Yellow Coach Manufacturing Company

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A restored Yellow Coach Model Z built for the Fifth Avenue Coach Co.

The Yellow Coach Manufacturing Company (informally Yellow Coach) was an early manufacturer of passenger buses in the United States. Between 1923 and 1943, Yellow Coach built transit buses, electric-powered trolley buses, and parlor coaches.

Founded in Chicago in 1923 by John D. Hertz as a subsidiary of his Yellow Cab Company, the company was renamed Yellow Truck and Coach Manufacturing Company in 1925 when General Motors (GM) purchased a majority stake. After GM completely acquired the company in 1943, it was merged with GM's truck division to form the GM Truck & Coach Division.

The car rental subsidiary (known both as Hertz Drivurself Corp and Yellow Drive-It-Yourself) was purchased back by John Hertz in 1953 through The Omnibus Corporation and floated the following year as The Hertz Corporation.

History[edit]

John D. Hertz and associates began acquiring smaller Chicago-area companies involved in bus-building in 1922,[1] and soon assembled a manufacturing site covering four square blocks.[2] Yellow Coach Manufacturing Co was formally established in 1923 as a subsidiary of Hertz's Yellow Cab Company,[3] and sold 207 buses in its first year.[2]

George J. Rackham, whose career had commenced with the London General Omnibus Company after the First World War, spent the years 1922–1926 in the U.S., and recognised the advantage of low swept chassis frame for bus development while employed by Yellow. It is likely that he was recruited by Hertz to help start up the bus building business. In 1926, he returned to England to join Leyland Motors as Chief Engineer and was responsible for the groundbreaking Titan and Tiger models.[4]

General Motors purchased a controlling stake in the company in 1925 and changed the name to the Yellow Truck & Coach Manufacturing Company, and relocated production to Pontiac West Assembly in Pontiac, Michigan.[5] Within the transit industry, the company continued to be called simply Yellow Coach.[6]

In the 1930s, Yellow Coach produced best-selling models for the rapidly expanding urban transit and intercity bus businesses. (In 1935, national intercity bus ridership climbed 50% to 651,999,000 passengers, surpassing the volume of passengers carried by the Class I railroads for the first time.[7] ) Yellow Coach played a significant role in the transition from electric streetcars (operating on rails, powered by overhead wires) to transit companys' use of gasoline- or diesel-powered buses operating on rubber wheels (changing from solid wheels to pneumatic tires).[6] For Greyhound Lines, the largest operator of intercity bus service, Yellow Coach developed distinctive streamlined models which introduced a high floor, underfloor luggage storage, a flat front, air conditioning, and a diesel engine, supplying more than 1,250 buses during Greyhounds' years of fastest growth.[8]

GM purchased the company outright in 1943, merging it into their GM Truck Division to form GM Truck & Coach Division.[3] Although GM continued with the Yellow Coach T-series and P-series product lines, the Yellow Coach badge gave way to the GM Coach or just GM nameplate in 1944. Widespread production of Yellow Coach designs—including certain ZIS buses produced in the Soviet Union—continued until 1959. Limited production of the two remaining small-capacity "Old Look" models (3101/3102 and 3501/3502) would continue until 1969.[9] GMC badges did not appear until 1968.

Car rental - Hertz Drivurself Corp/Yellow Drive-It-Yourself[edit]

The company owned a subsidiary, known as either Hertz 'Drivurself Corp' or 'Yellow Drive-It-Yourself' which was sold with Yellow Coach to General Motors and eventual purchased back by Hertz in 1953 with The Omnibus Corporation[10] which was then renamed The Hertz Corporation the following year.[11]

Models produced[edit]

Letter series (1923–1936)[edit]

Yellow started its model designation at the end of the alphabet and worked forward. Initially four types were offered:

  • Z type single-deck bus or coach
  • Z type double-deck bus
  • Y type coach
  • X type bus or coach.

