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Press Release / January 12, 2014 British transport companies Eddie Stobart and A.W. Jenkinson Forest Products have ordered 1,500 Scania Euro 6 trucks in the largest single order for vehicles to date in the UK. The order, which will be filled over two years, follows a new joint-procurement agreement between Scania and the two companies. The first such agreement was signed in 2010 and was updated in 2012. Under these previous agreements, Scania has already delivered 2,000 trucks. William Stobart, Chief Operating Officer at Stobart Group, says, “Our decision to continue taking Scania vehicles is based on their proven record within the Eddie Stobart and A.W. Jenkinson fleets. We saw no reason but to continue this relationship as we enter into Euro 6 production, with the new deal giving us a lot of flexibility going forward." The Euro 6 emission standard became compulsory for all new trucks in Europe on 31 December 2013. Scania launched its first Euro 6 trucks in 2011 and followed with its second generation of the vehicles in 2013. The company has to date sold 6,500 Euro 6 trucks. Meanwhile, trucks owned by Scania’s own transport company, Scania Transport Laboratory, along with Scania Euro 6 test vehicles operated by customers have covered more than 26 million kilometres. Scania (Great Britain) Limited, Managing Director Claes Jacobsson says, “It is with great pleasure that we announce this, the third major joint-procurement agreement with Eddie Stobart and A.W. Jenkinson Forest Products. Since signing the first such order four years ago, our UK sales and service teams have worked tirelessly to ensure that we have continued to meet the expectations and demands of these two important operators. I am therefore delighted that Scania has once again been chosen as the preferred brand by both companies.” The agreement will involve the supply of vehicles with a wide variety of specifications and designed for a wide range of transport applications, including G- and R-series trucks. Repair and maintenance will be handled by Scania’s service network in the UK. Eddie Stobart, part of Stobart Group, is one of the most recognised and strongest brands in Britain, best known for its iconic green trucks. Today, Eddie Stobart is the name behind a road haulage fleet of 2,500 vehicles. It employs some of the best vehicle utilisation practices in the industry, maximising both efficiency and environmental benefits. A.W. Jenkinson Forest Products and its subsidiaries handle over 2 million tonnes of green waste, roundwood, chips, sawdust, bark and other timber co-products each year. This is collected from forestry sites, sawmills and other wood processing industries throughout the UK. The company is the largest UK supplier of woodchip and bark products. Scania is a major supplier to British industry of trucks, buses, coaches and engines for industrial and marine applications. Additionally, the company provides a wide range of complementary and ancillary services in support of its products and customers through its 90-plus-strong network of service centres. In 2013, Scania's share of the UK heavy truck market was 18.1 percent and its combined bus and coach market share amounted to 8.3 percent.

Today's Trucking / December 6, 2013 MISSISSAUGA, ON — If you could pack 30 to 40 percent more into your trailer, would you? Walmart would. They’re moving ahead with their supercube trailer project, launched in 2012, because they found it lived up to its expectations: it lowers both greenhouse gas emissions and costs. Special permit in hand, Walmart went ahead and tested its pilot project, a 60-foot, 6-inch-long drop-deck semitrailer pulled by a cabover tractor with a drome box, and found it reduced transportation costs by 24 percent and GHG emissions by 14 percent. Now Walmart plans to expand its supercube fleet. “Based on the early success of our pilot project, we hope to begin adding additional supercube trucks to the fleet as early as next spring,” says Michael Buna, senior transportation manager at Walmart Canada. “We have confirmed that this truck will allow us to deliver the same merchandise using fewer trucks, in less time. This means faster delivery of merchandise to stores, less fuel, lower emissions and lower maintenance costs,” says Andy Ellis, executive vice president, supply chain and logistics at Walmart Canada. When Ellis revealed the supercube trailer design last year, he unpacked a trailer-full of mixed emotions: some excitement, some concern, some confusion. “Anything new in the transportation industry is going to cause some degree of inquiry, but getting the supercubes out on the road and getting the public opinion and getting the opinion of the industry is an important part of the process,” Ellis says. “Whether it’s a new truck, product, whatever— the important part is where people are going to see it, touch it, feel it and give us the feedback.” At the time the supercube was revealed, contributing editor Jim Park said it reminded him of a concept vehicle he drove in the late ‘90s – a three-axle 60-foot semitrailer with a Freightliner Argosy COE tractor. “It was a handful, especially in tight turns, even with a steerable third axle,” Park said. But in the last year, Walmart completed 100 deliveries with the new trailer and found reception to be positive. “The original idea was to design a truck that handled and behaved exactly like one with a 53-foot trailer and utilize the space available to deliver more freight to our stores,” Ellis explains. “The feedback we’ve had from our driver is that it handles exactly like a regular truck.” One common complaint with COEs is that the driver sits directly on top of the engine and its vibrations, but Ellis says none of the drivers who’ve driven the truck complained about that. Until they were phased out, Walmart almost exclusively used International COE tractors. They’re currently using a Freightliner Argosy tractor for the supercube pilot project, but say they’re considering other alternatives as well. In the meantime, they’re relying on available used COE tractors and working with various manufacturers to make new COE tractors available in North America – but they aren’t naming any names. Nor are they talking engines, except to say that the Argosy presently in use has been re-powered with a 2009 diesel, presumably a Detroit. We understand, without confirmation from Walmart, that natural gas power is a strong consideration for future supercube trucks. If all continues to go well with the pilot project, you’ll see the Walmart Supercubes in all regions across Canada over the next five years, and maybe even in the States – that’s something Walmart is considering. Supercube Specs: • Trailer length: 60-foot, 6-inches • Inside trailer height: 126 inches on the lowest deck, 100 inches on the upper deck • Interior space: 5,100 cubic feet (53-foot trailer is 3,900 cubic feet) • 62-inch kingpin setting • Drome box: 7-foot-long, can carry four skids • LED lights mounted in the trailer • End-to-end aerodynamic skirts .

