Motor Coaches (iii): Revolutions in Design. China on the Road.

[This is one of a series of articles written by Merrill Weekes for the newspaper Old Autos, starting in April, 2004. The series is written with the collective title of "Model T's to Motor Coaches."]

In the mid 1930's, Greyhound Lines worked closely with General Motors engineering and design personal to produce a totally new concept in motor coach construction. The result of their efforts revolutionized the industry and modern coaches are built on that same basic design.

G.M. engineers under the guidance of Dwight Austin developed the design. The engine was moved to the back of the vehicle and placed crosswise behind the back seat. The transmission utilized an angle drive to convey power to the differential.

The front axle was moved back behind the driver and lengthened, moving the front wheels out so that the outside rear dual tires was in line with them. The result was great stability and control. The passenger door was moved forward, as were the driver's controls, making much more efficient use of the space where the engine was previously installed. Another plus for the design was the elimination of the multiple hanger bearings and universal joints that had been required.

Styling for the new coach was the responsibility of G.M.'s Art and Color department aided by James St. Croix. The paint scheme included streamlined oversize fenders and speed stripes from the head lights to the front fenders.

The power plant was a G.M.C. 707 gas engine developing 173 horse power at 2100 rpm's. It was unique with all ignition and fuel components installed on the side of the engine facing the rear for convenient servicing.

During the design transition from front mounted to rear mounted engines, many changes were made. Each experimental model was given a 700 model number and some did not get off the drawing board. They were labeled the Super Coach and Greyhound began operating the Model 719 in 1936. That company subsidized G.M.'s design experiments and tooling costs and of course received the first models off the production line.

The 700 series motor coaches produced by the Yellow Coach Division of General Motors from 1936 through 1941 proved to be very successful. They were the mainstay of Canadian and United States bus companies during the war years and carried millions of passengers including armed forces personnel.

The Model 743 was operated on long distance runs between cities by Greyhound and other companies. The passenger seats were on a higher platform than the driver seat, allowing room underneath for a baggage compartment. More than twelve hundred of the 743 models were in service from 1937 until after the war when new models became available.

Colonial Coach Lines and many other companies who operated commuter runs and inter-city runs with many local passenger pickups and drop off utilized the Model 742. The engine and chassis was similar to the 743. However, the passengers sat at same level as the driver with no baggage compartments underneath. Luggage, top coats, etc were placed in a large open compartment above the seats, with additional space available when necessary on the top at the rear of the coach. It was accessible by opening a door in the center of the engine compartment, exposing a narrow ladder. The driver or a helper would climb the ladder and place suitcases, kit bags, etc, as they were handed up in rows starting at the front of the compartment. When the luggage was all in place, a tarp was pulled over it and secured by a rope. The roof luggage compartment was a carry over from the front engine coaches of the early 1930's. However, there was a major difference where the driver was concerned.

On the front engine models, the ladder would have some road dust on it which could be easily wiped off. Not so with the rear engine coaches! The ladder was behind a door in the engine compartment and usually carried a film of oil, grease and dust. Gloves kept the hands clean, but there was no protection for the uniform trousers. Fortunately, the roof compartment space was usually not required.

In the pre-war, pre trans-Atlantic airline era, travel to the British Isles and Europe was by steam ship. When the ships docked in Montreal, passengers were picked up at the pier by motor coach. There would usually be several steamer trunks, and because of their size, they were placed on the roof compartment. At the east end of Prescott on Highway #2, a railway passed over the highway on a low overpass. With steamer trunks on the roof, drivers had to use a bypass. Oh, Oh. A driver, forgetting that he had a high load, drove through the overpass. Fragments of English Bone China could be seen sparkling in the sun on the shoulders of the road. A lady had received the collection of china as part of her inheritance, and was bringing it to her home in Toronto.

Merrill S. Weekes, 2004