Fresh off the heals of near disastrous dealings with the General Motors RTS-II, MTA tried once again to establish a new standard for coach purchases.  Luckily, this time, they found success with the Grumman Flxible corporation with their purchase in 1982 of 81 buses.  This order included the first 40 Wheelchair Lift equipped buses.  Although some negative public relations was initially generated when some operators seemed to deliberately leave patrons in wheelchairs, the concept and the coach generally stuck, as Baltimore turned to Flxible for every subsequent order as long as they were in business.  At one point, from 1993 until 1995, the entire fleet was comprised of Flxible Metros or Grumman 870s (sans the small "fleet" of Neoplans at Eastern). Later purchases included 30 foot buses, suburbans, and alternate fuel and engine buses.  A summary of the Flxible fleet follows:

After the success of the first order, MTA continued to return to Flxible for order after order for the years that followed.  The following year's order comprised no lift-equipped buses, but did contain 10 Soft-seated buses that saw use on mostly suburban routings from Bush Street  This was the year in which the numbering system was set up to show the delivery of a bus from its forst two digits.  Also included was the demonstration use of a Flxible Metro "lookalike" rebuilt from a Flxible New Look, numbered 8381.  The order for 1984 was all city type buses, and included 50 lift equipped buses.  The 1985 order included the first true "Suburbans" with only one door and high backed cushioned seating.  Later, MTA acquired a 1984 built Flxible 30 foot demonstrator that was unique to the fleet with a red interior, two doors, and flat glass windows as opposed to Lucite (it was initially assigned to the 76-Towson Shuttle).
 

1982-1985: GRUMMANS and EARLY FLXIBLES
	Late in her career is coach #3504, shown here on August 29, 1997 finishing a trip on the #2 line to Frederick Road at the Beltway.  For the most part, the coach's appearance is similar to that when it was delivered.  Adam Paul photo.
	Coach #3525 models the "Flxible" style front that a handful of Grummans wore following accidents.  The coach is seen deadheading to Bush Divsion at Lombard & Charles on April 9, 1990.  Other coaches to receive new fronts were #3511, 3554, and #3560.  Adam Paul photo.
	Coach #8320 models the "Purple Stripe" decal tape that MTA looked at to replace paint.  Seen here on the Northern Parkway end of Route #36 in February of 1990, the coach would not wear this tape for too long before it would be replaced by conventional paint.  Adam Paul photo.
	Typical sight on Route #13 in the early 1990's was an Eastern Division 8300, as represented here by #8329 at North and Charles, with the North Avenue Market tower rising behind on June 29, 1990.  Adam Paul photo.
	Coach #8365 also wears the decal tape as it speeds along University Parkway at Keswick Road in February of 1990. This coach would spend its later years based at Northwest Division.  Adam Paul photo.
	Coach #8372 awaits departure time at Cherry Hill Light Rail Station while working the #47 line service to Southern High School on June 9, 1999.  Coach would soon after be retired and repainted for donation to the Riviera Beach Volunteer Hire Department.  Adam Paul photo.
	Winding its way through the netherlands of South Baltimore is #8431, plodding up Chesapeake Avenue in Fairfield on Route #64 on April 10, 1999. The coach is the first of this series to have a wheelchair lift.  Adam Paul photo.
	Wearing a fresh coat of paint is coach #8511, headed south on Light at Lombard on September 12, 1990 on now defunct Route #62.  Building on the right side of photo has since had it's false front removed to reveal a more historic character.  Adam Paul photo
	Still wearing it's delivery "digs" is #8560, sporting the Flying "T" logo on Route #31 at Lombard and Howard on May 8, 1990.  All coaches running into the 1990's would be redone wearing the new MTA logo.  Adam Paul photo.
	Coach #8561 awaits its load of Students while taking due time at Poly-Western High Schools on January 19, 1999.  Upon leaving here, the coach has nearly an hour's run to reach Curtis Bay.  Adam Paul photo.
	At Baltimore and Eutaw Streets, Coach #8564 works the #1 line on July 19, 1990.  Coach still sports the "T" emblem.  Adam Paul photo.
	Coach #8581 makes a rare appearance late in her career at Kent and Sidney Streets (Westport Light Rail Station) on Route #30 on September 4, 1998.  Typically, this coach was held in during the afternoon for use by the Starter to roam the yard in looking for available buses to assign.  Adam Paul photo.

