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"Balanced Design" .

Yes, that’s right. Mack rail buses are still being operated in the United States on the eve of year 2014. Per Sperry Rail Service, unit SRS403 (Mack FCD serial no. 1005), produced in 1954 and powered by a 170 horsepower Mack END673, is still in active service and working a very busy schedule. Originally operated by the New York, New Haven and Hartford Railroad as unit number 14, this Mack FCD rail bus is 59 years old and has served its current owner for 55 years. THAT my friends, is testimony to what cutting edge Mack engineering was all about. Engaged in the design and production of rail buses from 1920, Mack Trucks was one of the American pioneers of light rail development, culminating with the advanced model FCD rail bus of the 1950s. About the Sperry-operated Mack FCD rail buses In July and September of 1958, the New York, New Haven and Harford Railroad sold two Mack model FCD diesel-electric rail buses to Sperry Rail Service of Danbury, Connecticut. Sperry subsequently converted one of these Mack FCDs into a rail test car under the designation SRS402 (serial no. 1010 / the former NYNH&H #19). Sperry retained the second unit (serial no. 1009 / the former NYNH&H #18) as a parts source. In October 1958, Sperry shipped SRS402 via the port of New York to Cologne, Germany where the J. Krautkramer Company installed ultrasonic detection instruments. While in Germany, the West Waggon Company modified the body structure, replacing the original 4-piece rear window arrangement with a near vertical 2-piece configuration for enhanced visibility at the rear control station. SRS402, built to conduct four tests per year over the New York Transit Authority’s subway track system, was painted in New York Transit Authority (NYTA) colors. Catalytic mufflers, which help rid diesel exhaust of carbon monoxide and hydrocarbons, were installed for underground operation. Twenty-seven years later, SRS402 suffered a traction motor fire in 1985 while returning to the United States from Ontario, Canada via the Detroit-Windsor Tunnel (Those Mack FCDs certainly do get around!). As a result of the unexpected retirement of the fire damaged SRS402 in 1985, Sperry that same year acquired two Mack FCDs from Remington Arms where they had been engaged in intra-plant freight service at the company’s Bridgeport, Connecticut facility. At the time of purchase, Remington Arms #1 (serial no. 1005 / the former NYNH&H #14) was still operational, while Remington Arms #2 (serial no. 1006 / the former NYNH&H #15) had at some point been removed from service and used as a spare parts source for Remington Arms #1 (It was transferred to Sperry via a flatcar). Sperry converted Remington Arms #1 into a rail test car at their Danbury, Connecticut facility, equipping it with the undamaged ultrasonic detection instruments from SRS402 originally installed in Germany by the J. Krautkramer Company. The former Remington Arms #1 was then designated by Sperry as SRS403. Like Remington Arms, Sperry retained Remington Arms #2 as a spare parts source for SRS403 (the former Remington Arms #1). In 1996, Sperry Rail Service donated the former Remington Arms #2 to the Danbury Railway Museum where it awaits restoration. SRS403, painted in Sperry’s traditional yellow paint scheme, continues in operation to the present day roaming the New York City subway system and wherever duty calls performing ultrasonic rail testing for microscopic fissures. Sperry’s Mack FCD locates hundreds of track defects annually that could otherwise lead to catastrophic accidents. Sperry continues to use 59 year old Mack FCDs on the New York City Transit Authority’s subway lines not only because of their dependability and performance, but also because Sperry’s newer and larger rail test cars won’t fit through many of the city’s dated subway tunnels. Sperry Rail Service now has tentative plans to retire SRS403 in 2015, at which time this Mack FCD will have been in service for 61 years. It would be commendable of the Mack Museum to begin a dialogue with Sperry Rail Service now and formalize an agreement to repurchase this extremely rare (and operational) example of Mack rolling stock when it is retired. Specifications Mack END-673 “Thermodyne” 170 horsepower diesel engineSt. Louis Car Co. model B-3 rapid transit motor trucks28” diameter wheels7.17 axle ratioSpring suspension with shock absorbersGeneral Electric propulsion equipment including controller, reverser, GT-1503 300-volt propulsion generator and four GE-1246 propulsion motors GVW: 50,500 lb.

