BusTalk

[Q65A]

GM had been the undisputed leader in transit bus technology since the 1930’s, and the Truck & Coach Division certainly realized that by the mid 1970’s their once-futuristic New Look design was nearly 2 decades old. Many new buses would be needed sooner or later to replace more than 33,000 Fishbowls and GM naturally wanted to retain or grow their typically large share of the transit bus market. Given the difficult economic pressures of the 1970’s, GM also realized they had to control manufacturing costs aggressively while remaining agile enough to meet the “mass customization” requirements inherent in the transit bus industry. By the time UMTA released the “white book”, GM already had been working on the RTS-II project for several years, and by May 1977 they had a product ready to roll. The RTS-II was a sleek, futuristic vehicle that looked totally unlike its extensive line of GM predecessors. Some bus observers might suggest that the slanted front and sloped rear paid subtle homage to the silhouette of the Fishbowl. As history soon would show, the RTS arguably was the least boxy of the many ADB designs that would come onto the U.S. transit scene from the late 1970’s until today. Power train components were quite conventional and “Fishbowl proven”: transversely-mounted 6V-71N or 8V-71N Detroit Diesels drove Allison V-730 hydraulic transmissions through a set of angle gears. GM used some innovative new design and manufacturing techniques to build the new RTS. GM Old Looks and Fishbowls both had used a monocoque construction in which a stressed skin provides much of the total structural strength. In contrast, the RTS utilized an integral stainless steel frame consisting of a series of pre-fabricated 5-foot long stainless steel “modules” welded together to form a robust, corrosion resistant structure. Theoretically, buses of 30’, 35’ and 40’ lengths could be assembled readily using this modular “building block” approach. The outer skin of the RTS consisted of non load bearing, corrosion resistant fiberglass panels. These were affixed to the inner structures without visible fasteners, creating a smooth, sleek appearance. Initially these side panels were available only in white, and were accented by tape stripes of various colors. Bus observers of the period, accustomed to seeing riveted Old Looks and silver sided New Look transits for many years, probably regarded the largely white RTS as an unusual sight. A new alphanumeric model nomenclature system was introduced with the introduction of the RTS. It was appropriately concise for the relatively limited early model lineup. Over the following 25 years of RTS production, the model descriptors gradually changed. The time-honored letter “T” still was used to designate a transit coach (at the time, GM still sold intercity buses or “parlor cars” designated by the letter “P”). The second letter indicated type of diesel engine: “W” signified a 6V-71N Detroit Diesel, while an “H” indicated the big 8V-71N Detroit. By this time, hydraulic transmissions had become standard equipment in all transit and very many intercity buses, so the “H” and “M” designations were dropped from the model numbering system. The following 4 numerals were new and RTS-specific. No longer would the long-standing 2-digit nominal seating capacity be used as a coach size descriptor. An initial single digit (7 or indicated the number of 5-foot modules used to construct the bus: a “7” indicated a 35-footer while an “8” denoted a 40-footer. The second single digit (“2” or “6”) indicated widths of 102” or 96”. True to long-standing GM practice, the final pair of numerals signified the model series number; not surprisingly, the initial RTS was Series 01. The Series 01 RTS was available only in a single model, the TH-8201 (i.e. 40-foot long, 102” wide transit, equipped with an 8V-71N Detroit Diesel). Only 426 units were built from 5/1/77 to 5/1/78 for a consortium of transit operators based in CA, MA, and TX; none were operated in NYC. The improved Series 03 came out late in 1978, and shortly after the new series made its debut, the original nomenclature system was modified. The numerical coach length descriptor now was inserted between the initial “T” and the engine code letter; thus what would have been called a TH-8203 became a T8H-203. The shift to a revised model classification system was timely because the Series 03 would be offered in 12 different models. These units were available in 35’ or 40’ length, 96” or 102” width, and offered a choice of 3 Detroit Diesel engines: the time-honored 6V-71N (code “W”), the big 8V-71N (code “H”) or the new turbocharged 6V-92T (code “J”). All RTS’s were 119” tall; 40-foot coaches had a 298.7” wheelbase, while 35-footers rode a 238.7” wheelbase. RTS construction materials and methods undoubtedly cut maintenance costs, and made for a bus that was durable but heavy. Much as the Fishbowl could boast enhanced visibility over the Old Look, so did the RTS emphasize large-sized windows. The RTS used a large 2-piece front windshield, kept clear by dual long arm pantograph-type wipers equipped with integral washer nozzles. Side windows were constructed of tinted, shatter-resistant acrylic resin instead of glass. In a radical departure from the classic Fishbowl design, the sloped rear end did not include any type of rear window: HVAC equipment (housed beneath a large blacked out panel) now occupied the area. Series 01 RTS units had an exhaust port that exited horizontally from the HVAC panel; Series 03 RTS’s used conventional street-level tailpipes. Except for a small sliding window installed for the operator, side windows on Series 01 and 03 RTS’s did not open: a sealed climate control system handled all HVAC requirements. The RTS used a 2-leaf plug type entrance door with as many as 3 window panels per leaf; in an effort to reduce glass replacement costs, some transit agencies specified fewer door windows. The rear door initially was a power-driven, 2-leaf crank arm-actuated plug-type door (“contoured-linkage drive type”) with a single large upper glass panel per leaf. Flat push type exit doors were made available later. Curiously, Series 01 RTS’s used dual stainless steel toggle switches to control front and rear doors; Series 03 units used conventional 5-position rotary door control handles. Series 01 RTS’s lacked wheelchair lifts; beginning with Series 03, hydraulically-operated WCL’s installed in the rear stepwell were offered as optional equipment. Front kneelers were provided on RTS’s. Series 01 and 03 employed an independent front suspension. This feature is common in passenger cars and many light trucks but is not normally used on large commercial vehicles; it tended to enhance ride quality at the expense of added mechanical complexity. 