Trucking Companies

Index For This Page

This page was last updated on May 19, 2025.

(Return to UtahRails Main Index Page)

Overview

Beginning in the 1930s, trucks had been improved and made powerful enough, allowing them to travel the roads and highways in Utah, transporting coal from the coal mines, and ore and concentrates from the metal mines and mills. After World War II, taking advantage of war surplus heavy duty trucks, the trucking companies expanded and increased the distances they could travel, over the ever-expanding system of paved and improved-gravel roads and highways in Utah.

(The source for most of this information is available online newspapers. Updates will be added and expanded as more information becomes available.)

McFarland & Hullinger

(By the 1960s and 1970s McFarland & Hullinger had grown to include extensive mining and hauling operations in Utah, Colorado, and Arizona, extracting and moving a variety of ore from mine to mill and smelter. This section focuses on the company's operations in Utah.)

McFarland & Hullinger started out in the mining and trucking business in 1936 when the two men became partners in the Hidden Treasure mine in Ophir. The company moved its headquarters to a new building at 80 West Vine Street in Tooele in 1949, then moved again in 1957 into another new building at 915 North Main, also in Tooele.

By 1954 the company had five branches, four in mining or hauling metal-bearing ore, and the fifth branch that was their sand and gravel business, later expanding into asphalt paving. In addition to the mine in Ophir, they had a silver mine in Santa Rosa, California, a uranium mine near Blanding, Utah, and a lease on the dumps in Park City from which they were shipping flux ore to the smelter in Garfield, Utah. (Tooele Transcript Bulletin, December 17, 1954)

(The one thing all of these operations had in common was the company's use of large over-the-road trucks of various dumping configurations. These trucks were used between mines, and mills and smelters directly, or by use of railroads that moved the ore and concentrates from sites where the trucks dumped in rail cars.)

Starting in the mid 1950s and continuing into the 1960s, until about 1966, the McFarland & Hullinger company was involved in the movement of tailings from the mine dumps of the Ontario mine above Park City, down to a truck dump for transloading into Union Pacific rail cars, at the rate of about 30 carloads per week. The material was used by Kennecott as flux ore at its Garfield smelter.

They grew beyond their mining roots and in 1972 when they organized Broken Arrow , Inc., to expand into the environmental disposal business just getting started in western Tooele County, centered around Clive, a rail station on Western Pacific.

The company was organized by F. G. "Fet" McFarland and Sidney K. "Sid" Hullinger. Many of their friends and associates called the company by its informal name, "Mac and Hac," or "Mack and Hack, depending on the source, based on the M&H initials of the company.

McFarland & Hullinger company dates back to 1946 when the company was operating the Cleveland mine in Elko County, Nevada.

In November 1949, F. G. McFarland and S. R. Hullinger (doing business as McFarland & Hullinger) asked the Public Service Commission for permission to become an intrastate "common carrier of all mines and dumps in the Ophir Mining District, to railroad points at St. John and Stockton, Utah, and to smelting and milling points at International, Garfield, Midvale and Bauer, all in Utah, and on return movements to transport any supplies that might be required by the mining companies in the operation of the mines in the Ophir Mining District." The company owned and operated the Ophir Hill mine.

(As a side note, F. G. McFarland's mother, Margaret Orton McFarland, when she passed away in June 1944, had been the Postmistress of Ophir for 26 years, and Ophir town clerk for 20 years. She had been a resident of Ophir for 35 years.)

September 1950
The company leased for operation, the mine of the Cortez Metals company in the Cortez District in Nevada, for a period of 50 years.

September 1954
The company began advertising their services in mine contracting, trucking, diamond drilling, asphalt paving, and in wholesale and retail sale of sand and gravel, asphalt mixes and road base.

October 1955
McFarland & Hullinger joined the uranium boom when they signed a contract with the Homestead Uranium company to develop and operate a mine on the Homestead company's 12 claims in the Rattlesanke area near LaSal in San Juan County, Utah. McFarland & Hullinger would take 75 percent of gross receipts, and Homestead would take 25 percent. The ore body was 52 feet below the surface and was already blocked out.