Engines and mDrive, all drivetrain components designed and built by Volvo. Hence Hagerstown's name - Volvo Powertrain. Nothing Mack about those components.

I understand this 1936 30-ton Mack locomotive (serial no. 172004) is available. It is now located at the Pine Creek Railroad in Allaire State Park, New Jersey. It was formerly operated by Pouch Terminal Inc. in Staten Island, New York.

Both of these Mack locomotives need better homes than they have now and certainly could be restored to running condition. One is a 1935 12-ton Mack locomotive (serial no. 171008), now located at the Black River and Western Railroad in Ringoes, New Jersey. It was previously owned by the Bigelow-Sanford Carpet Company, the Harrison Warehousing Company and the Crucible Steel Company. The second unit is a 1930 12-ton "special construction" Mack locomotive (serial no. 171010) that was first operated by Perth Amboy Garage and later the Edgar Brothers Kaolin Company in McIntyre, Georgia. The locomotive is presently in Georgia at the City of Gordon's 1885 Depot and Railroad Museum. Both deserve a better fate than what they have now, resting outside at the mercy of the elements. They should be restored and operational, and stored indoors. .

Mack’s own locomotives – No.3 & No. 4 In 1939, to facilitate advanced research and development in gas-electric locomotive drive systems, Mack Trucks purchased two 35 ton double truck* box cab electric switching locomotives from the Southwest Missouri Railroad in Joplin, Missouri and converted both to gasoline-electric operation. The two locomotives were originally built by General Electric in Erie, Pennsylvania. After removing the roof-mounted pantographs (previously required to collect electrical power from overhead lines), two 150 horsepower Mack EP six cylinder gasoline engines paired to General Electric 300 volt GT-1503 generators were installed. The two generators, wired in series, drove the original 600 volt DC traction motors within both Taylor MCB inter-urban type trucks. Known as Mack no.3 and no.4, the two locomotives performed switching duties at the company’s Allentown plant 5C at least thru 1959 before being retired. Both of these locomotives were acquired by McHugh Locomotive and Crane of Philadelphia. Today, as a result of the company’s extraordinary and dedicated efforts, Mack no.4 has been restored to pristine condition. Mr. JC McHugh, an expert on the history of these two locomotives, provides a detailed account on the history of these two Mack experimental prototypes at his website: http://www.mchugh4macklocomotive.com/index.html. *The term “truck” refers to the pivoting structure (bogie) under each end of the car including the axles, suspension, brakes and propulsion motors. .

The sales marketing group of Mack Trucks’ rail car department promoted their locomotive range’s low operating costs, superb 360 degree visibility, dual control stations, welded heavy plate and channel chassis and cab, vertical exhaust and high under-frame clearance. The engine(s), generator(s) and air compressor were mounted on a rubber-insulated sub-frame, taking advantage of Mack’s patented rubber shock insulator technology. Independent tests concluded that a single Mack 12-ton gas-electric locomotive replacing a 45-ton steam locomotive would pay for itself in eighteen months, and a Mack 30-ton gas-electric locomotive operating as a switcher would pay for itself in three years. Facing a market contraction in 1959, Mack Trucks phased out rolling stock production in 1960. More pictures may be found here: http://www.northeast.railfan.net/diesel114.html

The Lehigh Valley Railroad operated both 45 and 60-ton Mack locomotives for many years as far away as their terminals in Manhattan and the Bronx in New York City. . .

Shortly after Mack began production of gas-electric locomotives, the company changed its designation system to reflect tonnage capability. Under the revised designation system, Mack Trucks offered twelve models of locomotives: 4-wheel: 12, 15, 18, 24, 30 and 40 tons 6-Wheel: 45 and 60 ton8-wheel: 24, 30, 40 and 80 ton..

