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111-562: The Blue Bird TC/2000 is a product line of buses that was produced by the American manufacturer Blue Bird Corporation (then Blue Bird Body Company) from 1987 to 2003. Introduced as a second transit-style product range alongside the Blue Bird All American , the TC/2000 was produced in front-engine and rear-engine layouts. While produced primarily as a yellow school bus , Blue Bird offered

222-425: A Ford Model T with a wooden bus body; the customer sought to use the bus to transport his workers. Due to a combination of unsatisfactory construction quality of the bus body and the rough conditions of the rural Georgia roads, the wooden bus body started to disintegrate before the customer had finished paying for the vehicle. Driven to produce an improved design to sell to his customers, Luce sought input to develop

333-515: A "shell" version was sold for upfitters as well. To better compete with more modern designs of luxury recreational vehicles, Blue Bird began to update the design of the Wanderlodge. Following the 1988 introduction of the 102" wide body, the Wanderlodge line was redesigned entirely for 1991 (effectively sharing only Blue Bird emblems with the All American). In 1994, a second version of the Wanderlodge

444-485: A 10-year supply agreement with Blue Bird, starting early in 1992, as a 1993 model. Under the agreement, the Chevrolet/GMC B7 would only be sold to Blue Bird. Blue Bird offered a choice of other cowled chassis (Ford B700/B800, International 3700, 3800, and later Freightliner FS-65). The CV200 was produced through 2002. The 2002s were considered 2003 models. In place of bringing all-new product lines to production, during

555-475: A 1946 heart attack, A.L. Luce began to hand over day-to-day operations of Blue Bird to his three sons. By the end of the decade, the company became the seventh-largest school bus manufacturer in the United States. Following the outbreak of World War II, school bus production went on hiatus; Blue Bird produced buses for the U.S. Navy. As steel was heavily rationed, company engineers were required to re-engineer

666-528: A 95% decline in car sales in 1931, Luce sold both of his Ford dealerships, using the $ 12,000 proceeds from the sale to begin his own company, concentrating solely on bus production. Inspired to begin production in order to support the local economy, Luce also felt school buses would be a necessary resource as part of the shift towards consolidated schools. The early use of farm wagons on a part-time basis soon evolved into purpose-built school bus products, each with economy and function as major priorities. In 1937,

777-604: A Blue Bird body. Unable to secure a chassis, Luce instead purchased the display vehicle, importing it to the United States. After reverse-engineering the chassis design (to modify American-produced vehicles), Blue Bird completed its first forward-control prototype in 1949, naming it the All American . In 1950, the All American entered full-scale production. For 1952, Blue Bird became the first school bus manufacturer to produce its own chassis (rather than from outside suppliers). With

888-463: A Blue Bird chassis (rear-engine, since 1988); since 2008, all full-size Blue Bird buses use a proprietary chassis design. In a secondary change, Blue Bird expanded the range of engines for the All American beyond Chevrolet and GMC. In the switch to the Blue Bird chassis, several changes were made to the body of the All American. In a change that remains a current part of the design, the front roofline

999-574: A GMC-chassis conventional, Blue Bird supplied 10 buses using a GMC engine converted to run on compressed natural gas. For subsequent phases of the program, the CNG buses were rear-engine All Americans, using engines supplied by John Deere. Outside of the California school bus study, CNG school buses became an option, with Blue Bird offering an 8.1L John Deere CNG engine as an option for the rear-engine All American alongside its TC/2000 counterpart. For 1999,

1110-399: A decision that would forever affect the production of the All American, and potentially all school buses in the United States. Starting that year, Blue Bird started chassis production for the All American; aside from the powertrain, the company now was able to control nearly the entire design of the vehicle. Following a major redesign for 1957, Blue Bird would only make gradual detail changes to

1221-532: A dedicated vehicle (away from adaptations of automobiles). While designs based on cutaway vans were not invented by the company, the 1975 Micro Bird introduced several key features retained by van-based buses today. Along with a full-height entry door, the Micro Bird added windows forward of the entry door (to aid loading-zone visibility). The 1977 Mini Bird used the chassis of the GM P30 stepvan ; slightly larger than

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1332-605: A front-engine version was produced. Although the All American was produced with several available transmissions, a gasoline engine, and at least 3 diesel engines options, the TC/2000 was produced only with the Chevrolet 7.0L gasoline V8 as standard with the Cummins 5.9L diesel inline-6 as an option; nearly all were produced with the Cummins. A 5-speed manual was standard, with the Allison AT545 as an option, but nearly all customers specified

1443-503: A ground-up redesign. To better accommodate older students and adult passengers walking inside the bus standing up, the roof was raised upward several inches, matched with flatter sides. The drivers' compartment was completely redesigned; to reduce blind spots, the entry door glass was enlarged and the windshield was made panoramic, nearly wrapping from the entry door to the driver window. In 1958, after federal legislation permitted their use on road vehicles, quad headlights were added to

1554-453: A large stake of the company was owned by the Volvo Group, the largest bus manufacturer in the world. However, during the early 2000s, due to financial difficulties of its other parent company, Blue Bird was sold from Henlys in 2004. In 2006, Blue Bird was acquired through a bankruptcy filing by Cerberus Capital Management . Looking to develop its entries in the transportation sector, Blue Bird