Mack Plants – Allentown, Pennsylvania .

Mack Parts Distribution Centers – Bridgewater, New Jersey In 1951, Mack built a modern new 422,000 square foot parts distribution center (PDC) in Bridgewater, New Jersey off of Route 22 to replace the outdated Plainfield PDC. As America entered more deeply into the cold war, the PDC’s chosen location had much to do with our country’s civil defense strategies. To minimize the vulnerability of critical industries in the event of an enemy air attack, Washington was encouraging American companies to locate new facilities away from established industrial centers. Mack Trucks followed the policy and was subsequently praised by the U.S. government’s Industrial Dispersion Task Force for choosing the Bridgewater location, as well as for its convenient proximity to major highways and not being dependent on rail transportation. In 1966, Bridgewater received a 100,000 square foot expansion and a computerized inventory system was installed. http://www.bigmacktrucks.com/index.php?/topic/31969-bridgewater/

Mack Parts Distribution Centers – Plainfield, New Jersey From 1927, the functions of the New Brunswick PDC were relocated to Plainfield. In those days called a general service parts depot, the Plainfield PDC was located in the former Niles-Bement-Pond Company complex. The Plainfield PDC was phased out in 1952 with the opening of a vast new 422,000 square foot distribution center in Bridgewater, New Jersey.

Mack Parts Distribution Centers – New Brunswick, New Jersey Opened in 1920, New Brunswick was Mack Trucks’ first dedicated parts distribution center (PDC). Prior to its opening, spare parts had been handled directly by the Mack and Saurer plants. Located on New Jersey Avenue, it was the former location of the Wasson Piston Ring Company.

Mack Plants – Long Island City, New York Constructed in 1925, the Long Island City facility was located at the intersection of Anable Avenue and 34th Street. The largest of Mack’s factory branches, the massive complex took up an entire city block. Originally opened as a factory sales and service center, operations at the company’s Long Island City facility rapidly expanded to include the assembly of Mack’s custom fire truck chassis, and the manufacturing of spare parts for older model Mack trucks. All Mack truck bodies were built at Long Island City, which included extensive machine, sheet metal, wood working and paint facilities. Long Island City became the corporate headquarters of Mack Trucks from 1936, indicating the importance of the facility in the Mack world. During World War II, the final assembly of fire apparatus was transferred from Allentown to Long Island City. Allentown-produced chassis were shipped to Long Island City where custom-built bodies were built and installed (Production gradually shifted back to Allentown from 1951). Long Island City’s sales and service functions were finally relocated to Mack’s new Maspeth (Queens) factory branch at 58-40 Borden Avenue.

Mack Plants – New Brunswick, New Jersey In 1919, Mack Trucks purchased Wright-Martin Aircraft Corporation’s engine plant in New Brunswick. The plant produced steering gears, transmissions, driveshafts and dual reduction drive axle carriers. In addition, the location’s foundry produced iron, bronze and aluminum castings. Most of New Brunswick’s production was relocated to the newly expanded Plainfield plant in 1950. .