All were conventional front-engine design vehicles powered by Yellow Knight I4 sleeve-valve gasoline engines, or a General Electric gas-electric hybrid unless noted otherwise. The Knight engine was connected to the rear wheels by a mechanical drive shaft. In gas-electric models, a gasoline engine in front supplied electric power to two large electric motors mounted on the rear axle.[12]

A postcard image (c. 1930) of a Yellow Coach Model Z-250 depicted in the livery of Eastern Greyhound Lines (similar photo)
Front view of a Yellow Coach Model Z-250
Model Seats Engine Type Notes
Z-models (1923–1936)
Z-29 29 transit (photo)
Z-63 transit open-top double-decker
Z-66 transit semi-enclosed double-decker (photo)
Z-67 transit open-top double-decker (solid wheels) (photo)
Z-200/Z-230 transit open-top double-decker (pneumatic tires) (photo)
Z-225 sightseeing coach semi-enclosed with canvas weather roof
Z-230-W-8 33 gas-electric transit (photo)
Z-250 33 parlor coach developed for Greyhound Lines (photo)
Z-240 transit (photo) (photo)
Z-255 33 parlor coach (photo)
Z-A-199 transit 3-axle front-entrance double-decker
Z-AAAM 63 transit open-top double-decker
Z-AAD gas-electric suburban
Z-AL-265 ASV transit "All Service Vehicle" (combination bus/trolleybus)
Z-AQ-273
Z-BI-610 32 parlor coach
Z-BP-620 38 transit
Z-BR-602 62 transit double-decker
Z-C-201 66 transit double-decker
Z-CT-843
Z-E-203 transit open-top double-decker
ZBQ-621 69 gas-electric transit double-decker
Y-models (1924–1932)
Y-29 29 parlor coach (photo)
Y-Z-227
Y-Z-229
Y-O-254
Y-U-316
X-models (1924–1928)
X-17 17 multi-row sedan GM variant (photo)
X-21 17-21 parlor coach (photo)
W-models (1928–1935)
W-21 18-21 transit or parlor coach (photo)
V-models (1930–1936)
V-29 29 parlor coach
V-225 29 transit or parlor coach 1931 (photo)
V-A-634 parlor coach
VR-819 parlor coach
U-models (1928–1935)
U-16 16 transit or parlor coach
U-29 29 transit or parlor coach
Model Seats Engine Type Notes

700-series (1931–1939)[edit]

Model 718 (NYPL Collection))
700-series Greyhound Super Coach (1938 photo) (side view)

In 1931, Yellow Coach introduced its 700 series buses, featuring one of the first bus designs to mount the engine in the rear.[1] Mounting the engine in the rear represented a significant innovation,[1][13] reducing mechanical losses, noise, and weight of a long drive shaft and exhaust running between a front engine and the rear drive and tailpipe.[14] Bus manufactuers in Germany and the United Kingdom would not perfect rear-engine models until the 1950s.[13][15] Customers did not always prefer rear engined designs, noting that front engines were easier to access, and placed engine noise and vibration away from passengers and sometimes outside the coach body.[1] Eventually, the 700 series included both front- and rear-engined models.

In 1934, Dwight Austin, patent-holder on an innovative rear-drive system was hired by Yellow Coach and soon developed new models in the 700-series with transverse engines and a “V” angle drive. The V-drive and other innovations introduced in the 700 series would become long-lasting standards: air conditioning, diesel engines, a flat front, a high passenger floor (with luggage beneath), and unibody construction. The V-drive would be GM's standard configuration until the 1980s.[16]

Best-selling Transit Buses: Models 718 and 728[edit]

Notable 700-series versions include models 718 and 728 which were developed for use as urban transit. Model 718 sold 426 units to large transit operators in New York and Los Angeles, becoming the most popular transit bus of the early 1930s. Later model 728 sold 1,189 units to transit operators across 9 variants produced in the late 1930s.[17] Both were exclusively rear-engined.

