Photos: www.mcicoach.com
History MCI is also the story Harry Zoltok, at least in its initial four decades. In many ways, I think Harry has been greatly underestimated Zoltok by historians of the bus industry. With the possible exception of Yellow Coach / General Motors, no manufacturer of intercity buses captured this large share of the market. While other companies could enforce his excellent staff to support its management, MCI Harry wore several hats including that of founder, director, production manager and engineer. While other bus manufacturers had some key people like Harry none can claim to match its success. Harry
Zoltok born in Poland in 1904. Unfortunately, we have been unable to locate any information about their education or background. However, it is clear that Harry has had any experience or training in engineering, in addition to being born with a tremendous skill in this area. We know that, like many other people, Harry was unhappy with the situation in Poland. In addition to flooding and disease, Poland is something like the crossroads of Europe and faced with problems of the Great Powers.
He was still relatively young when Harry left Poland after the First World War and went to Danzig. Here he met several other Poles who emigrate to New York and decided to join them. According to one historian, Harry did not have the necessary documents so stowed away in a boat hideout. While his trip by sea was very hungry and uncomfortable, came to New York full of hope, but without a penny.
From New York, Harry went to Montreal in Canada, where its engineering capacity was enough to get some temporary jobs and put some money in your pocket. From there, he decided to move to western Canada. Harry arrived in Winnipeg in 1928 at the age of 24 years. The story was later told, was walking along Portage Avenue and was so impressed with his size and cleanliness that he chose to stay. He soon got a job with JR Horne and Company, a business of auto body repair, and was working for them for four years.
Despite the depression, Harry wanted to have his own business. Convinced some members to invest in a new company known as Fort Garry Motor Body and Paint Works, Ltd. Fred Sicinski served as president while the vice president was Harry Zoltok. The new company was founded in 1932 and was located in a 5,000 square foot center in Fort Street in Winnipeg. Initial plans were that the company should concentrate on bodywork repairs, bodywork tailored, and car paint.
Only a year later, in 1933, the company had an opportunity to build their first bus. From what would become a tradition for the company, Harry outlined plans for the new vehicle with chalk on the floor of the company. The same situation is repeated frequently in subsequent years for new buses and parts thereof. Engineering and production staff then faced with the need to design and build the part or assembly faster before being erased with foot chalk marks.
Zoltok born in Poland in 1904. Unfortunately, we have been unable to locate any information about their education or background. However, it is clear that Harry has had any experience or training in engineering, in addition to being born with a tremendous skill in this area. We know that, like many other people, Harry was unhappy with the situation in Poland. In addition to flooding and disease, Poland is something like the crossroads of Europe and faced with problems of the Great Powers.
He was still relatively young when Harry left Poland after the First World War and went to Danzig. Here he met several other Poles who emigrate to New York and decided to join them. According to one historian, Harry did not have the necessary documents so stowed away in a boat hideout. While his trip by sea was very hungry and uncomfortable, came to New York full of hope, but without a penny.
From New York, Harry went to Montreal in Canada, where its engineering capacity was enough to get some temporary jobs and put some money in your pocket. From there, he decided to move to western Canada. Harry arrived in Winnipeg in 1928 at the age of 24 years. The story was later told, was walking along Portage Avenue and was so impressed with his size and cleanliness that he chose to stay. He soon got a job with JR Horne and Company, a business of auto body repair, and was working for them for four years.
Despite the depression, Harry wanted to have his own business. Convinced some members to invest in a new company known as Fort Garry Motor Body and Paint Works, Ltd. Fred Sicinski served as president while the vice president was Harry Zoltok. The new company was founded in 1932 and was located in a 5,000 square foot center in Fort Street in Winnipeg. Initial plans were that the company should concentrate on bodywork repairs, bodywork tailored, and car paint.
