---------------------------------------- --------------------------- ,transcriber's ,notes3 99 ,words printed in italics in the original document are represented here between underscores1 as in text2 bold text is similarly represented between 1 as in text4 ,small caps in the original have been converted to ,,all ,,capitals4 99 ,some of the tables have been laid out differently than in the original book1 with every effort made to keep the original data and meaning unchanged4 99 ,all inconsistencies in spelling1 lay-out1 hyphenation1 etc4 in the original document have been preserved in this text1 except when mentioned below4 99 ,changes made to the original text3 99 page #e3 'and the used of' changed to 'and the use of'2 99 page #ac3 'distance1 is it1 of course' changed to 'distance1 it is1 of course'2 99 page #ac3 'four year depreciation' changed to 'four-year depreciation'2 99 page #af3 'twisting the the rubber' changed to 'twisting of the rubber'2 99 page #bf3 'page --' changed to 'page #be'2 99 page #ci3 'plank' changed to 'planks'2 99 page #ci3 'is handy' changed to 'is a handy'2 99 page #df1 table3 ',a4,m4' moved down one row1 similar to ',p4,m4' further down in the table2 99 ,table of ,contents3 page number '#d' changed to '#e' 7#b changes72 99 ,table of ,contents3 ',loading and ,hauling' changed to ',loading and ,unloading' as in text2 99 ,table of ,contents3 ',fires' changed to ',tires' as in text4 99 ,footnotes have been moved to directly below the paragraph or table to which they refer4 99 ,other issues3 99 ,page #cc contained a reference to an illustration on page #dj1 but this page has no illustration4 ,the reference has been changed to 'page #ch'1 which is probably the illustration the author intended4 99 ,both ',meicklejohn and ,brown' and ',meickeljohn and ,brown' occur in the text1 as do ',hillard' and ,hilliard'4 ---------------------------------------- --------------------------- ,the ,engineering ,experiment ,station of the ,university of ,washington was established in ,december1 #aiag1 in order to coordinate investigations in progress and to facilitate the development of engineering and industrial research in the ,university4 ,its purpose is to aid in the industrial development of the state and nation by scientific research and by furnishing information for the solution of engineering problems4 ,the scope of the work is twofold3-- 7a7 ,to investigate and to publish information concerning engineering problems of a more or less general nature that would be helpful in municipal1 rural and industrial affairs4 7b7 ,to undertake extended research and to publish reports on engineering and scientific problems4 ,the control of the ,station is vested in a ,station ,staff consisting of the ,president of the ,university1 the ,dean of the ,college of ,engineering as ex-officio ,director1 and seven members of the ,faculty4 ,the ,staff determines the character of the investigations to be undertaken and supervises the work4 ,for administrative purposes the work of the ,station is organized into seven divisions-- #a4 ,forest ,products #b4 ,mining and ,metallurgy #c4 ,chemical ,engineering and ,industrial ,chemistry #d4 ,civil ,engineering #e4 ,electrical ,engineering #f4 ,mechanical ,engineering #g4 ,physics ,standards and ,tests ,the results of the investigations are published in the form of bulletins4 ,requests for copies of the bulletins and inquiries for information on engineering and industrial problems should be addressed to the ,director1 ,engineering ,experiment ,station1 ,university of ,washington1 ,seattle4 ,,bulletin ,,university ,,of ,,washington ,,engineering ,,experiment ,,station ,,engineering ,,experiment ,,station ,,series ,,bulletin ,,no4 #ab ,,motor ,,truck ,,logging ,,methods ,,by ,,frederick ,,malcolm ,,knapp ,student in the ,college of ,forestry1 ,university of ,washington4 ,illustration ,,seattle1 ,,washington ,,published ,,quarterly ,,by ,,the ,,university ,,april1 #aiba ,entered as second class matter1 at ,seattle1 under the ,act of ,july #af1 #ahid4 ,,contents ,page ,,introduction #e ,,history ,,of ,,truck ,,logging #e ,first use of motor truck in logging--,development of logging trailer--,possibilities in the use of motor trucks4 ,,transportation ,,of ,,logs--,,railroads ,,versus ,,motor ,,trucks #g ,comparative advantages and uses of motor trucks and railroads-- ,relative cost of road construction--,advantage of flexibility of motor trucks4 ,,costs #h ,operating costs of a typical #e-ton truck--,actual cash outlay-- ,total expense--,variable charges--,recapitulation of work performed4 ,,rolling ,,stock ,,equipment #aj ,rigid versus flexible truck bodies--,chain drive versus worm drive--,weight of trucks--,speed--,depreciation4 ,,insurance #ad ,fire and theft insurance--,collision insurance--,liability insurance--,property damage insurance4 ,,truck ,,equipment #ad ,bunks--,tires--,relative advantages of different types of tires --,laws governing operation of motor vehicles--,legal limit of weight of load--,chain drives--,tops4 ,,trailers #ag ,draw-bar pull of motor trucks--,effect of grades on draw-bar pull--,advantage of trailer--,description of trailer--,brakes on trailer--,air brakes on trailers4 ,,life ,,and ,,depreciation #bj ,,cost ,,data #bj ,operating expenses for #ca_/b and #e-ton trucks--,fixed charges-- ,total expenses4 ,,road ,,construction #bd ,sub-grade--,cross-plank roads--,fore and aft pole roads--,cement roads--,guard rails--,cost of road construction4 ,,bridges #cf ,,turning ,,devices ,,and ,,turnouts #cg ,construction of turn-tables--,turning of trucks4 ,,telephones #ci ,,inclines #ci ,snubbing methods--,practicability of inclines4 ,,yarding #da ,,loading ,,and ,,hauling #da ,methods of loading trucks--,loading with boom--,rigging of boom--,unloading4 ,,time ,,studies #de ,,conclusion #df ,future use of the motor truck--,motor trucks and forestry4 ,,bibliography #dh ,,introduction ,in this paper an attempt has been made to bring together some useful facts concerning the application of the motor truck to the logging industry4 ,the term motor truck as here used is applied to the ordinary truck type of motor vehicle with trailer adapted to carrying logs1 and does not include the tractor and the caterpillar tractor4 ,these latter types present special problems of their own4 ,in the following pages the discussion of motor truck logging is premised upon conditions as they exist in the forests of the ,pacific ,northwest4 ,,history ,,of ,,truck ,,logging ,motor trucks in the logging industry are a comparatively recent development4 ,as nearly as can be determined1 the first use of a truck in a logging operation was made in this region by ,palms and ,shields near ,covington1 ,washington1 in the spring of #aiac4 ,since that time various types of road