Greyhound (Intercity) Buses: Models 719 and 743[edit]

For Greyhound Lines, an operator of intercity bus service, Yellow Coach developed model 719 in 1936 which introduced the high floor, underfloor luggage storage, a flat front and streamlined styling. In 1937, model 719 was revised to become model 743 and introduced air conditioning and a diesel engine. Models 719 and 743 were both branded as the Super Coach by Greyhound, and sales were effectively limited to Greyhound and its affiliates. Greyhound Lines purchased all 1,256 units of model 743 produced between 1937 and 1939.[17][16]

700 Series production details[edit]

All models are 96-inch (2.4 m) wide single-deck buses, except as noted.[18]

Model Built Qty Seats Wheelbase Engine Mounted Type Notes
700 1932 005 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit built for Houston Electric Company
701 1931 012 44 213 in (5.4 m) 600 VDC rear trolley coach built for Wisconsin Gas & Electric Co. (Kenosha, WI) (photo)
702 1931 000 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit experimental specifications; replaced by model 705
703 1931 001 44 213 in (5.4 m) 600 VDC rear transit trolley coach demonstrator
704 1932 019 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit People's Motor Bus Co. (photo)
705 1932 024 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit replaced by model 708
706 1933 001 72 212 in (5.4 m) GM series 616 6 cyl. gas rear transit "Queen Mary" double-deck prototype; built for Chicago Motor Coach Company; replaced by model 720
707 1931–1934 GM series 707 6 cyl. gas poppet valve engine; no other details
708 1933–1934 027 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit replaced by model 718
709 1933–1934 063 18 146 12 in (3.72 m) GM series 257 6 cyl. gas forward transit 84 in (2.1 m) narrow body; replaced by model 714
710 1934 001 22 180 in (4.6 m) GM series 331 6 cyl. gas forward transit 84 in (2.1 m) narrow body demonstrator; rebuilt into a model 713
711 1933–1934 131 30 178 58 in (4.54 m) GM series 400 6 cyl. gas rear transit 104-inch (2.6 m) wide version also built;[19] replaced by model 717
712 1933–1934 185 21 165 in (4.2 m) GM series 257 6 cyl. gas forward transit 84 in (2.1 m) narrow body model; replaced by model 715
713 1934 002 24 175 in (4.4 m) GM series 331 6 cyl. gas forward transit 84 in (2.1 m) narrow body demonstrators; replaced by model 716
714 1934 025 18 160 in (4.1 m) GM series 257 6 cyl. gas forward transit 84 in (2.1 m) narrow body; revised model 711 with streamlining; replaced by model 733
715 1934 400 21 160 in (4.1 m) GM series 257 6 cyl. gas forward transit 84 in (2.1 m) narrow body (photo) (interior photo); revised model 712 with streamlining; replaced by model 733
716 1934–1937 183 23 179 in (4.5 m) GM series 331 6 cyl. gas forward transit 84 in (2.1 m) narrow body; revised model 713 with streamlining; replaced by model 739
717 1934–1936 122 30 178 58 in (4.54 m) GM series 400 6 cyl. gas transit revised model 711 with streamlining; 104-inch (2.6 m) wide version offered but not built;[19] replaced by model 728
718
Series 1
1934–1935 125 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit replaced model 708[20]
718
Series 2
1935 050 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit built for New York City Omnibus Corporation (photo)
718
Series 3
1935–1936 221 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit revised rear end and other general improvements; built for New York City Omnibus Corp.
718
Series 4
none built 000 no details
718
Series 5
1936–1937 022 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit left side emergency door; built for Pacific Electric Railway Co.
718
Series 6
1936 006 40 213 in (5.4 m) GM series 616 6 cyl. gas rear transit 44 in (110 cm) wide entrance, no center exit, left side emergency door; built for Pacific Electric Railway Co. and Los Angeles Railway Corp.; replaced by model 740
719
Ser. "EXP"
1934 003 37 243 in (6.2 m) GM series 450 6 cyl. gas rear interurban streamlined prototypes; built for Greyhound Lines
719 1935–1936 329 36 245 in (6.2 m) GM series 707 6 cyl. gas rear interurban streamlined; built for Greyhound; replaced by model 743
720
Series 1
1934 001 72 217 in (5.5 m) GM series 707 6 cyl. gas rear transit 12 ft 10 12 in (3.9 m) low height double-decker; prototype; built for Chicago Motor Coach Company
720
Series 2
1936 100 72 217 in (5.5 m) GM series 707 6 cyl. gas rear transit built for Chicago Motor Coach Co.
720
Series 3
1936 025 72 217 in (5.5 m) GM series 707 6 cyl. gas rear transit built for Fifth Avenue Coach Co. New York)
720
Series 4
1938 040 217 in (5.5 m) GM series 707 6 cyl. gas rear transit new fuel tank and battery location to eliminate fire hazards; built for Chicago Motor Coach Co.
720
Series 5
1938 035 72 217 in (5.5 m) GM series 707 6 cyl. gas rear transit new fuel tank and battery location to eliminate fire hazards; built for Fifth Avenue Coach Co. New York
721 1934 004 30 178 58 in (4.54 m) GM series 450 6 cyl. gas rear transit 104 in (2.6 m) wide body; replaced model 711; built for The Milwaukee Electric Railway and Light Company; replaced by model 1208
