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61-702: The Gillig Spirit is a bus that was manufactured by Gillig Corporation from 1989 to 1991. Marketed as a lower-cost alternative to the Gillig Phantom, the Spirit was produced as a transit bus . Through its production run, the Spirit was produced in a 28-foot length, with a 96-inch wide body; like the Phantom, the Spirit was a high-floor bus . In total, 250 examples of the Gillig Spirit were produced from its Hayward, California facility; all were sold in

122-508: A Henry Crown company under CC Industries, Inc. CC Industries operated Gillig in the same location with the current management team. In 2015, Gillig Corporation marked the 125th anniversary of its founding. In May 2017, the company moved its factory from Hayward, California , to Livermore , another East Bay region city, after more than 80 years in Hayward. The move was precipitated by a need for more space, with production having outgrown

183-513: A division. The same year, the 900-series was introduced with an all-new "drop-frame" chassis, with the CSE cabover replaced by the K-series COE (derived from the 900 series). In 1957, Kenworth ended bus production, selling the rights to its product line (see below). In 1958, Kenworth became a sister company to Peterbilt , as the latter company was acquired by Pacific Car and Foundry. In 1959,

244-618: A larger factory within Seattle. The onset of the Great Depression hit the company hard; initially in good financial health, a substantial decline in new vehicles and a high rate of vehicle loan defaults forced the company to adapt. In 1932, Kenworth produced its first fire truck ; adapted from its commercial truck, Kenworth fire engines were among the heaviest-duty fire apparatus of the time. In 1933, diesel engines became standard equipment, replacing gasoline engines entirely; at

305-523: A limited basis after Gillig became distributor for other manufacturers of conventional-style buses. [REDACTED] Replaced Gillig Transit Coach; produced from 1986 to 1993 Gillig uses the following vehicle identification number (VIN) scheme: Kenworth Kenworth Truck Company is an American truck manufacturer . Founded in 1923 as the successor to Gersix Motor Company, Kenworth specializes in production of heavy-duty ( Class 8 ) and medium-duty (Class 5–7) commercial vehicles. Headquartered in

366-777: A partnership with West German manufacturer Neoplan to build a series of European-styled transit buses. The 30-foot "Gillig-Neoplan" buses featured propane -fueled engines as an option; the partnership with Neoplan lasted until 1979. As a more permanent follow-up to the Gillig-Neoplan, the Gillig Phantom entered production in 1980. The first dedicated transit bus produced by Gillig, the Phantom would be produced from 1980 to 2008. A State of California tax-free subsidy helped early sales. Later sales were buoyed by low bids on contracts, and by specializing in serving smaller transit agencies. This strategy proved successful, as

427-520: A pilot bus in 2011, and placed an order for 63 more in 2012. Gillig and Cummins announced a partnership to develop a battery-electric bus using Cummins technology on October 9, 2017. On May 16, 2019, the two companies unveiled a new all-electric bus. The bus uses the Gillig Low Floor platform and is equipped with a traction motor with a peak power and torque of 350 kW (470 hp; 480 PS) and 3,500 N⋅m (2,600 lb⋅ft); it

488-526: A practice of building vehicles to customer specification (a practice still offered by Kenworth today). In 1926, Kenworth expanded its product line, introducing its first bus. In 1927, production was increased from two vehicles a week to three; the same year, manufacturing began in Canada (to avoid import taxes). In 1929, E.K. Worthington retired, with Harry Kent becoming company president. In another change, to accommodate increased demand, Kenworth relocated to

549-457: A prototype of a heavy truck; the latter would never enter production. Following the start of the Great Depression, Gillig Brothers began to look for a steady source of revenue to ensure its survival. Although the company had produced buses sporadically since 1914, in 1932, Gillig designed its first school bus body, a configuration it would produce for most of the next 60 years. In 1935, the company designed its first ambulance body; it also became

610-594: A single roof. In 1948, Kenworth redesigned the cab of its COE product line, later nicknamed the "Bull-nose" 500-series. By 1950, Kenworth had grown outside the Pacific Northwest, marketing vehicles across the western half of the United States and across nearly 30 countries worldwide. In 1951, the company received an order for 1,700 Model 853s from ARAMCO in the Middle East. The Model 801