(In October 1954, Atlas Corporation bought the Hidden Splendor uranium mine near La Sal, Utah. In mid 1956, Atlas Corp. bought a 30 percent interest in the uranium mill being built at Moab, Utah. The Moab mill was completed by October 1956 and had its formal dedication in September 1957.)

(During this period, some of the trucks were lettered for "F&S Trucking" for Fes McFarland and Sid Hullinger.)

November 1955
The company asked the Utah Public Service Commission for permission to haul uranium ore from the Hidden Splendor mine in Grand County, 75 miles to the D&RGW railroad at Green River, Utah, on behalf of the Vitro Uranium company in Salt Lake City.

1956
By 1956, McFarland & Hullinger, as contract operators and truckers from the Tooele area, had been hauling from Park City area mines "for several years." Work resumed during early April 1957, after a shut down during the winter. Trucks were "hauling the dump at the Ontario mine to the loading platform in the Union Pacific yards." (Park Record, December 13, 1956; April 11, 1957)

January 1956
Frank Hatt transferred his "Certificate of Convenience" to McFarland & Hullinger, "to operate as a common carrier by motor vehicle" for the transportation of uranium, vanadium, manganese and other ores and concentrates, over regular routes within a 175 mile radius of Green River, Utah, to any and all points within that area. Also, to transport as backhaul to the mines any and all supplies and materials that can be hauled in dump trucks (powder, caps, drill steel, groceries, small amounts of lumber, nails, diesel fuel,oil and gasoline barrels) and which do not require special equipment. There was to be no pickup or delivery of any items that fall under the description of general commodities.

(The branch office of McFarland & Hullinger opened it office in Green River, Utah, in 1956, and moved to Moab in 1958.)

1957
In May 1957 McFarland & Hullinger moved into their own newly completed and purpose-built office at 915 North Main Street in Tooele. They had previously been in rented space at 80 West Vine Street, in downtown Tooele.

1958
McFarland & Hullinger Mining company closed its Ophir Hill mine on October 1, 1958.

1960
During early January 1960, McFarland and Hullinger were using three 15-ton trucks to haul the waste dumps from the Daly No. 2 mine above the Ontario, along Park City's Main Street to be loaded into Union Pacific railroad cars and shipment to Kennecott Copper for use as flux ore. The trucks were making six trips each day and had started up again after stopping in August. During the week between January 7th and the 14th, the trucks loaded 19 rail cars. (Park Record, January 7, 1960; January 14, 1960)

McFarland & Hullinger continued loading Union Pacific cars through July 1960, when 30 cars were loaded in one week, a rate that continued into November when 30 cars per week was also being loaded. The trucks usually stopped during the winter months due to bad roads, but as spring arrived, the trucks would resume hauling sand and flux ores to be dumped into the cars of Union Pacific and shipped to Kennecott's smelter at Garfield, and the International smelter at Tooele. (Park Record, and the Salt Lake Tribune, various issues throughout the 1960s, under the irregular heading "Shipping, Sales At Park Mines")

1962
McFarland & Hullinger were hauling 100 tons daily from their lease of the Ophir mine to the Midvale smelter. Both the mine and smelter were owned by United States Smelting Refining & Mining. (Salt lake Tribune, November 24, 1962)

1967
"Wortley Co. and McFarland & Hullinger have moved large tonnages of fluxing ore to Kennecott's Garfield smelter in recent years from the old dumps of the Daly West and Ontario mines. These ores contain all five metals." "During the last decade, the only major producer has been the Ophir Unit of U. S. Smelting Refining & Mining Co., operated by McFarland & Hullinger of Tooele." ("Utah's Mining Industry" published in 1967 by the Utah Mining Association)

1972
McFarland & Hullinger were working under a contract from American Coal company to move coal from the Deseret Mine in Emery County, to the unit train loadout in South Price, Utah.