Mack Plants – New York City, New York The purchase of the Hewitt Motor Company in 1912 by the International Motor Company (the holding company of Mack Brothers Motor Car Company) resulted in the acquisition of Hewitt’s large plant located at West End Avenue and 64th Street in Manhattan. Hewitt trucks and Arco radiators (a subsidiary of the International Motor Company) were produced there, as well as Alco truck spare parts under contract for the American Locomotive Company (which had discontinued truck production in 1913) In 1913, the facility was enlarged to 200,000 square feet, with a garage capacity of 350 trucks, to serve as a factory service center. By 1914, both the corporate headquarters of the International Motor Company and Mack R&D center were located within the massive complex. The facility also acted as a parts distribution center (PDC) until 1920, with the opening of the New Brunswick, New Jersey, PDC. By the early 1930s, the factory service center had fully shifted to Mack’s massive Long Island City location, and the company’s corporate headquarters had moved downtown to the Cunard Building on lower Broadway (before relocating to the Long Island City plant in 1936, The Empire State Building in 1943, Plainfield, New Jersey in 1955, Montvale, New Jersey in 1964 and Allentown, Pennsylvania in 1965). Note: Legendary Mack chief engineer and vice president Alfred Fellows Masury was one of the founders of the Hewitt Motor Company

Mack Plants – Plainfield, New Jersey The purchase of the Saurer Motor Company in 1911 by the International Motor Company (the holding company of Mack Brothers Motor Car Company) resulted in the acquisition of Saurer’s plant in Plainfield, New Jersey. The forerunner of Mack’s Hagerstown plant, Plainfield was a major production location that included assembly of AC engines, and was constantly under expansion from 1912 thru 1948. In 1926, the Mack rail car department was relocated from Allentown to a newly purchased plant in Plainfield where the production of gas-electric rail cars took place. The Mack Electronics Division, the result of the company’s 1955 acquisition of Radio Sonic Corporation and White Industries, was also based at Plainfield. This is not to be confused with the Mack Research Division, which from the 1940s, in addition to chemical, metallurgical and other testing facilities, included a special electronics laboratory for the design and manufacturer of most electrical testing equipment used by the company. In 1961, Plainfield was retired with the opening of the new Hagerstown plant in Western Maryland. .

Mack World Headquarters Mack Trucks, Inc., 2100 Mack Boulevard Allentown, Pennsylvania “The Truck Capital of the World” Construction on Mack World Headquarters in Allentown began in 1967 and was completed in 1969. Officially opened in the spring of 1970, Mack World Headquarters forever became a symbol of the company.

Cummins .

Caterpillar .

Mack Conventional Cabs CA49 - R, RB, RD, RM CA491 - DM, DMM, U CA494 - RWL, RWS, RWI Note: With the introduction of the all-new interior trim configuration in 1984, the level four trim package was originally red. After some criticism, it was changed to silver gray. .

Mack "Ultra-Liner" - The Ultimate Cabover .

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Fleet Owner / February 1982 .

The All-New, All-Mack F900SX Mixer The massive V8-powered Mack F-800 and F-900 series, the sequel to the legendary B-80 severe service product range, went on to become legendary in the global market as 6x4 and 6x6 tank transporters and prime movers. They were often equipped with Mack's "Planidrive" 110,000 pound planetary hub reduction drive axles. http://www.bigmacktrucks.com/index.php?/topic/30466-when-mack-roamed-europe-the-middle-east-africa-and-western-asia/ http://www.bigmacktrucks.com/index.php?/topic/15604-mack-military-truck/page-2 .

Due to declining customer demand for the steel hood option on DM models, particularly in the U.S. market, Mack decided to stop offering it when CMCAC (Chassis Mounted Charge-Air Cooling) was introduced to the DM series in 1988. To meet remaining customer demand, Mack approached Ward 79 and a CMCAC steel hood retrofit program was created. Following up on our previous discussion (http://www.bigmacktrucks.com/index.php?/topic/33278-rd-steel-nose/page-2), here is some information on the Ward 79 steel hood. Ward 79 Limited operated from 1983 thru 1989, primarily building fire apparatus. The New York Fire Department was their largest customer, and they provided a 4-door cab conversion for the Mack CF. .

"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. .