671-807: A standard tilting hood. Similar in appearance to the previous K500, the K900/K100 received a taller cab and the doors of the W900. To meet increased demand for the new product lines, Kenworth opened a new assembly facility in Kansas City, Missouri, in 1964. From 1964 to 1966, Kenworth nearly doubled its yearly truck sales. In 1968, the company established Kenworth Australia; in place of importation and conversion, right-hand drive trucks were produced and developed in Melbourne, Australia. In 1969 Kenworth hired Gary Ridgway , who worked in their paint department for

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732-804: Is expected to have a range of approximately 150 mi (240 km), based on battery capacity (444 kW-hr) and consumption (2.3 kW-hr/mi). The first bus was scheduled to be delivered to Big Blue Bus (serving Santa Monica, California ) in May 2020, but it was inaugurated into service on August 19, 2019. Although Gillig has never built a complete electric trolleybus , the company has supplied body-chassis shells for others to later equip as trolleybuses. Between 2001 and 2002, Gillig supplied 100 Phantom body-chassis shells to King County Metro Transit . Gillig shipped these Phantom buses in fairly complete form, including interior fittings such as seats—lacking only propulsion equipment including trolleypoles . Meanwhile,

793-554: The Crown Supercoach , the first Gillig Transit Coach was introduced, as both a coach and school bus. The first mid-engine school bus, the Transit Coach wore an all-steel body and was powered by a Hall-Scott gasoline engine. During World War II, Gillig halted school bus production, instead producing trailer buses to transport workers in defense factories. Following the end of the war, Gillig resumed production of

854-735: The DAF LF . Initially marketed as the K260/K360, the model line was renamed the K270/K370 for 2013. The T660 would be discontinued in 2017. For 2011 production, the T700 replaced the T2000, adopting a larger grille and fender-mounted headlamps. For 2013 production, the T680 was introduced as the third-generation aerodynamic Kenworth conventional, serving as a single replacement for the narrow-body T660 and

915-863: The Greater Dayton Regional Transit Authority . Gillig shipped four BRTPlus body-chassis shells to Kiepe to build prototype coaches, two of which function as battery electric buses while away from electrical wires and two of which use a diesel generator . Two of these prototypes were equipped with diesel-powered generators to power the traction motors off-wire (similar to a hybrid bus ) and two use batteries for off-wire operations. After successful testing, Dayton ordered 41 production battery-electric trolleys from Kiepe and Gillig, and they were delivered in 2019–2020. [REDACTED] [REDACTED] [REDACTED] [REDACTED] [REDACTED] [REDACTED] [REDACTED] [REDACTED] Produced on

976-513: The Seattle suburb of Kirkland, Washington , Kenworth has been a wholly owned subsidiary of PACCAR since 1945, operating alongside sister company (and marketplace rival) Peterbilt Motors . Kenworth marked several firsts in truck production; the company introduced a raised-roof sleeper cab, and the first heavy-duty truck with an aerodynamically optimized body design. The Kenworth W900 has been produced continuously since 1961, serving as one of

1037-680: The 1991 Kenworth T900. There were 257 Kenworth T900 Legends produced, The T900 Legend came with a special edition Cummins X15 painted in black and red to commemorate the Cummins N14 that many of the original T900 came with. In 2021 the third truck in the Kenworth Legend Series was released this being the SAR Legend, a homage to the W900 SAR that was produced from 1975 until 1987. The SAR Legend has sales orders of over 700,

1098-522: The 50th anniversary of the company, annual Kenworth sales exceeded 10,000 for the first time for 1973. For 1976, Kenworth launched a flagship customization series, the VIT (Very Important Trucker) with a high level of interior features; distinguished by its skylight windows, the Aerodyne sleeper cab was the first factory-produced sleeper cab with stand-up headroom (for both the W900 and K100). To commemorate

1159-553: The American Bicentennial, the VIT series was introduced in a limited-edition series of 50 (with each truck named after a state). In 1982 and 1984, respectively, the W900 and K100 underwent their most substantial revisions, becoming the W900B and K100E. While visually distinguished by the adoption of rectangular headlamps, the updates were centered around upgrading fuel economy, road handling, and reliability. In 1985,

1220-414: The Hayward facility. The new Livermore facility, which comprises newly constructed buildings, includes a 600,000-square-foot (56,000 m ) main building and two smaller buildings, measuring 50,000 sq ft (4,600 m ) and 27,000 sq ft (2,500 m ). Gillig plans to retain at the Hayward site a 500,000 sq ft (46,000 m ) warehouse for the sale of parts, but plans to sell