(Read more about the South Price coal loading site)

1979
In December 1979, McFarland & Hullinger received permission from the Utah Public Service Commission to transport salt by motor carrier between points in Utah.

1980
An advertisement in the Moab, Utah, newspaper in August 1980 stated that the company offered "complete hauling and mining service covering a five state area. Interstate and intrastate." Offices were in Gateway, Colorado, and headquarters in Tooele, Utah.

1981
In an article in the Moab newspaper on January 8, 1981, McFarland & Hullinger were congratulated on their 25th year hauling ore in the Moab area. This coincides with the company's shipping uranium ore from Atlas Corporation's Hidden Splendor uranium mine near La Sal, Utah, and the September 1956 opening of the Atlas uranium processing mill in Moab. The Moab office was under the management of F. G. McFarland's oldest son, Fayette Park McFarland, also known as "Fet" like his father.

The largest ore hauling company in Moab is McFarland & Hullinger, commonly dubbed "Mack 'n Hack". The company is headquartered in Tooele, with five branch offices in Utah, Arizona and Colorado.

McFarland & Hullinger was originally formed in 1934. Ore hauling operations began in Green River in 1956. The Moab branch office serves customers in New Mexico, Utah, Nevada, Colorado and Arizona. The office is licensed to operate in Wyoming, but does little hauling there.

Most of the customers using the local office are within a 165-mile radius of Moab.

McFarland & Hullinger hauls ore for a large number of mines, ranging in size from Atlas Minerals to small, independent outfits. The company also provides front-end loaders to small operators, used to load ore at the mines. Although the firm primarily hauls uranium ore, its trucks also transport salt, coal, sand, gravel and asphalt.

The Moab office includes a complete shop, where all mechanical work is done, with the exception of bodywork. The shop has facilities for everything from engine rebuilds to welding. Six mechanics and one greaseman are employed at the shop.

At one time, the local office employed as many as 70 workers. However, the slumping uranium market has caused a reduction in the workforce. At the present time, the Moab office employs 35 drivers, operating a similar number of trucks. In the past, the firm ran two shifts on a regular basis. This has now been reduced to one shift. The company runs a regular five-day week, with occasional weekend jobs.

To increase haulage, McFarland & Hullinger began using double trailers, which have become a familiar site on Moab's Main Street. They attempt to maintain legal weight loads, but this can be difficult, as the Moab office has no scales, and trucks are loaded by estimate.

The three axle trailers are a fairly recent development, designed to reduce weight loads on individual axles. When the trailer is empty, two of the axles can be raised, lifting the tires from the road. When loaded, the axles are lowered, distributing the weight. Weight distribution is important, as highway engineers estimate that a heavily-loaded truck has the same impact on the pavement as about one million passenger cars.

With two trailers, the gross legal weight of each unit is 116,000 lbs., representing a payload of 38 tons. With a single trailer, the gross weight is 84,000 to 88,000 lbs., with a payload of 24-38 tons. The truck alone [with a single dump body] has a payload capacity of 13-14 tons. Each rig represents a sizable investment, as a new tractor with two trailers costs about $115,000.

As the trucks are frequently used to pick up loads at remote mines, the drivers have to drop one or both trailers, to navigate safely on the rough roads. Johnston emphasized that safety is a prime consideration in the company's operation. He stated that the firm enjoys an excellent safety record, due in part to a regular schedule of maintenance and repair.

(Fayette Gordon "Fet" McFarland passed away on November 6, 1985 at age 81.)

(Sidney Robert "Sid" Hullinger passed away on August 25, 1986 at age 74.)

Broken Arrow

The first reference in available online newspapers to Broken Arrow, Inc. is in December 1966, with the company located in Gunnison, Utah.

Although research has not yet identified the actual timeline, Broken Arrow apparently bought the McFarland & Hullinger company upon the deaths of F. G. McFarland in 1985 and Sid Hullinger in 1986.

