Mark Jones Trucking Inc.

Mark Jones Trucking Inc., a for-profit Subchapter S corporation based in Roseburg, Oregon, provides heavy equipment rental, trucking, and transportation services exclusively as a prime contractor to the U.S. Department of Agriculture Forest Service and allied federal land-management agencies, competing predominantly under total small business set-asides on indefinite delivery contracts and blanket purchase agreements. The vendor operates 100 percent as a prime (353 awards, zero subcontract engagement) and holds no parent vehicle positions; instead, it serves as the equipment and logistics provider filling task orders under Forest Service-issued IDIQs across multiple regions.

Mark Jones Trucking's customer concentration is extreme and single-agency-anchored. The Department of Agriculture Forest Service accounts for all tracked awards: Region 6 (Pacific Northwest) dominates with 289 awards valued at $67.8 million combined potential value, the National Interagency Fire Center adds 32 awards ($5.7 million), and upstream Forest Service entities contribute 14 awards ($2 million). Three additional customers—the Forest Service's Pacific Southwest Region (Region 5, 5 awards), the Interior Department's Bureau of Land Management Idaho Region (6 awards), and the Forest Service itself (14 awards)—collectively represent less than 2 percent of award count and value. No revenue concentration tension exists between the two rankings: Forest Service Region 6 leads in both volume and dollars by a decisive margin.

The vendor's capability footprint is narrow and specialized. Mark Jones Trucking supplies dump trucks, log trucks, log loaders, excavators, dozers, feller bunchers, water tenders, road graders, tractors, and associated transportation and heavy equipment rental services to support wildland fire suppression, forestry management, emergency response, and prescribed project work across western U.S. regions. Representative work includes a $304.5 thousand purchase order (Sept. 16, 2025) for log loader rental (EMIGRANT project) under a Region 6 IDC, a $681 thousand purchase order (Sept. 10, 2023) for a feller buncher and log loader, a $328.1 thousand delivery order (July 25, 2024) for unspecified equipment and transportation services, and a $419.6 thousand purchase order (Aug. 15, 2024) for vibratory rollers, logging trucks, and specialized vehicles. Smaller orders—ranging from $3,050 to $145 thousand—fill gaps in the vendor's contract vehicles across the year. The vendor also holds small-business-set-aside IDICs for water handling equipment (Engines Type 3–6, Support Water Tenders Type 1–3, Tactical Water Tenders Type 1–2) and miscellaneous heavy equipment, indicating a commodity-driven posture rather than integrated systems or professional services capacity.

Mark Jones Trucking holds approximately thirteen primary IDCs and BPAs, nearly all awarded through the Forest Service's Virtual Incident Procurement (VIPR) system between June 2022 and February 2026. The Pacific Northwest Stewardship BPA (Region 6) carries a $50 million ceiling running through October 2032 and is the vendor's largest vehicle, supporting forestry, habitat restoration, and land stewardship work across Oregon and Washington. Five smaller VIPR IDCs—each carrying $250 thousand to $500 thousand ceilings—cover water handling (Regions 3, 5, 6), heavy equipment task forces (Regions 5, 6), miscellaneous heavy equipment (Region 6 only), and west-zone equipment (Regions 5, 6) through 2028–2030. The top five IDCs by task-order volume generated 151 task orders and $8 million combined potential value, indicating steady, high-velocity utilization against these vehicles.

Activity has declined sharply in the most recent reporting window. The vendor averaged 39 awards annually from 2022 through 2024 (29, 50, and 52 awards respectively), but dropped to 26 awards in 2025 and 14 through August 2026—a 73 percent year-to-date decline. This trajectory is consistent with expected VIPR contract maturity and the Forest Service's tightening incident procurement posture, not a competitive-loss signal; however, Mark Jones Trucking's recompete exposure in the next twenty-four months is material. The cumulative obligated value across all 353 awards stands at $19.9 million against a $76.3 million combined potential ceiling, indicating roughly 26 percent real execution and substantial unfunded task-order capacity remaining on the vendor's VIPR vehicles.

Mark Jones Trucking does not subcontract. All 353 awards are prime, and zero sub-awards appear in the source data. The vendor operates as a direct equipment and labor provider, not as a systems integrator or prime on larger government-wide vehicles. NAICS concentration is extreme: 322 of 353 awards (91 percent) fall under Support Activities for Forestry (NAICS 113310); 30 awards (8 percent) fall under Construction, Mining, and Forestry Machinery and Equipment Rental and Leasing (NAICS 532412). PSC-level concentration reinforces this: 306 awards (87 percent) are coded to Natural Resources/Conservation—Forest-Range Fire Suppression/Presuppression (PSC Y091); 25 awards (7 percent) are Lease Or Rental of Equipment—Construction, Mining, Excavating, and Highway Maintenance Equipment (PSC X300).

Mark Jones Trucking competes exclusively under total small business set-asides across its VIPR IDC portfolio. The vendor does not hold positions on government-wide acquisition contracts, GSA Schedules, or civilian-agency indefinite vehicles outside the Forest Service ecosystem. Its competitive posture is narrow: every award analyzed carries either a Total Small Business set-aside or no set-aside at all, indicating the vendor does not pursue or win full-and-open federal work and relies entirely on set-aside infrastructure and the Forest Service's preseason incident procurement model for revenue. This positioning creates both advantage (protected competition, recurring renewal cycles through annual VIPR reviews) and vulnerability (zero access to non-set-aside or cross-agency volume, client concentration risk if Forest Service budgets or incident procurement models shift).