722 1934–1937 123 21 179 in (4.5 m) GM series 400 6 cyl. gas front parlor 84 in (2.1 m) narrow streamlined body; replaced by model 738
723 1934 014 21 179 in (4.5 m) GM series 331 6 cyl. gas forward parlor 84 in (2.1 m) narrow streamlined body; similar to model 722 except for drive train; replaced by model 738
724 1934 004 28 178 58 in (4.54 m) GM series 400 6 cyl. gas rear parlor streamlined; replaced model 717; replaced by model PG-29
725 1934 004 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit streamlined; Banker automatic transmission; total includes one experimental unit; replaced by model 728
726 none 000 41 232 12 in (5.91 m) GM series 616 6 cyl. gas rear transit streamlined; replaced model 718 incorporating model 725 type body construction
727 1934 010 36 214 58 in (5.45 m) GM series 450 6 cyl. gas rear transit streamlined; replaced model 725; total includes one experimental unit; replaced by model 721
728
Series 1
1935 100 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit replaced model 717;[19] 24 built with straight frame, 76 built with bottle-neck frame
728
Series 2
1935 165 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit bottle-neck frame
728
Series 3
1935–1936 177 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit four different clutch and shift (air or manual) versions offered
728
Series 4
1936 150 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit 18 built with flat floor, 132 built with floor ramped to rear
728
Series 5
1936 050 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit strengthened frame; all with ramped floor
728
Series 6
1936–1938 392 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit modified rear end for easier engine access; one rebuilt to series 6A prototype
728
Series 6A
1937–1938 092 32 184 in (4.7 m) GM series 479 6 cyl. gas rear transit same as series 6 except for engine
728
Series 6B
none 000 32 184 in (4.7 m) GM series 479 6 cyl. gas rear transit same as series 6A but with improved interior lighting
728
Series 7
1938–1939 031 32 184 in (4.7 m) GM series 479 6 cyl. gas rear transit rear end modified to accept either 479 or 529 engine; improved interior lighting; replaced by model TG-3201
729
Series 1
1935 061 36 213 78 in (5.43 m) GM series 450 supercharged 6 cyl. gas-electric rear transit "All Service Vehicle" or "All Purpose Coach" (photo); built for Public Service Coordinated Transport (Newark, NJ)
729
Series 2
1936 025 36 213 78 in (5.43 m) GM series 450 supercharged 6 cyl. gas-electric rear transit improved front and rear ends; built for Public Service Coordinated Transport
729
Series 3
1936 074 36 213 78 in (5.43 m) GM series 450 supercharged 6 cyl. gas-electric rear transit relocated electrical controller; built for Public Service Coordinated Transport
729
Series 4
1936 001 36 213 78 in (5.43 m) Hercules 474 c.i.d. 4 cyl. oil-electric rear transit similar to series 3 but with diesel-electric propulsion; built for Public Service Coordinated Transport
729
Series 5
1937 195 36 213 78 in (5.43 m) GM series 450 supercharged 6 cyl. gas-electric rear transit similar to series 3 but with improved chassis and drop-sash windows; built for Public Service Coordinated Transport
729
Series 6
1938 001 36 213 78 in (5.43 m) GM series 529 supercharged 6 cyl. gas-electric rear transit simplified version of series 5; built for Baltimore Transit Company
730 none 000 32 184 in (4.7 m) GM series 450 6 cyl. gas rear transit streamlined; intended to replace model 728; replaced by model 728 series 2
731
Series 1
1935 010 36 214 58 in (5.45 m) GM series 450 6 cyl. gas rear transit built for St. Louis Public Service Company
731
Series 2
1935 023 36 214 58 in (5.45 m) GM series 450 6 cyl. gas rear transit interchangeable frame for air or manual shift; 5 built with flat floor, 18 built with floor ramped to rear
731
Series 3
1936 050 36 214 58 in (5.45 m) GM series 450 6 cyl. gas rear transit strengthened frame; all with ramped floor
731
Series 4
1936 100 36 214 58 in (5.45 m) GM series 450 6 cyl. gas rear transit modified rear axle
732
Series 5
1936–1938 161 36 214 58 in (5.45 m) GM series 450 6 cyl. gas rear transit modified rear end for easier drive-train access
732
Series 5A
1937–1939 042 36 214 58 in (5.45 m) GM series 529 6 cyl. gas rear transit same as series 5 except for engine
732
Series 6
1937–1939 158 36 214 58 in (5.45 m) GM series 529 6 cyl. gas rear transit streamlined; improved interior lighting; replaced by model TG-3601
733 front transit (schematic drawing)
734 rear suburban
735 rear transit double-decker
736 diesel rear
738 rear small parlor
739 rear small transit
740 rear transit
741 gas-electric rear transit "All Service Vehicle"
742 1937–1939 172 37 rear suburban replaced by model 1210[21]
743 1937–1939 1,256 37 diesel rear parlor "Super Coach" built exclusively for Greyhound Lines and affiliates[22]
744 36 rear transit
745 rear sleeper coach
746 diesel-electric rear transit "All Service Vehicle"
Model Built Qty Seats Wheelbase Engine Mounted Type Notes