In 1927, Mack Trucks began producing gas-electric locomotives at its Plainfield, New Jersey plant. The Mack model AV, BR standard and BR Special locomotives were powered by a single engine, the model AW and BS locomotives had two engines, the model AY and BT had three engines and the model AZ was powered by four engines. Model BR standard, BR Special, BS and BT locomotives utilized four cylinder 85 horsepower Mack model AC gasoline engines, mounted transversely or longitudinally, each mated to a 55 kW General Electric generator. Model AV, AW, AY and AZ locomotives featured Mack’s larger six cylinder 135 horsepower model AP gasoline engines, again mounted transversely or longitudinally depending on application. Each engine was paired with a General Electric 80kW generator. Throughout most of the model range, 150 horsepower traction motors were used. Components were standardized amongst the model range to simplify construction and reduce costs, with common design cab controls, instrumentation, Westinghouse brake systems and electrical systems. Two or more Mack locomotives, electrically connected via a 6-way plug, could be coupled and operated together from a single control station. .

Mack Trucks produced its first locomotive in May, 1921. It was a 33-ton chain-drive four wheel steeple cab locomotive powered by two 40-horsepower AC gasoline engines mounted fore and aft of the cab. Mack “No.1” was designed by company engineers as a working prototype switchyard locomotive. It underwent long-term evaluation shunting freight cars around Plant 5’s sidings and the company’s shipping and storage center located the Allentown-Reading main line. A specially designed and centrally mounted transmission allowed for single or dual engine operation. Valuable experience gained from Mack “No.1” ultimately resulted in the production model BR. .

Södertälje / October 2, 2013 Scania has introduced “Eco-roll”, an advanced system that can lower customer fuel costs up to two percent. The Eco-roll system calculates when a truck should use gravity to roll in neutral downhill. Scania Eco-roll is standard on long-haul trucks when ordered with Scania’s "Opticruise" automated manual transmission (AMT) and "Active Prediction" cruise control system, two-pedal system and Euro-6 (near EPA2010) engine. The Scania Eco-roll system calculates which is the most fuel efficient, whether to roll down hills with the transmission in neutral and the engine idling or to use engine braking with the fuel supply switched off. Choosing which is the most fuel-efficient – to cruise down a hill in neutral or under engine braking – is not as obvious as it may sound. Scania Active Prediction makes the calculation automatically. If the system chooses Eco-roll in order to make use of the kinetic energy, then the objective is to roll downhill in neutral for at least ten seconds since shorter sessions would be less useful. At the same time the speed should not be so high that engine braking is engaged, since this negatively affects the fuel energy already transferred to the engine. Scania Active Prediction uses both GPS (for positioning) and topographic maps to control speed. Depending on which performance mode drivers select, the truck utilizes a number of strategies to either use as little fuel as possible or to optimize a high average speed. A further development of Scania Active Prediction is that the system is now even better at optimizing gear changing strategies. By analyzing how much remains of an uphill gradient, unnecessary gear shifting can be avoided by utilizing the low-rev torque advantage of Scania engines. http://www.scania.com/products-services/trucks/main-components/transmissions/transmission-technology/scania-opticruise/index.aspx http://www.scania.com/products-services/trucks/safety-driver-support/driver-support-systems/active-prediction/ .

With respect, that's not accurate. 24-volt starting was standard with E9 V-8 powered Mack Trucks, and for a very good reason. You want the "kick" of 24 volt starting, the preference worldwide, for turning over a 16 liter engine, particularly in cold conditions. You are doing yourself a disservice if you change an E9-powered Mack truck's starting system over from 24 to 12 volts. Call Watts Mack with your truck's unique model and serial number (located on the vehicle identification plate) and allow them to order you the correct part. Note the E9 engine options below, and note 1.

