Millennium Transit Services
| Company type | Product line |
|---|---|
| Industry | Transit bus manufacturing |
| Predecessor | GMC RTS-3T prototype |
| Founded | 1977 |
| Founder | GMC Truck and Coach Division |
| Defunct | 2009 |
| Fate | Discontinued |
| Successor | None |
| Headquarters | Pontiac, Michigan (initial) , United States |
Area served | North America |
| Products | Transit buses (30, 35, 40 feet lengths) |
| Owner | GMC, Motor Coach Industries (TMC), NovaBus, Millennium Transit Services (over time) |
| Parent | GMC Truck and Coach Division; later Motor Coach Industries; later NovaBus; later Millennium Transit Services |
The Rapid Transit Series (RTS) represents a longstanding line of transit buses initially produced by GMC Truck and Coach Division beginning in 1977 at their Pontiac, Michigan facility. Conceived as GMC’s response to the Advanced Design Bus market, competing with models such as the Grumman 870, the RTS drew inspiration from GMC’s prototype developed for the U.S. Department of Transportation’s Transbus initiative. It showcased pioneering curved bodywork and window designs, bridging the gap between earlier high-floor buses like the GM New Look and newer low-floor variants aimed at enhancing passenger accessibility.
Manufacturing responsibilities shifted from GMC to Motor Coach Industries’ subsidiary Transportation Manufacturing Corporation located in Roswell, New Mexico in 1987. Subsequently, production moved to NovaBus in 1994 and later to Millennium Transit Services until the line was discontinued in 2009. This progression highlights a complex corporate landscape involving multiple entities overseeing production across North America.
Available in lengths of 30, 35, and 40 feet, the RTS featured a modular architecture that allowed for significant parts interchangeability among models. The largest configuration accommodated up to 47 passengers. Early powertrains incorporated Detroit Diesel’s two-stroke Series 71 engines coupled with Allison or ZF transmissions; later iterations employed Series 92 and Series 50 engines. The RTS’s flexible business approach and product adaptability supported its enduring presence in the transit market for over thirty years.
Pre-production
The RTS originated from the GMC RTS-3T prototype developed for the Transbus project, which itself followed the 1968 RTX (Rapid Transit Experimental) turbine-driven prototype initiated in 1964. Both the RTX and RTS-3T prototypes exhibited design cues later seen in production RTS models but had less curved bodies, single-step entrances, and in the case of Transbus, an extended length of 45 feet. The RTX was powered by GM’s GT-309 gas turbine engine—previously utilized in Chevrolet concept cars—and featured a "toric" continuously variable transmission. It included smaller wheels alongside a kneeling suspension system that reduced step height by four and a half inches to ease boarding; its interior floor stood at 21 inches high, seven inches lower than contemporary "New Look" buses, though this reduced passenger capacity from 50 to 29 on a comparable 40-foot bus.
Anticipating potential cancellation of the Transbus program, GMC started work on the RTS-II project in 1970, adapting elements from the RTX/Transbus designs. The first RTS-II prototype was completed in 1973 before development paused. This phase introduced the RTS name and featured designs more closely aligned with earlier prototypes than with final production versions. Revived in 1974, GMC withdrew from Transbus efforts to concentrate on developing the RTS as an Advanced Design Bus—a transitional model moving toward low-floor configurations aimed at improving boarding efficiency. GM began accepting orders for RTS buses in October 1975.
Production
In September 1985, GMC revealed intentions to divest or shut down its transit bus division due to declining sales of the RTS line. By May 1987, GMC transferred ownership of the RTS design, patents, manufacturing tooling, and assembly line to Transportation Manufacturing Corporation (TMC), a Motor Coach Industries (MCI) subsidiary. Together they fulfilled a contract for the New York City Transit Authority while transitioning production responsibilities to TMC. In September 1994, TMC sold its rights and patents to NovaBus amid an order from Massachusetts Bay Transportation Authority. NovaBus continued manufacturing RTS vehicles until ceasing U.S. production in 2002 to concentrate on its low-floor LFS model range.
Millennium Transit Services (MTS) later resumed RTS manufacturing at the former TMC plant in Roswell, offering both high-floor and low-floor versions. However, weak sales performance and uncompleted orders led MTS to halt production by 2009. The company made a brief return in 2011 with refreshed RTS variants and plans for a 42.5-foot model but dissolved after failing to secure major contracts. By this period, transit agencies had largely shifted preference toward low-floor buses supplied by competitors such as New Flyer Industries, Orion Bus Industries, Gillig, NovaBus, and North American Bus Industries (NABI).
Models
The RTS lineup consists of six main production generations along with two experimental models:
- RTS-01 (1977–78): Produced for transit agencies in California, Massachusetts, and Texas; closely resembled the RTS-03 with slight variations.
- RTS-03 (1978–80): The initial mass production model that gained widespread use among transit operators.
- RTS-04 (1981–86): Introduced a squared rear design to fit larger air conditioning units and incorporated a turbocharged DD6V92T engine; maintained independent front suspension.
- Prototypes for articulated versions known as 'RTS Mega' reaching lengths up to 65 feet were developed but never mass-produced.