1281-680: The K300 replacing the MAN-sourced design with a DAF 45 (Leyland Roadrunner) cab. Following declining demand for Class 8 cabovers, the K100E was quietly phased out after 2002 production in North America; Kenworth Australia continuing production of the model line. In 2006, the company released the K500, the largest COE ever produced by the company. Developed primarily for off-highway applications,

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1342-621: The K500 combined the chassis of the heavy-duty C500 and the COE cab of the DAF XF ; all examples produced from 2006 to 2020 were sold for export. In 2008, Kenworth underwent a modernization of its model line. The T600 underwent a substantial revision to its aerodynamics, becoming the T660. The medium-duty T300 was replaced by the Class 5-7 T170/T270/T370 model family. The low-cab COE made its return, based on

1403-621: The Kenworth T600 was released by the company; in contrast to the W900, the T600 was designed with a set-back front axle and a sloped hoodline. While the latter initially proved controversial, the combination improved aerodynamics, fuel efficiency, and maneuverability. Intended as an expansion of the Kenworth model line, the success of the T600 would lead to the introductions of similar designs from multiple American truck manufacturers. In 1986,

1464-681: The Kenworth T950 Legend, inspired by the Kenworth T950 that was in production from 1992 - 2007. This model of Kenworth Legend had 75 produced and sold out in 48 hours. The T950 Legend also came with a special edition Cummins ISXe5 engine which was painted in Cummins Heritage Beige. 2017 Saw the second truck in the Kenworth Legend Series released, that being the Kenworth T900 Legend inspired by

1525-604: The M-1 wrecker at a temporary facility in Yakima, Washington. In total, the company would supply the Army with 1,930 wreckers by the end of World War II; to accommodate the extensive increase in production, Kenworth introduced an assembly line to produce the vehicle. In 1944, company president Phil Johnson died, leaving ownership split between his wife, and the surviving wife of Harry Kent and another company director. Uninterested in owning

1586-648: The Mid-Ranger became the K300, as PACCAR shifted production to Sainte-Thérèse, Quebec . In 1993, Kenworth opened its facility in Renton, Washington, as its third United States assembly plant. In 1994, the T300 was introduced as the first Kenworth medium-duty conventional truck, adapting the T600 to a lower-GVWR Class 7 weight rating. The Aerocab sleeper was introduced, integrating the Aerodyne II sleeper cab and

1647-614: The Phantom as a lower emissions option, but discontinued it in 1998. The only remaining LNG Phantoms currently operate shuttle service at Los Angeles International Airport and Dallas/Fort Worth International Airport . In 1996, Gillig introduced a diesel-electric hybrid powered Phantom, which they produced until 2006. The current models continue to be offered in a hybrid powered versions. In September 2011, Gillig introduced an alternative fuel BRT model with CNG propulsion—their first CNG-powered bus produced and first production natural gas buses since 1998. Long Beach Transit purchased

1708-474: The Phantom became one of the longest-lasting transit models. In 1989, Gillig would introduce the Gillig Spirit ; similar to the Gillig-Neoplan, the Spirit was a shorter, medium-duty transit bus. After over 40 years in production, the Transit Coach ended production in 1982. After a temporary hiatus from school bus production, Gillig returned with a Phantom school bus in 1986. While initially successful,

1769-605: The Phantom school bus would be discontinued in 1993 following poor sales (no examples were sold in 1991 or 1992). In 1996, following an expansion of the Hayward facility, Gillig introduced the H2000LF, its first low-floor bus . In 1997, it entered full-scale production as the Gillig Advantage . Originally designed as a rental-car shuttle bus, the Low Floor became popular as a second transit bus product line alongside

1830-633: The Seattle transit agency removed the propulsion system ( GE traction motor, Randtronics chopper control, and electronic card cage) from its old fleet of 1979-built AM General trolley coaches which the Gillig vehicles were purchased to replace, and shipped them to Alstom for refurbishment. After Alstom refurbished the propulsion system, Metro installed the equipment into the new Gillig Phantom bodies, along with Kiepe pneumatically operated fiberglass trolley poles. Between 2014 and 2020, Kiepe partnered with Gillig to produce new dual-mode trolleybuses for