1665-566: A less-obstructive engine cover design provided more room for both the driver and the front entry steps (the design remained much larger than that of the TC/2000, as the two model lines used different engines). To improve serviceability, the configuration of the front body panels was revised, allowing them to be removed for general maintenance without the use of tools. In a major change, the third-generation All American introduced an entirely new powertrain range; both manual transmissions and gasoline engines were discontinued (both remaining standard for

1776-399: A need for school buses. In all but the most remote rural communities, centralized schools (with the graded class structure of urban schools) had succeeded one-room schoolhouses. In metropolitan areas, urban populations began to move into suburbs. Depending on location, the practice of walking to school had become increasingly impractical (particularly as students progressed into high school). At

1887-422: A number of buses on the assembly line. Production was restarted on a makeshift assembly line on other company property, with some work completed under tents. The Fort Valley factory was rebuilt by the spring of 1946, following several challenges; while building materials themselves were no longer rationed, the ability to secure large quantities of beams, trusses, and sheetmetal remained a formidable task. Following

1998-471: A passive restraint system, high-back padded passenger seats were added. To match the front roof cap, Blue Bird changed the rear roof cap to a vertical design (borrowing bodywork from the Wanderlodge). In contrast to the first All Americans, which offered a maximum of 60-passenger seating, by the end of the 1970s, an All American could be equipped to seat 90 passengers. Alongside its rear-engine counterpart,

2109-514: A practice later used for its TC/2000 and Vision buses (and their derivatives). The model line is produced with both front-engine and rear-engine configurations. Alongside the current generation of the All American (released in 2014 ), the model line underwent major redesigns in 1952, 1957, 1989, 1999, and 2008. In over seven decades of production, nearly all examples have been assembled by Blue Bird at its facility in Fort Valley, Georgia . From

2220-650: A proprietary chassis for the rear-engine All American for 1988. Caterpillar 3208 V8 In production for 32 years, the second-generation All American is among the longest-produced bus bodies in North American bus manufacturing history (outclassed by Crown, Gillig, and the GM New Look/Classic). With the exception of the All American D3-series and EC-72 prototypes, all full-size Blue Bird school buses produced since 1957 have derived much of their bodywork from

2331-409: A rear-engine chassis for the All American in 1988, Blue Bird began a shift towards using company-produced chassis for all of its bodies; with the exception of the Micro Bird (based on a cutaway van), all Blue Bird vehicles are produced on proprietary chassis. Introduced during 1989 production, the third-generation All American marked the most extensive changes to the model line since 1957. To modernize

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2442-480: A redesigned drivers' compartment, the All American received a new set of engine offerings. From its founding in 1932 until the middle of the 1980s, the operations of Blue Bird were overseen either by A.L. Luce or his three sons. In 1984, the board of directors was expanded outside of the family for the first time; in 1986, the company hired Paul Glaske, president of Marathon LeTourneau (a Texas-based heavy equipment manufacturer). Glaske oversaw day-to-day operations of

2553-607: A replacement for the City Bird, in 1992, Blue Bird launched the Blue Bird Q-Bus, designed for mass-transit and charter applications. In contrast to the City Bird, the Q-Bus shared no design commonality with a Blue Bird school bus. In addition to the Q-Bus, the APC (All-Purpose Coach) and CS (Commercial Series) were introduced, as commercial buses based on the bodies of the All American and TC/2000;

2664-515: A single housing. At the rear of the bus, the emergency door was redesigned, enlarged in height and width (for the first time since the second generation). The drivers' compartment received a new steering column and instrument panel (both later used by the Vision), along with a new layout for driver controls (on both sides of the steering wheel). The D3 series continued the use of diesel and CNG engines (the latter, on rear-engine vehicles). Coinciding with

2775-495: A stronger bus body capable of surviving unimproved roads. In place of wood, Luce constructed his bus body from steel and sheet metal; wood was used as a secondary material. Completed in 1927, the bus was put into use as a school bus. While buses would initially remain a side project for Luce (with only nine bus bodies produced between 1929 and 1931 ), the onset of the Great Depression would change his company forever. Following

2886-402: A supplemental source of demand, the manufacturing segment was becoming saturated by the end of the 1970s. From 1979 to 1982, three of the six largest school bus manufacturers—Carpenter, Superior, and Ward—would file for bankruptcy. To preserve sales, Blue Bird began the use of financing for bus acquisitions in 1984. The unprecedented strategy proved successful, with sales increasing further in

2997-449: A time of relative turmoil for school bus manufacturers; this would carry into the 2000s. Several school bus manufacturers underwent acquisition or changed hands (AmTran and Thomas Built Buses ); by 2001, several others (Crown Coach, Carpenter, Gillig, Wayne) would end school bus production forever. Instead of being family-run companies, school bus manufacturers were now owned by larger companies with ties to truck manufacturing. For Blue Bird,

3108-434: Is Our Business", appearing in company advertising (and inside bus bodies) into the 1990s. Company founder A.L. Luce died in 1962. Shortly after, the three Luce sons sought to diversify the company product line, fearing that demand for school bus production would eventually recede; while the baby boom generation affected student populations, the generation (as a whole) would complete high school shortly after 1980. In 1965,