construction suitable for heavy trucks have been devised and the use of the motor truck for logging has steadily increased until at the present time there are about six hundred trucks operating in the woods in the ,northwest4 ,the first real progress in the use of the motor truck for logging purposes came with the development of the trailer4 ,although the motor truck has been brought to its present high state of perfection in eastern factories the problem of adapting it to the hauling of massive logs was solved in ,seattle1 ,washington1 with the perfecting of a trailer which could carry unprecedented loads and stand up under the speed attained by a motor truck4 ,in the early attempts to design a trailer1 it was found that too great tractive effort on the part of the truck was required if the trailer was patterned after older types with simply increased dimensions in all of its parts4 ,through successive improvements the modern form of heavy duty trailer was finally evolved4 ,it has solved a serious problem by permitting the hauling of heavier weights with the aid of the trailer than is possible with the use of the truck alone4 ,with the help of the trailer and an adjustable reach1 the motor truck has successfully entered the logging field4 ,in the ,pacific ,northwest tracts of timber of sufficient area well situated for economical logging by old established methods are no longer plentiful4 ,almost every logging chance which exists today presents its own peculiar conditions and individual problems4 ,an operator must therefore analyze the situation thoroughly before arriving at a decision as to the most economical logging methods that will apply in any particular case4 ,even in different sections of the same operation it is often necessary to use different methods4 ,since proper cost accounting systems are not usually kept by logging companies1 particularly the smaller concerns1 these companies often do not know that they are losing money upon one part of an operation because the success of the whole absorbs this loss4 ,illustration3 ,pioneer logging with a motor truck in #aiac4 ,the use of a motor truck has proved to be practicable in many instances1 and bids fair to become of increasing importance4 ,it will therefore be advantageous for every operator to inquire into its possible applications4 ,it should be emphasized1 however1 that the motor truck is not economically adapted to all conditions4 ,there have been many failures4 ,each projected application of the motor truck in the logging field must be thoroughly analyzed and if a doubt as to its successful performance exists1 expert advice should be sought4 ,,transportation ,,of ,,logs--,,railroads ,,versus ,,motor ,,trucks ,the principal methods of transporting logs are by rail1 by motor truck and by animal power4 ,the last of these methods is1 for obvious reasons1 impracticable in the ,northwest1 and so needs no further comment4 ,while it is impossible to give specific details in a general discussion of this kind to show where the motor truck may be more economically suited to the conditions at hand than the railroad1 a comparison of the fundamental principles involved should enable any operator familiar with logging to determine whether or not to use the truck for his particular chance4 ,in general the choice between railroad and motor truck logging depends1 fundamentally1 upon two things3 7#a7 comparative cost1 and 7#b7 adaptability4 ,sufficient motive power and rolling stock can be obtained much more cheaply for motor truck logging than for a railroad4 ,there are1 of course1 many situations where the locomotive and car costs1 as well as those of constructing a logging railroad1 are obviously prohibitive1 and the question revolves entirely upon the adaptability of the motor truck to existing conditions4 ,there is no question at all that the logging railroad is not adapted to small1 isolated and scattering tracts1 and to certain portions of larger operations4 ,there are almost innumerable tracts situated close to public highways1 or where temporary roads can be built1 which may be very serviceable during the summer months1 giving ample time to clean up the timber before wet weather sets in4 ,in such instances1 road construction and maintenance costs are of very minor importance4 ,in the larger operations and in the use of the motor truck as an auxiliary to railroad logging1 there are many opportunities for the reduction of logging costs4 ,however1 it is impossible to discuss these problems specifically in a paper of this kind4 ,they will need to be worked out on the ground with each case as a distinct problem4 ,the fundamental problems covered in this paper will serve as a basis for the more detailed problems that must be solved on the ground4 ,wherever the item of road construction is important1 it may be stated in general that the time required and the cost of building roads for motor trucks are very much less than for a logging railroad4 ,this is due to the lesser importance of grades1 curves1 ballasting1 bridges and other construction work1 all of which is much cheaper and takes less time4 ,in case a pole road is built the material found adjacent to the right of way can be utilized for what it costs to fell it4 ,from the standpoint of adaptability the motor truck is very flexible4 ,it can operate on grades and curves that are impossible with the railroad4 ,the whole logging equipment1 including the donkey engine1 can be loaded on the truck and trailer and easily moved from one setting to another4 ,by replacing the log bunk with a platform the truck can take out all the smaller marketable material1 such as shingle bolts1 poles and cordwood4 ,the modern truck can also be provided with the necessary equipment for use in snaking out the logs in stands of small timber and when used with a winch and an ,a shaped boom1 will load itself4 ,if the truck becomes mired in a mud hole1 the winch may be used to pull it out4 ,finally1 the item of fire risk is practically negligible4 ,,costs ,in order to arrive at definite figures as a basis for a comparison between railroad and motor truck transportation costs1 the following case is cited as an example representing average good conditions3#a ,a #e-ton truck with trailer was used1 operating on a seven and one-half mile haul over ordinary unpaved roads4 ,an average of four trips a day were made and the actual running expense for hauling was 4#ija_/b per thousand feet4 ,adding to this the overhead expenses of interest1 depreciation1 etc41 the total cost of hauling was #a4dd per thousand feet4 ,the statement of this cost is as follows3 ,,actual ,,cash ,,outlay ,,in ,,hauling #abh1dbj ,,board ,,feet ,,of ,,logs ,gasoline1 #bhd gallons 4#ai #ec4if ,oil1 #c gallons 4#fj #a4hj ,oil1 #bja_/b gallons 4#de #i4bc ,incidentals--,one electric light globe 4#ce ,hardware #d4jc ,blacksmith #c4jj ,driver1 #aa days #d4jj #dd4jj -------- ,total #aaf4cg #abh1dbj feet #aaf4cg1 or 4#ija_/b per thousand feet4 #a ,west ,coast ,lumberman4 ,nov4 #a1 #aiaf1 page #bff4 ,labor1 gas and oil have since advanced in cost4 ,,total ,,expense ,,of ,,hauling #abh1dbj ,,board ,,feet ,,of ,,logs ,investment3 ,chassis #d1ijj4jj ,trailer #gjj4jj ---------- ,total ,investment #e1fjj4jj ,,variable ,,charges ,gasoline1 #bhd gallons 4#ai #ec4if ,oil1 #c gallons 4#fj #a4hj ,oil1 #bja_/b gallons 4#de #i4bc ,tires1 4#jga_/b per mile on #fae miles #df4ab ,incidentals #g4dc ------- ,total variable charges #aah4ed ,depreciation 7based on #ae per annum on #e1fjj1 less #efj1 the cost of the tires1 or #e1jdj4jj7 #a4cdi ,interest on amortized value at #g 4#fc ,storage1 #e4jj a month 4#bj ,driver #d4jj a day #d4jj -------- ,total fixed charges #f4agi ,total variable charges #aah4ed ,total fixed charges at #f4agi a day for #aa days #fg4ig ------- ,total cost #ahf4ea #abh1dbj board feet of logs #ahf4ea1 or #a4dd per #ajjj feet4 ,following is a recapitulation of the work performed by a #e-ton logging truck1 ,jan4 #bj to ,jan4 #ca1 #aiaf1 inclusive4 ,the logs were hauled from ,o',neill's ,camp on the ,bothell-,everett road #ga_/b miles and dumped into ,lake ,washington at ,bothell4 ,date ,trips ,mileage ,no4 ,ft4 ,hauled ,gas ,used ,oil ,used #a_/bj_/af #d #fj #aj1gfh #cj #b4be #a_/ba_/af #d #fj #aa1hhh #bd #b4be #a_/bb_/af #d #fj #aa1gjg #cj #b4be #a_/bc_/af ,did not haul4 ,roads in bad condition4 #a_/bd_/af #d #fj #h1hid #cd #b4be #a_/be_/af #b #cj #e1bjj #af #ba4jj #a_/bf_/af #d #fj #af1agd #bi #b4be #a_/bg_/af #d #fj #aa1bgf #be #b4be #a_/bh_/af #d #fj #ae1ead #bf #b4be #a_/bi_/af #d #fj #ae1eaa #ca #b4be #a_/cj_/af #c #de #i1aeb #bj #cb4be #a_/ca_/af #d #fj #ab1ccf #ai #b4be -- --- ------- --- ----- ,total #da #fae #abh1dbj #bhd #bc4ej #b ,freight truck in the ditch4 ,four hours lost getting the road cleared4 #c ,two hours lost at the landing due to a spring slipping out of place1 which made it necessary to unload and load again4 ,many loggers who have used both the steam railroad and the motor truck claim that the latter is preferable in some cases and often is the only method by means of which logs can be gotten to the mill at a reasonable cost4 ,where the stand is scattered and of poor quality1 the building of a railroad is not practical4 ,in such a case the motor truck may offer the only solution4 ,the motor truck makes the best showing when hauling from one side4 ,with a two or three side operation the railroad is by far the more practical4 ,it must be remembered1 however1 that the railroad and the motor truck are not competitors in the logging industry--they are allies4 ,,rolling ,,stock ,,equipment ,in general two plans are followed in building a motor truck4 ,the first is to build a rigid truck so that it will resist all shocks and distortions that come from rough and uneven roads4 ,the second plan is to build a flexible body so that the chassis will give rather than resist when subjected to hard strains4 ,although the rigidly-built truck may be entirely satisfactory for most forms of trucking1 it is practically impossible to build one on the rigid principle that will stand up under the heavy strains to which a logging truck is subjected unless it is to be operated over good paved roads4 ,when only ordinary unpaved public roads are available1 flexibility is one of the most important characteristics to look for when selecting a truck4 ,where the operator is hauling over his own pole or plank road this consideration does not play so important a part1 as the road bed then is more likely to be free from holes and irregularities4 ,all makes of trucks are more or less alike in general construction1 differing only in minor details1 so that the personal whims of the buyer will largely determine the kind he will select4 ,it is advantageous to have as long a distance as possible between the driver's seat and the bunk over the rear axle1 in order to allow more of the load to be carried by the truck1 and less by the trailer1 giving better traction to the drive wheels1 but necessitating extra strong rear springs and axles4 ,the type of power transmission best suited to the use of the logging truck is a question that has received a great deal of attention4 ,there are three general methods of transmitting the power3 7#a7 by chain2 7#b7 by worm drive1 and 7#c7 by internal gear drive4 ,each has its advantages4 ,it is claimed by many that the chain drive saves many hours of shut-down time due to the fact that if anything breaks in the transmission1 it will be a link in the chain as this is the weakest point4 ,it is then only a matter of a few minutes to insert another link4 ,with the worm driven vehicle1 a break in the transmission requires an expensive shut-down before the matter can be repaired4 ,the worm drive1 on the other hand1 very seldom breaks if proper care is used4 ,the chain drive also allows the replacement of the sprocket with one of a larger or smaller diameter thereby giving a higher or lower gear ratio1 which cannot be done with the worm gear4 ,this seems to be of some advantage to an operator when changing his setting from one with a short haul and steep grades where a low gear ratio is required1 to one where the haul is long and fairly level1 and where speed in transit is an advantage4 ,on the other hand1 in starting on slippery grades or wherever the traction is poor1 the worm drive will give better traction than a chain drive because there is difficulty in taking up the slack that is always present in the chain before letting in the clutch fully4 ,the slightest jerk given to the wheels when the slack is taken up is likely to cause them to spin1 thereby losing all the tractive power of the drive wheels4 ,in the worm gear there is no slack to take up and the power can be applied more gradually1 thus reducing the chances of spinning the wheels and losing the traction4 ,the question of the weight of the truck used for logging purposes is not as important now as it will be in the future4 ,laws are being passed in nearly every state limiting the maximum weight to be carried on each wheel by trucks using state or county roads so that the total weight of the truck without load will be important4 ,when operating over state or county roads the load is limited to from #bdjj to #cjjj feet1 ,b4 ,m41 of ,douglas fir1 depending upon the locality4 ,in such cases1 it is an advantage to have a lighter truck1 say one of #ca_/b tons capacity4 ,by adding additional leaves to the rear springs of a truck of this capacity it may be made to carry a larger load than it would be possible to put on a #e-ton truck and still comply with the law4 ,the pulling power