1891-540: The T680 FCEV with a 10 vehicle demonstration fleet in California . The T680 FCEV is powered with a Toyota hydrogen fuel cell , has six hydrogen tanks and a driving range over 300 miles (480 km) at a full load weight of 80,000 pounds (36,000 kg). In 2022, Kenworth announced a new T680. The T680 Next-Gen was redesigned with the future in mind. The new Next-Gen model has a skinnier, but taller grill than

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1952-715: The T800 was introduced, adapting the sloped hoodline and set-back front axle for a heavy-duty chassis; the shorter-hood T400 was introduced in 1988 as a regional-haul tractor. In 1987, Kenworth introduced the Mid-Ranger COE, its first medium-duty truck. Shared with Peterbilt, the Brazilian-produced Mid-Ranger was derived from the MAN G90 (a wide-body version of the Volkswagen LT ). In 1992,

2013-522: The Transit Coach, introducing a rear-engine version in 1948. In 1950, the body of the Transit Coach was redesigned. In 1953, Chester Gillig retired, following the death of Leo Gillig. The management structure of the family-run company was changed, with Stanley Marx (previously in charge of sales), assuming control of Gillig. In 1957, a major acquisition was made as Gillig purchased the Pacific bus division of Washington-based truck manufacturer Kenworth . At

2074-413: The United States. 1. https://web.archive.org/web/20141109204623/http://busexplorer.com/PHP/FeaturePage.php?id=28 Retrieved 2014 - 11 - 9. Gillig Corporation While currently a manufacturer of transit buses, from the 1930s to the 1990s, Gillig was a manufacturer of school buses . Alongside the now-defunct Crown Coach , the company was one of the largest manufacturers of school buses on

2135-527: The West Coast distributor of Superior Coach Company , a manufacturer of school buses and professional cars. In 1937, Gillig introduced its first flat-front (transit-style) school bus. By 1938, demand for school buses had surpassed the capacity of the San Francisco facility, leading Gillig Brothers to move to Hayward, California, on the eastern side of San Francisco Bay. In 1940, as a response to

2196-564: The West Coast of the United States. Gillig had been located in Hayward, California , for more than 80 years before moving to Livermore in 2017. The company was founded in San Francisco, by the Gillig brothers. The oldest surviving bus manufacturer in North America, Gillig was founded in 1890 as Jacob Gillig, trained in carriage building and upholstering, opened his own carriage shop in San Francisco . In 1896, his son Leo Gillig entered

2257-407: The bonneted conventional models and the C for heavy haulage, mining, off-road and road train use, and the K range covers the cab over models. As of July 2020 the only models that do not have Twin-Steer configurations are T410 SAR, T610 SAR, T900, C510, C540. Kenworth Australia started building the new range of trucks tying in their 2008 release with the model range being the '08 Series'. This includes

2318-627: The business as a shop foreman, becoming a full partner in the business in 1900. The shop was destroyed as part of the 1906 San Francisco earthquake , but the Gilligs rebuilt the shop on a separate property; Chester Gillig joined the business as a bookkeeper. In 1907, Jacob Gillig died at the age of 54. Following the earthquake, the company reopened as the Leo Gillig Automobile Works, which manufactured custom-built vehicle bodies. In 1914, two major achievements would happen to

2379-566: The company further expanded its sales base, establishing facilities in Mexico. For 1961 production, Kenworth underwent a substantial revision of its commercial truck line, debuting the W900 and the K900 (later renamed the K100); the W and K model prefixes are derived from company founders Worthington and Kent. The W900 debuted the first complete redesign of the Kenworth conventional cab since 1939 with

2440-462: The company, all three initially planned to offer their ownership to company employees, but financing for the offer was never completed. In 1945, ownership of the company changed as Pacific Car and Foundry Company negotiated its purchase of Kenworth as a wholly owned subsidiary. By the end of 1946, Kenworth relocated again, following the purchase of a former Fisher Body factory by Pacific Car and Foundry; this would house all Kenworth manufacturing under

2501-474: The company. After building a three-story factory, Leo and Chester Gillig re-organized the company as Gillig Brothers , its name for the next half-century. One of the first bodies built inside the new factory was one for a motor bus, though production would not shift entirely to buses for another two decades. During the 1910s, most cars in the United States were open touring cars ; at the time, fully enclosed sedan bodies were expensive. To offer improvement over