In 1986, the logo on coaches was changed to replace the "flying T" with the angular logo currently in use.  The 8600's were the first coaches to wear this emblem, with the logo originally inset in a rectangular space that was later changed to a trapezoidal area within the stripe.  The 1986 set was actually the first homogenous order, as all 80 buses recieved that year were padded seat coaches without wheelchair lifts.  The electronic destination signs of this year are slightly larger than the previous years.

In 1987, a varied order of coaches arrived on the property.  The first 30 were typical 40 footers that were largely the same as those used in previous years, with the larger Transsign destination signs that were introduced in all buses recieved that year (first demonstrated in coach 8570).  The next 10 demonstrated a new engine - the Cummins L-10.  While the coaches had a swifter take-off than their sisters, it was not until brake adjustments were made that most operators would feel safe operating these coaches.  Coaches 8741-8760 constitiuted the first quantity order of new 30 foot buses in over 45 years!  These coaches were visioned for use on feeder routes, but have seen less use as these routes have either been discontinued or have had ridership outgrow the coaches (such as the #4 line).  Also ordered in 1987 were 55 coaches that broke the recently established numbering system.  Only the "7" from 1987 was used for the 7000 series buses that were built as semi-suburban buses, but were later converted to city buses using seats cannibalized from 3500's around 1996.

The 1988 order of coaches was the first to use the Luminator type sign, and the first to use the ill-fated rear number display that was supposedly more for the convenience of supervisors than for the public. This order was split down the middle with half having lifts, and half being liftless.  This breakdown of the order was repeated in 1989. However, the last 20 of the 8900's had soft seats, making them semi-suburbans. Coach 8940 would be the last non-wheelchair bus to be ordered by the MTA, as a change in policy required all new vehicles ordered to be accessible to those with disabilities.
 
 
 

1986-1990: More Flxibles
	As originally delivered, 8600's had the MTA logo inset into a rectangular area within the stripe, as seen here on coach #8680, boarding on route #5 on April 24, 1990 at Fayette Street and Hanover.  The Hamburgers building in back has since been removed.  Adam Paul photo.
	When repainted, the 8600's were redone with a trapezoidal shaped area within the stripe, as seen here on Coach #8663, spotted on August 1, 1998 on Route #23 at Frederick and Lexington Streets.  Adam Paul photo.
	What looks like the dead of night is actually a foggy morning for Coach #8709, seen here at Northbend Loop on Route #23 on January 18, 1999.  This loop is a "cut-out" piece of property created when the BTC sold the original Northbend streetcar loop to Shell Oil for a gas station. Adam Paul photo.
	Serving one of the more famous destinations of the city is #8716, laying over at the loop at Fort McHenry on Route #1 on August 5, 1998.  The first 30 of the 8700 series coaches carry 6V-92 engines.
	Coaches 8731-8740 carry Cummins L-10 Engines, such as #8738, seen here at Liberty Parkway and Dundalk Avenue on Route #20 on April 20, 1998.  These coaches have spent their entire careers at Bush Street.  Adam Paul photo.
	At times, the MTA has been hard pressed to find homes for the 20 30-foot Flxibles purchased in 1987.  One home has been found since 1993 on route #30 running between Westport and Patapsco Light Rail Stations.  Here is coach #8758, seen here at Annapolis and Waterview with the city skyline rising behind on January 2, 1998.  Adam Paul photo.
	Biggest oddity in the new numbering system adopted in 1983 are the 55 Flxibles purchased in 1987 as Suburbans that wound up as 7000's. Here, one of these coaches, #7005 pulls up to the light at Frederick and Fayette Streets on March 26, 1998.  Adam Paul photo.
	The 7000's are among the earliest series largely repainted over to the "white stripe" modification to the MTA scheme.  Here, #7035 models the scheme on April 10, 1998 at the Bush Street Yard.  Adam Paul photo.
	Typical of the series is #8856, shown here working Route #7 on Greene at Fayette on August 3, 1998, shortly before a paving project would cover the abundance of brick paving coming through in the foreground.  Adam Paul photo.
	Coach #8956 works the MTA's Sunday only #28 bus line, seen here laying over at Randallstown Loop on January 17, 1999, while still rather fresh from the Paint Shop.  Adam Paul photo.
	A classic Baltimore industrial backdrop sets the stage for coach #8966, laying over at Sparrows Point on the #10 line in August of 2001.  The slightly less demanding schedule of the #10 line often results in the older, less powerful Flxibles being assigned to base service there.  Adam Paul photo.
	The 9000's were the first series consisting entirely of Wheelchair Lift equipped coaches, such as #9076, seen here at Church Street and Prudence on Route #64 on May 9, 1999.  Adam Paul photo.