3219-424: The 1930s, transit-style (flat-front) school buses made their first appearance as manufacturers sought to develop school buses with higher capacity and greater maneuverability. Before World War II, California-based manufacturers Crown Coach , Gillig and Seattle-based Kenworth-Pacific had put various versions of the type into production; the most common was the forward-control bus, with the engine positioned next to

3330-477: The 1960s to the 1980s, the model line was also produced in South America, using locally sourced chassis. In the 1930s, to expand student seating capacity in school buses, manufacturers developed "forward control" school buses. By modifying conventional truck chassis, the engine was placed next to the driver and the front axle moved rearward of the entrance door. This allowed for the use of greater capacity within

3441-414: The 1980s, school bus demand declined sharply. Declining student populations coupled with the overall recession magnified the overall importance of securing orders by contractors and large school districts. While higher-capacity buses could potentially lower operating costs across a large fleet, higher purchase prices were an increasingly hard sell to customers. In 1986, the first low-price transit school bus

Blue Bird TC/2000 - Misplaced Pages Continue

3552-400: The 1990s, Blue Bird explored several methods of reducing the environmental impact of school buses, with several methods reaching production. In 1991, Blue Bird developed the first school bus powered by compressed natural gas (CNG), an All American Rear Engine. In 1995, Blue Bird began a collaboration with John Deere to produce school buses with CNG engines, lasting into the 2000s; along with

3663-438: The 1990s, technology limited its development to the prototype stage. In 1994, the company developed a battery-powered school bus in an effort with Westinghouse Electronic Systems for a school district in California. In 1996, Blue Bird collaborated with Electrosource, Inc in an effort to design a battery system intended for buses. While the late 1990s were calmer than the late 1970s for the school bus industry, it still remained

3774-580: The 1990s. Using the same body as the school bus, the APC 2000 was designed with a variety of different seating types as well as interior luggage storage. Geared more towards transit and shuttle use (in line with the Q-Bus), the CS featured a number of exterior modifications to the body; a TransShuttle version based on the TC/1000 was designed with an optional central-mounted door. In addition to fully built buses, Blue Bird produced

3885-594: The A3 series and the Vision, the T3 introduced a number of structural reinforcements to the body, intended for increased rollover protection; the redesign reintroduced the curved roof configuration. While the grille was redesigned (becoming a slotted panel), the front fascia was largely retained from the D3 series, sharing its two-piece windshield and round headlamps. In a visual change, Blue Bird ended

3996-474: The A3 series carried over the same diesel and CNG engine offerings as the previous generation The fourth-generation All American continued the use of Cummins and Caterpillar inline-6 diesel engines; initially, the John Deere 8.1L engine was offered for CNG use, later replaced by a 5.9L Cummins and ISL-G Cummins engines. Allison MT643 Allison MD3060 Allison MD3066 As Blue Bird initially intended to replace

4107-427: The A3 series retained the body structure of the previous generation, adding the larger windshield of the TC/2000. The front fascia was largely devoid of chrome trim (relegated to the "Blue Bird" badge between the headlamps and its surrounding imitation grille trim). The dashboard again went a complete redesign with updated instruments and controls; the TC/2000 adopted the design for 2000 production. The side door design

4218-408: The All American did not enter full production until 1950. For 1950 and 1951, the All American saw relatively little marketplace success; its method of assembly hindered its production. While using a Chevrolet/GMC chassis (a version used by Blue Bird conventional models), to build the All American, Blue Bird had to strip the cowled-chassis frame bare and convert it to a forward-control layout before

4329-414: The All American for both drivers and mechanics, Blue Bird made multiple changes to the interior and the chassis of the bus. For the first time since 1967, horizontally-aligned headlamps returned to the exterior. To streamline its production, much of the body was carried over from the previous generation (entirely so, above the window line). The drivers' compartment was completely redesigned, retaining only

4440-411: The All American for the following 32 years. As the highest-capacity vehicles (84 to 90 passengers vs. 60 to 72 passengers) produced in the United States, transit-style school buses had become marketed as the flagship vehicles of their respective manufacturers (the All American also had the distinction of being the donor vehicle of the costly Blue Bird Wanderlodge motorhome). However, as the 1970s became

4551-417: The All American had been offered in a rear-engine configuration since 1961, a version with a company-sourced chassis was first introduced in 1988. Introduced in late 1987, the TC/2000 (see below) became the first new full-size Blue Bird bus in nearly 30 years. As a running change during 1989 production, Blue Bird introduced a new generation of the All American (redesigned for the first time since 1957). Alongside

Blue Bird TC/2000 - Misplaced Pages Continue

4662-473: The All American have been designed for a wide variety of applications, ranging from the Blue Bird Wanderlodge luxury motorhome to buses for law enforcement use . While not the first transit-style school bus, the All American is the longest-produced model line currently in production; it is currently in its sixth generation. Since 1952, Blue Bird has used a proprietary chassis for the All American,

4773-590: The All American was given an all-new chassis (positioning the engine lower), adopting the larger windshield of the TC/2000, and redesigned dashboard and control panels (later used in the TC/2000). During the late 1990s, Blue Bird Corporation would undergo the first of several ownership changes. After increasing sales each year throughout the second half of the 1990s, Blue Bird was acquired from Merrill Lynch Capital Partners by Henlys Group PLC for $ 428 million (with Henlys also paying $ 237 million of Blue Bird company debt). At