1200-series (1938–1940)[edit]

The Model 1200 series was launched in 1938 with the re-designation of Model 739 as Model 1203 for Public Service Corporation. The 6-model series name ended when three were given new P-series names, and another was given a T-series name.[23]

Model Seats Type Engine Notes
1203 transit Redesignated Model 139; Built for Public Service Corp. of New Jersey.[24]
1204 24 transit rear produced 1938–1940; replaced by model TG-2401[25]
1208 41 transit trolleybus 40 units built in 1938 for The Milwaukee Electric Railway and Light Company; last YC trolleybuses[26]
1209 25 parlor rear "Cruiserette"; replaced by model PG-2501[27]
1210 37 parlor rear 46 units produced in 1939; replaced by models PG-3701 and PD-3701[28]
1213 29 parlor rear replaced model 724; replaced by model PG-2901 without change

By 1940, Model 1200 series designs were renamed into either the T- or P-series. The new model designations indicated type, fuel, propulsion (for transit) or customer (for parlor), seating capacity, and version number. (The first was -01, the second, -02, and so on.)[23]

T-series (1940–1942)[edit]

All "T"-series models were urban transit buses. The model designation consisted of two or three letters followed by four numbers. These gave a basic description of the type of bus:

Type Fuel Transmission Nominal seating capacity Series
T = transit bus D = diesel
G = gasoline
E = mechanical

E = electric propulsion

21 =
24 = 23 feet 6 inches (7.16 m)
25 =
27 = 25 feet (7.62 m)
32 = 28 feet (8.53 m)
36 = 30 feet 6 inches (9.30 m)
40 = 33 feet (10.1 m)
45 = 35 feet (10.7 m)
54 = 41 feet 6 inches (12.6 m)

two digits

P-series (1939–1944)[edit]

The "P" indicated that, as parlor coaches, the P-series was primarily designed for the seated comfort of intercity bus passengers.[23] All models are 96-inch (2.4 m) wide rear-engine parlor coaches.[29][30][31]

Type Fuel Customer Nominal seating capacity Series
P = parlor coach D = diesel
G = gasoline
G = Greyhound-only model