Coaches 9001-9080 arrived the following year, and would prove to be a troublesome bunch. Increasing "technology" now included emissions control systems that would effectively overheat the buses, causing a safety guard to shut the acceleration down to a dead creep.  It would be nearly 10 years later when solutions such as larger radiators and better venting of the compartment would make these problems a thing of the past.  For many years in the 1990's the 9000s were "grounded" as much as possible during the hot summer months.  Also delivered following the transit order were 18 suburbans, numbered 101C to 118C.  These coaches, specifically set aside for contractors were used on routes 310 and up.  It is not immediately apparent if the "C" stands for Commuter or Contractor.  Regardless, as the decade wore on, these buses saw less and less service, often being shuffled from contractor to contractor (Eyre to Yellow, etc.). Only a couple remain in their original intended purpose.  In 1999, 107C and 117C made their way into the MTA scheme and were assigned to Kirk Avenue (complete with front header decal) for use exclusively on the 120 line.  A number of other of these surplus buses were supposed to be headed for similar fates, but Divisional chiefs balked about the age of the buses and their limited usefulness.  By the late Summer of 2000, a number of the buses had been prepped for use as training vehicles, with two slated for each division.  117C has had its decal removed, and appears to be now used as such. These buses are equipped with fareboxes and radios, and can be used in revenue service in the event of an emergency.

The steady stream of new buses would come to an end in 1991, as recessionary woes would necessitate the cancellation of that year's order.  The 1992 order was for a mere 50 coaches, equipped with 6-71 engines similar to those used in Old Looks.  These coaches were for years slow performers, but with better maintenance and attention to them, have slowly come to be accepted and liked by operators.

If the 1992 order was downsized, the 1993 order was almost non-existent.  Touted as the wave of the future were 4 (yes, 4!) LNG fueled buses that arrived at Northwest Division, where a fueling facility was set up.  (The coaches were stored outside [at an indoor division!] for safety reasons).  These coaches were almost a disaster from the start, as they generally served only small mileage trippers and the seasonal 67 line.  It was rumored that they had to be used soon after fueling or the supply would merely evaporate.  In any event, these buses ran no later than 1995, and were transferred to Montgomery County "Ride-On" who has spent immeasurable time trying to reconfigure the coaches to Diesel power - only finally meeting with success. About the only real innovation provided in these coaches were the Luminator "Super Max" signs.

The 1994 order of 35 coaches would not actually arrive until 1995, but would be well worth the wait.  These have been among the most well regarded of all Baltimore buses ever built for their nimbleness.  Three different configurations exist, but all of which are generally faster than the old Detroit 6V-92 industry standard that existed for the many years Flxible Metros were built.
 