5-hole 10-stud cast steel disc wheels were used, as was a full air-ride suspension. Anti-lock brakes were provided on early RTS’s; wedge-type air brakes (as opposed to the much more common S-cam air brakes) were another RTS trademark. RTS’s used single-piece power-driven curtain type front and side destinations signs. Manually-operated run number boxes (3 or 4 digit) were installed on the far RH side of the dashboard. In a departure from longstanding bus design practice, the RTS used both a 12V and a 24V electrical system. The 24V system handled starting and other engine functions, while the 12V system handled lighting and other accessories. Exterior lighting fixtures were unique to the RTS. A rectangular 3-lamp assembly was used on each side of the front of the coach; each assembly housed a single, inboard-mounted amber turn signal and 2 rectangular sealed-beam headlamps. A similar rectangular 4-lamp assembly was mounted on each side of the tailgate. The RTS operator’s compartment was quite different as compared to those found on Fishbowls and other traditional transit buses. Transmission controls were mounted on a small floor-mounted “tower” handy to the operator’s left hand; a traditional “ball & stick” selector lever was used. Gauges were fitted into a large front panel equipped with a single central telltale panel. The speedometer (or optional tachograph) was installed on the LH side, and as many as 5 smaller gauges were installed on the RH side of the front panel: 2 voltmeters were used (12V & 24V) as well as optional gauges for fuel level, oil pressure, and water temperature. Stainless steel toggle switches were installed on the LH panel along with rotary knobs for the master control, wipers & washers, and the panel lamp dimmer. Some early Series 01 RTS models used a keyed master switch. New for the RTS was a right-hand switch panel located just to the lower right side of the operator’s seat. Ancillary stainless steel toggle switches were installed in this panel. Series 01 RTS’s had the kneeler switch installed on the RH switch panel; Series 03 units had the kneeler switch mounted on the LH panel. Dual outside rearview mirrors were standard; this was important equipment since there no longer was a rear window. Foot-operated directional signal switches were used on all RTS’s. Public address systems were offered as OEM options, with hand held or rod type microphones (the latter type actuated by a floor mounted foot switch). Provisions were made for installation of 2-way radio equipment in an external compartment located just aft of the left front wheel. Unlike older transit buses, hydraulic power steering was standard equipment, a genuine boon to bus operators who needed to steer their vehicles in and out of tight spots and heavy traffic all day long. The RTS also was equipped with an adjustable tilt steering wheel, another important comfort and safety feature. The operator sat in either a conventional “iron-sprung” American Model 6300 seat or in an electrically-adjustable, non-suspended seat. RTS’s typically seated 39-41 passengers, depending upon which seating plans were specified. Passenger seating was either 1-and-2 or 2-and-2 with mostly forward facing seats (with the exception of seating positions above the front and rear wheelhousings, which used longitudinal seats). A 5-person bench seat was installed at the rear. Soft upholstery or hard seat facing materials could be specified as options. Rooftop hatches (to be used as emergency exits and for supplemental ventilation) were installed, one forward and one aft. Passenger signals used pressure sensitive “touch tapes” instead of bell cords. The RTS-03 was relatively popular nationwide, but in the rough and tumble NYC bus transit world it was received lukewarmly at best: only 37 Series 03 RTS’s were bought by NYC operators. Following a scenario not dissimilar to that followed by early Flxible New Looks, NYC PBL’s clearly were more eager to experiment with the RTS-03 than were NYCT and MaBSTOA. In November 1978, NYCT received a new T8H-603 demo (96” wide, 40-feet long, with an 8V-71N engine). Dressed in white with an unusual blue striping design and numbered NYCT 200, the demo RTS was operated in test service at many NYCT and MaBSTOA depots in all 5 boroughs for nearly 2 years. NYCT ultimately decided not to purchase the unit, which eventually was sold to Spokane Transit System. (No one knew it at the time, but history would show that NYCT’s decision to eschew the RTS-03 turned out to be a very big mistake.) In December 1978, the Cooper Lines received a T8H-603 demo (GBL 1000); it operated for GBL and TCC, but was returned to GM and later sold to Spokane Transit System. In May 1979, affiliates QTC and STC bought 2 Model T8H-603’s. The orange-striped units were numbered QTC 1 and STC 2, but QTC and STC did not buy any more Series 03 RTS’s, opting instead to acquire a large number of new Canadian-built Fishbowls from GMD. The Cooper Lines were far more willing to invest in the new RTS, buying 35 T8H-203’s in October-November 1979. These 102” wide, 40-foot long RTS-03’s had big 8V-71N Detroits, and were apportioned as follows: JBI 301-310, TCC 630-639, and GBL 1001-1015. All these units were largely white, accented with stripes colored in JBI maroon, TCC red or GBL green. Series 03 RTS’s were more popular with Westchester County bus operators: Club Transportation, Liberty Lines, White Plains & Pleasantville Bus Lines, and Westchester Street Transportation together owned 87 T8H-603’s. Hertz Car Rental also bought several 96” wide, 35-foot long T7W-603’s beginning in July 1979; these units operated at NYC-area airports in rental car courtesy shuttle services. The pioneering Series 03 RTS’s were plagued with their share of “teething problems”, a not-uncommon situation whenever radically new mechanical designs first are introduced into demanding applications. The early RTS’s soldiered on for a number of years, but these “slope-back” RTS’s frequently suffered from major HVAC problems, a very serious issue considering that Series 01 and 03 RTS’s had sealed windows. (In later years, aftermarket retrofit kits successfully provided much needed HVAC improvements.) Nevertheless, history has demonstrated that the “slope-backs” must have impressed their owners, because when the significantly improved RTS-04 was launched in 1980 it became as much a symbol of NYC bus transit as Old Looks and Fishbowls had been in their heyday. For an incredibly thorough discussion of the early RTS’s, consult the recently published Crestline book titled Rapid Transit Series Buses by our own RTS 04 (aka Evan McCausland).