Legendary for its heavy trucks, Mack Trucks was also a producer of rolling stock including rail buses, self-propelled railway passenger cars and locomotives. The company produced gasoline, gasoline-electric and diesel-electric railway units at its plants in Plainfield, New Jersey and Allentown, Pennsylvania. Always leading America forward with cutting edge technology, Mack Trucks was a pioneer in the United States of the concept now commonly known as "light rail". From the versatile model AB rail bus to the highly advanced model FCD, Mack Trucks met the needs of both rural communities and cities worldwide with affordable, efficient and versatile public transport. Mack Trucks is the oldest rail bus manufacturer in the United States. The company began development of its first rolling stock in 1903. The result was a railway passenger car sold to the Uintah Railway Company of Colorado in 1905. Mack rolling stock remains in operation to the present day. One of four Mack FCD rail buses purchased by Sperry Rail Service continues to operate in year 2013, some 59 years after being built, performing ultrasonic rail testing for microscopic fissures on the New York City subway system and elsewhere. Forty railroads and twenty-three industrial companies throughout the world utilized rolling stock produced by Mack Trucks. Mack Trucks’ rolling stock was exported to global locations including Canada, Bolivia, Columbia, Cuba, Hawaii, Honduras, Korea and Spain. Mack AB Rail Buses Serial no. 70001 Winnipeg Electric Canada Serial no. 70019 Tela Honduras Serial no. 70021 Bernabe S. Batista Cuba Serial no. 70021 Hawaii Consolidated Railway Hawaii Serial no. 70022 Columbian National Railways Columbia Serial no. 70023 Tropical Oil Company Columbia Serial no. 70024 Winnipeg Electric Canada Serial no. 70024A Guantanamo & Western Railway Cuba Serial no. 70025 Guantanamo & Western Railway Cuba Serial no. 70026 Guantanamo & Western Railway Cuba Serial no. 70027 Guantanamo & Western Railway Cuba Serial no. 70028 Guantanamo & Western Railway Cuba Mack BX Rail Trucks Serial no. BX888 Patino Rail road (tin mining) Bolivia Mack ACR Rail Buses Serial No. 60010 Havana Central Railway Cuba Serial No. 60012 Havana Central Railway Cuba Serial No. 60013 Havana Central Railway Cuba Mack ACX Rail Buses Serial no. 60022 United Railways of Havana Cuba Serial no. 60023 United Railways of Havana Cuba Serial no. 60024 United Railways of Havana Cuba Serial no. 60025 United Railways of Havana Cuba Serial no. 60026 United Railways of Havana Cuba Serial no. 60027 United Railways of Havana Cuba Serial no. 60029 United Railways of Havana Cuba Mack AQ Rail Cars Serial no. 161009 South Manchurian Railway Korea Mack AS Rail Cars Serial no. 163001 Winnipeg Electric Canada Serial no. 163002 Winnipeg Electric Canada Serial no. 163003 Canadian National Canada Serial no. 163004 Canadian National Canada Mack FCD Rail Bus Serial no. 1001 Ferro-Carril de Langreo (FCL206) Spain Serial no. 1002 Ferro-Carril de Langreo (FCL201) Spain Serial no. 1003 Ferro-Carril de Langreo (FCL202) Spain Serial no. 1004 Ferro-Carril de Langreo (FCL203) Spain Serial no. 1007 Ferro-Carril de Langreo (FCL204) Spain Serial no. 1008 Ferro-Carril de Langreo (FCL205) Spain .