 
 

1992-1995 : Later Flxibles
	It's the evening of June 5, 1999, as coach #9204 readies for a Westbound journey on Route #23 from Eastern Avenue and Ponca Street.  Box on roof is a strobe unit once used in a traffic light pre-emption experiment on route #210. Adam Paul photo.
	With the city skyline including City Hall looming in the background, coach #9210 pulls aside at Baltimore and Chester Streets on the Summer morning of Saturday June 26, 1999 while performing duties on route #20.  Adam Paul photo.
	Years ago, this would have been a very popular stop for transit, but in November of 2001, coaches such as #9226 running the M6 line breeze right past the site of the old Gwynn Oak Amusement Park near Woodlawn.  The coach, once assigned to Kirk Avenue, has called Northwest Division home for several years.  Adam Paul photo.
	Representing the Cummins/ZF combo coaches is coach #9425, preparing to make the U-Turn at Tom Day Boulevard at the Halethorpe turn on route #31 on February 23, 2001. Adam Paul photo.
	Typical of the five Cummins/Voith set is coach #9427, seen here at Wildwood Parkway on Route #23 on July 12, 1999.  Adam Paul photo.
	The speedy Detriot/ZF set is well represented by coach #9433, seen here sporting new paint in the Bush Street Yard on May 31, 1999.  Adam Paul photo.
	Again, coach #9433 demonstates it's power as it rambles up the hill at Charles and Lexington Streets while working the #3 line to Cromwell Bridge Road Park and Ride in the middle of a Summer day in August of 2001.  Adam Paul photo.
	Having just relieved the #31 line, this Operator heads off from the Hopkins Place stop on coach #9522.  This small order is one of the most forgotten of Baltimore's bus orders.  Adam Paul photo.
	Last of Baltimore's Flxibles were a set of 19, including #9524, seen here at the Bullneck Road loop on Route #10 on August 1, 1998.  These coaches are known for an unusual bounce along the city streets.  Adam Paul photo.
	Not seen on any delivery list or roster is Flxible #7734!  The reason is that this coach is actually #9533 in disguise.  For the filming of John Waters movie "Pecker," the coach was used to perform retakes originally done on disguised #9430.  Here the coach is posed outside of the Bush Street Yard on February 1, 1998.  Adam Paul photo.

Rumors of trouble behind the scenes at Flxible were seeming more and more factual in time, as the 1995 order showed.  Originally destined for 40 to 50 buses, only 19 buses were delivered in October of 1995.  These would be the last Flxibles recieved by the MTA. The Detroit equipped buses provide perhaps the bounciest ride of all Baltimore Flxibles.  Later that year, Flxible shut its doors, the reasons for which aren't always readily apparent.  It was rumored that 4 partially completed buses remained on the property, and MTA had looked at trying to acquire these either for completion or for spare parts for its now "obsolete" fleet.

The coming years would see a shortage of Flxible parts, and would see a number of older buses cannibalized, particularly for body panels needed after accidents.  This problem has abated in recent years, partially due to a stockpile of parts retrieved from retired 3500s and 8300s, a secondary market, and some innovation on body shop personnel as well.

Despite the challenges the Flxibles have caused in their senior years, the coaches are to this day respected as the workhorses of the fleet, as only now are they beginning to be foreshadowed by the newer NABI buses.  Regardless, they will continue to serve faithfully for many years to come!

UPDATE: Old Flxibles meet a new paint scheme! While most of the recipients of the new Maryland MTA paint scheme have thus far been NABIs, a decent quantity of Flxibles have also gotten the spray gun and graphic wrap treatment.  While the scheme has since been simplified even further to be almost entirely white, a couple of coaches, such as #9057, seen here at Eastern Avenue Yard, managed to get a full-fledged version of the new paint scheme.  Adam Paul photo.
 
 
 

