Dr. D.B. “Doc” Rushing
© Copyright, 2009, 2022, Duncan Bryant Rushing
Preface
The Atlantic Greyhound Lines was a regional operating company of the Greyhound Lines.
Contents
Introduction
Midland Trail Transit Company
Blue and Gray Transit Company
Camel City Coach Company
National Highway Transport Company
Origin of the Atlantic GL
Old Dominion Stages
Tennessee Coach Company
John Gilmer and Others
Pan-American Bus Lines
Pan-American Trailways
Pan-American Greyhound Lines
Capitol Greyhound Lines
The Atlantic GL as a Division of The Greyhound Corporation
Merger with the Southeastern GL
Beyond the AGL, the SEGL, and the SGL
Conclusion
Very Special Articles
Related Articles
Bibliography
Introduction
The Atlantic Greyhound Lines (Atlantic or AGL) was an intercity highway-coach carrier and a regional operating company of the Greyhound Lines (GL). It was based in Charleston, West Virginia, USA. It existed from 1931 until -60, when it became merged with – not into but rather with – the Southeastern Greyhound Lines (SEGL), a neighboring regional company, thereby forming the Southern Division of The Greyhound Corporation (the parent umbrella Greyhound firm), known also as the Southern Greyhound Lines (SGL).
Midland Trail Transit Company
The story of the Atlantic Greyhound Lines (GL) starts with the Midland Trail Transit Company, which began in July 1924 under the leadership of Arthur Hill, who had previously served as the secretary and treasurer of the Charleston Interurban Railroad Company. After buying two pre-existing carriers, the White Transportation Company and the Huntington-Charleston Motor Bus Company, the new firm ran between Charleston and Huntington, both in West Virginia, along one segment of a road named as the Midland Trail, later designated as US highway 60 (US-60).
The Midland Trail firm continued to grow and expand, mostly by buying more pre-existing companies, including the Red Bird Transit Company (running between Charleston and Spencer), the New River Transit Company (running between Charleston and Beckley via Gauley Bridge, and the Star Line Taxi Company (running between Beckley and Thurmond). Three of those firms (Midland Trail, Red Bird, and New River) started using the collective brand name of the Blue and Gray Lines.
Blue and Gray Transit Company
Hill incorporated the Blue and Gray (B&G) Transit Company in Charleston, the capital of the Mountain State, in September 1928 – to buy his own Midland Trail concern and his other highway carriers, along with the Bluefield-Beckley Transit Company (running between the two named cities) – to increase his route network and to make it easy and simple to consolidate all the permits and certificates of all the predecessor firms.
B&G continued to grow and expand – through Portsmouth to Cincinnati and to Columbus, all three in Ohio, through Wheeling, West Virginia, to Pittsburgh, Pennsylvania, to Lexington, Virginia, and to Clarksburg and to Bluefield, both in West Virginia.
Camel City Coach Company
Meanwhile, in December 1925 in Winston-Salem, North Carolina, the Camel City Coach Company (bearing a nickname of its hometown, due to the Camel cigarettes made there) came into existence, under the leadership of a merchant by the name of John Gilmer, to run between Charlotte, North Carolina, and Martinsville, Virginia, via Winston-Salem, and to expand.
Soon Camel City grew, mostly by the acquisition of pre-existing carriers, first to the northwest to Mount Airy, North Carolina; then to the south to Columbia and to the southeast to Charleston, both in South Carolina; onward through Charleston to Savannah, Georgia, and onward to Jacksonville, Florida; through Augusta and Waycross, both in Georgia, to Jacksonville (along a route from Augusta to Jacksonville acquired in March 1931 from the Greyhound Lines of Georgia, the predecessor of the Southeastern GL); to the west through Boone, North Carolina; then to the northwest to Abingdon, Virginia; to the north to Roanoke, Virginia; to the east-northeast through Greensboro, North Carolina, and through Danville to Norfolk and to Richmond, all three in Virginia.
National Highway Transport Company
Hill and Gilmer together organized the National Highway Transport (NHT) Company in December 1929 in Charleston, West Virginia, to buy the capital stock of the Blue and Gray and the Camel City concerns.