In March 1989 Broken Arrow had a contract to expand USPCI's Grassy Mountain Facility, located north of I-80, about 11 miles northwest of the Clive exit. Khosrow Semnani established the Grassy Mountain hazardous waste disposal site in the late 1970s, and sold the Grassy Mountain facility to waste-management giant USPCI in 1981. Between 1988 and 1995 USPCI was a subsidiary of Union Pacific Railroad, and 1995 was sold to Laidlaw Environmental Services.

(Read more about the Grassy Mountain Facility)

1997
In December 1997, McFarland & Hullinger, and their affiliated companies, Broken Arrow and Utah Fabrication, moved to Lakepoint, Utah, in facilities formerly occupied by USPCI/Laidlaw.

2000
By October 2000, the McFarland & Hullinger company was owned by Broken Arrow, a general contracting company that specializes in excavation and commercial and industrial building. Broken Arrow is owned by Steve Bunn and Jim Groscost, employing 275 persons. By this time, the McFarland & Hullinger company was advertising regularly, selling top soil, and sand and gravel.

The company motto was "We Can Mine It; We Can Haul it."

By November 2000, Sid Hullinger, the older Sid Hullinger's son, was vice president of both Broken Arrow and McFarland & Hullinger Trucking, which had the original contract to haul radioactive waste to what would become the Envirocare site in the late 1980s.

(The disposal site at Clive became active for radioactive waste in July 1985 when the the removal began of the radioactive waste from the Vitro site in the center of Salt Lake Valley. Preparation of the site began in March 1985.)

(Read more about the Clive disposal facility)

2003
Broken Arrow had planned to sever its relationship with Envirocare at the end of 2003. When the change was announced in February 2003, Stephen Bunn was CEO of Broken Arrow, which had been Envirocare's movement and placement contractor for landfill materials at Envirocare's Clive site for 14 years, since 1988-1989 when Envirocare took over the Clive facility. The change was announced in late February 2003 when Broken Arrow and the former president of Envirocare planned to open a competing facility adjacent to Envirocare. Cedar Mountain Environmental was the name of the planned facility, and was to be located on land already owned by Broken Arrow. The concept of a competing facility was put on indefinite hold in early September 2003 due to delays in the approval process. Although the competing facility was not approved, Envirocare signed with a different contractor to replace Broken Arrow.

In 2008, Broken Arrow/McFarland & Hullinger unknowingly became involved in a fraud created by Al McKee and his Ophir Mineral and Aggregate Group (OMAG) when McKee, saying that he was affiliated with Broken Arrow, began his promotion scheme that included his Tintic Southern Railroad leasing UP's Tintic Branch to serve his pie-in-the-sky business park to be located in Elberta in the Goshen Valley. Broken Arrow/McFarland & Hullinger very soon made it clear in the press that they had no association with McKee. McKee's fraud came to a head in 2016 when Union Pacific filed charges of theft and trespass for McKee's unauthorized removal and sale of seven miles of their branch line.

Savage

Savage Brothers, Inc., got its start in 1946, after C. A. Savage and son Kenneth purchased an International stake body truck and father and son began hauling cinder block from the manufacturer in Salt Lake City, to Provo and to Utah's Uintah Basin, and lumber on the return trips to American Fork. In those early years, the company also hauled coal from coal mines in Huntington and Castle Gate to American Fork, Utah. Kenneth briefly moved to California where another brother, Grant, was living. But after 18 months, returned to American Fork and began hauling 80-foot cedar poles. He and his father incorporated the company as C. A. Savage & Son in 1948 and began hauling coal, lots of coal. Their two biggest customers were Utah State Prison and the American Fork Training School. The younger Savage brothers, Neal and Luke, were still in school, but worked nights for the company shoveling coal as it was delivered to residential and business customers, as well as churches and hospitals.

The Savage trucking enterprise was made up of the father, Cornelius A. Savage (1890-1958), and the three sons, Kenneth (1927-2001), Neal (1933-2013), and T. L. "Luke" (1937-2007).

