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, and soon assembled a manufacturing site covering four square blocks. Yellow Coach Manufacturing Co was formally established in 1923 as a subsidiary of Hertz's Yellow Cab Company, and sold 207 buses in its first year.
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. Within the transit industry, the company continued to be called simply Yellow Coach.
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. ) 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).
GM purchased the company outright in 1943, merging it into their GM Truck Division to form GM Truck & Coach Division. 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 which was then renamed The Hertz Corporation the following year.
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.
[[File:Greyhound Bus Station, Eastern Greyhound Lines (NBY 2186).jpg|thumb|A postcard image (c. 1930) of a Yellow Coach Model Z-250 depicted in the livery of Eastern Greyhound Lines (similar photo)]]
thumb|Front view of a Yellow Coach Model Z-250
thumb|A restored Yellow Coach Model Z built for the [[Fifth Avenue Coach Company|Fifth Avenue Coach Co.]]
thumb|Yellow Z 33 (1925-1930)
thumb|Yellow Y (1925-1930)
{| class="wikitable"
|-
! Model !! Seats !! Engine !! Type !! Notes
|-
!colspan=5| Z-models (1923–1936)
|-
| Z-29 || 29 || || transit ||
|-
| Z-63 || || || transit || open-top double-decker
|-
| Z-66 || || || transit || semi-enclosed double-decker
|-
| Z-67 || || || transit || open-top double-decker (solid wheels)
|-
| Z-200/Z-230 || || || transit || open-top double-decker (pneumatic tires)
|-
| Z-225 || || || sightseeing coach || semi-enclosed with canvas weather roof
|-
| Z-230-W-8 || 33 || gas-electric || transit ||
|-
| Z-250 || 33 || || parlor coach || developed for Greyhound Lines
|-
| Z-240 || || || transit ||
|-
| Z-255 || 33 || || parlor coach ||
|-
| 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
|-
!colspan=5| Y-models (1924–1932)
|-
| Y-29 || 29 || || parlor coach ||
|-
| Y-Z-227 || || || ||
|-
| Y-Z-229 || || || ||
|-
| Y-O-254 || || || ||
|-
| Y-U-316 || || || ||
|-
!colspan=5| X-models (1924–1928)
|-
| X-17 || 17 || || multi-row sedan || GM variant
|-
| X-21 || 17-21 || || parlor coach ||
|-
!colspan=5| W-models (1928–1935)
|-
| W-21 || 18-21 || || transit or parlor coach ||
|-
!colspan=5| V-models (1930–1936)
|-
| V-29 || 29 || || parlor coach ||
|-
| V-225 || 29 || || transit or parlor coach || 1931
|-
| V-A-634 || || || parlor coach ||
|-
| VR-819 || || || parlor coach ||
|-
!colspan=5| 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)
[[File:Model 718 - 41 Passenger - New York City Omnibus Corporation - (3593428904).jpg|right|thumb|Model 718 (NYPL Collection))]]
[[File:Greyhound bus (1930s Supercoach) Front View.jpg|right|thumb|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. reducing mechanical losses, noise, and weight of a long drive shaft and exhaust running between a front engine and the rear drive and tailpipe. Bus manufacturers in Germany and the United Kingdom would not perfect rear-engine models until the 1950s. 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.
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. 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.
{| class="wikitable"
|-
! Model !! Built !! Qty !! Seats !! Wheelbase !! Engine !! Mounted !! Type !! Notes
|-
| 700 || 1932 || 5 || 40 || || GM series 616 6 cyl. gas || rear || transit || built for Houston Electric Company
|-
| 701 || 1931 || 12 || 44 || || 600 VDC || rear || trolley coach || built for Wisconsin Gas & Electric Co. (Kenosha, WI) (photo)
|-
| 702 || 1931 || 0 || 40 || || GM series 616 6 cyl. gas || rear || transit || experimental specifications; replaced by model 705
|-
| 703 || 1931 || 1 || 44 || || 600 VDC || rear || transit || trolley coach demonstrator
|-
| 704 || 1932 || 19 || 40 || || GM series 616 6 cyl. gas || rear || transit || People's Motor Bus Co. (photo)
|-
| 705 || 1932 || 24 || 40 || || GM series 616 6 cyl. gas || rear || transit || replaced by model 708
|-
| 706 || 1933 || 1 || 72 || || 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 || || GM series 616 6 cyl. gas || rear || transit || replaced by model 718
|-
| 709 || 1933–1934 || 63 || 18 || || GM series 257 6 cyl. gas || forward || transit || narrow body; replaced by model 714
|-
| 710 || 1934 || 1 || 22 || || GM series 331 6 cyl. gas || forward || transit || narrow body demonstrator; rebuilt into a model 713
|-
| 711 || 1933–1934 || 131 || 30 || || GM series 400 6 cyl. gas || rear || transit || wide version also built; replaced by model 717
|-
| 712 || 1933–1934 || 185 || 21 || || GM series 257 6 cyl. gas || forward || transit || narrow body model; replaced by model 715
|-
| 713 || 1934 || 2 || 24 || || GM series 331 6 cyl. gas || forward || transit || narrow body demonstrators; replaced by model 716
|-
| 714 || 1934 || 25 || 18 || || GM series 257 6 cyl. gas || forward || transit || narrow body; revised model 711 with streamlining; replaced by model 733
|-
| 715 || 1934 || 400 || 21 || || GM series 257 6 cyl. gas || forward || transit || narrow body (photo) (interior photo); revised model 712 with streamlining; replaced by model 733
|-
| 716 || 1934–1937 || 183 || 23 || || GM series 331 6 cyl. gas || forward || transit || narrow body; revised model 713 with streamlining; replaced by model 739
|-
| 717 || 1934–1936 || 122 || 30 || || GM series 400 6 cyl. gas || || transit || revised model 711 with streamlining; wide version offered but not built;
|-
| 718<br>Series 2 || 1935 || 50 || 40 || || GM series 616 6 cyl. gas || rear || transit || built for New York City Omnibus Corporation (photo)
|-
| 718<br>Series 3 || 1935–1936 || 221 || 40 || || GM series 616 6 cyl. gas || rear || transit || revised rear end and other general improvements; built for New York City Omnibus Corp.