Origin of the Atlantic GL
Early in 1931 the NHT firm, which had already formed operating ties to Greyhound and had begun negotiations with the Dog, began using the brand name, trade name, or service name of the Atlantic Greyhound Lines (while at first keeping its own previous corporate name), then in July 1931 NHT became renamed as the Atlantic Greyhound Lines (AGL), with the consent of Greyhound, although the parent Greyhound firm had then acquired only a minority interest in NHT and not yet a controlling interest.
By September 1931 the Skyland Stages, running since 1930 between Columbia, South Carolina, and Knoxville, Tennessee, via Greenville, South Carolina, and Asheville, North Carolina, became a division of the Atlantic GL. [John Gilmer, of the Camel City Coach Company, in May 1929 had begun the process of forming the Skyland Stages (which ran through the small town of Skyland, North Carolina, between Asheville and Greenville), when he started the Asheville-Knoxville Coach Company.]
Old Dominion Stages
In 1929 three early major players in the highway-coach industry organized yet another carrier, based in Roanoke, Virginia, named as the Old Dominion (OD) Stages (using the nickname of the state or Commonwealth of Virginia). The founders were Arthur Hill (of the Blue and Gray Transit Company, of Charleston, West Virginia), John Gilmer (of the Camel City Coach Company, of Winston-Salem, North Carolina), and Guy Huguelet (of the Consolidated Coach Corporation, of Lexington, Kentucky, which in 1931 became renamed as the Southeastern Greyhound Lines). They owned the new firm in three equal shares. The purpose of the new firm was to run between Knoxville, Tennessee, and Washington, DC, via Bristol, Wytheville, Roanoke, Lexington, Staunton, and Winchester, all the last six in Virginia, along a route which divided between the territories of the Blue and Gray and the Camel City companies. Service began on the day before Thanksgiving Day in November 1929.
Tennessee Coach Company
In May 1932 the OD Stages leased its right to the route segment between Knoxville and Bristol (along US-11W via Rutledge, Bean Station, Rogersville, and Kingsport) to the Tennessee Coach Company (TCC), which then was an independent regional carrier based in Knoxville, and which already ran between Knoxville and Bristol on its own route (along -11E via Jefferson City, Morristown, Greeneville, and Johnson City).
Later in 1932 Hill and Gilmer bought the one-third interest of Huguelet in the OD Stages, and then they merged the OD Stages into their Atlantic GL.
The TCC thus ran the leased Old Dominion segment (between Knoxville and Bristol) along US-11W as well as its own original parallel route along -11E. It took part in through-schedules (interlined pool operations) – that is, the use of through-coaches on through-routes running through the territories of two or more operating companies – in coöperation with the Atlantic GL, the Dixie GL, and the Southeastern GL – including those between Birmingham, Alabama, and Bristol and between Memphis, Tennessee, and Washington. It did so until 1956, when the TCC joined the National Trailways association, and when the TCC returned its leased right to the OD route (along US-11W) to the Atlantic GL (as the successor in interest of the OD Stages) – as a part of the deal related to the dissociation of the TCC from Greyhound.
Afterward the TCC continued running between Knoxville and Bristol but only on its own original route along US-11E.
John Gilmer and Others
John Gilmer, the founder of the Camel City Coach Company, took part also in a large number of other activities during the early development of the highway-coach industry.
In 1928 Gilmer provided much of the funds used in a refinancing and reorganizing of the Eastern Carolina Coach Company (running between Charlotte and Wilmington, both in North Carolina), which, based in Charlotte, became renamed as the Queen City Coach Company. Sometime about 1939-43 the firm joined the National Trailways association (thus becoming known also as the Queen City Trailways), and in -66 it became bought by the Transcontinental Bus System (the Continental Trailways). [However, Gilmer ended his involvement with the Queen City firm in -33.]
In 1933 Gilmer, with several other principals of the Queen City Coach Company, joined in founding the Old South Lines, which started running between Charlotte and Atlanta, Georgia, and between Columbia, South Carolina, and Atlanta.
