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The plastic surrounds (headlamp bezels) being part number 6QS4190A.

Diesel News Australia / January 2020 After a year when there were signs of some changes in the Australian truck market, 2019 ended with the situation where Isuzu and Kenworth are still on top of the rankings. Isuzu came through with 22.7 per cent of all trucks sold in the year, while Kenworth still predominate with 18.5 per cent of heavy duty truck sales, in the Truck Industry Council sales results for 2019. After selling 2350 Kenworth keeps its place as the heavy duty number one, but Volvo have been snapping at the brand’s heels throughout 2019, coming out with a grand total of 2239 heavy sales for 2019 just 111 trucks behind over the 12 months. In fact, Volvo outsold Kenworth in heavy duty, in May, June, August and September. Volvo has closed in from 1,088 truck sales in arrears in 2018, although back in a much quieter year, 2016 the end of year number saw Kenworth just 190 trucks ahead. In fact, the lead for Kenworth over Volvo has seen the Paccar-owned brand keep the Swedish company in a perennial second place by around 500 to 1000 trucks for most of the last ten years. The question is whether the closer numbers from 2019 represent a real structural change in the Australian truck market as operators move across from conventional US trucks to cabover Europeans. Volvo haven’t been the only ones to gain from a change, both Scania and Mercedes Benz have seen substantial increases from historic averages, in recent years. The jury is still out on this one, and the figures for 2020 will show us just how much sentiment has changed. Kenworth will have more of its T410, T610 style trucks coming through and Freightliner will be pushing the new Cascadia hard. At the same time, the European cohort will be preaching the whole of life costs and low fuel consumption their product can offer. In the overall Australian truck market, Isuzu Trucks finished 2019 as clear leaders, with 22.7 per cent share of the Australian truck market and a total of 8,621 units sold It also continues to lead the way in the light-duty segment, with 4,207 units sold for 36.6 per cent share and in medium duty, Isuzu Trucks again took line honours, finishing the year with 2,896 units sold for 39.1 per cent share of the market. At the heavy end, Isuzu continues to hold on to third spot, with 1,518 units sold for 11.9 per cent share of the market in which the Kenworth /Volvo tussle was playing out. On achieving 31 years of market leadership, Isuzu Director and Chief Operating Officer, Andrew Harbison, said, “Off the back of an unprecedented boom in 2018, we continued to strive forward and push our strengths in 2019. I’d like to thank and congratulate our tireless dealer network for their unrelenting efforts. “As always, it’s their hard work and commitment to the Isuzu product and ethos that keeps us top of mind with Australian customers.”

Scania Group Press Release / January 16, 2020 Scania’s axle and gearbox plant is readying itself for mass production of the battery electric powertrain. E-mobility has now come to Scania’s axle and gearbox assembly workshop in Södertälje. With three gearbox prototypes a week being produced for the new battery electric powertrain, technicians and operators are fine-tuning their skills and knowledge in anticipation of the start of customer production this year. “It’s exciting to work with future technology,” says operator Fredrik Angenent. “It’s also very different from normal assembly here at the workshop. On the assembly line, we put together a part of the product whereas here we assemble the battery electric gearbox from scratch.” An electrification journey Angenent and his colleagues assemble the electric machine and gears, axles and high voltage cables to produce a complete gearbox. In total, the electric gearbox consists of approximately 200 components, which substantially fewer than for a combustion engine. The finished product is subsequently tested in an adjacent rig. “We’ve been planning production for three years, gradually building the assembly line,” says Catarina Hemning, supervisor at eMobility gearbox assembly. “Now we feel prepared for higher volumes.” Test Development Engineer Thomas Ekbäck, who helped design the test rig, says that Scania has been on an electrification journey: “We’ve learned loads along the way and there’s still more to learn. But we’ve reached sufficient maturity to provide the market with a competitive electrical gearbox for battery electrical vehicles.”

MAN Truck & Bus Press Release / January 13, 2020 Introducing the new fully electric MAN Lion's City E to the harbor city of Hamburg, where the busses will be supporting public transport's daily operations and contributing to a cleaner, brighter future. .