25 = 30 ft (9.1 m)
29 & 33 = 33 ft (10.1 m)
37 & 41 = 35 ft (10.7 m)

two digits
Model Built Quantity Engine Notes
PG-2501 1939–1940 008 GMC 248 6 cyl. gas Replaced model 1209 (1st series) without change.
PG-2502 1939–1940 066 GMC 308 6 cyl. gas Raised rear end with different fan, radiator arrangement and transmission than PG-2501.
PG-2503 1941 004 GMC 248 6 cyl. gas Same as PG-2501 with-two rod transmission shift, improved frame, improved engine mounts, conventional clutch pedal and sealed beam headlights; also includes appearance changes as listed under PG-2505.
PG-2504 1940–1941 070 GMC 308 6 cyl. gas Same as PG-2502 with two-rod transmission shift, improved frame, improved engine mounts, conventional clutch pedal and sealed beam headlights.
PG-2505 1941–1942 118 GMC 308 6 cyl. gas Same as PG-2504 with improved interior appearance and numerous special items now incorporated as standard.
PG-2901 1939–1940 050 GMC 426 6 cyl. gas "Cruiserette";[27] replaced model 1213 without change.
PD-2901 1939–1940 016 GMC 4-71 4 cyl. diesel "Cruiserette"
PG-2902 1940–1941 056 GMC 426 6 cyl. gas "Cruiserette"; same as PG-2901 with two-rod transmission shift, and sealed beam headlights, double-wrapped spring eyes and improved double-drag steering link.
PD-2902 1941–1942 249 GMC 4-71 4 cyl. diesel "Cruiserette"; same as PD-2901 with improved interior appearance and numerous special items now incorporated as standard.
PG-2903 1941–1942 304 GMC 426 6 cyl. gas "Cruiserette"; same as PG-2902 with improved interior appearance and numerous special items now incorporated as standard.
PD-3301 1942 115 GMC 4-71 4 cyl. diesel Construction and appearance similar to PG-2900s.
PG-3301 1942–1943 049 GMC 477 6 cyl. gas
PD-3701 1940–1941 059 GMC 6-71 6 cyl. diesel "Silversides"[28]
PDG-3701 1940–1941 240 GMC 6-71 6 cyl. diesel Greyhound version of the PD-3701.
PG-3701 1940–1941 070 GMC 707 6 cyl. gas
PGG-3701 1940–1941 091 GMC 707 6 cyl. gas Greyhound version of the PG-3701.
PDA-3701 1942–1943 185 GMC 4-71 4 cyl. diesel Construction and appearance similar to PG-2900s.
PGA-3701 1942–1943 051 GMC 477 6 cyl. gas
PDG-4101 1940–1941 224 GMC 6-71 6 cyl. diesel 1940 Greyhound specifications.
PGG-4101 1940–1941 035 GMC 707 6 cyl. gas 1940 Greyhound specifications.

GM and GMC[edit]

In 1944, General Motors completed its acquisition and merger of Yellow Coach. The T-Series and P-Series production and series numbering continued under the GM and GMC bus brands, along with other variants such as B-Series school buses and S-Series suburban buses. Yellow Coach designs would continue to be widely-produced until 1959, when GM introduced its New Look models. The last Yellow Coach design ceased production in 1969.[9]

See also[edit]

References[edit]