Stuttgart / November 15, 2013 Since the launch of the new Actros at the end of 2011, over 30,000 new Actros trucks have been showing they have what it takes to lead the heavy truck market on the roads of Europe. Some of them have already surpassed the 600,000 kilometer mark (372,823 miles). The result: new milestones in reduced fuel consumption and TCO (Total Cost of Ownership). Euro-6 (European equivalent of EPA2010) reduces fuel and AdBlue consumption The "Record Run" was arranged as a comparative test drive by Daimler and supervised by DEKRA, with three Actros trucks from two model generations. Euro-6 Actros, despite their sophisticated emission controls, showed a 4.5% advantage in favor of this future-proof emissions technology. In a customer survey, customers from twelve countries reported a 5 to 15 percent reduction in fuel consumption running Mercedes-Benz Euro-6 engines. They also reported up to a 40% reduction in AdBlue consumption. In the demanding Euro-6 emissions category, there are now over 11,000 Mercedes-Benz trucks on Europe's roads. Rüdiger Elflein, head of the German transport and forwarding company Elflein Spedition & Transport GmbH: "We chose Euro-6 very consciously because we believe that Euro-6 represents the highest and most engine technology available today", said Rüdiger Elflein, Managing Director of Elflein Spedition & Transport GmbH. "We've been using Euro-6 trucks since 2012. In terms of fuel consumption, the new Actros has exceeded our expectations, using 8% less fuel than our last generation Euro-5 Actros. We are also pleased the new Actros caters better than ever to the comfort needs of drivers." Saving even more diesel with PPC A further advance in fuel efficiency was recently achieved with the introduction of Predictive Powertrain Control (PPC). As test reports repeatedly confirm, PPC is currently the most mature system on the market for intelligent control of the powertrain. In daily use, the advantages of PPC are increasingly clear as the driver's attention level declines over the working day, or when routes are driven that are not part of the usual routine. PPC allows an additional fuel saving of 5%. One in three Actros trucks is now ordered with PPC. Well ahead of the competition in safety technology The safety features of the new Mercedes-Benz Actros set the benchmark for the truck industry. The 13 “guardian angels" for truckers include Proximity Control Assist, Stability Control Assist and Lane Keeping Assist, right up to Active Brake Assist 3. The order rates for these systems have even amazed the professionals in the transport sector: Over 38,000 Active Brake Assist systems are performing on the roads today, and number of Lane Keeping Assist and Stability Control Assist-equipped Mercedes-Benz trucks exceeds 60,000. A choice of cabs The user-friendly workplace and comfortable living area are separated in color and geometry. The new Actros features high quality surfaces, luxurious driver's seats with an optional massage function, beds with all the comfort of home, a multifunction steering wheel, informative and attractive instruments and asymmetrical roof stowage boxes. SoloStar The all-new SoloStar concept for the new Actros uniquely adds a new dimension to the rest area and ensures high quality sleep. This comfortable relaxation area on the co-driver's side takes the form of a corner unit and is offset to the rear against the rear wall so that driver can stretch their legs. Comfort … Three different cab trim level packages not only make a high level of comfort in the Actros affordable thanks to an attractive pricing, but also simplify the buyer's choice by grouping typical optional equipment items together. The Comfort Pack Basic includes an enhanced central locking system, a two-section electric roller blind, ambience interior lighting and two-way loudspeakers. The Comfort Pack Classic also includes a lockable stowage compartment above the windscreen plus an additional drawer in the centre console, air horns and side-mounted roller sunshades at the top of the door windows, a leather steering wheel and an electrically operated tilting/sliding sunroof. In addition, the Comfort Pack Top has a sound system with 7 speakers plus a subwoofer, the Highline version of the instrument cluster, a slide-in base for the roof stowage compartments, automatic climate control, a refrigerator in the drawer under the bed and an illuminated Mercedes star in the radiator grille. … and Style Like Mercedes-Benz passenger cars, the interior of the new Actros can be upgraded even further and individualized with two different equipment lines. Home Line accentuates the homeliness of the new Actros. It is characterized by wood-effect interior door handles and trim strips in the cockpit. Style Line places more emphasis on the dynamism of the new Actros, with chrome-effect interior door handles and trim strips embellishing the cockpit, steering wheel, air vents and steering column gearshift. Well ahead in Europe With a market share of 23% in Europe, the Mercedes-Benz Actros is the market leader in the heavy truck segment over 16 tons (35,274 pounds). The new Actros also holds the top position with a 20.5% market share in the hotly contested heavy tractor segment. Extended production hours at the Mercedes-Benz commercial truck plant in Wörth, Germany speaks for itself.