of the #ca_/b-ton truck and the #e-ton truck is practically the same so that the difference in dead weight between the two may be carried in a profitable manner by adding four or five hundred feet ,b4 ,m4 of logs4 ,another advantage of the lighter weight truck is speed4 ,the #ca_/b-ton truck is geared to make from #ad to #af miles an hour1 while the #e-ton truck is usually limited to from #aj to #ab miles an hour4 ,whenever the legal weight limit does not enter into the problem1 as in operating over a pole or plank road for the entire distance1 it is1 of course1 advantageous to carry the largest loads possible4 ,in such cases a #e-ton truck with an #ha_/b-ton trailer is the most profitable investment4 ,this allows a much larger load to be carried in proportion to the overhead charges4 ,the disadvantage of the #e-ton truck is that it is very heavy and unless the roads are good1 it will easily sink into the ground and cause trouble4 ,a common fault of the #e-ton truck today is the overweight of the front end1 which is too heavy for the width of tire on the front wheels4 ,this can be very easily overcome by the use of wider tires4 ,,life ,,and ,,depreciation ,the life of a truck is directly proportional to the care that it receives1 hence1 a good driver is a most important consideration4 ,if the right man can be secured his wages should be a secondary consideration4 ,the charge to be made for the depreciation of a truck is an uncertain question4 ,some loggers figure on the basis of four and a half years1 others on as much as seven years4 ,the depreciation charge on a truck used in the logging industry should depend largely upon the type of road over which it is operated4 ,loggers in general over-rate the life of their equipment because they do not fully realize the severity of the work4 ,over a fore and aft plank road or a cement road1 where the jar and vibration are reduced to a minimum1 the wear and tear on the equipment is very much less than where the truck is operated over a cross-plank road or an unpaved public road4 ,the matter of depreciation1 then1 will depend largely upon the type of road over which the truck is to operate4 ,in general a four-year depreciation charge less #be sale value at the end of that time should be used as a basis for figuring costs unless the hauling conditions are very favorable4 ,only under very rare circumstances should more than four years be allowed4 ,it should be remembered that the depreciation on a truck is very heavy during the first year1 and the sale value at the end of a year is only half the original price4 ,many truck operators now hauling over good roads who are depreciating on the basis of five years say that a four-year depreciation would be more nearly correct4 ,another factor in favor of a four-year depreciation charge is that methods of logging are changing constantly and that trucks in that time may be improved upon to such an extent that the use of the old equipment would be unprofitable and inefficient4 ,illustration3 ,swivel bunk on truck equipped for motor truck logging4 ,the base on which the bunk rests is made of two heavy timbers about #ah inches by #bd inches in section and #d feet long1 bolted together and clamped to the frame of the truck by means of heavy ,n-bolts1 7,d74 ,the bunk is fastened by a king-pin 7,e7 to the base and is free to rotate upon a steel center plate and two side-bearing plates 7,f74 ,,insurance ,the insurance rates on trucks depend upon the use to which they are put4 ,the insurance usually carried by loggers covers fire and theft1 although some companies also carry liability and either collision or property damage insurance4 ,the equipment can be insured for only ninety per cent of its value4 ,fire and theft insurance is based upon the list price of the truck and body when new and the usual premium for the logging truck is one dollar for every hundred dollars of insured value4 ,theft rates on the trailer are based on a flat charge of twenty-five cents per hundred dollars of insurance taken1 regardless of age1 list price1 etcetera4 ,collision insurance is based upon the list price of the equipment and covers full value at the time of loss of the damage to the truck by colliding with anything movable or immovable4 ,the liability rate for logging trucks is #cc4ge and is based upon occupation alone4 ,this covers the public as well as the employee and is limited to #e1jjj for one person and #aj1jjj for two persons or more4 ,the property damage rate for logging trucks is #ac4ej1 and covers the damage done to the property of others4 ,it is arrived at in the same way as liability insurance4 ,the usual limit for property damage is #a1jjj4 ,,truck ,,equipment ,bunks4 ,all trucks for use in log hauling are equipped with a patent bunk over the rear axle on which the logs rest 7see illustration on page #ac74 ,this is essentially a steel ,i-beam 7,a7 which grips the logs so that they will not slip4 ,at each end of the bunk are ,v-shaped iron chock-blocks 7,b7 held by chains which run under the ,i-beam and are fastened by an iron gooseneck hook 7,c7 so that the load is kept from spreading4 ,these blocks may be adjusted to any width of load4 ,the whole bunk is mounted on a swivel so that it will turn with the logs when rounding a sharp turn in the road4 ,when dumping the logs at the landing1 each block is loosened from the opposite side so that the danger of the logs rolling off on the men is greatly lessened4 ,tires4 ,solid rubber tires are generally conceded to be the best suited for the heavy duty required in logging4 ,the use of steel tires is rapidly declining4 ,the jar on the equipment is in itself enough to condemn their use4 ,rubber tires double the mileage of a day's work1 more than double the life of the equipment1 allow the weight of the equipment to be cut in half1 and work well on dirt1 cement1 or any other type of road4 ,the saving on the life of a pole or plank road by the use of rubber tires is also an item of considerable importance4 ,there are three general types of solid rubber tires in use on the logging truck3 the so-called giant tires1 the duals1 and the non-skid or caterpillar tires4 ,it is a question as to which of the three is the best4 ,traction for the drive wheels and also for the trailer wheels1 if the latter are equipped with brakes1 is the problem to be solved4 ,the duals are satisfactory with light loads and easy grades1 on cement1 brick1 or other perfect surface road1 but when the haul is heavy and the braking difficult on account of heavy grades1 the larger single-tread giant tires are more efficient4 ,during dry weather it is safe to work with the single-tread tires on grades as high as nine or ten per cent1 but in wet weather a seven per cent grade should be the maximum unless some extra