4884-529: The All American, CNG engines were produced for the TC/2000. In 1996, Blue Bird debuted the Envirobus 2000 concept school bus. Derived loosely from the Q-Bus, the Envirobus served loosely as a testbed for safety-related technology along with the viability of CNG-powered school buses. Along with alternative-fuel buses, Blue Bird became the first school bus manufacturer to develop fully electric school buses; during

4995-492: The All American; in various forms, the All American would use quad headlights through 2013. In 1961, Blue Bird expanded the All American product line by introducing a rear-engine "pusher" configuration. Developed largely to secure bids in areas where rear-engine buses were favored, Blue Bird initially outsourced the chassis for the All American Rear Engine to GMC. For 1962, to further improve forward visibility,

5106-457: The All American; aside from powertrain updates, it had gone nearly unchanged since the early 1960s. To solve both problems, the TC/2000 was introduced in 1988. While much of the same body (the passenger compartment, also shared with the Conventional and Mini Bird) was shared along with the chassis, major changes were done to the forward body in the interest of lowering production costs. Chrome trim

5217-481: The CS and APC lines were retired. In 2003, the company entered the low-floor segment with the introduction of the UltraLF and UltraLMB. Blue Bird All American The Blue Bird All American is a series of buses produced by American school bus manufacturer Blue Bird Corporation (originally Blue Bird Body Company) since 1948. Originally developed as a yellow school bus (its most common configuration), versions of

5328-490: The CS as a "shell vehicle"; it was a bare body without windows or an interior intended for purchase to be converted into various types of specialty vehicles. In addition to transit-oriented buses, Blue Bird also produced the CS/APC and TC/2000 for use in law enforcement. While typically utilized as prisoner transports, some variants were also outfitted as mobile command centers. Blue Bird Corporation Blue Bird Body Company

5439-659: The LTC body. In an effort to match demand for its product lines, Blue Bird made several changes to its production facilities, closing Blue Bird East in (in Virginia) in 1992 and opening Blue Bird de Mexico (in Monterrey, Nuevo León ) in 1995. After few major changes to its school bus product lines through the 1990s, in 1999, the Blue Bird All American underwent its second redesign in 10 years. In order to increase forward visibility,

5550-591: The Micro Bird, the Blue Bird MB-II/IV by Girardin allowed Blue Bird to offer an updated body design; at the time, Girardin was the sole manufacturer to produce a full cutaway body for single rear-wheel van chassis. The MB-II and MB-IV were sold by Blue Bird until 1999, when they adopted the Girardin branding. Coinciding with the 1991 redesign of the General Motors medium-duty truck line, General Motors entered into

5661-477: The Micro Bird, the model line shared the body width of the full-size Conventional and All American. During the 1970s, Blue Bird introduced the "Handy Bus" option package. Available on any model line from the Micro Bird to the All American, the Handy Bus option featured a wheelchair lift and side door and onboard wheelchair accommodations. By 1980, Blue Bird would become the highest-volume school bus manufacturer in

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5772-592: The Model T Ford and the 80th anniversary of its construction. Alongside the 1948 Blue Bird All American, a replica of Blue Bird Number One sits on the Blue Bird factory floor in Fort Valley. By the 1940s, the demand for school buses expanded the presence of Blue Bird from rural Georgia to multiple states across the Southern United States . Following World War II, several changes across the country further created

5883-462: The TC/1000 front-engine minibus and discontinued the CS and APC commercial derivatives of both the TC/2000 and All American in 2002. To consolidate its front-engine offerings, Blue Bird discontinued the TC/2000 after 2003 (following a short run of 2004 vehicles). After 2010, Blue Bird manufactured only the Vision and the All American (with the Micro Bird manufactured by Girardin in Quebec). At its launch,

5994-478: The TC/2000 FE at the end of 2003 in an effort to consolidate its Type D school bus lineup. To keep the price down, Blue Bird simplified the powertrain lineup with a single gasoline engine (a Chevrolet 427 cubic-inch V8) and a single diesel engine (a Cummins 6BTA5.9/ISB inline-6). Theoretically, a manual transmission was available, but almost all TC/2000s were supplied with an Allison AT-545 automatic transmission. When

6105-630: The TC/2000 RE was added in 1991, the Cummins C 8.3/ISC 8.3 and Allison MT-643 were added to the lineup; however, these were exclusive to the RE. After 1995, the gasoline engine choice was dropped due to the popularity of diesel engines in Type D school buses. Over its lifetime, the TC/2000 was assembled in five of Blue Bird's manufacturing facilities. The TC/1000 was a variant of the TC/2000 FE intended primarily for buyers who transported special-needs students. The vehicle

6216-718: The TC/2000 in commercial configurations and numerous custom-built variants. For commercial use, Blue Bird badged the model line as the TC/2000 or the APC 2000 (All Purpose Coach). In 2003, Blue Bird ended production of the TC/2000 (after a short run of 2004 models), consolidating its transit-style product range with the All American. During its production, Blue Bird assembled the TC/2000 at five assembly facilities, including: Blue Bird Body Company ( Fort Valley, Georgia ), Blue Bird North Georgia ( LaFayette, Georgia ; closed 2010), Blue Bird Midwest ( Mount Pleasant, Iowa ; closed 2002), Blue Bird East ( Buena Vista, Virginia ; closed 1992), and Blue Bird Canada ( Brantford, Ontario ; closed 2007). In