Assorted Grumman-Flxible Fast Facts A brass plaque was fitted on the interior of #3542 denoting it as the first Wheelchair Lift Equipped Coach in the Baltimore Fleet. A few of the Grummans had to have their unique flat faced front panels replaced with "louvred" panels identical to those used on the later Flxibles.  This occurred on #3511, 3525, 3554, and 3560, among others.  One coach, #3562, somehow wound up with a "Flxible" nameplate attached to its front as well. Coach #3509 (and #8401) had experimental seat "cushions" that were merely woven fabric mats designed to lower costs by eliminating slashed seating pads.  These gave a most uncomfortable ride. At one time, coach #3509 was envisioned to be the eventual replacement for #2944 as the MTA's Christmas bus. Occasionally, there were some mishaps at the Body shop, as Wheelchair Lift Equipped buses had their Lift symbols removed, and on at least one occasion, a lift sticker was applied to a coach that was built without one.  Needless to say, this could cause a great deal of confusion on the line. The Flxible fleet, in 1989, was the test bed for a demonstation of a reflective tape stripe that replaced the painted stripe along the beltrail.  This tape, that was more of a deep dark indigo than a blue, earned these buses the nickname of "Purple Stripers" among local transit shooters.  This application was performed to #8312, 8320, 8331, 8365, 8466, 8475, 8504, and 8563 among a number of others.  The result was not too successful, as the tape readily peeled off once side advertising was placed over top of it.  One other coach, #8569 received an impressive Metallic Blue Stripe which was also more reflective than the standard paint - one local shooter called the bus the "Glow Striper" The first Grumman or Flxible removed from the roster was #8568 which burnt completely in 1987, and thus was the only Flxible NOT to wear the new MTA logo. A few of the earlier Flxible Metros, such as #8544 were redone with a black floor similar to that used on the 9200 series and up. Coach #8573 was the last Metro to run with the "T" logo, getting repainted in 1991. In 1991, the AVL Sattelite Tracking system debuted, using coaches 8701-8730, 7001-7010, and 7026-7035.  This system would gradually expand to being standard equipment on delivery starting with the 9400's.  In addition, most coaches from the 8900s to the 9200s were retrofitted with AVL equipped radios. In 1997, MTA demonstrated a new sign from Twin Vision, which had flip dots and LEDs to make for better night visibility.  The demo coach for this sign was #8713, which still has the sign installed.  The 7000 Series coaches were the newest buses to operate with the conventional style fareboxes.  All later orders would have the electronic fareboxes equipped at the time the coaches entered service. The 8900 Series debuted the "Public Message Sign," an auxilliary flip dot sign in the lower windshield that would display such things as "EXPRESS" and "VIA LEEDS."  A later retrofit was set up for the 8800 series coaches as well.  After having problems of water leakage into the main control wiring for the sign, they were no longer ordered as of 1994, but did reappear with the 9700 series. Recently, a number of corrupted signs have been removed. The 8961-8980 series was partially converted to padded seats.  However, a handful of these coaches still operate today with the (now exhausted) cushioned seats.  The 8571-8580 series never had their seats replaced, although one (#8571) was set aside for replacement, but was retired before the work was performed. The 9000 series buses were the last buses to be delivered with Steel Wheels.  During the 1991-1992 period, a number of approaches were demonstrated to forego wheel painting, including Chrome covers (#8912, 8920, 9017, 9025, 9044, 9048, 9072 and #2922[!]), painting the wheels black (#8666), painting the wheels dark blue, before settling on Aluminum Wheels (#8958, 8959).  This story has an interesting sequel, seen on the NABI page. In 1993, Coaches #9079 and 9080 were reconfigured to provide SIX interior Wheelchair berths, unlike the 1 to 2 common on all other Lift Equipped coaches.  Coach #9079 took place in "A Lift to Freedom" celebration on Lexington Mall that same year.  The setup remains in place with these two coaches sometimes getting temporarily reassigned to any division that has an upcoming charter transporting multiple people using wheelchairs. Also, #9079 has had its rear route Display box removed. Coach #9080 was the first "WRAP" bus, advertising Rudo Sports in 1992.  Wraps increased in popularity in the following year, but have since abated to the point where the system usually rosters no more than 4 wrapped coaches at any one time.  To date, no NABI's have been wrapped. "Stop Requested" Interior Lights Debuted on the 9200 Series, although it was not until the 9500 series that the signal bell would only ring once, requiring the opening of a door to reset it to be able to ring again.  It had once been suggested that the 9500 series Flxibles were the last ones built. It is more likely that orders were rationed and scaled back to whatever Flxible could provide in the closing days.  Of interest to note are 9536 and 9537, whose STOP REQUESTED lights, display across the bottom in blue "PLEASE LEAVE BY REAR DOOR."

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