  1. ^ a b c d Roess, Roger P.; Sansone, Gene (2012). The Wheels That Drove New York: A History of the New York City Transit System. Springer Science & Business Media. p. 254. ISBN 9783642304842. Retrieved 28 March 2018.
  2. ^ a b Black, Edwin (2007). Internal Combustion: How Corporations and Governments Addicted the World to Oil and Derailed the Alternatives. Macmillan. ISBN 9780312359089. Retrieved 28 March 2018.
  3. ^ a b Yellow Coach Buses 1923 Through 1943: Photo Archive. 2001. p. 8. ISBN 1-58388-054-2.
  4. ^ Townsin, Alan A. and Senior John A. (1979). The Best of British Buses No.1 Leyland Titans 1927-42. Glossop: Transport Publishing Company. p. 7. ISBN 9780903839563.Townsin, Alan A. (1994). Blue Triangle: Alan Townsin Looks at AEC Buses. Glossop: Venture Publications. p. 59. ISBN 189843204X.
  5. ^ "Yellow Taxicab..."
  6. ^ a b Post, Robert C. (2007). Urban Mass Transit: The Life Story of a Technology. Greenwood Publishing Group. ISBN 9780313339165. Retrieved 2 April 2018.
  7. ^ "Transport: Greyhound's Litter". Time. 10 August 1936. Retrieved 11 April 2014. Class I railroads of the U. S. carried 445,995,000 passengers in 1935. Last week, the National Association of Motor Bus Operators announced that non-local bus lines had beaten this mark by carrying 651,999,000 passengers in 1935. An increase of almost 50% over 1934, it was the first time busses had handled more traffic than their biggest rivals.
  8. ^ "Transport: Greyhound's Litter". Time. 10 August 1936. Retrieved 11 April 2014. To keep pace with this new business, the largest U. S. bus line, Greyhound Corp., last week whelped the first 25 of a litter of 305 new busses, completely outmoding present standard equipment.
  9. ^ a b "Ohio Museum of Transportation - GM/Yellow Coach Old-Look Transit Production Lists". www.omot.org. Retrieved 2 April 2018.
  10. ^ "John Daniel Hertz".
  11. ^ "Hertz History". In 1953, the Hertz properties were bought from GMC by the Omnibus Corporation, which divested itself of its bus interests and concentrated solely on car and truck renting and leasing. A year later, a new name was taken—The Hertz Corporation—and it was listed for the first time on the New York Stock Exchange.
  12. ^ "Yellow Coach Part 1, Yellow Coach Mfg. Co., Yellow Truck and Coach, Yellow Bus, Greyhound Bus, Silversides, GMC Truck, CCKW, DUKW, General Motors - CoachBuilt.com". www.coachbuilt.com. Retrieved 28 March 2018. starting in 1925 two additional long-wheelbase Z-series coaches were constructed ...a General-Electric-sourced hybrid gas-electric drive system, where a gasoline engine powered two large electric motors located at the rear of the coach.
  13. ^ a b "A Century of Transport - Front to Back; A Rear-engined Revolution". www.wythall.org.uk. Transport Museum Wythall (UK). Retrieved 28 March 2018.
  14. ^ "Choosing the best bus body style for your build". Buslandia. Retrieved 28 March 2018.
  15. ^ {{cite web|title=Buses after the merger: the long road to the rear-mounted engine | marsMediaSite|url=http://media.daimler.com/marsMediaSite/en/instance/ko/Buses-after-the-merger-the-long-road-to-the-rear-mounted-engine.xhtml?oid=9361530%7Cwebsite=marsMediaSite%7Cpublisher=Daimler AG (Germany)|accessdate=28 March 2018|language=en-EN}|quote=The first bus with a rear-mounted engine debuts in 1951}
  16. ^ a b Rothacker, David. "Greyhound Buses Through the Years; Part 1" (PDF). Rothacker Reviews. Retrieved 28 March 2018.