6327-434: The TC/2000 was manufactured with a Blue Bird-produced chassis; initially produced only as a front-engine bus, a rear-engine configuration was introduced in 1991. To reduce manufacturing costs, the model line was offered with a single diesel engine and automatic transmission configuration and a simplified drivers' compartment. The TC/2000 achieved success in its market segment; by 1990, nearly one in ten new school buses sold in

6438-537: The TC/2000). In response to the discontinuation of the Caterpillar 3208 and Detroit Diesel 8.2L V8 diesels, Cummins inline-6 diesels were introduced. To bring it in line with the TC/2000, Blue Bird rebranded the new generation of the export name of the All American to Blue Bird TC/3000 . Previously, Canadian exports (the largest market outside the United States) were re-branded as Blue Bird All Canadians . As with

6549-636: The United States and Canada. Along with the Blue Bird Conventional (and the later Blue Bird Vision), many Blue Bird body designs would share design elements with the All American, including the TC/2000, TC/1000, APC and CS commercial buses, and Wanderlodge recreational vehicle. In 1950, A.L. Luce retired from daily operations of Blue Bird, with operations of the company handled by his three sons; A.L. "Buddy" Luce Jr. became company president and general manager; George Luce oversaw engineering and Joseph Luce overseeing production and assembly. The same year,

6660-661: The United States was a TC/2000. At the beginning of the 1990s, Blue Bird had secured its position as the highest-volume school bus manufacturer; following the launch of the TC/2000, the company held nearly a 50% market share. After nearly six decades as a family-run company, in 1991, the Luce family decided to put Blue Bird Body Company up for sale. After showing the company to potential buyers through much of 1991, six buyers offered bids. For $ 397 million, Merrill Lynch Capital Partners purchased an 82% share of Blue Bird in November 1991, changing

6771-506: The United States, with over 20 times the yearly sales of only two decades prior. Despite the added presence of the company, as an entire industry, school bus manufacturing was in turmoil due to several factors. While the volatile economy of the time was impossible to foresee, many of the early 1960s predictions of the Luce brothers had largely come true. By the early 1980s, the baby-boom generation had completed its secondary education, leveling off student population growth. No longer provided with

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6882-404: The Wanderlodge developed a loyal customer base, including celebrities and heads of state among their owners. In the 1970s, Blue Bird further diversified its product line, entering the transit bus segment. In 1976, the City Bird was introduced as a rear-engine variant of the All American developed for smaller mass-transit routes. During the decade, the design of small school buses evolved into

6993-402: The Wanderlodge from the All American school bus with several exterior restylings in the late 1980s. In 1988 a 102 inches (259.1 centimeters) wide version of the Wanderlodge was introduced—wider than the school bus bodies. The final Wanderlodge to share a body and chassis with the All American was produced in 1990. During the end of the 1980s, the Blue Bird product line saw several changes. While

7104-416: The automatic. With the 1997 introduction of the TC/1000, Blue Bird produced a total of five distinct transit-style school buses. Consequently, the variety would lead to some model overlap. In 1998, Blue Bird discontinued the rear-engine version of the TC/2000; it was indirectly replaced by the new-for-1999 All American RE. Blue Bird's financial problems of the early 2000s (decade) led to the discontinuation of

7215-418: The body design of the All American (and all Blue Bird buses) in over 50 years. For the first time since 1957, the All American returned to two headlamps (round ones, for the first time since early 1989). Completely devoid of chrome trim, the design deleted "Blue Bird" lettering from the front of the bus (replacing it with a company logo). Continuing the use of a drop-frame chassis from the previous generation,

7326-481: The body designs, using wood as part of the body structure. Alongside its buses for the Navy, Blue Bird also produced ambulance buses . Intended for mass evacuations, the vehicles were fitted with four stretchers. In 1948, on a trip to Europe, A.L. Luce and his son George attended the 1948 Paris Auto Show . After viewing a GM-chassis forward-control bus on display, Luce sought to buy a similar bus chassis to produce with

7437-447: The body received a completely new roofline and drivers' compartment design. The shape of the roofline was squared off and raised in height (matching the previous high-headroom roof); as a part of the redesign, the entry door was raised in height. The long-running flat-glass windshield was replaced by a two-piece curved design (extending further downward and upward); to improve sightlines, the sideview and convex mirrors were integrated into

7548-412: The body was mounted to the frame. Along with adding time to final assembly, the conversion process required that nearly every chassis component be rechecked for functionality. In 1952, to improve quality and reduce production time, Blue Bird ended the use of second-party chassis for the All American, developing its own design from the ground up. Subsequently, every front-engine All American has utilized

7659-594: The chassis as a school bus; however, the Luces learned that it was a model specifically for export markets. In an effort to reverse-engineer the vehicle, A.L. Luce purchased the Paris Auto coach from the body manufacturer in order to ship it to Blue Bird in Fort Valley, Georgia. Moving past the bodywork, Blue Bird engineers found that the Opel chassis shared much in common with Chevrolet medium-duty trucks converted to forward-control;