C. A. Savage and his sons began hauling coal from to the Utah coal mines, as well as cutting timber in northeastern Idaho for sale to the coal mines as mine timbers. They also hauled timber from Wyoming, and potatoes and hay from Idaho. While the power plant at Castle Gate was being built in 1953-1954, Savage and his sons hauled bags of cement from Salt Lake City to Castle Gate, then hauled coal back to the Utah State Prison in Bluffdale.

The year 1957 was a tough year. The hauling jobs declined and the company almost folded. C. A. and Kenneth worked hard at finding jobs. To make some money and pay the bills, Kenneth and Neal began driving asphalt oil tankers for Hatchco, learning to drive diesel trucks at the same time. Luke replaced Neal when Neal went on his church mission in 1955, and soon Luke and Kenneth were pressuring C. A. to buy the company's first diesel rig, and a second and third diesel rig soon followed.

Cornelius A. Savage passed away in December 1958, literally working himself to death. The sons lost a father who was a larger than life business partner. He had a sixth sense about the business. He was slow to reach a far reaching business decision, but once he did there was no turning back. He went fast and faster and there was no reverse. After C. A.'s death, the three sons took over the family trucking business. Neal had the business mind, Kenneth knew more about the mechanical work to keep the trucks running, and Luke worked with the employees. The company grew quickly, becoming a major general trucking company in Utah, Colorado, New Mexico and Wyoming. But the company was still small enough that their mother's kitchen table remained as the company office desk for a few more years.

February 1960
Savage Brothers, Inc., received permission from the Utah Public Service Commission to operate as a motor vehicle common carrier to haul asphalt paving, crushed stone, dirt, earth, gravel,non-metallic rock and sand in dump trucks from and to all points within the state.

March 1961
Savage Brothers, Inc. received permission from the Utah Public Service Commission to operate as a motor vehicle common carrier to transport coal throughout the state.

1971
The following comes from the September 22, 1971 issue of the Provo Daily Herald.

One of the largest and most rapidly expanding firms located in American Fork is Savage Brothers, Inc., parent firm of Construction Materials and Supplies, Ideal Ready Mix, and Ideal Sand and Gravel. The firm is the major producer of sand and gravel and concrete in Utah, with diversified interests in trucking, supply and allied industries.

Serving contractors throughout the Intermountain West, Savage Brothers operate a large coal hauling operation in Colorado and Price, Utah, as well as producing sand and gravel and ready mix concrete at their Salt Lake and Ogden plants. Portable plants serve remote areas as the firm works closely to meet contractor needs.

Operation as common carriers in the trucking business the firm hauls much of the cement moved in the Intermountain area. They also provide some warehousing for supplying Geneva Steel operations and are suppliers for contractors now working on the Huntington power plant as well as other ma]or construction jobs in the west.

The parent company was formed in 1946 when C. A. Savage and his oldest son began a modest trucking business. The firm flourished and today the three young men who grew up in the company head the enterprise. Neal Savage is president and general manager, assisted by brothers Kenneth and T. L. (Tex) Savage.

Grant now manages the sand and gravel operations in Ogden and Salt Lake and Dave Hansen directs concrete operations, with both serving as firm vice-presidents.

One of the largest trucking firms in the area, their rolling stock includes a fleet of ready mix concrete trucks, cement tankers, dry pneumatic rigs, end dumps and other trucks designed for specific needs, such as the 10 double-bottom hopper units which were recently purchased for a coal hauling account in Colorado. The beds hold 45 cubic yards of coal, about 75 tons each. All major equipment repair is done in the American Fork location.

1975
"The Western Coal Carriers, a subsidiary of Savage Brothers, haul coal from the Peabody Coal Deer Creek mine on a forty mile round trip to the Mohrland railroad loading ramp for shipment to Moapa. The road was graded, widened and paved by Peabody and Savage funds with County equipment and men. Deer Creek mine employs 265 men." (Emery County Progress, January 9, 1975)

1979
Growing differences over management policies and practices between Utah Power & Light and American Coal became public in March 1979 when Utah Power demanded that American Coal either sell its coal mining operations or face the loss of its coal contracts. American Coal had held the operating contracts to supply coal from captive coal mines owned by Utah Power, which were the source for coal for all of Utah Power's coal-fired power plants. In May American Coal sold almost all of its assets with the exception of its name to Savage Brothers, whose Western Coal Carriers already held the Utah Power haulage contract. Savage Brothers named their new company Emery Mining Corporation.