Gilmer’s Old South Lines in 1934 bought the right to the route between Atlanta and Montgomery (including an alternate loop through Columbus, Georgia), from the Hood Coach Lines. Hood’s first service had taken place on that route (from Atlanta to Columbus in 1930, then onward to Montgomery in -33), and it had soon unsuccessfully tried to run additional routes in the Peach State.
Hood in November 1934 sold also the latter other routes – to the Consolidated Coach Corporation and the Union Bus Company, acting jointly – one route between Atlanta and Macon and one between Macon and Jacksonville via Waycross, in Georgia, both going to Consolidated (which in -31 began to use the name of the Southeastern Greyhound Lines) – plus a third route between Macon and Savannah, both in Georgia, going to Union (which in -41 became bought by and merged into the SEGL). That provided to Consolidated and Union, and therefore later to Greyhound, not only a new route between Macon and Savannah and a parallel alternate route between Atlanta and Macon but also a quicker alternate route between Macon and Jacksonville (about 50 miles shorter than the older route via Valdosta, Georgia, and Lake City, Florida).
After that last sale the Hood firm, no longer holding any other route, went out of business.
In 1935 the Atlantic GL bought the Old South routes to Atlanta from Charlotte and from Columbia, thus preparing to establish connections in Atlanta with the Teche GL and the Southeastern GL.
In February 1936 the Teche GL bought the Old South route between Atlanta and Montgomery (with the loop through Columbus), thus completing its route between New Orleans, Louisiana, and Atlanta.
Gilmer also owned automotive dealerships in Winston-Salem, which sold Buick and Chrysler cars and GMC trucks, along with a chain of department stores, known as Gilmer’s, and, along with his brother, Powell, an interest in Gilmer Brothers, Inc., which was a mill distributorship.
Pan-American Bus Lines
On 01 December 1934, which was not a good time for starting a new business firm of almost any sort, Paul Sheahan bought a bus firm which ran between Columbia, South Carolina, and Savannah, Georgia. [Sheahan had previously served as the vice president and general manager of John Gilmer’s Old South Lines; more about Gilmer and that firm is available in my articles about the Atlantic GL, the Teche GL, and the Southeastern GL.]
Then on 11 December 1934 in the Palmetto State, Sheahan incorporated his new firm, naming it as the Pan-American (“Pan-Am”) Bus Lines (PABL) and stating its purpose to conduct an express motor-coach service between New York City and Miami, with only limited stops along the way. [In 1941, as described below in a later section (“Pan-American Greyhound Lines“), the Atlantic GL became involved in the Pan-Am adventure.]
During the same month, December 1934, the firm bought the rights to the route between Columbia and Charlotte, North Carolina, thus reaching toward New York City, albeit on a circuitous route – because the Atlantic GL already ran directly between Jacksonville and the Northeast via Raleigh, North Carolina, along US-1.
[During the 1940s and -50s, while the Trailways member companies continued to cobble together their through-routes, their route from New York City and Washington to Miami was even more circuitous – farther inland and westwardly – via Charlottesville and Lynchburg, Virginia; Greensboro and Charlotte, North Carolina; Augusta, Georgia; and Lake City, Tampa, and Fort Myers, Florida (along the Gulf Coast of Florida) – because Greyhound already held and used the short direct routes, closer to the East Coast and along it.]
Nonetheless, the Pan-Am firm started running between Charlotte and Savannah – with just one weekly trip in each direction – barely enough to keep its first certificates alive while preparing to expand – with just 15 intermediate stops.
Then in the next year, 1935, over the protests of the established carriers on existing parallel routes, the Interstate Commerce Commission (ICC), by its newly expanded jurisdiction under the federal Motor Carrier Act of 1935, granted to Pan-Am a certificate of convenience and necessity, which was the very first such certificate issued under that new statute. The ICC explained its rationale for the grant despite the protests – because Pan-Am had proposed to provide a new type of express service – through-coaches with limited stops and no transfer (from one coach to another) – a class of service different from any existing service then available from any other carrier.