  17. ^ a b "Yellow Coach Part 2, Yellow Coach Mfg. Co., Yellow Truck and Coach, Yellow Bus, Greyhound Bus, Silversides, GMC Truck, CCKW, DUKW, General Motors - CoachBuilt.com". www.coachbuilt.com. Retrieved 22 March 2018. Between 1934 and 1937, 426 Model 718 coaches were produced; 366 to New York for use by Omnibus Corp./Fifth Ave. Coach and its affiliates, and 43 to the west coast for use by the Los Angeles Railway, Los Angeles Motor Coach and Pacific Electric companies....1,256 Yellow Coach Model 743s were constructed through 1939 when it was replaced by the new PD/PG- and PDG/PGG-3701 Silversides.
  18. ^ "Yellow Coach 700 series coaches". GM Engineering Standards Coach Descriptions. The Ohio Museum of Transportation. 7 January 2002. Retrieved 13 January 2002.
  19. ^ a b c Johnson, Gary (1985). "1934 Yellow 717". Model Coach News. Lynnfield, MA (51): 5–10.
  20. ^ Johnson, Gary (1983). "1934 Yellow Coach 718". Model Coach News. Lynnfield, MA (41): 6–8.
  21. ^ Johnson, Gary (1987). "Yellow Coach 742". Model Coach News. Lynnfield, MA (59): 3–8.
  22. ^ "Yellow Coach Part 2, Yellow Coach Mfg. Co., Yellow Truck and Coach, Yellow Bus, Greyhound Bus, Silversides, GMC Truck, CCKW, DUKW, General Motors - CoachBuilt.com". www.coachbuilt.com. Retrieved 22 March 2018. Through a number of significant updates and modifications Dwight Austin's Model 719 coach evolved into the diesel-powered, air-conditioned Greyhound Super Coaches of the late thirties and 40s....1,256 Yellow Coach Model 743s were constructed through 1939
  23. ^ a b c "Yellow Coach Part 2, Yellow Coach Mfg. Co., Yellow Truck and Coach, Yellow Bus, Greyhound Bus, Silversides, GMC Truck, CCKW, DUKW, General Motors - CoachBuilt.com". www.coachbuilt.com. Retrieved 2 April 2018.
  24. ^ "Yellow Coach Part 2, Yellow Coach Mfg. Co., Yellow Truck and Coach, Yellow Bus, Greyhound Bus, Silversides, GMC Truck, CCKW, DUKW, General Motors - CoachBuilt.com". www.coachbuilt.com. Retrieved 2 April 2018. Model 1203, the first of the series, was a re-designation of the 27-passenger Model 739 built expressly for the Public Service Corp. of New Jersey.
  25. ^ Lafreniere, Kevin (11 October 2010). "Yellow Coach 1204". Canadian Public Transit Discussion Board > Wiki. Retrieved 19 December 2010.
  26. ^ Schultz, Russell E. (June 1980). A Milwaukee Transport Era: The Trackless Trolley Years. Interurbans Special. 74. Glendale, CA: Interurbans. pp. 29, 30, 112, 117. ISBN 0-916374-43-2.
  27. ^ a b Johnson, Gary (March–April 1983). "Prewar Yellow Cruiserettes". Model Coach News. Lynnfield, MA (39): 7–10.
  28. ^ a b Johnson, Gary (1992). "1939 Yellow Coach 1210 parlor coach". Model Coach News. Lynnfield, MA (69): 5–6.
  29. ^ "2XXX Series Parlor Coaches". GM Engineering Standards Coach Descriptions. The Ohio Museum of Transportation. 7 January 2002. Retrieved 13 January 2002.
  30. ^ "3XXX Series Parlor Coaches". GM Engineering Standards Coach Descriptions. The Ohio Museum of Transportation. 7 January 2002. Retrieved 13 January 2002.
  31. ^ "4XXX Series Parlor Coaches". GM Engineering Standards Coach Descriptions. The Ohio Museum of Transportation. 7 January 2002. Retrieved 13 January 2002.

Bibliography[edit]

  • Luke, William A. (2001). Yellow Coach Buses - 1923–1943 Photo Archive, Hudson, WI: Iconografix. ISBN 1-58388-054-2
  • Luke, William A. & Metler, Linda L. (2004). Highway Buses of the 20th Century, Hudson, WI: Iconografix. ISBN 1-58388-121-2
  • Luke, William A. & Metler, Linda L. (2005). City Transit Buses of the 20th Century, Hudson, WI: Iconografix. ISBN 1-58388-146-8
  • McKane, John H. & Squier, Gerald L. (2006). Welcome Aboard the GM New Look Bus, Hudson, WI: Iconografix. ISBN 1-58388-167-0
  • Plachno, Larry (2002). Greyhound Buses Through the Years - Part I, Polo, Il: National Bus Trader Magazine, November, 2002
  • Stauss, Ed (1988). The Bus World Encyclopedia of Buses, Woodland Hills, CA: Stauss Publications. ISBN 0-9619830-0-0

External links[edit]