RSMG106

12 years? It seems pretty early to retire buses like that. Some companies retired their buses in the 15-20 year mark, or rarely more. However, most companies due retire their buses at the 12 year mark, so they can make room for newer, and better efficient buses, or retiring them for unknown reasons. The MTA should at least retire buses at the 18 year mark, similar to their 1998-99 Orion Vs. However, this is just my opinion though.

That's very good news. I knew the MTA decided to preserve the D60s after all.

Interesting. I could've sworn a NG has YU stickers on a MV unit.

Weird. 4040 still has Yukon stickers on it, and you said it was assigned to MV? Maybe they didn't have the chance to switch stickers.

4040 was on loan at MV from YU this morning on the M98.

4

Thanks for the info. I forgot that the M35 operates at Quill.

6096 heading back from MQ to possibly CS. I saw it when I was heading back home.

I know this isn't the contrary, but will the MTA preserve the RTS with ZFs? I doubt it will happen.

I was surprised to hear that. Another thing is that they never preserved one D60 in the museum fleet, due to it being popular for it's large capacity and being used in The Bronx and Manhattan.

I got a question? The NYCT purchase the DesignLine EcoSaver IV in 2009, as part of their BTE. These were mainly tested in MJQ and MV. They were originally supposed to be powered by the Capstone C30 Microturbines, and yes, these buses were powered by Microturbines, instead of a standard diesel engine. But they decided to use the powerful Capstone C65 Microturbines instead. I know there were withdrawn in 2011 and returned to Designline due to major issues, including the Microturbines. So I was wondering, with DesignLine being now known as Environmental Performance Vehicles Corp or EPV Corp. in 2014, will the MTA test out these buses again, since that technology is now becoming more advanced, and maybe give EPV another chance on the EcoSavers, or their other buses like the EcoCoach or the EcoSmart?

Seems weird, but since that more than 80 XD60s are in SBS duties, it will make sense that the LFS-A should push the XD60s from MQ to OH. However, this is just my opinion.

Good point.

I got a question after what happened this month. I know this is too early, but will the LFS-A assignment for MQ, 5567-5602, either replace the XD60s for SBS duties, or will it stick to the plan, and be used for the train shuttle?

Don't forget about the last remaining D60s.

A 99 RTS preserved? Now I'm excited for another RTS to be preserved, just like 8971. I wonder if one of the 2002-04 D60HFs may get preserved as well.

I will admit that. Now I can understand why these buses are more different than the MCIs.

I just hope the MTA doesn't accept the Prevost X-345s as the next express bus order. The design is great, and I know there are a lot of people who likes theses buses, but it lacks a retarder, only has one standard engine, the Volvo D13, and it doesn't have the modern style feel like Low floor for ADA accessibility. The buses are great, but doesn't have these key features

I'm going to assume that the DuoDrive has more range, more faster performance, and a higher gradeability than the ProDrive?

The Orion V is the third most iconic bus for the MTA. Many transit agencies ordered these buses from 1989 to 2008. For these facts, I'm listing the facts that I sourced, but I will not include MTA Bus' Ex: Private Bus Lines Orion V and Orion V CNGs. With that all in mind here are some facts about MTA's Orion Vs. * The 1993 Units were different powertrain-wise. 101-290, 298, and 301-316 were powered by the Detroit Diesel 6V92TA engine with Allison HT747 transmission. 291-294 were powered by the Detroit Diesel Series 50 engine with Allison HT748 transmission. And 295-297, and 299-300 were powered by the Cummins C8.3 engine with Allison HT747 transmission. All of these buses we're repowered with the Detroit Diesel Series 50 EGR engine, with Allison B400R4 transmissions. * 101-172 and 611-630 were originally delivered with suburban style seating for express routes, but were displaced into local service later on, refitting with fiberglass seating. * 101-196 were originally numbered 93001-93096, the first two digits, 93, indicates the model year. However, the computer systems couldn't handle 5 digit fleet numbers, resulting to be renumbered to 101-196. * 240, 246 and 247 were given unknown Orange destination signs. * The 1994-99 Orion V Diesels had the Detroit Diesel Series 50 engine, with Allison B400R4 transmission. 1993 and 1994-96 orders were the only orders along with the 1994-96 CNG units to have street exhaust. * 416 and 444 were repowered with the Detroit Diesel Series 50 EGR engine in the early 2000s as a test. * 317, and 581-610 were originally powered by the Cummins L10G engine, with the ZF Ecomat 5HP590 transmissions. Later on, there were repowered with the Detroit Diesel Series 50G EGR engines, and Allison B400R4 transmissions. * 631-680 were originally orders for the Flxible Metro Es, being numbered 1900-1949, and the powertrain would've been powered with the Series 50 engine, and Allison VR731RH transmission, but due to the closure of the Flxible Company in 1996, the MTA decided to transfer the award to Orion. * And lastly, 6000-6002 had Luminator MegaMax destination signs, while 6003-6349 had Luminator Max3000 destination signs. If there's any more facts, please let me know.

I gotten some Infomation that the MTA has awarded New Flyer for 106 XD60s. It's a little too early to tell, but could this be for the 2018-19 XD60 order, or is it a separate new order? https://www.masstransitmag.com/press_release/12427149/new-york-orders-more-buses-from-new-flyer