On 10 August 1935, in the depth of the Great Depression, Pan-Am started running its “Florida Limited” on its entire route, between New York City and Miami, with one weekly trip in each direction, using two 33-seat White 54-A long-nose coaches. It touted its service as “the thru line,” using “new equipment” and “finest equipment” with “no local stops” and “one bus all the way.” Perhaps to justify the longer inland route, it boasted the “Shenandoah Valley route.” However, to take advantage of that truly scenic locale, Pan-Am arranged its schedules so that its coaches passed through there during daylight hours.
The Pan-Am Bus Lines moved its headquarters from Columbia to Charlotte, which was Sheahan’s hometown.
Then on 06 November 1935 Pan-Am increased to two weekly round trips, and on 03 February 1936 it increased to three weekly round trips (after the addition of two more Whites).
Further, in 1938 Pan-Am bought six handsome White 7788 parlor coaches with underfloor engines. [The 7788 was a modified 788 city-transit car with highway-speed gearing, reclining seats, window curtains, reading lamps, overhead parcel racks, dual fuel tanks, and a rooftop luggage bin at the tail.]
By January 1940 Pan-Am had begun to run two round trips every day.
Still, though, the Pan-Am firm – a new one without interchange agreements (to exchange passengers with other carriers) at any point along its route – was at a distinct disadvantage, whereas not only Greyhound but also the member firms of the new Trailways trade association were able to exchange passengers with their respective fellow companies and with many independent ones.
Pan-American Trailways
Sheahan owned also a trucking firm, which was based in Charlotte, and he wanted to give more of his time and effort to that other company, so he leased the operation of Pan-Am to a new firm, the Pan-American Trailways, a Virginia corporation, formed for that purpose. The parties closed their deal on 11 July 1940, and the lease became effective on 17 August 1940.
The shareholders in the new company were the Virginia Stage Lines (the Virginia Trailways), the Safeway Trails (the Safeway Trailways), and the Eastern Trails (the Eastern Trailways). [The Eastern Trailways was a subsidiary of the Safeway Trailways.] The home office of the Pan-Am Trailways was in Charlottesville, at the same location as the headquarters of the Virginia Trailways.
Those in charge of the new firm clearly intended to run their leased firm long-term. They caused all the coaches to be repainted into the Trailways livery, they bought four new ACF coaches (likely 37-PBs), and they extended the southern terminus from Miami to Miami Beach (thus providing through-service to and from Miami Beach for the first time aboard any carrier).
However, that arrangement did not last long. The Pan-Am Trailways had begun to operate on 17 August 1940, after filing its request for approval by the ICC. Then on 11 February 1941, not quite six months later, the ICC gave its approval, but it imposed certain modifications or requirements, which caused a basic and serious disagreement between the lessor and the lessee. The Trailways firm immediately withdrew from the lease and ceased its operation.
On the next day Sheahan’s Pan-Am Bus Lines resumed operating itself.
Pan-American Greyhound Lines
Promptly, though, Sheahan approached Greyhound with a proposal, which led to a pair of contracts, on 31 March and 21 April 1941, calling for the Pennsylvania GL (between New York City and Washington), the Atlantic GL (between Washington and Jacksonville), and the Florida Motor Lines (FML, between Jacksonville and Miami) to operate the Pan-Am Bus Lines, using the PABL certificate authority, and for the four parties to share the revenue, costs, and expenses according to detailed plans. Then on 22 August 1941 all four parties filed a joint application for approval by the ICC.
On 13 November 1941 the ICC denied the application, holding that the proposed pooling arrangement violated the ICC Act.
Two weeks later, however, on 29 November 1941, the PennGL, the AGL, and the FML incorporated the Pan-Am Greyhound Lines (PAGL), based in Charleston, West Virginia, which was the headquarters of the AGL. Those three promoters owned the stock in the new Greyhound firm. The AGL owned 51 percent, the PennGL owned 19 percent, and the FML owned the other 30 percent.
Both Sheahan personally and the Pan-Am Bus Lines had fallen deeply into debt, which the Pan-Am GL assumed in full, and Sheahan then transferred all his stock in his firm (the PABL) to the PAGL.