7770-451: The company began assembly of a second product line, as the All American entered full-scale production. In an effort to guarantee year-round demand, Blue Bird turned to exports for its buses, entering Central America and South America. During the late 1950s, several changes were made to the body design of Blue Bird buses. In 1957, the body underwent a complete redesign, including a higher roofline and flatter body sides; with several revisions,

7881-407: The company began production of full-steel bus bodies, an innovation which soon replaced the wooden bodies which were then in common use around the United States. In a 1939 conference, Blue Bird engineers contributed to the selection of school bus yellow , still in use today. Completed in 1927, the first bus completed by A.L. Luce was sold to a customer and put into use as a school bus. Following

7992-464: The company launched bus assembly outside of North America for the first time, opening Blue Bird Central America in Guatemala. While assembling the bodies of the Conventional and All American, Blue Bird Central America lowered production and maintenance costs by using locally sourced chassis (from Mercedes-Benz, Hino, Nissan Diesel, and Toyota) in place of sharing components from the United States. In 1963,

8103-517: The company, while the sons of Buddy and Joseph Luce worked elsewhere in company management. In 1987, Blue Bird introduced the TC/2000 , adding a second transit-style school bus product line. Developed as a competitor to the Wayne Lifestar , the model was marketed to secure purchases from operators of large bus fleets, priced closely to conventional-style buses. In line with the Blue Bird All American,

8214-462: The corners of the roofline. The TC/1000 was not a large success, competing against less-expensive school buses derived from van chassis; the model line was phased out after 1999 production. While Blue Bird has not produced a successor model line, the squared-off roofline returned in the design of the 2010-2013 All American. Alongside the All American , the TC/2000 (and TC/1000) served as the donor platform for several Blue Bird commercial buses during

8325-446: The current Blue Bird Vision and All American continue to use this body. As an option, a "high-headroom" body was introduced, raising interior height to 77 inches. At the beginning of the 1960s, Blue Bird stood as the fourth-largest manufacturer of school buses in the United States. To accommodate the added demand, the Luce brothers added several production facilities to supplement the Fort Valley, Georgia plant. In 1958, Blue Bird Canada

8436-409: The driver. After World War II, Blue Bird company founder Albert Luce developed the first Blue Bird All American ; similar to a bus he viewed at the 1948 Paris Auto Show, it was also of a forward-control design. Unable to secure a supply of GMC chassis, Luce produced the initial All Americans on conversions of conventional truck chassis, as was the practice of the time. In 1952, the company would make

8547-404: The end of the decade, the baby-boom generation began their education, having an impact across the education system for the next 30 years. Near the end of 1945, the company suffered a major setback, as its Fort Valley factory was destroyed by fire (nearly claiming the life of A.L. Luce). While the factory building was burned to the ground, a significant amount of equipment was salvaged along with

8658-460: The establishment of Blue Bird Body Company in 1932, the bus became retroactively known as Blue Bird "Number One". In 1946, the bus was reacquired by the Luce family; as part of the restoration, the body was placed on a Ford Model TT chassis, undergoing a second restoration in the 1970s. In 2008, Blue Bird "Number One" was donated to the Henry Ford Museum , marking the 100th anniversary of

8769-508: The exception of the van-based Micro Bird, Blue Bird builds the chassis of each bus its produces. Currently in its sixth generation, the Blue Bird All American is the longest-running bus model line. While not the first forward-control school bus (the Crown Supercoach was introduced in 1932), the All American would become one of the designs to widely expand its use, leading its wider use by school districts and school bus operators throughout

8880-507: The exit of Caterpillar from on-highway engine production, all engines were sourced from Cummins. Front-engine buses were powered by the Cummins ISB 6.7, with rear-engine buses using the ISC 8.3. (200–280 hp or 150–210 kW) Optional In production for only four years, the D3 series is the shortest-produced version of the All American. Intended as the successor to the A3, the D3 replaced

8991-498: The first major Blue Bird venture outside of school buses made its debut. Named the Blue Bird Transit Home (re-branded as Wanderlodge in 1968), it was a $ 12,000 luxury recreational vehicle based on the All American type. Using the heavy-duty frame and all-steel body to its advantage, the vehicle was marketed as higher-quality than other RVs of the time; the interior was largely built to order. For over 25 years of production,

9102-494: The fourth generation of the All American was introduced. Internally designated the "A3" series, the fourth generation marked a major structural revision to the model line, adopting a "drop-frame" chassis; on both configurations, the portion of the frame rails that supported the drivetrain were lowered in height. On front-engine buses, the drop-frame design further reduced the intrusion of engine cover. Externally distinguished by its redesigned (smaller) grille and headlamp housings,

9213-404: The front axle was widened and modifications were made to the steering gear. In a unique feature, the transmission was shifted by remote control. Due to its design commonality with the export Opel chassis, Blue Bird selected Chevrolet as the initial chassis for the forward-control prototype. The first prototype, named Blue Bird All American, was completed in 1949. Plagued by engineering issues,

9324-409: The front-engine All American was sold with both gasoline and diesel engines. As an effect of the 1970s fuel crises, fuel economy concerns led to widespread adoption of diesel engines in high-capacity school buses. The All American evolutionary changes during the 1980s, centered around updates to powertrain supplier. In 1981, Ford discontinued its Super Duty V8 ; the Chevrolet 427 cubic-inch V8 became

