BusTalk

[Q65A]

By the early 1950’s, GM already was the acknowledged as the leading U.S. transit bus manufacturer. In 1953, they announced the launch of the new TDH-5105. With a power train and dimensions identical to those of the TDH-5103, the 5105 introduced a then-radical design feature that eventually would become standard equipment on all subsequent transit bus orders to this day: air ride suspension. The big transit quickly became a big winner: 3,630 TDH-5105’s were built between 1953 and 1959, making it the all-time best-selling GM Old Look transit bus. These sales figures are even more impressive when one considers that New York City bus operators never bought a single new TDH-5105. As with the earlier TDH-5104, the narrow 40-footer still was preferred in The Big Apple, and the 96” wide TDH-5106 became a local favorite. Nearly every NYC bus line bought new TDH-5106’s: almost 500 units were delivered to NYC operators from October 1953 to July 1959. Ironically, diehard Mack loyalist Jamaica Buses Inc. started the trend when they bought a pair of 5106’s in October 1953 (JBI #’s 601 and 602). They came back for a ten additional units in February 1955 (JBI #’s 603-612) and bought five more in March 1958 (JBI #’s 651-655). Cooper family lines TCC and GBL also bought 5106’s: TCC #’s 701-720 were built in April 1957, and GBL #’s 151-160 were built in March 1959. Queens-Nassau Transit Lines added 10 new 5106’s in September 1954 (QNTL #’s 821-840) and picked up 15 more in December 1955 (QNTL #’s 841-855). Renamed in August 1957 as Queens Transit Corp., this carrier bought an additional 16 units from February 1958 to March 1959 (QTC #’s 856-871). These units were equipped with 4-leaf jackknife-type entrance and exit doors (as did most 5106’s purchased by other Queens PBL’s). They also used armored-type side directional signals and “lighted arrow” front directional and rear stop/turn signals. TDH-5106’s assigned to other carriers were equipped with round front directional signals. The PBL’s in Manhattan and The Bronx waited a few years before buying their fleets of 5106’s. FACCO made history in 1958 by purchasing a single TDH-5106 (serial number 919) built in 1956 as a demonstrator for GMC Truck & Coach Division. Numbered FACCO 3100, the unit was GM’s first air-conditioned transit coach. According to NYCT’s publication The Vintage Bus Fleet, “It has other features first introduced in the 1950’s: a push-type rear exit door, wraparound seating in the rear portion, soft seating and fluorescent lighting.” Shortly thereafter, additional orders were placed by Surface Transit and FACCO. ST #’s 3020-3059 and FACCO #’s 2645-2694 were built to identical specifications; this is not surprising given that FACCO had purchased Surface Transportation in December 1956 (renaming the line “Surface Transit Inc.”). Built in July 1959, these buses were equipped with push-type exit doors and fluorescent front destination signs that bulged noticeably. They were NYC’s (and GM’s) last TDH-5106’s built. They ran in The Bronx and Manhattan until they were withdrawn from service in the mid 1960’s. In 1969, 85 of the former MaBSTOA units were transferred to the Brooklyn Division to alleviate temporarily a bus shortage caused in that year by the abandonment of the BMT Myrtle Avenue Line west of Broadway. NYCTA by far had the largest fleet of 5106’s in the area, buying 330 units in two big orders: NYCTA #’s 7000-7208 were built in October-November 1957, while NYCTA #’s 9000-9120 were built in August-September 1958. These buses were equipped with large pantograph-style windshield wipers (5106’s bought by the PBL’s had conventional wipers). They pioneered two design features that soon would become common on NYC transit buses: push-type exit doors (with brake interlocks) and hard molded seats (in pink on the 5106’s). The 5106’s ordered by the PBL’s usually were equipped with 4-leaf “jackknife” entrance and exit doors, and many had soft, upholstered seats. NYCT’s 5106’s had 2-and-2 seating ahead of the rear exit door and longitudinal seating aft of it. NYCT #’s 9000-9021 lacked the 2-and-2 seating, and had longitudinal seats only. These units originally were assigned to the B39. The 7000 series had conventional paired windows with standard vertically-sliding window sashes. Interiors were baby blue, and exterior surfaces were painted in the standard BOT silver over green livery. NYCT 7000 was specially painted in an all-gold color scheme in 1957 for a Fifth Avenue celebration. More than half of the 209-unit fleet of the 7000 series was assigned to both Flushing and Jamaica Depots, while the remaining buses went to Manhattan. The 9000 series used special horizontally-sliding sashes. Interiors also were baby blue, but exteriors were painted in a new light green over dark green color scheme. They originally had gold numbers which later became light green. They initially were assigned to Brooklyn’s Crosstown Depot, but in later years they were reassigned to the Fifth Avenue and Castleton Depots. Many of NYCT’s 5106’s operated long enough to receive radio equipment (in the process receiving boxy fiberglass hoods to protect rooftop mounted antennae). They were replaced by New Looks in 1971-1972. The DOB has preserved 3 TDH-5106’s in the Vintage Bus Fleet: FACCO 3100, NYCT 7144, and NYCT 9098. When not on display, FACCO 3100 normally is stored at QV, while NYCT 7144 and 9098 normally are stored at MV. As has been mentioned, JBI was the first NYC bus operator to purchase 5106’s in October 1953. They also were the only NYC bus operator to purchase GM Old Look suburbans when they bought 5 TDM-5108’s (JBI #’s 101-105, built in March 1958). TDM-5108’s were used extensively in trans-Hudson express commuter services by Public Service Coordinated Transport, DeCamp, Red & Tan, Orange & Black and other N.J. carriers, but they rarely were seen east of the Port Authority Bus Terminal. They were 40 feet long and 96” wide, with 6-71 Detroit Diesels mated to 4-speed Spicer Model 7141 constant mesh manual transmissions. They also had high side window sashes (without separate standee windows) and no rear exit doors, both typical suburban features. JBI normally used these units in premium services to Aqueduct Racetrack and Belmont Park, as well as in charter operations (situations in which the 4-speed stick shift would be somewhat less burdensome to the B/O). Schenck Transportation also had 4 TDM-5108’s, perhaps used for charter services. GM's next generation of transit buses would debut in 1959.