- RTS-05 (1987): GMC’s experiment with a T-drive configuration featuring a longitudinally mounted engine; this influenced the design of the later Series 07.
- RTS-06 (1986–2002): The most prevalent RTS model, manufactured by GMC, TMC, and NovaBus; equipped with a solid beam front axle and later models powered by Detroit Diesel Series 50 engines.
- RTS-07 (1992): An experimental T-drive model built for SMART Detroit that did not enter full production.
- RTS-08 (1989–94): Designed by TMC specifically for the Chicago Transit Authority, featuring a front wheelchair lift and an expanded front door; eventually replaced by NovaBus’s RTS-06 WFD version.
- RTS Legend (2006–2012): Produced by Millennium Transit Services incorporating a T-drive system and redesigned front bumper; fewer than ten units were completed before contracts were canceled.
- RTS Extreme and RTS Express: Proposed low-floor and suburban express variants that never reached production.
| Type | Length | Engine | Length | Width | Series | |
|---|---|---|---|---|---|---|
| T = transit bus | 7 = 35 ft 8 = 40 ft |
W = Detroit Diesel 6V71 H = Detroit Diesel 8V71 (discontinued after RTS-04) J = Detroit Diesel 6V92TA 0= generic TMC designation |
— | 7 = 35 ft 8 = 40 ft |
2 = 102 in 6 = 96 in |
two-digit series number |
| Notes: | ||||||
| ===First series (RTS-01, 1977–78)=== | ||
|---|---|---|
| Manufactured for agencies in California, Massachusetts, and Texas; closely aligned with RTS-03 but with minor distinctions. | ||
| Type | Models | Example (shown) |
| Transit |
|
|
| ===Second series (RTS-03, 1978–80)=== | ||
| First widely produced model characterized by modular construction, seamless side windows, and sliding doors. | ||
| Type | Models | Example (shown) |
| Transit |
|
|
| ===Third series (RTS-04, 1981–86)=== | ||
| Featured a squared-off rear to house larger AC units; turbocharged DD6V92T engine; windows that could open; optional indicator lights near the destination sign. | ||
| Type | Models | Example (T8J-204 shown) |
| Transit |
|
|
| ===Fourth series (RTS-06, 1986–2002)=== | ||
| The most frequently produced RTS variant by GMC, TMC, and NovaBus; incorporated a rigid beam front axle and later adopted Detroit Diesel Series 50 engines. | ||
| Type | Models | Example (TMC T80-206 shown) |
| Transit |
|
|
| ===Fifth series (RTS-08, 1989–94)=== | ||
| Produced by TMC for the Chicago Transit Authority featuring a flattened front end to allow for a broader front door. | ||
| Type | Models | Example (TMC T80-208 shown) |
| Transit |
|
|
| ===Sixth series (RTS Legend, 2006–12)=== | ||
| Built by Millennium Transit Services with an updated front bumper design and a T-drive layout. | ||
| Type | Models | Example (shown) |
| Transit |
|
|
Options Timeline
- 1978: Launch of 35-foot RTS models equipped with optional electronic destination displays.
- 1979: Availability of GM-designed wheelchair lifts installed on rear doors.
- 1981: Introduction of pop-open rear door option, primarily targeting major urban centers and RTS-08 variants; MBTA and NYCTA received distinctive indicator lights.
- 1984: Release of a one-door suburban model, which was soon withdrawn due to poor sales and accessibility concerns; this design was later reintroduced as the WFD version by NovaBus.
- 1986: Small-scale production of methanol-fueled RTS buses, marking the first use of alternative fuel.
- 1989: Commencement of compressed natural gas-powered RTS bus manufacturing.
- 1996: Debut of initial 30-foot RTS models; partial assembly shifted to NovaBus’s Niskayuna, New York facility.
- 2001: Testing phase for diesel-electric hybrid RTS buses conducted by NYCTA and New Jersey Transit.
United States
The inaugural production RTS-01 (TH-8201) was delivered in 1977 to Long Beach Transit; this unit was subsequently restored and donated to the Museum of Bus Transportation. Early adopters also included Houston’s HouTran, San Antonio MTA, Brockton Area Transit, Dallas Transit System, and AC Transit, the latter of which transferred its order to Santa Clara County Transit District.
Buffalo’s Niagara Frontier Transportation Authority (NFTA) obtained the first RTS-03 buses with a 96-inch width, while Detroit’s DDOT procured the initial 102-inch wide models. The RTS-03 showcased a modular construction featuring seamless side windows and sliding doors. The New York City Transit Authority (NYCTA) evaluated two RTS-03 units before placing orders for the enhanced RTS-04 variant.
The RTS-04, offered in both 35- and 40-foot lengths, saw widespread adoption in the early 1980s by agencies such as San Antonio, Pueblo Transit, Metro Dade County, NFTA Buffalo (which acquired 110 units), and Southern California Rapid Transit District (which purchased over 400 units for the 1984 Olympic Games). NYCTA received its first RTS-04s in 1981, powered by Detroit Diesel engines.
