article ... thanks for sharing !

[Mr. Linsky]

Another great piece of our history by Q65A - thanks Bob.

To compliment the essay, I herewith present a medley of photos of RTS-06's operated by Queens (NY) PBL's;

Photo credits as follows; (in order of appearance)

Triboro Coach # 731 - Michael Pompili
Queens Transit # 247 - Bill Hough
Command Bus # 419 - Bill Hough
Jamaica Buses # 559 - Michael Pompili
Green Bus Lines # 613 - Michael Pompili

Thanks to all and BusTalk.info Gallery

Mr. Linsky - Green Bus Lines, Inc., Jamaica, NY

[Q65A]

Thanks for the compliments and the great pix!!!
It's hard to believe that these RTS's are already gone.
It's equally difficult to fathom that the very first slope-back RTS's first ran on the PBL's nearly 30 years ago, and that NYCT bought its very last RTS-06's back in 1999.
The RTS probably is the only pre-BRT ADB to have some degree of streamlined styling; perhaps there was a bit of Fishbowl influence at Pontiac.
Most of the other ADB's tended to follow the boxy styling of the Grumman Flxible Model 870.
As examples, look at the profiles of these ADB's: Gillig Phantom, Orion V-VII, NABI 416, Neoplan AN440, New Flyer D35 & D40.
The sole exception to this rule probably is the Nova LFS, which arguably has the most curved front end design of any non-BRT ADB.
You can see that the most modern ADB's have undergone some degree of aesthetic reworking to make their squared edges a bit rounder: the Orion VII Next Generation and the redesigned New Flyers are good examples of this trend.

[JUSXTREME96]

The Green Lines ones were all 102 inch. They didn't get 96 inch RTS's untill they borrowed from Command.

[GBL Rebel]

[Q65A]