If there was any indicator that the marriage between Baltimore's Transit scene and General Motors had gone sour, it would certainly be the RTS-II.  Intended to be the cutting edge of technology that would revolutionize the industry, the only thing the "RTS" succeeded in cutting were the ties between GM and the MTA.  The RTS was a lesson in the cautions that should be applied to new technology that may not have been tested for all practical purposes.  For the MTA, it was a painful and embarrasing lesson.
 
 

Year:	Numbers:	Length:	Engine:	Configuration:	Retired:	Notes:
1979	3301-3360	40 Feet	8V-71	Soft Seats	1990
1980	3361-3401	40 Feet	8V-71	Padded Seats	1990	Saw extended use in Ocean City as 2100's

After outbidding Flxible and AM General on an Advanced Design bus, GM began delivering the first order of the RTS buses in January of 1979.  These coaches were a radical departure from the styling of all previous bus models. In fact, the structure of the coaches was a drastically new setup, as the buses were constructed of five foot modules.  This modular design allowed the same parts to be used on 30, 35, and 40 foot models - little more was required than simply adjusting the number of modules used in the construction of different lengths.

Officially, the coaches were TDH-803's which stood for Transit Diesel Hydraulic Transmission bus with 8 modules [40 Foot Length] of the 03rd design (for some reason, there was no 02nd design).  The coaches were equipped with the same powerful 8V-71 Engines used since the orders of 1973, this time with a Allison V-730 Transmission.  The coaches came delivered in a modification of the Light Blue and Chartreuse Green Scheme, with silver painted wheels, and a white body.  As delivered, the coaches came with roller type destination signs that were later replaced with electronic destination signs.

Immediately, problems became apparent.  One challenge was the narrow width of the coaches, which had a center aisle that was just about one foot wide. However, that Summer would show the biggest setback for these buses.  As built, the coaches had a slim profile air-conditioning unit that allowed for a sloped, streamlined back to the coach.  This low-profile unit also had a low output, and was no match for the humid Baltimore Summers. In addition, the buses were built WITHOUT sliding window sashes.  As a result, the only way to get ventilation was to pop the emergency exit latches!

MTA was slow to recognize and remedy the problem, as the second order arrived in 1980, different from the first only in the inclusion of Electronic Destination signs upon delivery.  As a result, this did little to endear the coaches to the riding public.  For once, passengers would be seen letting the newer equipment pass to ride aboard the older fleet. Still, it would not be until 1984 when the problem was mostly remedied by the installation of higher output units that did away with the sloped back, and the replacement of two sealed windows on each side of the coach with sliding sash type windows.  Around this time, the paint scheme was modified to become similar to New York City - of a white body and blue belt rail.
 
 

GENERAL MOTORS RTS GALLERY
	The RTS-II's were only a few months old when Coach #3307 was captured at the Mount Washington Loop in 1979.  Nestled behind it is a Flxible running the extension of the #8 line that served territory acquired from Ruxton Bus Lines.  Jack Bloodsworth Photo.
	Freshly delivered #3339 awaits final prepping at Carroll Park before entering service.  Roll Signs on the RTS fleet did not last long.  Thomas Dorsey Photo from the Transit Archives Collection.
	In their later incarnation, the RTS buses strongly resembled the standard scheme used in New York City, basically done to better adhere to the look of the Flxible Metros that the MTA was now receiving.  Coach #3355 works the #22 line at Harford Road and 32nd Street in 1990.  Sean Irvin photo.
	Late in her career, coach #3375 awaits the opportunity to make the right turn from Belvedere Avenue onto Clearspring Road while working the #44 line in 1989.  Adam Paul photo.
	The flip dot destination signs on the RTS's left a leading "0" in front of single digit route numbers, Thus #3388 at Fayette and Hanover works the #08 line in late 1981.  Jack Bloodsworth photo.
	Same coach at almost the same location - Here #3388 strikes the corner of Liberty and Fayette from the other approach while working the #11 line.  Thomas Dorsey photo from the Transit Archives Collection.
	Inside, the 96" width of the RTS led to a cramped arrangement, as evident in this interior shot.  Add the sealed windows, a broken air conditioner, and a standing load in the Summer months, and one can easily see why the RTS buses were headaches.  Thomas Dorsey photo.

By this time, the damage had been done.  The coaches were disliked by the public, and often ridiculed among transit buffs for everything from their appearance to their problems.  The rest of the 1980s would see the coaches almost entirely relegated to School Trippers and Rush Hour Trips exclusively.  They were originally seen as a replacement for the New Look buses of the 1960's and 1970's - yet the New Looks were still around to see the RTS buses make their final trips in the Summer of 1990.  All but 20 of the coaches were shipped to Harford Division (which never actually ran them) in June of 1990, and the remainder later followed after being deemed surplus.

However, MTA still had one problem on its hand - the buses were only 11 and 12 years old.  The early set left the property in Early 1992, while the later set were hustled back down to Carroll Park in 1991 for refurbishment and continued state use in Ocean City.  The coaches were renumbered as 2100's and served well there for a number of years before being pared down by age to the point where the last two were retired in 1999.

One can argue that the RTS was in its infancy when ordered, contributing to many of the problems it faced.  However, this was the second manifestation of this design, and it still had too many problems.  This coupled with an agency that did not correct the problem quickly enough, has seemingly doomed the RTS from ever returning to the streets of Baltimore, despite the fact that the design is still being produced!
 
 
 

RTS-II Fast Facts The RTS-II fleet comprises a number of "lasts" for Baltimore Transit.  They were the last 96 inch wide 40 Footers ever ordered, the last city coaches to come equipped with Roller Signs, the last buses to be delivered in Light Blue and Chartreuse Green, the last V-8 equipped buses purchased, and the last series purchased to have a quadruple repeating fleet number (#3333). MTA performed a unique experiment on the #14 line using the RTS-II's.  The coaches were equipped with JET TURBINE engines (#3318-3321).  It has been remarked that the coaches were powerful once the hurdle of acceleration was conquered.  However, horror stories have been relayed on trying to get the buses to S-T-O-P!!!! RTS-II's rarely wore exterior advertising.  They did not come equipped with exterior racks common on New-Look buses, and their paint seemed to come off easily when using stick on ads.  There are a few exceptions, as some rather creative extended "semi-wraps" were displayed on these buses in their early years - an innovation not posible on older buses. One Coach, #3324 never recieved the new paint scheme.  It ran until retirement in an all Light Blue Scheme that was often used in the interim on many buses before the advent of the White and Dark Blue setup.