[Mr. Linsky]

Pictured below is fleet number 1012 - a 1979 GM (RTS) model T8H-203 and one of 15 (1001 - 1015) delivered to Green Bus Lines of Jamaica, NY.

# 1012 was among the first RTS's for the company and among the last group of coaches obtained before takeover of purchasing by the NYCDOT.

The 'slope-back' rear end and sealed windows as mentioned in Q65A's excellent essay above are apparent in the photo.

Many thanks to BusTalk.info Gallery for the use of the image.

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

[Cyberider]

Thanks for the interesting info, Bob, and the nice photo, Mr. Linsky. While not much of a fan of much beyond the New Look era, I have to admit that the early RTS's are looking better all the time.

[Mr. Linsky]

Dave,

How right you are!

I've said any number of times that the RTS's eventually grow on you - it must be something magical!

Anyway, the best part of it is that they're still around (Brooklyn and Los Angeles are flooded with them) and I don't think we'll see the end of this era until about 2020.

So the up-shot of it is that this bus (in one form or another) is going to be with us for nearly a half century - what a tribute to GM!

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

[Mr. Linsky]

Pictured below is fleet number 5023 - a very early version of GM's RTS operating for Metro Bus of Buffalo, New York.

Notice the very acute rear slope that contained what later was found to be an inadequate air conditioning system.

As is noted in Q65A's essay above, many of these first versions were retrofitted with improved HVAC equipment which required a larger squared housing in place of the slope.

Photo courtesy of Barp.ca - USA Transit Systems and used for educational purposes only.

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

[JUSXTREME96]

When were the GBL RTS 03's retrofitted and what happened to the GBL RTS 03's when they got retired? I only saw 1003, 1005-1007, 1009, 1012, 1013, and 1015.

[GBL Rebel]

[JUSXTREME96]

I know 1003, 1005, 1006, 1009, 1013, and 1015 were at the arverne scrap then got removed after takeover in 2006. 1007 was completely dead and someone in 2003 said it was in the Bronx. and 1001, 1002, 1004, 1008, 1010, 1011, and 1014 (the one with the 2 striped front) I have no clue what happened to them or when they were scrapped. I've seen 1012 at Varsity a few years ago and there was no parts I've seen missing and the front doors were opened.

[JUSXTREME96]

Pictures of 1012 around 2006-2008. Jamaica Bus 3001 was also there but now is at a museum in PA.