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And yet ten years later, we have a similar outcome, with Troy Clarke having switched seats, from GM to Navistar. https://www.bigmacktrucks.com/topic/51205-chevrolet-class-456-silverado/

General Motors "Parade of Progress" original brochure. https://www.gmheritagecenter.com/docs/gm-heritage-archive/Featured-Innovations/1953_GM_Parade_of_Progress.pdf

GM sells medium-duty truck business to Navistar Ryan Beene, Automotive News / December 20, 2007 General Motors today confirmed a tentative deal to sell its GMT560 medium-duty truck business to Navistar International Corp. Terms were not disclosed. GM wants to exit that business and focus on designing, manufacturing and selling cars and light trucks globally, GM spokeswoman Melisa Tezanos told Automotive News. GMT560 trucks include the Chevrolet Kodiak and GMC TopKick, which can be used as dump trucks, tow trucks and beverage delivery trucks. GM sells 30,000 to 40,000 GMT560 trucks annually, Tezanos said. Industrywide, medium-duty sales in 2007 are expected to be 180,000 units, she said. Under the tentative deal, Navistar will assemble the trucks, including their chassis and frames. Existing outside suppliers contracted by GM will continue to provide powertrain and other components, Navistar spokesman Roy Wiley said. The tentative agreement follows the UAW's Dec. 16 ratification of a three-year labor contract with Navistar's International Truck and Engine Corp. unit. The UAW had been on strike against International Truck since Oct. 23. "Obviously GM operates union plants; we operate union plants," Wiley said. "I think this new (labor) contract makes the deal easier to do." Assembly of conventional GMT560 trucks will go to the International Truck plant in Springfield, Ohio, a UAW source said. The trucks now are assembled at a GM plant in Flint, Mich. Neither GM nor Navistar would comment on assembly locations. About 270 of the nearly 1,100 UAW-represented employees at Springfield assembly had been laid off before the strike. When production at the plant resumes in January, production will be cut from the 104 trucks a day in September to about 65 a day. This means more workers will be laid off, but the number of layoffs is unclear, the UAW source said. The Navistar-assembled trucks will continue to bear GM nameplates, Tezanos said. Wiley said the companies hope the deal will close by mid-2008. Picture - GM North America President Troy Clarke (now Navistar president), left, and Navistar International CEO Daniel Ustian pose in front of two GM medium-duty trucks.

If the truck was ordered with a block heater, a panel with a pre-punched receptacle hole was installed on the line. Pre- punched panels were also available though parts operations.

On Wednesday, Homewood Disposal Service, Inc. founder Wendy Yonker celebrated his 96th birthday. Homewood remains family-owned, proudly serving thousands of residential & commercial customers each day. Congratulations! http://ow.ly/9Y3L50xYGQ7 #Autocar #AlwaysUp #uptime #AutocarSolutions

Heavy Duty Trucking (HDT) / January 17, 2020 Daimler Trucks is taking the next step in the electrification of trucks with the battery-electric low-floor Mercedes-Benz eEconic truck. The eEconic will at first be offered in the configuration 6x2/N NLA and is mainly in demand as a waste-collection vehicle. Battery-electric trucks are well suited for urban use in waste management due to the comparatively short and plannable daily routes of up to 100 kilometers, with a high proportion of stop-and-go in inner-city traffic. With an anticipatory driving style, electrical energy can be recovered during braking to charge the battery, which further improves range and efficiency. The Mercedes-Benz eEconic's electric drive produces no local emissions and is quiet, characteristics that have a positive effect on the quality of life of residents and of the vehicle crew. The low-positioned “DirectVision cab” with a panoramic windscreen and glazed passenger door gives the driver direct visual contact with vulnerable road users such as cyclists and pedestrians. The driver is supported by a large number of intelligent safety-assistance systems such as Sideguard Assist. The driver and crew get in and out of the vehicle using only two steps on the side facing away from traffic. This makes exiting the cab safe and helps to avoid accidents. The comfortable standing height in the interior also facilitates access. The Mercedes-Benz eActros heavy-duty truck with a range of approximately 200 kilometers is in intensive use with customers in Germany and Switzerland; the first customer handover took place in 2018. In the United States, the medium-duty Freightliner eM2 and the heavy-duty Freightliner eCascadia are also currently undergoing practical tests with customers. More than 140 Fuso eCanter light-duty trucks are already in use with customer in cities worldwide, including New York City, Tokyo, Berlin, London, Amsterdam, Paris, and Lisbon. Customer testing of the eEconic for municipal use will begin in 2021. Selected customers will test the vehicles for their everyday practicality in actual applications. The experience gained from customer testing will flow directly into series production of the eEconic, which is scheduled to start in 2022. The eEconic is based on the eActros electric truck for heavy distribution, which will go into series production in 2021. .