Introduced in 1986, the RTS-06 initially came as a 96-inch wide model for the Massachusetts Port Authority; subsequent larger orders were fulfilled with 102-inch wide versions supplied to Snohomish County Public Transportation Benefit Area Corporation.
On April 30, 2019, after nearly forty years in operation, NYCTA retired its final RTS buses. The last scheduled trip featured a 1998 NovaBus RTS-06 (#5108) on Brooklyn’s B3 route. A retirement event held on May 6, 2019, displayed two 1999 NovaBus RTS-06 buses (#5241 & #5249) at MTA headquarters. NYCTA/MABSTOA maintained the most extensive fleet of RTS vehicles.
Beginning in 2019, several RTS-06 buses underwent refurbishment by Complete Coach Works for Winston-Salem Transit Authority to prolong their operational lifespan by an additional twelve years.
Canada
During the introduction of the RTS in US production, GMDD (GMC’s Canadian division) contemplated manufacturing the model for Canadian markets. However, resistance from transit agencies regarding the “futuristic” design led GMDD to produce the Classic, an updated iteration of the New Look bus first built in 1983. The Classic also gained traction among American transit operators.
Following the Classic’s phase-out in 1997, NovaBus resumed limited production of RTS buses for Canada until 2001. The majority of Canadian RTS orders were for the RTS-06 WFD version, mainly acquired by agencies in eastern Canada. Among these were Toronto Transit Commission’s fleet of 52 units introduced from 1998 onward and Société de transport de l'Outaouais’ dozen buses produced in 2000.
Quebec-based Dupont Trolley Industries specialized in refurbishing RTS buses under the name Victoria, incorporating distinct styling modifications. These refurbished models are uncommon and predominantly operated within suburban Montréal transit systems such as CIT Roussillon and Sainte-Julie public transit.
Other Locations
Between 1985 and 1997, Daewoo Bus manufactured the BH120 Royale and BH115H models, which bore a resemblance to the RTS in appearance but differed significantly in construction. The Royale utilized chassis sourced from Isuzu combined with Daewoo-produced MAN engines, featuring underfloor luggage compartments and lacking modular design elements. Although similar in look, it should not be classified as an RTS derivative. Later versions, rebranded as BH120 Royale Super, took on a design closer to the Isuzu Super Cruiser. The BH115H was later replaced by the Daewoo BH117H Royal Cruistar and BH116 Royal Luxury, which showed styling influences from the Mitsubishi Fuso Aero Bus.
General Motors conducted limited investigations into small-scale RTS manufacturing at GM Holden in Australia and at its Diesel Division facility in London, Ontario; however, these evaluations did not lead to actual production.
Producers
- GMC produced RTS models from 1977 to 1987
- TMC handled RTS production between 1987 and 1994
- NovaBus manufactured RTS buses from 1994 through 2002
- Millennium Transit Services offered RTS Legend, Express, Extreme, and Evolution variants from 2003 to 2012
- Dupont Industries specialized in refurbishing older RTS buses under the name Victoria
Millennium Transit Services
Millennium Transit Services, LLC was founded in 2003 with the goal of continuing Rapid Transit Series (RTS) bus production at the former Nova Bus facility located in Roswell, New Mexico. The company was primarily staffed by former NovaBus employees and received financial backing from the city of Roswell, the State of New Mexico, and Pioneer Bank.
In 2005, MTS secured a substantial contract for 68 transit buses and 221 suburban coaches from New Jersey Transit, with deliveries scheduled for late 2006. Due to financial constraints, this order was canceled; completed vehicles were subsequently rejected by New Jersey Transit and resold to other clients such as Foxwoods Resort Casino, Somerset County Transportation, and Texas A&M University.
Additional contracts included retrofitting 25 TMC-built RTS buses to run on CNG for El Paso, Texas, along with orders from Pueblo Transit. Agreements with Santa Fe Trails and Beaumont Municipal Transit were also arranged but later terminated.
Experiencing financial strain, MTS filed for Chapter 11 bankruptcy on August 29, 2008. After restructuring efforts, production ceased in February 2012. Although the plant briefly resumed operations that summer, no major new contracts were secured.
By 2019, the Roswell facility stood vacant and was available for lease or sale. Announced plans in 2024 propose redevelopment of the site after more than ten years of dormancy.
| Model | Category | Length | Floor Height |
Door Width | Remarks |
|---|---|---|---|---|---|
| RTS Legend | Transit | 30, 321⁄2, 35, 371⁄2, 40 feet | high-floor | narrow or wide | |
| RTS Express | Suburban/Coach | 30, 321⁄2, 35, 371⁄2, 40, 421⁄2 feet | high-floor | narrow or wide | |
| RTS Extreme | Transit | 321⁄2, 35, 40, 421⁄2 feet | low-floor | wide | introduced in 2012 |
| RTS Evolution | Minibus | varies | high-floor | narrow | RTS body mounted on a cutaway van chassis; no units produced |
Related Topics
- GMC New Look – GMC’s bus model from the 1960s
- Flxible Metro – principal competitor of the Rapid Transit Series
- GMC/MCI/NovaBus Classic – modernized New Look alternative to RTS
- Neoplan Transliner – competitor by ADB