means are taken to secure traction1 and even then the wheels will skid if particles of soil get on the surface of a plank road1 unless chains are used or the wheel is wrapped with a light cable4#d ,for very heavy-duty trucking1 where resiliency and long service are prime considerations1 the giant type is rapidly superseding the old dual type as the former contains more rubber and gives more mileage with the least truck vibration4 #d ,west ,coast ,lumberman4 ,october1 #aiai4 ,page #be4 ,the non-skid or caterpillar tire may well be used on heavy grades or where the traction is very poor1 the general opinion being that it gives a firmer grip on the road and makes it safer to handle the truck in wet weather4 ,there is no standard width of tread for truck wheels4 ,the widths usually used on the drive wheels of the logging truck and the wheels of the trailer are twelve and fourteen inches1 respectively4 ,the use of tires of smaller width on either trailer or truck cannot be recommended4 ,the wider the tires on the trailer1 the better it is both for the life of the equipment and for ease in handling the load4 ,when the surface of the giant tires becomes worn down so that the grooves become very shallow1 it is desirable to have the tires re-grooved4 ,they will last a great deal longer if this is done and will also give better traction on the road4 ,the groove makes the tire lobes act separately on the uneven places in the road so that only one lobe is subjected to the strain of the irregularities instead of the whole tire4 ,this is also true with reference to the strains that are set up internally due to the twisting of the rubber4 ,,laws ,,governing ,,the ,,operation ,,of ,,motor ,,vehicles ,the ,laws governing the operation of motor vehicles upon the public highways of the ,state of ,washington are contained and summarized in ,senate ,bill ,no4 #bbj1 ,session of #aiba of the ,legislature of the ,state of ,washington4 ,they include the following provisions governing the operation of motor trucks and trailers3 7a7 ,chapter #aec of the laws of #aiac and ,chapter #adb of the laws of #aiae are repealed4 7b7 ,motor truck vehicles weighing less than #a1ejj pounds must pay an annual license fee of ten dollars 7#aj4jj72 ,trucks weighing more than #a1ejj pounds and not to exceed #f1ejj pounds1 ten dollars 7#aj4jj7 plus forty cents per hundredweight for all in excess of #a1ejj pounds and in addition thereto fifty cents per hundredweight at the rated carrying capacity4 ,motor trucks weighing more than #f1ejj pounds must pay a license fee of ten dollars 7#aj4jj7 plus fifty cents per hundredweight for all in excess of #a1ejj pounds and in addition thereto fifty cents per hundredweight at the rated carrying capacity4 ,trailers used as trucks shall be classified and rated as1 and shall pay the same fees as hereinbefore provided for motor trucks of like weight and capacity4 7c7 ,no vehicle of four wheels or less whose gross weight with load is over #bd1jjj pounds is permitted to operate over or along a public highway4 ,any vehicle having a greater weight than #bb1djj pounds on one axle1 or any vehicle having a combined weight of #hjj pounds per inch-width of tire concentrated upon the surface of the highway 7said width of tire in the case of solid rubber tires to be measured between the flanges of the rim7 is also barred by the provisions of this law1 with the following exception3 ,,provided1 that in special cases vehicles whose weight including loads whose weight exceeds those herein prescribed1 may operate under special written permits1 which must be first obtained and under such terms and conditions as to time1 route1 equipment1 speed and otherwise as shall be determined by the director of licenses if it is desired to use a state highway2 the county commissioners1 if it is desired to use a county road2 the city or town council1 if it is desired to use a city or town street2 from each of which officer or officers such permit shall be obtained in the respective cases4 ,provided1 that no motor truck or trailer shall be driven over or on a public highway with a load exceeding the licensed capacity4 ,chain ,drive4 ,trucks equipped with a chain drive should be supplied with an extra set of chains so that they may be changed and cleaned every week4 ,to clean the chains1 they should be soaked in kerosene which removes the dirt1 grease and gum that has accumulated4 ,by doing this the life of the chains will be quadrupled4 ,the small amount of time that it takes will pay4 ,top4 ,the truck should come equipped with a top over the driver's seat that is easily detachable4 ,in bad weather the driver should be protected from the elements1 but the top should be removed in good weather as it is in constant danger of being broken during loading4 ,many operators leave the top off entirely and the driver must dress for the weather4 ,a good demountable top will add to the comfort of the men and often helps to keep a good man at his job4 ,,trailers ,the development of the trailer has made motor truck logging practical4 ,every truck has greater tractive power than it can utilize in the propulsion of the ordinary load4 ,its limitations are due to a short-bulk carrying capacity and not to any lack of pulling power4 ,the ordinary truck has a draw-bar pull of #bfjj pounds4 ,the draw-bar pull per ton of load varies from the minimum of #ej pounds on a level pavement to #bej pounds on a level dirt road1 depending upon the character of surface4#e ,twenty pounds of additional pull are required for each degree of gradient4 ,for example1 a fore and aft plank road offers a resistance of about #fj pounds pull to a ton of load4 ,if this were located on a seven per cent grade1 it would require a #fj pound pull to overcome the load resistance plus seven times twenty or #adj pounds additional pull for the grade1 a total of #bjj pounds to pull one ton4 ,dividing #bfjj1 the draw-bar pull of the truck1 by #bjj1 the resistance offered by road and grade1 gives #ac tons as the load that can be pulled by the truck over this surface and grade4 ,as this must include the weight of the trailer1 which when equipped for logging is about three tons1 it leaves a total of #aj tons that the truck can pull4 ,this is equivalent to about #cjjj feet ,b4 ,m4 of ,douglas fir logs1 the average load that is hauled4 ,while such an adverse grade as cited in this illustration is avoided if possible with a loaded truck1 the illustration will serve to show the pulling capacity of the truck4 ,the hauling of loads of this size would be impossible without the use of the trailer4 ,the normal load1 then1 may be increased two1 three1 or even four times1 by the use of the trailer1 over the maximum load that can be carried by the truck alone4 #e ,operating ,cost of ,motor ,truck ,computed4 ,timberman4 ,feb41 #aiah4 ,page #fj4 ,objection to the trailer that it tends to shorten the life of the truck is hardly worth consideration4 ,according to a careful analysis it has been estimated that the use of the trailer does not shorten the life of the truck by more than one year1 which is of little consequence when the saving due to the size of the load that can be carried is taken into consideration4 ,description of the ,trailer3 ,the frame of the trailer is constructed of heavy steel channel bars which support the twin bunks used for logging1 and for the substructure to carry the body when used for other service4 ,the steel frame is supported by semi-elliptic springs held by shackles similar to those of the truck4 ,the springs rest securely upon the axle1 are clamped to it by ,u-bolts1 and are relieved from side stresses by radius rods which connect the axle to the frame4 ,the trailer is coupled to the truck by a reach which is passed through guides secured to the hounds of the trailer4 ,the latter may slide upon the reach and is held in the desired position with reference to the truck by means of clamps4 ,the hounds are located fore and aft of the axle and are connected to it by steel plates4 ,the square reach is more favored generally by loggers than the round type for the reason that it can be more easily adjusted1 particularly the round reach that is cut in the woods1 which is irregular and has to be clamped very tightly in order to make it stay in place4 ,holes bored through the square reach makes the adjustment easy4 ,combination steel and wood reaches1 the sides being of channel iron and the center of wood1 are favored by some operators4 ,the twin bunks of the trailer carry the load in balance upon the axle independent of the reach1 thereby relieving the reach of all vertical stress4 7,see illustration below74 ,the rear bunk is just an ordinary wooden affair designed only to help support the weight of the logs4 ,the front bunk is of the same construction as the one on the truck 7described above7 and serves to hold the load in place4 ,illustration3 ,type of trailer adapted for heavy ,pacific coast logging4 ,the trailer is guided through the reach directly to the axles1 thus relieving the springs and frame from side stresses4 ,the springs and their suspension from the frame permit a limited movement of the frame and the load independent of the wheels and axles and vice versa4 ,this enables the wheels to pass over an obstruction or drop into a hole without subjecting the trailer to shocks that would otherwise ensue4 ,other types of trailers are used to a limited extent4 ,the trailer described above was evolved by local engineers and is in almost universal use in motor truck logging operations4 ,brakes4 ,all trailers should be equipped with brakes when negotiating heavy grades4 ,a device connecting the trailer brakes to the truck permits a ready control from the driver's seat on the truck4 ,the brake outfit is easily attached to the truck and consists of a ratchet and lever which winds a one-quarter inch cable on a small drum4 ,the cable winds around a second drum which is attached to the frame of the truck about six feet back of the driver's seat4 ,a third drum in the center of the chassis attached to the shaft of the second drum winds a cable which goes to an equalizing bar just in front of the trailer brake4 ,as the ratchet and drum are tightened1 the motion is transmitted through the second and third drums to the equalizing bar4 ,two arms extend from this bar to roads which when pulled forward1 move a bar attached to the road in such a way that the brake band in the inside of the brake shoe is extended against the shoe1 applying the brakes evenly to each wheel no matter how uneven the road-bed or how sharp the curve4 ,a spring attached to the reach clamp pulls back the equalizing bar when the brakes are released4 ,a heavy spring on the drum in the center of the shaft on the truck allows for curves so that an even pressure is always maintained4 ,the use of a trailer equipped with brakes will do away with the numerous devices for snubbing a load of logs down a grade not steeper than twelve per cent4 ,grades up to this degree of steepness are safe to operate over in dry weather without added braking power if the trailer is properly equipped4 ,a simple and it is claimed an effective air brake for motor trucks and trailers is now being marketed by an air-brake concern of ,san ,francisco but it has not yet been tried out in the logging industry4 ,braking action is secured by means of a diaphragm and pressure plate4 ,the diaphragm is directly connected to the brake-band lever4 ,no air compressor is used in this system4 ,a small air receiver or storage tank takes the spent gases from one of the cylinders by utilizing the outlet afforded by a priming cock4 ,the brakes are applied by a control system mounted on the steering column4 ,by means of a quickly adjusted hose connection1 air can be applied to the wheels of the trailer using the control which governs the braking of the truck4 ,the air pressure in the storage tank is automatically maintained by means of an accumulator valve which closes when the tank pressure reaches #aej to #age pounds4 ,if the tank should be empty at the top of a long grade1 sufficient pressure is generated by the compression of the engine to operate the brakes4 ,opening the throttle to full emergency position will apply maximum braking effect without sliding the wheels4#f #f ,air ,brakes for ,trucks4 ,timberman4 ,march1 #aibj4 ,page #dh;g4 ,this system has not been tried out under the conditions as found in the woods but if it can be made to work satisfactorily it will be a big improvement over the old system as the driver will then have instantaneous control over the load at all times4 ,,life ,,and ,,depreciation ,the life of the trailer is about the same as that of the truck1 and in depreciation1 a period of four years is usually allowed4 ,the maintenance and upkeep of the trailer is very low4 ,it rarely gives out and with the ordinary usage requires only a few minor repairs every two or three years4 ,,cost ,,data ,the items of expense are here segregated in such a manner that they may be used as a basis for figuring the cost of hauling logs under average conditions4 ,these costs are for the truck and trailer as a unit4 ,if a road has to be built1 the overhead charge of the road per thousand feet of timber hauled over it together with the cost of upkeep must be added to the figures given below in order to know the total cost of transportation per thousand feet4 #cjjj ,,foot ,,capacity1 ,,outfit ,,complete ,the following figures are for a #ca_/b-ton logging truck with a #e-ton trailer4 ,the figures are based upon a #bge working day year4 ,cost of equipment 