Herrington Truck 4x4 Pre War

MH THD-315-6 with articulated omnibus trailer , MH THD The Marmon-Herrington THD-315-6 with articulated omnibus trailer, used by the RAF for the 1,300-mile duty transport run between Habbaniyah, Iraq, and Damascus, Syria. In 1932, two "Desert Pullman" bus conversions of the THD-315-6, originally an oilfield pipe carrier, were bought by the Nairn Transport Co. to run between Baghdad and Damascus.

Marmon Herrington 4x4 Truck Factory A30-6 model, (1930), (1933)

M-H TH300-4 4x4 1934

многоцелевой грузовик M-H A10 model 1935-36 be B10, 1934 became the B series

M-H AWD NAIRN T Co A30-6 model Based

Во время Первой мировой войны стандартизации автомобилей, выпускавшихся для военных нужд, внимания уделяли немного. Нигде это не было так очевидно, как в американской армии, в которой, по общему мнению, было около 200 различных типов и марок машин. С точки зрения службы материально-технического обеспечения, это был сущий кошмар, и офицеры-снабженцы и квартирмейстеры отчаянно пытались приобрести запасные части, необходимые для поддержания этого смешанного парка в состоянии боевой готовности. Легко понять, что стандартизация могла казаться неосуществимой мечтой, однако в течение 1920-х гг. Италия, Германия и США все же делали определенные шаги в этом направлении. Для других государств, в том числе Британии, такой шаг был слишком смелым, и вся стандартизация, которая имела место, свелась к разбивке совершенно непохожих друг на друга машин на стандартные весовые категории.
Некоторых успехов добилась в стандартизации американская армия; примером служат грузовики «Либерти» стандарта Б, которые были популярны в годы Первой мировой войны. Однако после завершения войны дальнейших разработок не последовало. Во второй половине 1920-х гг. инженеры в Форт-Холабёрде в Мэриленде приступили к разработке опытных образцов военных автомобилей разной грузоподъемности (от 1,5 до 12 т), с приводом 4x2, 4x4, 6x4 и 6x6. Эти автомобили были разбиты на пять категорий в зависимости от грузоподъемности и получили обозначение «стандартный парк QMC". В начале 1930-х гг. в Форт-Холабёрде собрали около 60 грузовиков.
Выдерки из статьи ПОЯВЛЕНИЕ СТАНДАРТИЗОВАННЫХ КОНСТРУКЦИЙ
The Great Depression drastically reduced the luxury car market, so the Marmon Car Company joined forces with Arthur (Colonel) Herrington, an ex-military engineer, to design all-wheel drive vehicles. The new company, Marmon-Herrington, procured contracts for military aircraft refueling trucks, 4x4 chassis for towing light weaponry, and from the Iraqi Pipeline Company for what were the largest trucks ever built at the time.
In addition to large commercial and military vehicles, we recognized a growing market for moderately priced all-wheel drive vehicles. This demand gave birth to the Marmon-Herrington Ford. The installation of commercial truck chassis to all-wheel drive is the primary focus of our company today. World Wars I and II – Pioneers in all-wheel drive
Between 1906, when the army began to experiment with motor transport, and 1937, there were two attempts to modify those traditional procedures. In 1913, the Quartermaster Bureau developed a working relationship with the new Society of Automotive Engineers (SAE), and in mid?1916, a team of Quartermaster, Ordnance, and SAE specialists designed a fleet of standardized, noncommercial military trucks that the government attempted to place in production after entering the war in 1917. The idea was to contract components throughout the industry and assemble the trucks at central locations. Only the 3?ton Standard B “Liberty” truck reached production before the armistice. Resistance to an independent design was widespread in the automobile industry. Manufacturers like the Four Wheel Drive Company, Marmon, Reo, White, and Ford argued that their own commercial models were sufficient, and often refused Liberty B contracts. Parts and subassemblies from less experienced manufacturers would not interchange. Assembly of completed vehicles was slow to get underway, and as a result, the American Expeditionary Forces were forced to use much Allied equipment. In comparison with the British and French, the Americans were often short of truck transport.
After the war, the Quartermaster Bureau complained that it had not been able to get the kind of trucks it needed from private producers and spent over a decade designing its own Quartermaster Standard Fleet. The automobile industry insisted that its trucks were adequate and lobbied successfully to prevent the introduction of the Quartermaster designs. A compromise in 1937 brought a return to traditional practices. The army set general standards and specifications, and truck makers—General Motors, Dodge, Studebaker, Ford, and others—supplied “modified commercial” vehicles like the 2.5?ton general?purpose truck (“Deuce and a Half”) in quantities sufficient to meet wartime needs, while specialized producers like Mack, Diamond T, and Reo built 4 and 6 ton trucks and semitractors. (Ironically, Willys?Overland, according to many the original developer of the 1/4-ton General Purpose Vehicle “Jeep,” built relatively few of these wartime vehicles itself, allegedly because of its modest engineering and production capability.) Ultimately, American industry produced approximately 3 million military trucks during the war, and Gen. George C. Marshall asserted in 1945 that American truck transport, especially the Deuce and a Half and the Jeep, was “the greatest advantage in equipment” the United States possessed.
Выдерка из статьи Military Vehicles and Durable Goods Industry

When the US Army Quartermaster Corps began developing its so-called ‘Standard Fleet’ around 1928, the 60 or so vehicles included were broken into five groups numbered I to 5, each roughly corresponding to a weight class.

It is worth noting that during this time, a certain AW Herrington was employed by the Motor Transport Division of the Quartermaster Corps. While the Standard Fleet did not enter mass production, the vehicles created were instrumental in defining future generations of US Army tactical vehicles. The Standard Fleet had been created with the purpose of crafting vehicles built to wholly military specifications using standardised components, as opposed to the previous process of buying commercial vehicles from a variety of manufacturers – vehicles that might have closely fitted military needs, but were rarely exactly what the US Army wanted. Ultimately however, Congress and the Comptroller General of the United States decreed that the Army could not produce its own vehicles as it had with the Standard Fleet, but rather had to rely on private enterprise for its future needs.