A single order of the 40-seat TC40 model was produced for San Francisco, and likewise the TC46 was produced for only one customer, Philadelphia, before MH replaced it with the TC48 model.were retired in 1976 and Philadelphia’s last units in 1981.The company designed a military armoured vehicle which could be constructed on a commercial truck chassis.
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By the late 1950s the market for new trolley buses in North America had dried up, as some trolley bus systems were being abandoned while others had re-equipped with new MH vehicles.
The company’s very last orders for transitvehicles were also its only export orders for trolley buses, to Recife and Belo Horizonte in Brazil, comprising 65 and 50 TC49s, respectively, delivered in 1958–59.
This request was made by the British Air Commission in Washington, D.
C., with a proposal calling for a tank of between 9 t (8.9 long tons) and 10 t (9.8 long tons) to be developed, this being the maximum weight the War Office had decided could be carried by current glider technology.
The company’s foray into transit buses began in 1946, when it produced its first electric trolley bus.
The end of World War II had brought a steep drop in the need for military vehicles, so Marmon-Herrington looked for another area of vehicle manufacturing in which it might find new business.
Its first “trolley coaches”, the more common term for trolley buses at that time, introduced innovative features such as lightweight monocoque bodies and strong, double-girder sidewalls, which made the Marmon-Herrington trolley coach the best-selling trolley coach of the postwar era.
Its trolley buses were successful in the fleets of many North American cities, most notably Chicago and San Francisco, which purchased large numbers; Chicago bought 349 in a single order (delivered in 1951–52), a record for the MH company.
Earlier, the company built military vehicles and some tanks during World War II, and until the late 1950s or early 1960s was a manufacturer of trucks and trolley buses.