Then on 05 December 1941 (two days before the attack on Pearl Harbor), Sheahan, the PABL, the PAGL, the AGL, the PennGL, and the FML filed a joint application with the ICC for its approval of the financial agreement, the temporary lease (of the PABL by the PAGL), and the eventual sale (of the PABL to the PAGL).
On 16 January 1942, pending the approval, the PAGL began to operate the PABL, and on 02 June 1942 the ICC gave its approval to the lease, the sale, the financial terms, and the control of the PAGL by the AGL.
The Pan-Am GL then moved its headquarters from Charleston to Roanoke, Virginia, in the territory of the AGL, and it continued running two round trips each day, merged the assets of the PABL into the PAGL, and (in 1943) dissolved the PABL.
After the AGL (through the PAGL) took over the PABL, then the PAGL shifted from the original inland route of the PABL (via Charlottesville and Charlotte) to the shorter, quicker, direct route of the AGL (via Richmond and Raleigh) and onward to Savannah and beyond to Miami. That change brought in also the Richmond GL, which ran the route segment between Washington and Richmond. [More about the RGL is available in my article about that firm.]
In February 1945, under the sponsorship of the AGL, the PAGL received eight new GM PGA-3702s, numbered as 951-958.
On 01 January 1946 The Greyhound Corporation bought the Florida Motor Lines and then (in February) renamed it as the Florida Greyhound Lines (FGL).
During 1946 (with the approval of the ICC), the AGL bought the shares of both the PennGL and the FGL (the successor in interest of the FML) of the PAGL.
Finally, on 16 April 1947, the ICC gave its consent for the AGL to merge the PAGL into itself, so the merger took place. The AGL dissolved the newly empty PAGL corporation, realigned and redistributed the operating certificates with the PennGL, the RGL, and the FML, and it transferred the 3702s from the PAGL into the fleet of the AGL.
Thus ended the Pan-American experiment.
Capitol Greyhound Lines
The Capitol GL (Capitol, CpGL, or CapGL), based in Cincinnati, Ohio, came into existence in November 1930, as a joint venture (owned in two equal shares) of the Blue and Gray Transit Company and The Greyhound Corporation (with an uppercase T because the word the was an integral part of the official name of the corporation). The purpose of the new firm was to operate a single new main line between Washington, DC, and Saint Louis, Missouri, via Winchester, Virginia; Clarksburg and Parkersburg, both in West Virginia; Chillicothe and Cincinnati, both in Ohio; Bedford, Shoals, and Vincennes, all three in Indiana; and Olney and Salem, both in Illinois. It ran along US-50, a route shorter and six hours faster than the best alternate route then available. [The longer route ran via Baltimore in Maryland, Pittsburgh in Pennsylvania, Wheeling in West Virginia, Columbus in Ohio, Indianapolis and Terre Haute, both in Indiana, and Effingham in Illinois.]
The Capitol GL ran also a branch line along US-150 between Shoals, Indiana, and Louisville, Kentucky, via Paoli, Indiana, thus creating an alternate route between Louisville and Saint Louis, which was shorter than the route via Owensboro, Kentucky, and Evansville, Indiana.
As described above, B&G, along with the Camel City firm, in 1929 became a part of the NHT Company, which in 1931 became renamed as the Atlantic Greyhound Lines.
In 1954 The Greyhound Corporation, the parent Greyhound umbrella firm, bought the 50-percent ownership interest of the Atlantic GL (the successor in interest of B&G) in the Capitol GL.
In the next year, on 01 May 1955, in another round of consolidation, Greyhound merged the Capitol GL, the second Central GL, and the New England GL into the Pennsylvania GL, then redesignated the resulting combined unit as the Eastern Division of The Greyhound Corporation [known also as the new second Eastern GL (EGL)], the first of four huge new divisions (along with Western, Southern, and Central, which last name became used again (in the fifth of six instances).
Thus ended the Capitol GL (along with the second Central GL, the New England GL, and the Pennsylvania GL), and thus began the second Eastern GL.