Meritor Buys TransPower, Advancing Electrification Plans Heavy Duty Trucking (HDT) / January 17, 2020 Meritor, Inc. has announced it recently acquired all the outstanding common shares of Transportation Power, Inc., better known as TransPower. The comapny said the addition of TransPower to its portfolio "advances its M2022 priorities through increased investment in advanced technologies," adding that the move "aligns with the values of Meritor's Blue Horizon brand," the company's platform of advanced technologies centered on electrification. "We are excited to welcome TransPower to the Meritor family as we continue providing our customers with sophisticated electric drivetrain solutions," said Jay Craig, Meritor CEO and president. "This acquisition enables us to further position the company as a premier supplier of electrification technologies for commercial vehicles." Early last year, Meritor announced more than 20 electrification programs with global OEMs, which are expected to put at least 130 fully electric medium- and heavy-duty commercial trucks on the road through 2020. The company began a strategic investment in TransPower in 2017, hoping to speed the development of its electric vehicle platform. Meritor doubled down on this strategy last April, by increasing its investment to fund continued improvements in the development of controls for its eAxle and the commercialization of electric vehicle system solutions from both companies. Soon after, the two companies announced the completion of two multi-year projects for the development, testing. and evaluation of advanced, zero-emission electric yard tractors and Class 8 trucks.

Scania Group Press Release / January 15, 2020 Scania has signed an agreement with South Korean construction equipment manufacturer Doosan Infracore on continued engine deliveries. Since cooperation between the two companies was first initiated in 2010, Scania has been a supplier of engines for several of Doosan’s heavy construction equipment segments. Scania’s engines were fitted to Norwegian Moxy’s articulated dump trucks already in the 1970s. This company was later acquired by Doosan Infracore, which then incorporated the use of Scania engines in the wide machinery portfolio offered by the company, including wheel loaders, excavators and articulated dump trucks. “We at Scania welcome and are proud of Doosan’s continued confidence in our engines,” says Joel Granath, Senior Vice President, Scania Engines. “Our collaboration has gradually evolved and continues to rest on a mutual aspiration for excellence.” During the contract period, Scania will continue to supply its 9- and 13-litre industrial engines for Doosan’s excavators, wheel loaders and articulated dump trucks for emission classes up to Tier 4 final and Stage V. “Our long and successful cooperation with Scania is key to wanting to continue our partnership with them,” says Jan Roger Lindseth, Sales Marketing Manager, Doosan Infracore Norway. “The easy communication during development projects and the support for our projects is always very good.” .

Do you want the old style (1MR2176A) momentary switch with screw connectors, or the new style (1MR3380) with push-on connectors?

Vlad, that NM has your name all over it.

Newest addition to the Panzarella fleet! Thank you to our valued customer, Panzarella Waste & Recycling Services! We appreciate your business and are here to support your #Autocar fleet. Always Up - Autocar Trucks .

This #Autocar #ACX #CNG Heil Environmental #DuraPack 5000 #REL has been faithfully serving the citizens of #Scottsdale, AZ for several years. If you live there, you've seen it! City of Scottsdale - Government #AlwaysUp #uptime #AutocarSolutions #itsallabouttheuptime Scottsdale, Arizona

