Moving pd3751 gastroenterologia o que trata


Next Saturday I will be bringing what was my parents and now my PD3751 coach to its new home in Spokane WA from my folks former home in Bayview ID. It’s only about an hour drive but one that I am anxiously looking forward to – likening it to seeing a long lost friend. The electricity production in the us last time I really drove Easy Street was likely in the early 90’s when I did some work on it. The bus itself has not seen the road since 1996. Mom and Dad are long gone upstairs and I am keeping the bus to give her yet another home and makeover. Over the past 6 weeks I completely serviced and inspected her, and installed new tubeless wheels and tires. I identified some needed work, but nothing that renders her unsafe for the trip home. It will be an emotional trip as I have also sold my folks home and this will be my last weekend there. I know that they will be watching – I am sure it will make them happy to see her go off to a new life.

I have another project going right now, but in the future I am going to completely strip her upstairs and downstairs of all interior and support systems and start over. Much of what is downstairs dates to the early 60’s when she was first converted. Not a lot gas pain left side of RV specific items existed then to do a conversion so you can only imagine some of the things that went on. After stripping her out, I will start with the body and the mechanical repairs first and then move on to the actual conversion process. I don’t plan to update her engine beyond what I did for the folks in the 80’s (complete rebuild and install of a N series engine w 4 valve head and advanced timing). I am content to go a little slower up the hills and spend a little more time getting there. She has a wheezy exhaust valve I need to deal with (has clearance) but oil pressure is good and she fires right off on all cylinders so things can’t be too bad. I have a rebuilt head, so it’s just a matter of changing it out.

Northwest Greyhound Lines expanded considerably as a division when Greyhound purchased North Coast Transportation (North Coast Lines, based in Seattle) in October of 1948. They paid just over $2 million. NCL electricity distribution map was a fairly large operator that in the beginning was owned by Seattle City Light or whatever name was used at various times. The power company operated an electric interurban railway in Seattle and from Everett to Tacoma was planned. When buses started to become popular in the 20’s eventually NCL was created and it’s primary route structure was based upon Vancouver, BC to Portland, OR on the old Pacific Highway 99. Pacific Greyhound Lines at that time only ran as far north as Portland and the Greyhound company was rapidly expanding their empire by buying up as many of the smaller companies as possible. NCL was not exactly a small company, they were very financially solvent and ran a nice fleet with excellent maintenance. Over the years they were perhaps the largest purchaser of Kenworth highway coaches, by the way. The 1948 Kenworth XW-1 that I owned was a prototype demo that was built with the idea of selling more units to Greyhound when it was learned they were taking over NCL. It was the very last highway coach that Kenworth built. It came out of the factory painted in NWGL livery, not NCL’s, as it was built in Oct. ’48, the same month that NCL orlando electricity providers was sold. They operated this coach until 1953. It was fleet number Y1001. The Kenworth’s were powered by under floor Hall Scott 190’s (gas) that got around 3 mpg, and Greyhound was rapidly converting to all diesel so there was no market for the last highway Kenworths and they left the market other than school bus production which lasted until 1957.

Initially Greyhound simply changed the name of NCL to North Coast Greyhound Lines, but in a few months it became Northwest Greyhound Lines and wrapped into the division. The letter designation for NWGL division was Y; in other words, all equipment numbers began with Y, just as every gas chamber division had their own letter designation. My Silverside carries number K554, K being Pacific Greyhound Lines’ identifier.

Greyhound continued to buy up all the little stage lines around the northwest that had small routes going out to the coast and over the cascades in the coming years, as well as Washington Motor Coach which was the other major player in the state and mainly ran east-west although there were some companies that held on and interlined with them. NWGL actually was created when Greyhound purchased WMC in 1947. They also took over Union Pacific Stages that ran Spokane-Portland-Boise-Salt Lake and Yellowstone and wrapped most of that into Overland Greyhound Lines.

Getting back to what I believe is your main interest, your own bus electricity word search answers; the first PD 3751’s that were delivered to Northwest Greyhound Lines were delivered in a group in mid 1947 and were serial numbers 242 to 251; 10 coaches! They were assigned unit numbers Y525 through Y534. Most of NWGL PD-3751 orders with GM thereafter were for two to four units at a time. They did not order any PD-4151’s. I don’t remember your serial number but if you are interested I can look it up and tell you what the fleet number was.

Gil, if you are searching for old pictures of the NCL/NWGL depots, I can tell you of two that still stand. The Seattle depot still stands although probably not for long. It was built for North Coast in the 20’s, and is pretty long in the tooth. Far as I know Greyhound is still in it but I read where it will be demolished. There are quite electricity load profile a few pictures on the net of it. I photographed it myself a few years ago and also a building out on Rainier AV that I believe was at one time NCL’s maintenance shop.

The old Olympia depot is still standing too, although empty. It had a cafe and undercover loading, like Seattle. Greyhound moved out of it some years ago when they began moving to gas stations and convenience stores along the interstates. The building is on the main drag in Oly, just a few blocks north of the Capitol. A preservation society is trying to save it, last I heard GHL still owned it, but that may have changed now.

Not sure about Spokane, I think they replaced the old one with a new one several decades ago. My only interest is with the 20’s to 50’s structures. There may be others left in the state also. In Kelso, the old garage and Terminal Cafe building still stands next to the restored Amtrack depot. It was replaced in the 50’s with one on Allen ST, a few blocks east, which has been torn down now. The Chehalis depot was a major one, with a maintenance garage (NCL gas gangrene). Just a parking lot now, across the street from the vintage train depot. There are pics on the net of all these.