On 15 September 1960 Greyhound bought back the 49-percent minority interest of the Richmond, Fredericksburg, and Potomac (RF&P) Railroad in the Richmond GL, then merged the RGL into the new second Eastern GL. [That minority interest was the last one that Greyhound rebought from any railway; after that no longer did any railway own a piece of the Dog.]
[The partial ownership of the RGL by the RF&P Railroad is the reason for which the RGL did not become merged into the Eastern Division (or into the Southern Division) until 1960. More about that is available in my article about the RGL.]
The Atlantic GL as a Division
of The Greyhound Corporation
In 1936 The Greyhound Corporation accumulated a controlling (majority) interest in the Atlantic GL; in 1957 the parent firm finished buying the minority interest in the AGL, then merged the AGL into itself as a division.
The Atlantic GL eventually reached as far to the north as Columbus, Pittsburgh, and Washington, DC, as far to the east as the Atlantic Ocean, as far to the south as Jacksonville, and as far to the west as Cincinnati, Knoxville, Atlanta, and Augusta.
The AGL also ran extensive local suburban commuter service based in its hometown of Charleston and in Portsmouth, Ohio; Winston-Salem, North Carolina; Sumter, South Carolina; and [in conjunction with the Queen City Coach Company (the Queen City Trailways)] in Charlotte, North Carolina.
In 1960 the Atlantic GL met the new Eastern GL to the north, the new Central GL to the northwest, and the Southeastern GL to the west and the south; the AGL also met the Richmond GL in Washington, DC, and in Norfolk and Richmond, both in Virginia.
The AGL took part in a large number of major interlined north-south through-routes (using pooled equipment in coöperation with other Greyhound companies) – that is, the use of through-coaches on through-routes running through the territories of two or more Greyhound regional operating companies – between various pairs of cities (first between New York City and Jacksonville), including – in the north, Chicago, Detroit, Cleveland, Pittsburgh, Boston, New York City, and Washington – and, in the south, Norfolk, Memphis, Atlanta, Jacksonville, Orlando, Miami, Saint Petersburg, and New Orleans.
Merger with the Southeastern GL
On 01 November 1960, in another round of consolidation, Greyhound further merged the Southeastern GL with – not into but rather with – the Atlantic GL (AGL), yet another neighboring operating company – thus forming the last of four huge new divisions, the Southern Division of The Greyhound Corporation (known also as the Southern GL (SGL), along with Central, Eastern, and Western). The Southern GL reached as far to the north as Springfield and Effingham, both in Illinois, Columbus in Ohio, Wheeling in West Virginia, Pittsburgh in Pennsylvania, and Washington, DC; as far to the east as the Atlantic Ocean; as far to the south as Miami and Key West; and as far to the west as Cincinnati, Louisville, Evansville, Saint Louis, Paducah, Memphis, Vicksburg, Natchez, Baton Rouge, New Orleans, and Lake Charles – from the Mississippi River to the Atlantic Ocean and from the Ohio River to the Gulf of Mexico and into it.
Thus ended both the Atlantic GL and the Southeastern GL, and thus began the Southern GL (SGL). [More about the SEGL is available in my article about it.]
Beyond the AGL, the SEGL, and the SGL
When the Southern GL came into existence, in 1960, the headquarters functions became gradually transferred from Lexington, Kentucky, and Charleston, West Virginia, to Atlanta, Georgia, and its suburbs – except the accounting department, which stayed in Lexington (for all of the SGL).
Later, about 1969, The Greyhound Corporation reorganized again, into just two humongous divisions, named as the Greyhound Lines East (GLE) and the Greyhound Lines West (GLW); even later, about 1975, it eliminated those two divisions, thus leaving a single gargantuan undivided nationwide fleet and a likewise undivided nationwide management and administrative organization.
When the GLE arose, many of those administrative functions became shifted from Atlanta to Cleveland, Ohio; later yet those functions migrated to Chicago, Illinois, then to Phoenix, Arizona, when, in 1971, The Greyhound Corporation moved its headquarters from Chicago to an impressive brand-new 20-story building in Phoenix (one which the Del Webb organization had just built).
[More about the continuing history of the GLI (up to 2022) is available in my article entitled “Greyhound Lines after WW2.”]