Reuters / January 15, 2020 TOKYO -- Japan's Honda Motor Co. and Isuzu Motors Ltd. on Wednesday said they would jointly research the use of hydrogen fuel cells to power heavy trucks, looking to expand fuel cell use by applying the zero-emission technology to larger vehicles. As part of a two-year deal, Isuzu will test Honda's fuel cell powertrain, which was designed for passenger cars, in Isuzu's commercial trucks, the companies said, which could pave the way for using the technology in a wider range of vehicles. Automakers are looking to develop more electric vehicles to comply with tightening global emissions regulations. Many see battery-powered EVs as a solution for passenger cars in urban settings, but a growing number see hydrogen fuel cells as an effective way to power trucks, buses and other big vehicles. "Although we have done extensive R&D into passenger FCVs [fuel cell vehicles], we have not been able to study how best to apply the technology to commercial vehicles," a Honda spokesman told reporters at a briefing. "This partnership will allow us to do that." Fuel cell vehicles generate their own electricity using hydrogen stored in onboard tanks. This enables them to travel longer distances and refuel more quickly than battery EVs, while using less costly energy storage systems. "We think that FCV technology is well suited for heavier trucks which travel longer distances, and this partnership will enable us to examine this further," an Isuzu spokeswoman said, adding that the truck maker was also developing various lower-carbon powertrains including battery-electric technology for shorter-distance vehicles. With its Clarity Fuel Cell sedan, Honda is one of a handful of automakers which have developed and marketed fuel cell-powered passenger cars. Light- and medium-sized [and heavy] truck specialist Isuzu has for years has focused on diesel engine technology and has yet to market fully electric vehicles. But with a high price tag for the Clarity and scant hydrogen fuel infrastructure globally, Honda has seen limited take-up of that model and other FCVs since they began marketing them around 2015. The partnership is the latest in a growing trend among vehicle makers joining forces to better compete in an industry upended by the rise of electric vehicles, self-driving cars and other new technologies. Honda and Isuzu are reviving their vehicle partnership following an agreement in the early 1990s under which Isuzu manufactured sport utility vehicles for Honda in the North American market.

Reuters / January 15, 2020 The U.S. economy is coping with large budget deficits at the moment, but government spending cannot continue to expand at the current rate indefinitely, Treasury Secretary Steven Mnuchin said on Wednesday. “At this point the economy can handle these deficits, but there’s no question over time we need to look at these government spending issues. We can’t continue to expand government spending at the rate that we are,” Mnuchin said. He said increased military and non-military spending was the cause of the deficits, not tax cuts pushed through by Republican President Donald Trump, and he remained convinced that those tax cuts would pay for themselves over a 10-year period. The U.S. government ended fiscal year 2019 with a budget deficit of $984 billion, which was 4.6% of the nation’s gross domestic product and the largest budget deficit in seven years, as gains in tax receipts were offset by higher spending and growing debt service payments. It is the first time since the early 1980s that the budget gap has widened over four consecutive years. The figures reflect the second full budget year under Trump and come at a time when the country has an expanding tax base with moderate economic growth and an unemployment rate currently near a 50-year low. The deficit reached a peak of $1.4 trillion in 2009 as the Obama administration and Congress took emergency measures to shore up the nation’s banking system during the global financial crisis and provide stimulus to an economy in recession. Mnuchin said military spending increases were critical to Trump, but in order to secure them, the administration had to forge agreement with lawmakers to boost non-military spending. At the moment there was bipartisan consensus over the current spending plans, he said, but he anticipated that a bipartisan review would be needed over time.

We love this photo of McPherson Area Solid Waste Utility Operations Manager James Cook & the county's #Autocar #ACX -- the sun is shining on #McPherson, Kansas. New Way Trucks Justin Lister Photography #AlwaysUp #MASWU #uptime #itsallabouttheuptime #safety Always Up - Autocar Trucks