|-
| 718<br>Series 4 || none built || 0 || || || || || || no details
|-
| 718<br>Series 5 || 1936–1937 || 22 || 40 || || GM series 616 6 cyl. gas || rear || transit || left side emergency door; built for Pacific Electric Railway Co.
|-
| 718<br>Series 6 || 1936 || 6 || 40 || || GM series 616 6 cyl. gas || rear || transit || 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<br>Ser. "EXP" || 1934 || 3 || 37 || || GM series 450 6 cyl. gas || rear || interurban || streamlined prototypes; built for Greyhound Lines
|-
| 719 || 1935–1936 || 329 || 36 || || GM series 707 6 cyl. gas || rear || interurban || streamlined; built for Greyhound; replaced by model 743
|-
| 720<br>Series 1 || 1934 || 1 || 72 || || GM series 707 6 cyl. gas || rear || transit || low height double-decker; prototype; built for Chicago Motor Coach Company
|-
| 720<br>Series 2 || 1936 || 100 || 72 || || GM series 707 6 cyl. gas || rear || transit || built for Chicago Motor Coach Co.
|-
| 720<br>Series 3 || 1936 || 25 || 72 || || GM series 707 6 cyl. gas || rear || transit || built for Fifth Avenue Coach Co. New York)
|-
| 720<br>Series 4 || 1938 || 40 || || || 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<br>Series 5 || 1938 || 35 || 72 || || 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 || || GM series 450 6 cyl. gas || rear || transit || wide body; replaced model 711; built for The Milwaukee Electric Railway and Light Company; replaced by model 1208
|-
| 722 || 1934–1937 || 123 || 21 || || GM series 400 6 cyl. gas || front || parlor || narrow streamlined body; replaced by model 738
|-
| 723 || 1934 || 14 || 21 || || GM series 331 6 cyl. gas || forward || parlor || narrow streamlined body; similar to model 722 except for drive train; replaced by model 738
|-
| 724 || 1934 || 4 || 28 || || GM series 400 6 cyl. gas || rear || parlor || streamlined; replaced model 717; replaced by model PG-29
|-
| 725 || 1934 || 4 || 32 || || GM series 450 6 cyl. gas || rear || transit || streamlined; Banker automatic transmission; total includes one experimental unit; replaced by model 728
|-
| 726 || none || 0 || 41 || || GM series 616 6 cyl. gas || rear || transit || streamlined; replaced model 718 incorporating model 725 type body construction
|-
| 727 || 1934 || 10 || 36 || || GM series 450 6 cyl. gas || rear || transit || streamlined; replaced model 725; total includes one experimental unit; replaced by model 721
|-
| 728<br>Series 1 || 1935 || 100 || 32 || || GM series 450 6 cyl. gas || rear || transit || replaced model 717;
|-
| 743 || 1937–1939 || 1,256 || 37 || ||diesel || rear || parlor || "Super Coach" built exclusively for Greyhound Lines and affiliates
|-
| 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)
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.
{|class="wikitable"
|-
! Model !! Seats !! Type !! Engine !! Notes
|-
| 1203 || || transit || || Redesignated Model 139; Built for Public Service Corp. of New Jersey.
|-
| 1204 || 24 || transit || rear || produced 1938–1940; replaced by model TG-2401
|-
| 1208 || 41 || transit || trolleybus || 40 units built in 1938 for The Milwaukee Electric Railway and Light Company;<!--Are you sure it's not Milwaukee Electric Railway and Light Company?--> last YC trolleybuses
|-
| 1209 || 25 || parlor || rear || "Cruiserette"; replaced by model PG-2501
|-
| 1210 || 37 || parlor || rear || 46 units produced in 1939; replaced by models PG-3701 and PD-3701
|-
| 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.)
{| class="wikitable"
|-
! Type !! Fuel !! Additional !! !! Nominal seating capacity !! Series
|-
| P = parlor coach
|nowrap| D = diesel<br>G = gasoline
|nowrap| A = air conditioned<br>G = Greyhound-only model
| -
|nowrap|
25 = <br>
29 & 33 = <br>
37 & 41 =
|nowrap| two digits
|}
{| class="wikitable"
|-
! Model !! Built !! Quantity !! Engine !! Notes
|-
|nowrap| PG-2501 ||nowrap| 1939–1940 || 8 || GMC 248 6 cyl. gas || Replaced model 1209 (1st series) without change.
|-
| PG-2502 || 1939–1940 || 66 || GMC 308 6 cyl. gas || Raised rear end with different fan, radiator arrangement and transmission than PG-2501.
|-
| PG-2503 || 1941 || 4 || 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 || 70 || 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 || 50 || GMC 426 6 cyl. gas || "Cruiserette";