Truck-Lite LED Headlights Now standard on Cascadia and Evolution Freightliner models OEM Off-Highway / August 2, 2013 Freightliner Trucks has selected Truck-Lite's new Custom LED Headlights as its factory standard for forward lighting on their Cascadia and Evolution truck models. These LED headlights are also being offered as an aftermarket retrofit option that is available across North America to Freightliner dealers. "The positive response to our LED forward-lighting products from the military opened the door to the heavy-duty commercial transportation sector and this new partnership," says Truck-Lite President, Brian Kupchella. "Our LED technology delivers lighting performance far and above the traditional halogen systems, adding increased visibility and safety." The new LED headlight features a significant reduction in amperage draw on the vehicle's electrical system, freeing up power for other uses. The reduced amperage draw results in a life cycle that is rated at over 30,000 hours, lasting the life of the truck. Another feature is Truck-Lite's unique Diamond Shell 2.0 lens coating, which provides multiple layers of protection against crazing and hazing. Truck-Lite conducted extensive real-world road tests. "Truck-Lite's new LEDs should be mandated by law... because they are so much safer," reports a fleet test driver,"...love the long distance light, but truly impressed with how far off to the sides of the truck I can see." "We want every component on our products to not only be cost-efficient, but to enhance vehicle safety and productivity," says Mary Aufdemberg, Director of Product Marketing for Freightliner Trucks. "The Cascadia and Cascadia Evolution are industry leaders in safety, driving experience and lowest total cost of ownership, and LED headlamps further enhance the products." Brad Van Riper, Freightliner's Chief Technology Officer also states, "Having access to the best technology is extremely important to driver and public safety. Our beam pattern and pure white color really enhances the visibility. We are proud to have Freightliner offer the worlds first commercial vehicle LED headlamps as standard."

Penske Makes Truck-Lite LED Headlights Standard for Freightliner Cascadia Tractors READING, Pa., June 3, 2013 – Penske Truck Leasing has made Truck-Lite LED headlights standard spec on the Freightliner Cascadia tractors it leases. "These headlights provide exceptional nighttime visibility as compared to other headlights that we have tested," said Art Vallely, Penske Truck Leasing Executive Vice President of Operations. "We believe that these LED headlights provide the driver with enhanced safety through greater reaction time and reduced driver fatigue. The driver acceptance by our customers has been overwhelmingly positive." Last November, Penske announced that 5,000 of its 2012 and 2013 semi-tractors currently within its commercial truck rental fleet would be retrofitted with these LED lights, and that they would be core standard specifications for all the semi-tractors in its commercial truck rental fleet. Bob Ives, Truck-Lite Executive Vice President of Business Development said: "Our new commercial heavy duty LED technology delivers lighting performance far and above the traditional halogen systems, adding increased visibility and safety. The lamp's proven durability also provides significant cost savings from a maintenance standpoint." Truck-Lite's LED forward-lighting headlamps offer improved driver visibility through its more natural light spectrum, leading to improved object recognition at night and increased daytime visibility. Truck-Lite's LED beam pattern also reduces eye-strain for drivers and reduces harsh headlight glare to oncoming traffic. An additional benefit is a significant reduction in amperage draw on the vehicle's electrical system, freeing up power for other uses and resulting in a 50-times longer lighting system life than conventional halogen technology.