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2562-804: The drivers' cab as a single unit. In 1996, Kenworth introduced the T2000 as its next-generation aerodynamic conventional. While not directly replacing the T600 and W900, the T2000 was a completely new design (the first from Kenworth since 1961). The first "wide-body" Kenworth conventional, the model shared its cab with Peterbilt, distinguished by its bumper-mounted headlamps. The T2000 was discontinued in 2010. In 1998, parent company PACCAR purchased British truck manufacturer Leyland Trucks, two years after Dutch manufacturer DAF Trucks (the two had been merged as Leyland DAF from 1987 to 1993). Within PACCAR, DAF would develop COE trucks for Kenworth and Peterbilt. In 2000, Kenworth redesigned its medium-duty COE range, with

2623-583: The first trucks equipped with the type ), the Gersix was framed in structural steel, intended for commercial use. While the first vehicle was completed largely as a side project, the heavy-duty construction of the Gersix found itself in demand by loggers in the Northwest. In 1916, Gerlinger Motors relocated from Portland to Tacoma, Washington , leasing a building from Seattle businessman Edgar K. Worthington. In 1917, Gerlinger Motors filed for bankruptcy and

2684-625: The following conventional (bonneted) models; in approximate order of smallest to largest: the T358/A, T408SAR, T408, T608, T658, T908 and C508. The only cab over truck built was the K108, which was very popular in the B-Double market segment owing to its shorter length. The Kenworth "Legend" Series is a limited production truck based on a previous models styling with modern improvements such as safety and environmental. Originally commencing in 2015 with

2745-452: The largest school bus ever produced: the tandem-axle DT16. Along with it corresponding Crown Coach competitor, the DT16 is the only 97-passenger school bus ever produced in the United States (during 1977, its capacity was reduced to 90). In 1978, Stanley Marx retired from Gillig, and the firm was sold to Herrick- Pacific Steel , a Hayward-based steel manufacturer. Following the sale, the company

2806-515: The longest production runs of any vehicle in automotive history. The K100 was also released in 1961. Kenworth traces its roots to the 1912 founding of Gerlinger Motors in Portland, Oregon ; the company was a car and truck dealership owned by brothers George T. Gerlinger and Louis Gerlinger, Jr. In 1914, the brothers expanded into vehicle manufacturing, marketing a truck named the Gersix. Deriving its name from its inline six-cylinder engine (one of

2867-485: The mid-1950s. By the end of the 1930s, demand for trucks began to recover, with Kenworth producing 226 trucks in 1940. Following the onset of World War II, Kenworth converted to war production, supplying the Army with 4-ton 6x6 M-1 recovery vehicles. In 1943, the company became a supplier for Boeing, manufacturing components for the B–17 and B– 29 bombers. To maintain its government contracts, Kenworth commenced production of

2928-443: The minimal weather protection, Gillig developed an add-on hardtop , patenting its own version in 1919. The increase of closed car production in the 1920s would render the "Gillig Top" largely obsolete by 1925. While other hardtop manufacturers went out of business, Gillig survived largely on its body production, which became its primary source of revenue. In the late 1920s, the company would briefly produce pleasure boats and produce

2989-606: The model line, the company found itself with $ 60,000 to reincorporate and relocate its headquarters. In January 1923, Gersix Motor Company was reincorporated as the Kenworth Motor Truck Company, combining the names of partners Ken t and Worth ington. Under the new name, the company relocated within Seattle to 506 Mercer Street, and later to 1263 Mercer Street. In contrast to car manufacturers, Kenworth abstained from assembly lines, instead constructing vehicles in individual bays. The company also introduced

3050-494: The new trucks received aluminum cabs and axle hubs; four-spring suspension was introduced, with torsion bars for the rear axles. In 1936, Kenworth introduced the Model 516, its first cabover (COE) truck; the tandem-axle 346 was introduced for 1937. In 1937, Harry Kent died, with Philip Johnson becoming company president. In 1939, Kenworth introduced its 500-series trucks, which would form the basis of its commercial truck line into

3111-806: The next 32 years, during which time he murdered 48 women as the "Green River Killer" During the 1970s, the company underwent further expansion, adding an all-new facility in Chillicothe, Ohio, in 1974. The W900 and K100 underwent their most substantial revisions, becoming the W900A and K100C. Kenworth added two new product lines in 1972, adding the C500 6x6 severe-service conventional and the Hustler low-cab COE (developed jointly with Peterbilt and produced in Canada ). The same year, parent company Pacific Car and Foundry adopted its current name PACCAR . Coinciding with