Jim Park, Today’s Trucking / December 17, 2019 TORONTO, Ontario — It’s easy for gray-haired folk to make fun of the kid next door who doesn’t know anything about cars. We all grew up tinkering with stuff under various hoods. We knew things about the cars we drove. Young people today are more likely to be fascinated by the electronics onboard a car than the gears — if they are interested in cars at all. That’s why most medium-duty trucks, especially in the lighter classes, come with automatic transmissions. It’s not uncommon for drivers in Europe and Asia to have experience with manual transmissions, but that skill is rare now in North America. Look through vehicle spec’ sheets for the lower weight classes on various OEM websites — GMC, Ford, Isuzu, Hino and others – and you find the transmission described simply as, say, a six-speed automatic. That’s just fine with a significant majority of medium-duty truck buyers. They don’t even think about the transmission when choosing a truck. “End users want a reliable product that performs like a truck and drives like a car,” says Andre Kohl, ZF’s North American business development manager. “At the end of the day, value attributes combined with the latest technology will make a difference at the time of the decision.” If it gets good fuel economy, all the better. But even that probably isn’t high on their list of must-haves in a truck. The customer profile for medium-duty trucks is interesting. On one end, you have the bakers and landscapers who need trucks to get their goods to market or tote their tools around. These are the buyers who don’t think too much about what’s under the hood. On the other end you have the leasing and rental fleets who buy 30,000-40,000 such trucks each year. They want a product that’s bulletproof, to keep their maintenance costs and ultimately the lifecycle costs as low as possible for 48 to 72 months. “The lease/rental company is less concerned about fuel economy because they are not paying for the fuel,” says Branden Harbin, Allison’s manager of global marketing. “They are thinking about reliability and durability and how much life they will get out of the truck. They want a reasonable upfront price, but they are more concerned about lifecycle costs. What they really don’t want is their customer calling in with complaints.” Of course, there’s another subset of customers — commercial fleets that want fuel economy on top of reliability and durability. There may not be more transmission options available to such customers who buy the higher weight-class medium-duty trucks, but the transmissions they spec’ are a bit more sophisticated. Fuel economy and beyond In 2014, Allison introduced its FuelSense fuel-efficiency package that automatically adapts shift schedules and torque to maximize transmission efficiency based on load, grade and duty cycle. Allison upgraded it in 2017 to FuelSense 2.0, introducing DynActive Shifting. The company says that feature delivers up to 6% additional fuel savings beyond the original FuelSense software. One of the selling features of Eaton’s Procision transmission was the fuel-saving dual-clutch technology. We never saw many reports from the field indicating how well that transmission did with fuel saving, and since it has been discontinued, we’ll probably never know. Back in 2010, Fuso released a “double-clutch” transmission called the Fuso Duonic. At the time it was declared the world’s first dual-clutch transmission for commercial vehicles. While it’s technically an automated manual transmission as opposed to a torque-convertor automatic, it was, and still is, offered as standard equipment on most diesel-powered Fuso trucks. The OEM uses the Allison 1000-series automatics with the FuelSense 2.0 option on its gasoline-powered trucks. Over on the heavy-duty side, transmissions have become both the heart and brain of the vehicle’s drivetrain. In many instances, engines take their throttling cues from the transmission as often as the other way around. The transmission has also become a key enabler of downspeeding and other advanced fuel-saving features like adaptive cruise control and predictive cruise control. That’s not yet the case in most of the medium-duty sector, but some advanced features are creeping into higher weight class medium-duty transmissions, like Class 6 and 7. We’ll see more of that as we near the dawn of the GHG Phase 2 fuel efficiency regulations ratchet up between 2021, 2024 and 2027. The rules that apply to medium-duty trucks and heavy-duty pickup trucks and vans call for reductions in CO2 emissions and fuel consumption of about 16% beyond Phase 1 when fully phased in by 2027. The Phase 2 standards for medium-duty vocational vehicles (Class 4-6) call for reductions in CO2 emissions and fuel consumption of up to 24% relative to Phase 1. Those are significant jumps for vehicles that won’t see the benefit of improved vehicle aerodynamics. In the on-highway sector, a high percentage of the overall reduction in tailpipe CO2 emissions will come from enhanced aerodynamics. In the medium-duty and vocational sectors, improvements will come from lightweighting, the use of low-rolling-resistance tires, tire pressure management, and improvements in engine and powertrain efficiency. Some portion of the required gains in efficiency will have to come from the transmission. ZF will soon launch its Powerline 8, eight-speed torque-convertor automatic — early in 2021, we’re told — with a number of features OEMs will be looking for to meet GHG Phase 2. These include an integrated stop/start assist feature that shuts off and starts the engine while at traffic lights, skip-shifting, and a coasting feature where it slips into neutral on slight downgrades. The eight gears provide more latitude for optimizing engine speed, and with a final ratio of 0.64:1 in top gear, downspeeding becomes possible in the right conditions. “With PowerLine, ZF enables more than 10% fuel efficiency improvement compared to today’s six-speed transmissions,” Kohl claims. Meanwhile, Allison has just unveiled the 3414 Regional Haul Series (RHS) transmission – an up-rated version of the established 3000 Series. It has a dual personality of sorts, with shift schedules suited to the mixed duty cycles of fleets that cover city routes on one shift and turn to regional use during a second shift. “Our food and beverage customers expressed a need for this product, and our response is partnering with Allison to bring the 3414 RHS transmission to market in the second half of 2020,” said Kary Schaefer, Daimler Trucks North America’s general manager – product marketing and strategy. On top of that, Allison plans to release a nine-speed transmission in 2022. “As you look to 2024 and 2027, emissions standards are getting stricter, even for medium-duty trucks,” says Harbin. “The OEMs are asking for help meeting those standards, and the new transmission will do that.” Unfortunately, Harbin wasn’t willing to share too much more about the transmission, so we’ll have to wait and see what additional tricks Allison has up its sleeve. And not too far over the next hill is the prospect of electrification. Medium-duty trucks appear so far to be the most likely candidates for full conversion to battery electric drivetrains, and those trucks probably won’t even have transmissions, at least in the traditional sense. Some will need two- or perhaps three-speed gearboxes for greater efficiency at high speeds and a range of torque capacities that allows for the use of smaller electric motors. Dana, working with Quebec-based TM4, is already a big player in the medium-duty EV space, and Eaton offers a two-speed and a four-speed EV transmission. Allison also recently introduced its AXE electric axle series, featuring integrated electric motors and a multi-speed gearbox. Whether you’re a baker buying a truck to haul your buns to market, or a last-mile delivery fleet conscious of every nickel you spend on fuel, the transmission may not be a huge factor in your vehicle spec’. But it’s certainly something to consider. “These two categories of customers have both distinct and common interests, but at the end of the day, the combination of both is the one that is shaping the medium-duty commercial vehicle market and the automatic transmission choice,” says ZF’s Kohl. Who’s who in MD transmissions Of the transmissions identified in medium-duty spec’ sheets, Allison has the market nearly cornered with 70% of the market share in Class 4-7. The remaining 30% is split across Ford with its proprietary TorqShift HD six-speed automatic, Hino’s third-party Aisin A465 six-speed, and a smattering of product from Mercedes including the M038S6 DUONIC six-speed dual-clutch automatic. Eaton’s Procision dual-clutch automated manual has some share of the medium-duty market in North America, but Today’s Trucking learned in December that the product would be discontinued at the end of 2019. “Fuel economy, product differentiation, torque ratings are not the sort of thing medium-duty customers are looking for in a transmission,” says Allison’s manager of global marketing, Brandon Harbin. “They want an automatic transmission. Period. Allison’s market share reflects the reliability and customer satisfaction with the product. Allison may be sitting on top of the heap for now, but the ZF will soon be challenging the market leader with its yet-to-released PowerLine 8, eight-speed torque-convertor automatic. ZF has not disclosed which OEMs will get this transmission. It will be new to North America when the announcement finally comes, but about 15 million copies of the transmission have been running in Europe and Asia for years. Meanwhile Dana, working with Quebec-based TM4, is already a big player in the medium-duty electric vehicle space. Eaton offers a two-speed and a four-speed EV transmission, and Meritor is offering axle and motors combinations to the EV market. Allison also recently introduced its AXE electric axle series, featuring integrated electric motors and a multi-speed gearbox.