Conclusion
The Atlantic GL made a major, significant, and lasting contribution to the present Greyhound route network.
Very Special Articles
Please check also my very special cornerstone articles at this website:
“Northland Greyhound Lines” (NGL): It tells not only the history of the NGL but also the origin and the early years of the overall Greyhound Lines, starting in 1914 in Hibbing, Minnesota. [The people and the events involved in the early part of the story of the NGL are the same people and events involved also in the origin and the early development of the larger Greyhound empire (including its many divisions and subsidiaries).]
“Greyhound Lines after WW2”: It describes:
the major mergers and consolidations (1948-75);
the changes in leadership at the top;
the move from Chicago to Phoenix (in 1971);
the sales of the Greyhound Lines, Inc. (GLI, in 1987, 1999, 2007, and 2021);
the purchase (in 1987) of the Trailways, Inc. (TWI, previously known as the Continental Trailways) and the merger of the TWI into the GLI;
the sad and regrettable deterioration in the level of service of the formerly great and formerly respected (but now utterly disgraced and discredited) Greyhound Lines;
and the latest development of Greyhound under the ownership of FlixMobility (a German firm) and under the oversight of Flix North America (with a recent Turkish immigrant as the chief executive).
“The Scenicruiser”: It covers the background, conception, evolution, development, design, creation, production, rebuilding, repowering, and operation of the GM PD-4501, the famous, beloved, unmatched, and iconic Scenicruiser (an exclusive coach built for Greyhound alone, which served in the fleet from 1954 until about 1975).
“Growing Up at Greyhound”: It tells about my growing up at Greyhound — as the title says — while my father worked as a longtime (37-year) coach operator for the Greyhound Lines, starting in 1940.
Related Articles
Please see also my articles about the Capitol Greyhound Lines, the Central Greyhound Lines, the Dixie Greyhound Lines, the Florida Greyhound Lines, the Great Lakes Greyhound Lines, the Illinois Greyhound Lines, the New England Greyhound Lines, the Northland Greyhound Lines, the Northwest Greyhound Lines, the Ohio Greyhound Lines, the Overland Greyhound Lines, the Pacific Greyhound Lines, the Pennsylvania Greyhound Lines, the Pickwick-Greyhound Lines, the Richmond Greyhound Lines, the Southeastern Greyhound Lines, the Southwestern Greyhound Lines, the Teche Greyhound Lines, the Valley Greyhound Lines, The Greyhound Corporation, and the Tennessee Coach Company.
Bibliography
Backfire, the corporate newspaper for the Southeastern Greyhound Lines, all issues, from January 1938 through February -56.
Hixson, Kenneth, Pick of the Litter. Lexington: Centerville Book Company, 2001. ISBN 0-87642-016-1.
Jackson, Carlton, Hounds of the Road. Dubuque: Kendall Hunt Publishing Company, 1984. ISBN 0-87972-207-3.
Jon’s Trailways History Corner, an online Trailways history by Jan Hobijn (known also as Jon Hobein) at http://cw42.tripod.com/Jon.html.
Meier, Albert, and John Hoschek, Over the Road. Upper Montclair: Motor Bus Society, 1975. No ISBN (because of the age of the book).
Motor Coach Age, ISSN 0739-117X, a publication of the Motor Bus Society, various issues, especially these:
August 1977;
April-June 1995;
October-December 1996;
October-December 1997;
October-December 1998.
Rushing, Duncan Bryant, Wheels, Water, Words, Wings, and Engines. New Albany: Fidelity Publishers, forthcoming.
Schisgall, Oscar, The Greyhound Story. Chicago: J.G. Ferguson Publishing Company, 1985. ISBN 0-385-19690-3.
Online schedules and historical data at www.greyhound.com.
:::
Thank you for visiting Bluehounds and Redhounds.
Please sign my guestbook, and please consider leaving a comment.
Please click here to go to my guestbook.
[There’s only one guestbook for this entire website.]
If you wish to return to the top of this page, please click here.
If you wish to return to the home page, please click here.
Posted at 09:38 EDT, Sunday, 05 June 2022.