9435-615: The mid-1980s; as the highest-selling bus manufacturer, nearly one out of every three new school buses was a Blue Bird. While the 1980s would prove successful for Blue Bird in school bus production, the company saw mixed results in other segments. After 10 years of weak sales, the Blue Bird City Bird was discontinued in 1986. Despite volatile sales in recreational vehicles, the Wanderlodge remained successful, accounting for nearly one in five Blue Bird vehicles sold. To better compete with more modern designs, Blue Bird began to differentiate

9546-409: The model line entirely with the fifth-generation D3 series, the rear-engine A3 was discontinued in 2008. Supported by continued customer demand, the front-engine A3 was produced through 2013 (outliving its successor by a year), when the sixth-generation T3 series replaced both the fourth-generation and fifth-generation All Americans. Alongside its traditional role of a yellow school bus, the A3 series

9657-460: The name from Blue Bird Body Company to Blue Bird Corporation. Under the terms of the sale, the remaining 18% of the company was equally distributed between Paul Glaske and 14 management employees selected by the Luce family; Buddy and Joseph Luce retired while the rest of the management team was retained. During the early 1990s, following the success of its school bus product lines, Blue Bird commenced efforts to further diversify its product lines. As

9768-427: The previous generation, the 1990 All American would change little over its production run. 1990-1991 models are distinguished by widely spaced "Blue Bird" lettering below the windshield while 1992-1998 models are identified by narrowly spaced lettering. In 1991, Blue Bird took part in a California Energy Commission program to develop modern, low-emissions school buses. Following the development of prototype derived from

9879-446: The rear-engine A3 directly for 2009, with Blue Bird producing the front-engine version of the model line alongside its predecessor to accommodate customer demand. Both versions of the D3 were discontinued after 2012, with the front-engine A3 ending production in 2013. Introduced for 2014 production, the sixth-generation T3 series replaced both the fourth and fifth generation versions of the model line. In October 2012, Blue Bird debuted

9990-513: The same overall length and better forward visibility; the shorter wheelbase gave them improved maneuverability. In 1932, Crown Coach introduced the Supercoach alongside a similar design by Wayne Works ; Gillig introduced a design with a rear-mounted engine. In 1937, the Crown Supercoach was expanded to a capacity of 79 passengers, becoming one of the largest school buses of its time. In

10101-403: The second-generation All American. While using a lighter-duty chassis and a different design for the driver compartment, the TC/2000 school bus also derives much of its bodywork from the second-generation All American. In various sizes, the windshield design introduced on the All American in 1962 was retained through 2013; it currently remains in use on the Vision. Following the introduction of

10212-504: The sixth generation of the All American for 2014 production (internally designated the T3 series). Replacing both the fourth and fifth generations (produced concurrently), the sixth generation introduced additional structural upgrades to the body. In a central part of the redesign, Blue Bird increased parts commonality between the All American and the Vision conventional-style bus, with the two sharing additional dashboard controls and components. While visibly sharing lower body panels with

10323-470: The sole gasoline-powered engine offering. Alongside the rear-engine version, the front-engine All American was produced with diesel engines supplied by Caterpillar, Cummins, and Detroit Diesel. As a design change, in 1982, a drop-sash window was added to the rearmost row of seats, replacing a fixed pane of glass (available as an option for several years). After using second-party chassis from multiple manufacturers since 1961, Blue Bird commenced production of

10434-741: The time, Henlys sought to expand its operations in North America, with 10% of the company owned by Volvo Group . During the 1990s, Blue Bird would enter into several joint ventures as part of its school bus production, for both small and full-size school buses. In an effort to supplement the Blue Bird Micro Bird, in 1992, Blue Bird entered into a supply agreement with Quebec-based bus manufacturer Girardin Minibus to supply Blue Birds with Girardin-produced MB-II/MB-IV school buses (branded as Blue Birds) on cutaway van chassis. While configured similar to

10545-424: The use of the full-length roofline "streamer" (roof stripe), replacing it with a design shared directly with Micro Bird buses (further increasing production commonality). Since its introduction, the sixth-generation All American has been offered with both diesel and CNG engines. A 6.7L Cummins inline-6 diesel is the standard engine for both front-engine and rear-engine versions; both diesel and CNG versions of

10656-509: The windshield and driver-side window. The instrument panel was angled more vertically (to better face the driver), including more legible gauges; a modernized secondary control panel was adopted from the TC/2000. While the redesign carried over the windshield (used since 1962), multiple changes were made to upgrade driver sightlines. Alongside the redesign of the dashboard, the entry door was redesigned with larger glass panels (a design later adopted by all Blue Bird buses). On front-engine buses,

10767-403: The windshield was enlarged further, with two versions offered: a 4-pane flat glass version (standard) or a 2-pane curved glass (optional). For 1967, the roofline of the All American underwent a slight revision. To better accommodate the 8-lamp warning systems coming into use, the curved roof cap used since the 1930s was replaced by a flat, vertically-oriented design. For 1968, the bodywork below