7as a basis7 #fgjj4jj ,less resale value at expiration of #d years at #be of the original cost #afge4jj ,less cost of tires1 #b--cf x #f #adj4ej #d--dj x #ab #ggf4jj #iaf4ej -------- -------- ,total #iaf4ej #beia4ej #beia4ej -------- ,basis for computing #dajh4ej ,,running ,,expenses ,,per ,,mile ,per ,mile ,tires1 based on a cost of #iaf4ej and a life of #hjjj miles 4#aade ,gasoline1 four miles to a gallon 4#bh per gal4 4#jg ,oil and grease 4#jb ,general repairs 4#jc -------- ,total running expenses per mile 4#bcde ,,fixed ,,charges ,,per #bge ,,working ,,day ,,year ,depreciation1 based on #be per year on #dajh4ej #ajbg4ab ,interest on money invested at #f 7figured on truck less cost of tires7 #cdg4ja ,driver at #g4jj a day #aibe4jj ,license #bg4jj ,insurance1 ,fire1 ,theft and ,liability based on #a a hundred on #ij of the value of the new truck for fire and theft1 and a flat rate of #cc4ge for liability #ij4ge ------- ,total fixed charges for #bge day year #cdaf4hh ,total fixed charges per day #ab4dah ,,total ,,expenses #cj #dj #ej #fj #gj miles miles miles miles miles ,uniform variable charges #g4jce #i4ch #aa4gbe #ad4jg #af4dae ,fixed charges #ab4dah #ab4dah #ab4dah #ab4dah #ab4dah ,total charges 7per day7 #ai4dec #ba4gih #bd4adc #bf4dhh #bh4hcc ,total cost per mile1 loaded one way only 4#fdh 4#ede 4#dhb 4#dda 4#dab ,total cost per #ajjj ft4 per mile with #cjjj ft4 to the load 4#baf 4#aha 4#afj 4#adg 4#acg #djjj ,,foot ,,capacity1 ,,outfit ,,complete ,the following figures are for the #e-ton logging truck equipped with an #ha_/b-ton trailer1 based on a #bge working day year3 ,cost of equipment 7as a basis7 #gfjj4jj ,less resale value at expiration of four years at #be of original cost #aijj4jj ,less cost of tires3 #b--cf-;in4 x #f-;in #adj4ej #d--dj-;in4 x #ad-;in #ibc4jj -------- ,total #ajfc4ej #ajfc4ej -------- #bifc4ej #bifc4ej -------- ,basis for computation #dfcf4ej ,,running ,,expenses ,,per ,,mile per mile ,tires1 based on cost of #ajfc4ej and a life of #hjjj miles 4#abi ,gasoline1 #ca_/b miles to the gallon 4#bh per gal4 4#jh ,oil and grease 4#jb ,general repairs 4#jce ------ ,total running expenses per mile 4#bfd ,,fixed ,,charges ,,per #bge ,,day ,,year ,depreciation1 based upon #be per year on #dfcf4ej #aaeg4ac ,interest on money invested at #f 7figured on equipment less cost of tires7 #cib4ai ,driver at #g4jj a day #aibe4jj ,license #bg4jj ,insurance1 fire1 theft and liability1 based on #a a hundred on #ij of the value of the new truck for fire and theft1 and a flat rate of #cc4ge for liability #aja4ge ------- ,total fixed charges for #bge day year #cfjc4jg ,total fixed charges per day #ab4ib ,,total ,,expenses #cj #dj #ej #fj ,uniform variable charges per miles miles miles miles mile 4#bdg #g4ib #aj4ef #ac4bj #ae4hd ,fixed charges per day #ab4ib #ab4ib #ab4ib #ab4ib ,total charges per day #bj4hd #bc4dh #bf4ab #bh4gf ,total cost per mile loaded one way only 4#fid 4#ehg 4#ebb 4#dgi ,total cost per #ajjj feet per mile with a #djjj foot load 4#agc 4#adf 4#acj 4#aai ,the above costs will be found to be approximately correct for average operations4 ,they will vary somewhat with the road conditions1 loads1 grades1 and the efficiency of the driver4 ,these variations1 however1 will be slight4 ,they will not amount to more than one cent per thousand feet per mile of haul4 ,the investment pays the owner six per cent and provides renewals for all time4 ,the interest charge is based on the total cost of the equipment less the cost of the tires4 ,the tire cost is deducted in figuring the interest charges because this item is covered under running expenses4 ,the resale value of the truck at the end of four years is not deducted from the interest charge1 because this sum is tied up for that length of time4 ,renewal for the equipment is taken care of by the creation of a sinking fund based on an average life of four years4 ,theoretically1 on a #e-ton truck1 #aaeg4ac is put aside each year for four years at the expiration of which time the aggregate of these savings together with the resale value of #aijj1 automatically provides for the purchase of new equipment4#g #g ,timberman4 ,feb41 #aiah4 ,page #fj4 ,a fifty-mile haul may be used as an illustration for figuring the total running expense of the #e-ton truck4 ,this means that the truck makes trips enough to total fifty miles for the day's run4 ,the cost per mile1 including gasoline1 oil and repairs is #bf4d cents4 ,it will1 therefore1 cost #ac4bj for the fifty miles4 ,to this amount must be added #ab4ib1 daily overhead charge1 making a total of #bf4ab for fifty miles traveled or #eb4b cents a mile4 ,with an average load of four thousand feet the cost will be #ac4j cents per mile per thousand feet4 ,a glance at the table will show that the greater the mileage and the larger the load1 the less will be the overhead expense and consequently the cost per mile per thousand feet4 ,to these items must be added the cost and maintenance of the road if one has to be built4 ,,road ,,construction ,the question of the kind of road for hauling logs with the motor truck is a very important one4 ,it is impossible to move a fifteen-ton load day in and day out unless there are good roads1 and no motor truck operation of reasonably large proportions can be successfully maintained without a road that is well constructed and which will not give way during any kind of weather1 under the loads that are carried4 ,one cannot successfully and continuously operate on dirt or even gravel roads as they are good only when dry4 ,good roads are as important to the motor truck operator as the railroad is to the transportation of logs by rail4 ,the big handicap in motor truck logging in the past has been poor roads4 ,the same man who will survey1 grade1 carefully lay and ballast the steel for a logging railroad will many times put a truck and trailer on a poor dirt road and expect the truck to haul economically and satisfactorily4 ,a motor truck will haul over some mighty poor apologies for roads but it does not pay4 ,a good road is an excellent investment4 ,it makes larger loads and more trips a day possible1 will save on tires and repairs1 and will require less gasoline to the mile2 the efficiency and output will be increased and the time and operating costs will be decreased4 ,illustration3 ,sub-grade for motor truck logging road4 ,there have been some very successful operators who have secured a small body of timber at a low price on a public road who made the motor truck pay without building a road4 ,this method of logging in a small way will continue to be carried on by small operators who will haul only during three seasons of the year or even less4 ,however1 the big future for the motor truck for logging is in the larger tracts of timber where it would not pay to