Only a year later, in 1933, the company had an opportunity to build their first bus. From what would become a tradition for the company, Harry outlined plans for the new vehicle with chalk on the floor of the company. The same situation is repeated frequently in subsequent years for new buses and parts thereof. Engineering and production staff then faced with the need to design and build the part or assembly faster before being erased with foot chalk marks.
Fort Garry Motor Body and Paint Works, issued its first bus in 1933. Built on a Packard chassis, offered seating for 11 passengers and was operated on the route from Winnipeg to Saskatoon.
The first bus was a body lying on a Packard chassis with capacity for 11 people seated. Typical of that time, there were four rows of seats, with individual doors for each row. Therefore, the overall design was quite similar to some modern limousines. From there, the company went on to design and build more buses on truck chassis. Zoltok
The most important competitor in the construction of bus at the time was another Winnipeg company called Western Auto and Truck Body Works, manufacturer of the bus "Western Flyer". In a move that could push the company in the right direction, Zoltok chose to develop comprehensive bus type, while Western Flyer buses built over that time frame yet. The body on chassis buses were less expensive but Zoltok buses were more durable. Fort Garry bus turned out to be the first comprehensive Grey Goose Bus Lines in 1937 and became one of the first companies Yellow besides Coach / General Motors to offer the complete construction.
The most important competitor in the construction of bus at the time was another Winnipeg company called Western Auto and Truck Body Works, manufacturer of the bus "Western Flyer". In a move that could push the company in the right direction, Zoltok chose to develop comprehensive bus type, while Western Flyer buses built over that time frame yet. The body on chassis buses were less expensive but Zoltok buses were more durable. Fort Garry bus turned out to be the first comprehensive Grey Goose Bus Lines in 1937 and became one of the first companies Yellow besides Coach / General Motors to offer the complete construction.
Photos: www.mcicoach.com
The eventual growth and success of the company's Fort Garry was based primarily on their relationship by entering into a Canadian Greyhound Lines. All this depended on a decision in 1935 to incorporate Barney Olson Trans Continental Coach Lines, Limited in Manitoba at the end of that year. Headquartered in Winnipeg, the company grew to become a bus operator of the largest in Manitoba and was built shortly Greyhound group. Because of this new company and its location in Winnipeg, Barney Harry Olson Zoltok met.
As a result, became in 1937 an important year for the company, as it marked the beginning of the relationship between Canadian Greyhound Lines and Zoltok company. Greyhound was operating several models "and" Yellow Coach, 1930, buses were nearing the end of its useful life. In addition to the age of the engines, the bodies were beginning to crumble. Fort Garry Motor Body and Paint Works has won a contract with Greyhound to work on some of the best units. The bodies were reconstructed with streamlined style, while the rebuilt engines were installed.
By this time, Greyhound in the United States was operating the Yellow Coach 719 and 743 models Super Coach. Like all production goes to Greyhound, the operators of Canada had to settle for the Yellow Coach model 732, which were less complicated and less advanced. Greyhound Canada bought four in late 1936 and proved a disappointment. They were too heavy, they were unable to cope with the harsh climate of Canada and the road, and the engines started to give problems. They were returned to Yellow Coach in April 1937.En this point the people of Greyhound Canada went to Fort Garry Auto Body and Paint Works, in asking for help. Harry wanted Zoltok design a bus that was larger than the previous buses capable of carrying 37 passengers, which could meet the harsh climate of Canada and the road, and held many of the features and some appearances, but none of the shortcomings of the Yellow Coach Super Coach 743. Harry agreed to produce these vehicles.