[Mr. Linsky]

Bob,

A medley of photos of New York City area 5106's (and one 5108).

All pictures have been borrowed for educational purposes only.

Enjoy!

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

Red Arrow (Pa.) TDH 5106 # 252 (Ex Green Line # 160)

Jamaica Buses TDH 5106 # 607

Jamaica Buses TDM 5108 # 104

New York City TDH 5106 # 7095

Peninsula Bus TDH 5106 # 609 (Ex Jamaica)

Green Line TDH 5106's junked (Ex Jamaica 600's)

[Mr. Linsky]

In doing the above photo study to complement Q65A's comprehensive report on the 40 foot 5106's and 5108's, I noticed something very interesting in the picture of New York City # 7095.

The windshield wiper transmissions (the devices that the arms are connected to), are located below the GM stainless steel wings under the windshield itself.

Not only does it appear to be odd looking but, if you will note in all the other specimens, the connections are above the logo, and just at the edge of the glasses.

This could be the result of some special configuration of equipment under the dashboard that forced the manufacturer to place the wipers as they appear.

Funny what you can come up with when you really study a picture!

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

[Q65A]

Thanks for those fine photos, Mr. L!
The pantograph wipers on NYCTA's 5106's certainly look to be of similar length to those used on early TDH-5301's. Look at the wipers used on the other GM Old Looks in Mr. L's pictures; they park near the bottom edge of each windshield.
The LH outside rearview mirror on NYCT 7095 also is a design not normally used on other GM Old Looks; 7095's mirror is square with an argent back finish, and is similar to the outside rearview mirrors used on many Fishbowls.
A careful observation of NYCTA's GM Old Look purchases (and specification selections thereof) shows that the TA definitely was on the cutting edge of transit bus design in the 1945-1960 era. The TA was an early user of 102" wide buses and 40-foot buses. They were an early adopter of push-type rear doors. FACCO also was an early experimenter with push-type rear doors and air conditioning.
Then as now, the bus transportation requirements in The Big Apple were especially demanding, and required top-notch technologies.