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3172-973: The original T680. It has a completely all-new front bumper. Like the 579 Next-Gen (See Peterbilt ), it has an all-new interior and steering wheel. As of current production, Kenworth offers the following vehicles in North America. The headquarters for Kenworth Australia is located in Bayswater, Victoria where all Australian models are assembled. The first Kenworth model in Australia was the KWS925, imported fully built in 1962. Soon later, Kenworths were imported in complete knock-down kits and assembled in Preston, Victoria . Australian built Kenworth models are also exported to nearby RHD markets in New Zealand, Japan, Thailand and Papua New Guinea. The T range includes

3233-663: The remainder of the Hayward factory, which closed on May 19, 2017. At the time of the move, the company was predicting that around 850 workers would be employed at the Livermore complex. In February 2024, Gillig announced that its Gerco subsidiary had acquired select assets of bankrupt battery and commercial vehicle company Lightning eMotors in Loveland, Colorado and would open a powertrain engineering center with former Lightning talent. On April 24, 2024 Gillig announced that they would be making Hydro-electric buses, in collaboration with BAE Systems and Ballard Power Systems . In 1992, Gillig began producing an LNG fueled version of

3294-494: The standard-floor Phantom. During the 2000s, Gillig would make a number of advances with its vehicles, exploring the uses of alternative fuels and hybrid technologies in both the Low Floor and the Phantom. In 2005, the Low Floor became available in BRT and Trolley Replica body styles. After 28 years of production, the final Gillig Phantom was produced in 2008; by the mid-2000s, high-floor buses had largely fallen out of favor with transit customers. On August 1, 2008, Gillig became

3355-512: The time, Gillig controlled a 70% market share of Northern California over Crown Coach (based in Los Angeles), along with a similar share of Washington State, Oregon, and Nevada. In 1959, the company introduced the first rear-engine school bus with a diesel engine: the Cummins C-Series Transit Coach. Although still offered with gasoline engines in various configurations, the C-Series Transit Coach accounted for over three-quarter of all Gillig sales within only five years. In 1967, Gillig would introduce

3416-419: The time, diesel fuel cost 1 ⁄ 3 the price of gasoline. In another design innovation, Kenworth introduced the first factory-produced sleeper cab. In 1935, the Motor Carrier Act was passed, introducing new size and weight regulations for the trucking industry in the United States; to comply with the legislation, Kenworth underwent an extensive redesign of its truck line. To match weight regulations,

3477-408: The wide-body T700. The T700 was discontinued in 2014 while the T660 was discontinued in 2017 (32 years after the introduction of the T600). Sharing the same cab as the T680, the T880 was introduced as the first wide-body Kenworth for vocational applications, alongside the W900S and the T800 model family. In 2018, the W990 was introduced as the flagship conventional of the Kenworth model line. Sharing

3538-407: The wide-body cab of the T680 and T880, the W990 is the longest-hood conventional ever produced by Kenworth. As of current production, the W900 remains part of the Kenworth model line (six decades after its introduction). For 2021 production, Kenworth introduced three model lines of electric vehicles, with the K270E, K370E, and T680E powered by battery-electric powertrains. In 2021, Kenworth launched

3599-452: Was introduced as an earth-moving dump truck, adopting one of the first cab-beside-engine configurations. In 1955, Kenworth began the redesign of its COE product line, launching the CSE (Cab-Surrounding-Engine); in line with the Bull-nose, the CSE shared its underpinnings with the 500-series trucks and did not have a tilting cab. In 1956, Pacific Car and Foundry revised its ownership of Kenworth, changing it from an independent subsidiary to

3660-463: Was put up for sale, with E.K. Worthington acquiring the company with business partner Captain Frederick Kent. To emphasize its connection to truck manufacturing, the company was renamed Gersix Motor Company. In 1919, Captain Kent retired, with his son Harry Kent replacing him as partner in the company. In 1922, Gersix produced 53 trucks in its final year located at its factory on Fairview Avenue at Valley Street. Following continued strong demand of

3721-453: Was reorganized as Gillig Corporation, its present-day name. During the acquisition and reorganization, Gillig began construction on a 117,000 square foot facility in Hayward, the largest bus manufacturing plant in the western United States. To diversify its product line, in the mid-1970s, Gillig began plans to enter the transit bus segment. Following the end of the "New Look" near-monopoly of GMC and Flxible , in mid-1976, Gillig entered

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