Ford investing $82 million to expand Vietnam plant Reuters / January 14, 2020 HANOI -- Ford Motor Co. said on Tuesday it is investing $82 million to expand its plant in northern Vietnam to boost production capacity. Ford Vietnam, established in 1995, said the expanded factory would boost the U.S. automaker's annual production capacity in Vietnam to 40,000 vehicles from current volume of 14,000 units. The company reported it sold 32,175 vehicles in Vietnam in 2019, up 31 percent from a year earlier. The expansion, which will bring the company's total investments in Vietnam to more than $200 million, will come in two stages over a two-year period starting this year. “With this additional investment, Ford Motor Company is expressing our continued confidence in the future of Vietnam’s auto industry, as well as underscoring our commitment to the market and to meeting the increasing demand for Ford vehicles in Vietnam,” said Andreá Cavallaro, operations director for Ford’s International Markets Group. Deputy Trade Minister Do Than Hai said he expected the expansion would reduce Vietnam's reliance on imported vehicles and therefore lower the country's trade deficit. The construction will expand the facility across an additional 15 acres of land, bringing the total area to about 56 acres. (FYI - Ford Vietnam website: https://www.ford.com.vn/)

A Tour of Volvo's Allentown, Pennsylvania Mack Museum Heavy Duty Trucking (HDT) / January 14, 2019 To correspond with the launch of the first fully electric LR refuse truck, curators at the Mack Museum in Allentown, Pennsylvania set up a display of vintage waste hauling trucks. Here are a few samples: https://www.truckinginfo.com/348676/a-tour-of-macks-allentown-pennsylvania-museum?photo=348677