Including the mines and the trucking operation, Savage Brothers interests employed about 1,600 in Emery County by mid-1979. By 1980 Emery County, based on production from the UP&L mines, had become the largest coal producer in the state, with 6.32 million tons to Carbon County's 5.49 million and Sevier County's 1.82 million.

When Savage began hauling coal for UP&L's Huntington power plant at Huntington, Utah, in early 1974, they were using 18-wheel semi-trucks hauling 25 tons. To increase the capacity, Savage developed the two-axle trailer, bringing to total capacity to 50 tons. In 1978, when the 12-mile purpose-built road was constructed between the mines and the new Hunter power plant at Castle Dale, Savage continued using the standard "double" rig.

Then in 1981, Savage developed the "triple," an 18-wheel truck and trailer, with two two-axle trailers that hauled a total of 65 tons, with a length of 118 feet. These triples distributed the weight over 13 axles instead of the nine axles of the smaller doubles. All of the trailers were bottom-dump, with smooth aerodynamic design. To increase the safety as the loaded trucks descended the 12 percent grade between the mine and the power plant, Savage added a third braking system to the trucks and trailers that used electro-magnetic brakes.

Savage continued using the doubles on its haulage contracts with Anadalex's Tower mine, U. S. Fuel's Hiawatha mine, Coastal's Sufco mine, and Valley Camp's mine near Scofield. In addition, Savage was hauling 250,000 tons of coal per year from the Sufco mine near Salina, north to Kennecott's Magna power plant west of Salt Lake City.

1984
"Emery Mining was formed by Savage Brothers Inc., an American Fork-based transportation firm, to manage UP&L mines. Subsequent reorganization of the Savage holdings led to the creation of Savage Western Industries, which is the corporate parent to 23 separate subsidiaries, including Emery Mining Corp. and Savage Brothers Inc." (Sun Advocate, May 25, 1984)

It was also in 1984 that the Savage brothers decided to bring outside management to the company, hiring Allen Alexander as president along with three executive vice presidents to see to the day-to-day operations of the company. Neal and Luke remained at the top, as chairman and vice chairman, respectively. By 1989, Kenneth had retired, but remained as a member of the board.

By the late 1980s, Savage Brothers, Inc., had expanded into a variety of logistics companies, which they called "systemized transportation." Savage trucks were hauling a million tons per year of sand, gravel and rock, and 16 million tons of coal.

Savage Manufacturing was a leader in producing state-of-the-art front discharge concrete mixers. Savage had developed the unique front-disharge mixer. The company was sold to Mack Trucks in January 1989. At the time of the sale, Neal Savage was chairman of Savage Industries, and Allen Alexander was president. Up to that time, Savage Industries was the largest supplier of ready-mix concrete in Utah, as well as having ready-mix operations in Wyoming and Arizona. It was reported that there were 50,000 concrete mixers in the nation, and front-disharge mixers accounted for 15 percent of that total.

1986
On April 16, 1986, Utah Power & Light bought for cash all of Emery Mining's assets with respect to the operation of all of its mines in Emery County, and for the first time assumed operating control of the Cottonwood-Wilberg Mine.

(The result of the above transaction was that Savage exited the business of coal mine operation.)

In 1988, Savage Industries hauled almost half of the 18 million tons of coal produced in Utah.

In August 1989, Savage opened a coal terminal in Wasco, California (near Bakersfield), where coal shipped Utah to California by rail, would be unloaded then trucked to co-generation plants near Bakersfield.

