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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. .

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/ .