Penske Installing Truck-Lite LED Headlights Trucking Info / February 7, 2013 Penske Truck Leasing is retrofitting 5,000 of its 2012 and 2013 model semi tractors in its commercial truck rental fleet with new LED headlights from Truck-Lite. Penske says it's the first and only commercial rental operation to offer this new headlamp. The retrofitting will take place over the next 12 months, and Penske is making the new LED lights part of its core standard specs going forward. "We've field tested these new lights," says Art Vallely, executive vice president of operations for Penske Truck Leasing. "They provide greater nighttime visibility compared with traditional headlights, which enhances safety for commercial truck drivers operating our equipment. The high durability of these lights also provides a significant cost savings from a maintenance standpoint." The Truck-Lite LED headlamps were initially developed for military use. Truck-Lite’s LED forward lighting headlamps offer improved driver visibility through its more natural light spectrum, leading to improved object recognition at night. Truck-Lite’s LED beam pattern also reduces eye-strain for drivers and reduces harsh headlight glare to oncoming traffic. An additional benefit is a significant reduction in amperage draw on the vehicle’s electrical system, freeing up power for other uses and resulting in a 50-times longer lighting system life than conventional halogen technology.

Fleet Equipment Truck-Lite’s new 7-in. light-emitting diode (LED) headlamps are being introduced to the heavy-duty commercial vehicle market. The first LED headlamps in commercial production, they have already entered service on a wide variety of military vehicles. Some final development work took place at the Army Cold Regions Test Center near Fairbanks, Alaska, where technicians rigorously tested the LED Headlamps and reported on their effectiveness. “The Truck-Lite LED headlamps we’re testing are much easier on the eyes,” wrote one evaluator. “Despite their brightness, they should last through the 20- to 30-year lifetime of military vehicles,” wrote another, commenting that “The LED headlights provide daylight clarity. On the spruce trees up here, every needle stood out, unlike the incandescent lamps that glowed like mere candles in comparison.” The 7-in. round white LED headlamps meet or exceed all applicable Department of Transportation (DOT) requirements and all Federal Motor Vehicle Safety Standards (FMVSS) pertaining to headlights. The new LED headlamps can replace any standard 7-in. round headlight within 24 volt applications. They can be aimed using standard mechanical aiming equipment. “Creating the most advanced LED lighting solutions for our heavy-duty tractor, body and other vehicle requirements is a fundamental part of our core LED business,” stated John Howells, Truck-Lite’s vice president of sales. “Advanced headlight design adds safety and value to vehicles, as well as the widest array of design and engineering possibilities, since the small size of LEDs enables them to be seamlessly integrated into even the most sophisticated tractor design.” Each headlamp uses ten Luxeon LEDs as its light source. The LED light output is brighter than traditional glass beam headlights, resulting in greater light projection, the company said, adding that the LEDs in the headlamp produce a crisper, whiter light output than even the brightest halogen sealed or bulb-replaceable lamps available today. While a typical headlamp may be rated to last 400 hours, Truck-Lite LED Headlamps are expected to exceed that by as much as 50 times. The Luxeon technology used in Truck-Lite’s headlamps will offer improved visibility over conventional incandescent as the color temperature of the assembly is around 5000 degrees K, far closer to sunlight than incandescent or halogen lamps. The Truck-Lite LED headlamp uses the latest diode technology from Philips Lumileds, headquartered in San Jose, Calif. Lumileds’ CEO, Michael Holt, stated: “Truck-Lite has been the front-runner in heavy-duty lighting product innovations by developing advanced solid-state systems and applying them to a headlamp application. We are very proud of the relationship we have built with Truck-Lite, as their LED supplier, and look forward to continued business ventures into the future.” The 7-in. round LED headlamps feature potted circuit board assemblies for unrivaled shock and vibration resistance and polycarbonate lenses that have 30 times more impact strength than glass. The LED headlamps have also undergone hot weather testing at military installations in Panama and near Carson City, Nev. “While initial production is limited to 24-volt,” stated Brad VanRiper, Truck-Lite’s senior VP of R&D & chief technology officer, “we are actively testing 12-volt 7-in. LED headlamps and we expect them to go into production shortly.” For more information, visit http://www.truck-Lite.com.