1993
In September 1993 Savage Industries made a special move of the former Southern Pacific turntable from its home since 1905 at Carlin, Nevada , to a new home in Heber, Utah, on the historic Heber Valley Railroad tourist line. The special heavy-haul truck that Savage used was 148 feet long. The turntable itself was 100 feet long and weighed 90 tons.

1994
Savage Industries purchased Mountain Coal Company's coal terminal south of Wellington, on September 9, 1994. Mountain Coal, owned by Arco, had been previously known as Beaver Creek Coal Company, and the site had been built by Swisher Coal Company. Savage and Arco had signed the deal in March, with Savage leasing the site until the sale was finalized. The site, located at the south end of C.V. Spur, had loaded 5 million tons of coal the previous year, and could store 300,000 tons. Adding the coal terminal on C.V. Spur would add to Savage's existing 35 material handling facilities in 15 states. The facility would be renamed as the Savage Coal Terminal.

The Savage Coal Terminal (SCT) could load 115-car unit trains in less than three hours and 84-car unit trains in less than two hours. The facility could also receive at least three different qualities of coal simultaneously and had ample storage capacity for several customers. Planned improvements for SCT included the installation of a sophisticated batch weigh-bin system and more automation to store and stack multiple customers' coals.

(The sale had been agreed upon in March 1994, pending due diligence by both parties. Mountain Coal, as a subsidiary of Arco Coal, no longer had any coal operations in Utah, and had no need for the C.V. Spur loading site.) (Mountain Coal had sold its Trail Mountain mine to PacifiCorp in October 1992.)

(Read more about the C.V. Spur Coal Terminal)

1995
In January 1995 Savage Industries began operation of the newly completed Flint Coal Distribution Facility, near the CSX yard in Flint, Michigan. The facility had been completed in October. Coal was to arrive via CSX trains from West Virginia and Kentucky.

During 1995 Savage Transportation was hauling waste coal (known as culm) from mines in the area of Wilkes-Barre, Pennsylvania, about 57 miles to a co-generation plant at Northampton, Pennsylvania. A total of 20 trucks and 28 drivers were used for the contract.

2002
In April 2002 Savage acquired the former McMoRan Sulfur terminals in Galveston, Texas, and Tampa and Pensacola, Florida. The purchase was a joint venture between Savage and IMC Global, with a reported price of $58 million.

2007
Savage Bingham & Garfield Railroad (SBGR) started freight service on October 1, 2007 over UP's former D&RGW Bingham and Garfield branches. Savage acquired the rights to freight operations along the UTA Mid Jordan light rail line, and along UP's Garfield and Bacchus branches.

In 2017, Savage Inland Marine, a subsidiary of Savage Companies, acquired the Settoon Towing Company's bulk division. The acquisition included 35 towboats and 63 liquid tank barges.

(In 2020, Savage Inland Marine was acquired by the Kirby Corporation of Channelview, Texas.)

2018
By 2018, at the time of its acquisition of Bartlet & Company of Kansas City, the company had grown to "provide services to industries including oil refinery, power generation, railroad, oil and gas, mining, fertilizer, food shipping, chemicals and construction," with 4,000 employees and 250 operating sites around the United States, Canada, Mexico and Saudi Arabia.

2021
In November 2021 the Savage Tooele Railroad was organized to operate the remaining portion of Union Pacific's former WP Warner Branch. This action was to allow the new railroad to acquire Union Pacific's rights to operate over the former WP branch. In April 2024 the STB approved the application, allowing the Savage Tooele Railroad to begin refurbishing the seven miles of tracks and right-of-way between Burmester and the Lakeside Business Park that was under development north and west of the Deseret Peak Motorsports Park.

In November 2021, Savage worked with the Aberdeen Carolina & Western Railway to have the AC&W's mechanical shop in Candor, North Carolina, rebuild two EMD GP40s and an EMD GP38 for lease to Savage customers. The AC&W shop is a new and modern five-bay shop capable of full service locomotive and rail car maintenance and rebuild.

(Visit the Savage Companies website)

###