This partnership between Fort Garry Auto Body and Paint Works and Greyhound Canada would be a very important step for both companies. Additional sales help Zoltok company, to expand and improve their product. Canadian Greyhound buses get adapted to the operational requirements. With all due respect to my friends in Canada, climate, operating conditions and state of the roads in Canada end of 1930 was essentially the ultimate challenge for bus manufacturers. All the buses could operate safely, reliably and cheaply in this environment would be winners in any other place. People Greyhound
Harry Zoltok provided with information on the advantages and shortcomings of the Yellow Coach Super Coach 743. The result was the 37-UM. In September 1938, Trans Continental orders and orders two units at $ 15,000 each. This was followed by an order for four more Central Greyhound in $ 15.600 each, in November 1938. While the buses were a big step forward, still keeping the style body-on-frame and were underfloor engine-Scott Hall. For Harry
credit, ended when the buses were barely out the door, when he returned to pick up your piece of chalk and began designing a better car that became known as the 150. This was similar to the model for some of the new series of PDG with silversiding Yellow Coach. Notably, the improvements include reduced weight through increased use of aluminum, an integral step towards building and a new heating and cooling system. Previous buses used five or six small heaters scattered around inside the bus. The new 150 uses the modern ventilation system used to distribute heat around the bus, and the system could be used to cool air in summer. Greyhound Canada placed an order for 10 of these cars.
As a result, became in 1937 an important year for the company, as it marked the beginning of the relationship between Canadian Greyhound Lines and Zoltok company. Greyhound was operating several models "and" Yellow Coach, 1930, buses were nearing the end of its useful life. In addition to the age of the engines, the bodies were beginning to crumble. Fort Garry Motor Body and Paint Works has won a contract with Greyhound to work on some of the best units. The bodies were reconstructed with streamlined style, while the rebuilt engines were installed.
By this time, Greyhound in the United States was operating the Yellow Coach 719 and 743 models Super Coach. Like all production goes to Greyhound, the operators of Canada had to settle for the Yellow Coach model 732, which were less complicated and less advanced. Greyhound Canada bought four in late 1936 and proved a disappointment. They were too heavy, they were unable to cope with the harsh climate of Canada and the road, and the engines started to give problems. They were returned to Yellow Coach in April 1937.En this point the people of Greyhound Canada went to Fort Garry Auto Body and Paint Works, in asking for help. Harry wanted Zoltok design a bus that was larger than the previous buses capable of carrying 37 passengers, which could meet the harsh climate of Canada and the road, and held many of the features and some appearances, but none of the shortcomings of the Yellow Coach Super Coach 743. Harry agreed to produce these vehicles.
This partnership between Fort Garry Auto Body and Paint Works and Greyhound Canada would be a very important step for both companies. Additional sales help Zoltok company, to expand and improve their product. Canadian Greyhound buses get adapted to the operational requirements. With all due respect to my friends in Canada, climate, operating conditions and state of the roads in Canada end of 1930 was essentially the ultimate challenge for bus manufacturers. All the buses could operate safely, reliably and cheaply in this environment would be winners in any other place. People Greyhound
Harry Zoltok provided with information on the advantages and shortcomings of the Yellow Coach Super Coach 743. The result was the 37-UM. In September 1938, Trans Continental orders and orders two units at $ 15,000 each. This was followed by an order for four more Central Greyhound in $ 15.600 each, in November 1938. While the buses were a big step forward, still keeping the style body-on-frame and were underfloor engine-Scott Hall. For Harry
credit, ended when the buses were barely out the door, when he returned to pick up your piece of chalk and began designing a better car that became known as the 150. This was similar to the model for some of the new series of PDG with silversiding Yellow Coach. Notably, the improvements include reduced weight through increased use of aluminum, an integral step towards building and a new heating and cooling system. Previous buses used five or six small heaters scattered around inside the bus. The new 150 uses the modern ventilation system used to distribute heat around the bus, and the system could be used to cool air in summer. Greyhound Canada placed an order for 10 of these cars.
Writer: Larry Plachno
Excerpted from: National Bus Trader / June 2008 - http://www.busmag.com/
Excerpted from: National Bus Trader / June 2008 - http://www.busmag.com/
Translated and compiled by: Enrique Fernandez (Montevideo - Uruguay)
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