A | B | C | D | E | F | G | H | CH | I | J | K | L | M | N | O | P | Q | R | S | T | U | V | W | X | Y | Z | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9
| Company type | Subsidiary |
|---|---|
| Industry | Automotive |
| Founded | 1923 |
| Founder | John D. Hertz |
| Defunct | 1943 |
| Headquarters | , U.S. |
| Products | transit buses, electric-powered trolley buses, parlor coaches. |
| Parent | Yellow Cab Company (1923–25) General Motors (1925–43) |
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
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
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 eventually purchased back by Hertz in 1953 with The Omnibus Corporation[10] which was then renamed The Hertz Corporation the following year.[11]
Models produced
Letter series (1923–1936)
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]
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| 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 | |||
| 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)
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_Front_View.jpg)
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 manufacturers 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
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
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
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 | 5 | 40 | 213 in (5.4 m) | GM series 616 6 cyl. gas | rear | transit | built for Houston Electric Company |
| 701 | 1931 | 12 | 44 | 213 in (5.4 m) | 600 VDC | rear | trolley coach | built for Wisconsin Gas & Electric Co. (Kenosha, WI) (photo) |
| 702 | 1931 | 0 | 40 | 213 in (5.4 m) | GM series 616 6 cyl. gas | rear | transit | experimental specifications; replaced by model 705 |
| 703 | 1931 | 1 | 44 | 213 in (5.4 m) | 600 VDC | rear | transit | trolley coach demonstrator |
| 704 | 1932 | 19 | 40 | 213 in (5.4 m) | GM series 616 6 cyl. gas | rear | transit | People's Motor Bus Co. (photo) |
| 705 | 1932 | 24 | 40 | 213 in (5.4 m) | GM series 616 6 cyl. gas | rear | transit | replaced by model 708 |
| 706 | 1933 | 1 | 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 | 27 | 40 | 213 in (5.4 m) | GM series 616 6 cyl. gas | rear | transit | replaced by model 718 |
| 709 | 1933–1934 | 63 | 18 | 146+1⁄2 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 | 1 | 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+5⁄8 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 | 2 | 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 | 25 | 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+5⁄8 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 | 50 | 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 | 0 | no details | |||||
| 718 Series 5 |
1936–1937 | 22 | 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 | 6 | 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 | 3 | 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 | 1 | 72 | 217 in (5.5 m) | GM series 707 6 cyl. gas | rear | transit | 12 ft 10+1⁄2 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 | 25 | 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 | 40 | 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 | 35 | 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 | 4 | 30 | 178+5⁄8 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 |