10878-431: The windshield was revised, including a new (larger) grille, vertically-stacked headlamps, and a reduction of the amount of chrome trim. During the 1970s, the All American underwent several changes; centered around compliance with the introduction of safety regulations, few changes were externally visible. To comply with regulations introduced for 1977 production, the body panels and internal structure were strengthened; as

10989-555: The years following World War II, Blue Bird company founder A.L. Luce sought to develop his own forward control bus. In 1948, during a trip to Europe, he and his son George visited the Paris Auto Salon. One of the vehicles on display was a front-engine motorcoach (either Van Hool or Jonckheere bodywork) with a General Motors chassis built in an Opel factory in Belgium. Inspired by the design, A.L. Luce sought to develop uses for

11100-543: Was an entrepreneur who developed some of the earliest purpose-built school buses, transitioned from wagons . What is now Blue Bird Corporation began life as a side project in a Ford Motor Company dealership in Perry, Georgia . Along with the dealership in Perry, Luce owned the Ford franchise in Fort Valley, Georgia , a rural farming community south of Macon . In 1925, Luce sold a customer

11211-414: Was carried over, with a black-frame door becoming an option (later becoming standard). Following the introduction of the A3 series, the Blue Bird transit-style product range would undergo an extensive transition. Following its 1999 introduction, Blue Bird discontinued the rear-engine TC/2000, consolidating its rear-engine offerings in the All American product line. In 2001, the company ended production of

11322-410: Was designed with a completely flat interior floor (to match the wheelchair capacity of a much larger bus). Shortened to a 132-inch wheelbase, the front-engine TC/1000 shares a nearly identical chassis configuration as the larger TC/2000. To eliminate wheel intrusion into the interior, the bus chassis used lower-profile 19.5-inch wheels. After 1998, Blue Bird revised the body of the TC/1000, squaring off

11433-404: Was extended forward several inches (nearly in line with the front bumper). Along with a larger entryway and entry door, the revision introduced a much larger windshield sloped nearly vertically. The overall seating capacity of the All American was expanded, with the largest versions seating up to 72 passengers. For 1957, along with the Blue Bird Conventional, the body of the All American was given

11544-489: Was founded in 1927 in Fort Valley, Georgia, as A.L. Luce closed his automobile dealership to concentrate exclusively on bus production. Remaining under family control into the early 1990s, Blue Bird changed hands several times in the 2000s; in February 2015, it became a publicly owned company (with previous owner Cerberus Capital Management holding a 58% share). As the second quarter of the 20th century began, Albert Luce Sr.

11655-572: Was introduced, as the Wanderlodge BMC debuted. To expand its availability, the Wanderlodge BMC was produced using a chassis from Spartan Motors; a Blue Bird QMC commercial variant was introduced, designed as a mobile workstation. In 1997, Blue Bird expanded into the passenger motorcoach segment, introducing the LTC-40 (Luxury Touring Coach); for 1998, the Wanderlodge LX/LXi were introduced, adapting

11766-585: Was introduced. Wayne Corporation debuted the Lifestar ; its high degree of parts commonality allowed it to be priced nearly the same as the Wayne Lifeguard conventional. However, chassis supply for the Lifestar would be plagued for much of its production run, which would render it non-competitive. During the late 1980s, along with a low-priced bus such as the Lifestar, Blue Bird was faced with having to compete with

11877-567: Was opened in Brantford, Ontario . In 1962, Blue Bird Midwest was opened in Mount Pleasant, Iowa . At the beginning of the decade, Blue Bird introduced its roofline brand emblem, becoming the first bus manufacturer to do so. In 1962, Blue Bird introduced a panoramic windshield design, used on the All American through 2013 (and still on use on the Vision). In the early 1960s, Blue Bird introduced its long-running company slogan: "Your Children's Safety

11988-410: Was paired with North American Bus Industries (NABI) and Optima Bus Corporation by Cerberus. At the beginning of the 2000s, Blue Bird sought to modernize its aging transit bus line; the Q-Bus was nearly a decade old and the CS and APC coaches were essentially commercial versions of the All American and TC/2000 school buses. For 2002, the 96-inch wide Q-Bus was replaced by the 102-inch wide Xcel102 and

12099-471: Was produced for other applications; the model line was offered for sale for U.S. General Services Administration motor pool fleets, along for export worldwide. Introduced for 2010 production, the fifth-generation All American (internally designated the "D3" series) was unveiled at an industry trade show in Myrtle Beach, South Carolina on October 28, 2008. The D3 series marked the most extensive changes to

12210-567: Was replaced with a black fiberboard design with the instruments positioned closer to the driver (who was greeted with a smaller steering wheel). An all-new side control console made its way into the All American in its 1989 redesign. As in the All American Forward Engine, student seating capacity ranged from 54 to 90. Mechanically, the TC/2000 continued the same theme of lowering production costs; Blue Bird developed relatively few combinations that could be built. At its 1987 launch, only

12321-470: Was virtually eliminated and the grille was changed from 14 slots to 4. The quad headlights of the All American were replaced with dual rectangular units on the TC/2000; when the All American was redesigned in 1989, the headlight count became the easiest way to tell the two buses apart. Inside, in the interest of lowering production costs and introducing an updated design, the TC/2000 was given its own drivers' compartment. The All American's wood-panel dashboard

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