Fleet Owner / November 13, 2013 Daimler has delivered 22 Actros COE tractors to a large bakery fleet in Mexico. Mexico has overall length restrictions for tractor-trailer combinations, and the fleet intends to test higher cube trailers made possible by the cab-over-engine configuration. Daimler is also displaying the European Actros COE tractor at "Expo Transporte", Mexico’s largest commercial truck show. “Mexico is a conventional heavy truck market, and we don’t expect cabovers to be anything but a niche product, but if we have customers who need a cabover, we can work with them to give them the right trucks,” said Stefan Kurschner, the new president and CEO of Daimler Trucks Mexico. Daimler truck plants in Saltillo and Santiago account for 52% of Mexico’s commercial vehicle production and 58% of its Class 4 through 8 truck exports, he said. While truck sales in Mexico historically rise and fall with the U.S. economy, Kurschner said the company hoped to also see the Mexican domestic truck market begin to grow independently as fleets start to replace equipment. A large percentage of trucks still on the road in Mexico are over 20 years old, he pointed out. .

Stuttgart / November 12, 2013 Designed with the off-road versatility of the legendary “Unimog”, Mercedes-Benz has introduced an all-new version of the Arocs regional heavy tractor at the "Agritechnica" fair in Hanover, Germany (November 10 thru 16) targeting the agricultural logistics segment. The 421 horsepower Arocs model 2042AS on display at the show is an all-wheel-drive tractor designed to efficiently haul large transport volumes to their destinations at high speed. The Arocs truck range is available with sixteen Euro-6 engine ratings from 238 to 625 horsepower. The Arocs is now available with the new automated Mercedes-Benz “PowerShift 3” transmission. To precisely meet the varying requirements of different applications, specially developed transmissions modes are available. The Arocs 2042AS is designed for extreme applications in harsh conditions. It’s uncompromising, robust design enables it to handle demanding operations with high stability and load-carrying capacity.

The Mack Trucks "heavyweight" three engine model "AR" rail car **Note the Mack Rail Car logo on AR demonstrator rail car no. M2001 .

The Mack Trucks "midweight" two engine model "AQ" rail car **Note the Mack Rail Car logo on AQ demonstrator rail car no. M200 .

The Mack Trucks "lightweight" single engine model "AS" rail car .

From 1926, Mack rail car production shifted from Allentown to the company’s Plainfield, New Jersey plant. In 1927, Mack’s Plainfield unit unveiled the new lightweight single-engined model AS, midweight dual-engined model AQ, and the heavyweight triple-engined model AR combination rail cars featuring gas-electric propulsion systems (A quadruple-engined rail car was available on special order). The AR had a reinforced underframe, drawbars and couplers to withstand the added stresses of multiple car and trailer operations. Enhancements to the new range of rail cars included shatter-proof windshields with electric windshield wipers, and an isolated engine room with both side and roof-mounted radiators. A frontal roof air scoop was integrated into the rail car’s design that circulated air through the engine room which then exited via a roof vent. Specifications varied as all Mack rail cars were built to meet customer-specific requirements. Each six cylinder 135 horsepower Mack AP engine was connected via a Mack-designed torque insulator to a 450 volt 90kW generator and a separate 32 volt generator for interior lighting. Typically, the AS and AQ had two 140 horsepower traction motors located in the forward truck, while the triple-engined AR had an additional traction motor in the rear truck as well. Maximum speeds for the AS, AQ and AR were 45, 54 and 61.6 miles per hour respectively. The sales marketing group of Mack Trucks’ rail car department promoted the fuel economy advantages of the company’s multiple engine propulsion system which allowed one or more engines to be shut down under light load conditions. Mack’s model AQ demonstrator no. M200, later sold to the New York Central System, averaged an operational cost of twelve and a half cents per mile (gasoline, oil and maintenance) during a long-term six month test. Mack’s triple engined model AR demonstrator no. M2001, later sold to Pittsburgh & Lake Erie Railroad, successfully demonstrated a multiple rail car towing ability throughout the mid-western United States. *The term “truck” refers to the pivoting structure (bogie) under each end of the car including the axles, suspension, brakes and propulsion motors.