In May standard specifications for the so-called class A (1½-ton to 2-ton) and the class B (3-ton to 5-ton) motor trucks were established, showing that the fundamental requirements of motor trucks for the Army were as follows: low-gear reduction, larger engines, 4-speed transmission (with very low first speed), maximum ground clearance, demountable tires of standardized size and specifications, large gasoline tank, electric lighting system, 3-point engine suspension, locking differential, extra quality alloy steel springs, and larger radiators.
After deciding on the requisites of an Army truck, the matter of standardization began to receive definite attention, it being the belief of many of the Army officers that it would be entirely possible and practicable so to standardize Army vehicles that but one type of truck would be sufficient for each size, and it became quite evident if this ideal could be worked out, the maintenance of Army vehicles would be a simple matter. Without some standardization, the providing of the proper stock of spare parts became a problem of extreme difficulty.
In the early summer of 1917 an appropriation of $175,000 was set aside by the Quartermaster Department for the purpose of financing the cost of designing and drawing up specifications for a complete new vehicle, which would become a standardized truck for our military forces. On August 1, 1917, there were assembled in Washington 50 automotive engineers who had been in touch with the truck needs of the Army; and these men, with the help of Army officers, began the task of designing a sample standardized truck, first centering their efforts on the 3-ton size, as this was at that time most urgently needed by the Army. On October 10 of this same year the engineers had finished designing the new type of truck and had completed the first two sample trucks of this type, afterwards known as the "Standardized B." These two sample trucks were driven to Washington on October 19, were formally presented to the War Department, tested, and pronounced wholly successful.
Orders for 10,000 of these class B trucks were placed within the next few weeks. Five additional trucks were rushed through the plants as a check on tools and were completed January 10, 1918. In April, actual production having begun on the first 10,000, the purchase of an additional 8,000 was authorized, and orders for them were placed in May. In September, 1918, additional orders were placed for 25,000, but on account of the signing of the armistice no trucks were delivered under this last order.
Production of these standardized class B trucks was directed by the following men, who were called to Washington: Christian Girl, head of the Standard Parts Co., of Cleveland; James F. Bourquin, Continental Motor Co., Louisville, Ky.; Percy W. Tracy, of the Premier Motor Co., Indianapolis; Walter S. Quinlan, of the Maynard H. Murch Co., Cleveland; Guy Morgan, of the Mitchell Motors Corporation, Racine, Wis.; J. G. Utz, of the Standard Parts Co., Cleveland; G. W. Randels, of the Foote-Burt Co., Cleveland; and A. G. Drefs, of the Miller-Franklin Co.
All materials for the building of a standardized truck were mobilized through officials at Washington. In general, it was the idea to have at least three or four sources of supply for each part that went into the standardized truck, and as a result 150 parts manufacturers were given contracts.
During the time in which the Quartermaster Department was attempting to standardize all Army cargo-carrying vehicles, and up to May 15, 1918, the other branches of the Army were buying commercial trucks of different makes for their special uses. The Ordnance Department had concentrated on the Nash and F. W. D. trucks for ammunition and other ordnance work, and had ordered approximately 30,000 of these two types. The Signal Corps had specialized in the light and heavy aviation trucks, these being assembled from known and tried units, such as motors, axles, transmission, etc., and equipped with special apparatus for the Signal Corps. Approximately 4,000 of the light aviation and 4,600 of the heavy aviation trucks were ordered. The Engineer Corps had adopted the Mack 5½-ton truck and had ordered approximately 3,600. The Medical Corps had gone in for the G. M. C. model 16 for ambulances, of which approximately 5,800 had been ordered, and they had also purchased approximately 2,600 Ford ambulances.
These five branches of the Army had purchased trucks of other makes as well, and during the winter of 1917 and 1918 it became evident that the buying of so many makes and from so many different manufacturers was not a logical solution of the motor transportation problem. Each corps had its own ideas as to the type of truck required, and the sum of these ideas resulted in a decided lack of standardization for the Army as a whole, and no complete standardization for any corps as a unit.
During the first year of operations in France the American Expeditionary Forces had purchased various types of vehicles abroad in order to fill their immediate requirements, and the result was that over 200 different makes of motor vehicles were actually in use by the American Expeditionary Forces. This diversity in types was to some extent caused by lack of shipping space in which to transport motor equipment abroad. Not being able to secure sufficient trucks from the United States, due to shortage of ocean tonnage, the American Expeditionary Forces were compelled to purchase a miscellaneous assortment of foreign-made vehicles, thus complicating the maintenance problem beyond the possibility of a satisfactory solution.
The buying of motor equipment by so many different agencies of the Government was not only confusing to the manufacturer, who was selling to five different corps, but it also precluded any possibility of real standardization; and with a view of eliminating these two evils, Special Order 91, W. D. 1918, and General Order 38, W. D. 1918, were issued. The first created a standardization board and the second consolidated the procurement of all motor vehicles in the Motor Transport Service, which service operated under the direction of the Quartermaster General.