put in a railroad but where a good type of motor truck road can be built cheaply and loads as large as the truck can handle be carried with no road restrictions as to the weight4 ,in general four types of roads are used by loggers3 7#a7 the cross-plank road1 7#b7 the fore and aft pole road1 7#c7 the fore and aft plank road1 and 7#d7 the cement road4 ,the puncheon road is a modification of the fore and aft plank road and will be taken up with the latter4 ,the methods and cost of construction1 the advantages and the disadvantages of these various types of roads follow in detail4 ,sub-,grade3 ,the sub-grade is put in the same way for each type of road4 ,the average width of the truck is seven feet and six inches1 calling for a road about eight and a half feet wide1 so that the sub-grade should be twelve feet in width4 ,an illustration of the amount of grading necessary is shown on page #be4 ,too much care cannot be taken in the matter of ditches for draining4 ,in a rainy climate1 the water should be carried away from the hill side of the grade every fifty feet4 ,cross-,plank ,road3 ,the cross-plank road is constructed by laying cull ties on hewn poles lengthwise of the road4 ,three rows1 four feet apart are used and second grade ten foot plank1 six inches thick and of random widths1 are securely nailed to the ties4 ,great care must be taken to have the ties laid fairly smooth if the road is to be even4 ,plank less than six inches in thickness should not be used as the thinner ones very soon crack and go to piece under the excessive jar and vibration4 ,this is a very expensive road to build as it wastes material4 ,six thousand feet of lumber is necessary for every hundred foot station1 at a cost of #bbb a station for the material alone1 without considering the cost of laying it4 ,the maintenance cost also is very heavy because the nails pull out as a result of the vibration caused by the truck4 ,this type of road is used only over short stretches1 such as swampy ground in connection with the dirt road1 and on steep grades and sharp turns in connection with the pole or plank road4 ,the ,esary ,logging ,company at ,camano ,island1 ,washington1 put in a cross-plank road for a short distance on a sharp curve and a steep grade1 to see how it would affect the traction4 ,it was found that cross planking was not necessary on curves where the grade is ten per cent or less when coming down with a load1 providing trailer brakes are used4 ,in the future the company will not use this type of road unless grades above this maximum are encountered4 ,it is impossible to lay a cross-plank road smoothly because the stringers settle and make the road bumpy4 ,the resulting jar on the equipment and the fact that these stretches have to be taken at a much reduced speed1 furnish ample reason to condemn its use4 ,the only real use for a cross-plank road is to secure better traction on grades exceeding ten or twelve per cent1 and then it should be laid with a space of about one inch between the planks4 ,even in such cases it would be better to use some other method for securing traction1 such as sanding the track or winding the drive wheels with a light cable4 ,the waste of material and the excessive vibration limit the use of this type of road4 ,fore and ,aft ,pole ,road4 ,in the fore and aft pole road1 poles from twelve to fourteen inches in diameter are hewn on one or more faces and laid longitudinally with the road1 with one or more logs for each wheel track4 ,this type of road is commonly used by motor truck loggers and is one that lends itself readily to their use4 ,it is the most practical road that can be built unless there is a small saw-mill handy to saw planks for the fore and aft plank road4 ,the smaller material growing along the right of way is used at an expense of only what it costs to fell it1 hew it and put the poles in place4 ,hemlock poles may be used to advantage4 ,some operators use the single large pole placed on cross-ties eight or ten feet apart and use lighter eight-inch poles placed on the outside for a guard rail to keep the truck from leaving the track4 ,the main pole is laid in a ditch about eight inches deep1 leaving it half buried4 ,this helps to keep the poles from spreading and increases their firmness and strength4 ,the pole is notched into the cross-ties1 which are made of logs not less than eight inches in diameter1 and is securely nailed or bolted to prevent it from rolling4 ,the outside guard rail is laid on the surface of the ground close to the main track and is securely braced from the outside by means of posts sunk into the ground or it may be spiked to the main pole or to the ties4 ,when running with the trailer on this narrow type of road1 the guard rail is very necessary4 ,after the poles have been laid1 the sub-grade should be ditched in the center deep enough to carry away the water that falls in the middle of the road4 ,the success of the road depends to a large extent upon good drainage4 ,the ,meicklejohn and ,brown ,logging ,company near ,monroe1 ,washington1 operate over a pole road with three poles for each wheel4 ,the poles are from ten to twelve inches in diameter at the small end and are hewn to a six inch face1 giving an eighteen inch bearing surface for each wheel4 7,see illustration on page #bi47 ,the minimum sized pole that should be used for roads of this character is one eight inches in diameter at the small end4 ,the road is constructed the same way as the single pole road and the poles are laid on cross ties twelve inches in diameter placed from eight to ten feet apart4 ,where the road is off the ground as when crossing over a small depression1 these sleepers must not be over five feet apart4 ,the guard rails at this operation are held in place by means of a wooden brace nailed from each end of the rail to a near-by stump4 ,the ends of the poles used for the track are adzed so that they match evenly4 ,by breaking the joints and hewing them the road presents a level surface with no bumps4 ,in planning the curves1 it is necessary to make the tracks somewhat wider than on straight stretches in order to keep the trailer from running off4 ,the track should be three feet wide on sharp curves and provided with a stout guard rail if there is any danger of the truck leaving the track4 ,the curves are banked on the opposite side from that used on railroad curves4 ,that is1 the inner rail is raised about three inches4 ,this is to throw the load to the outside away from the inner guard rail1 making it easier to make the turn without the rear wheels binding4 ,in this way a #ce degree curve may be negotiated with forty or fifty foot logs4 ,as the curves have to be passed at a much reduced speed1 there is little danger of the logs rolling off due to the raised inner rail4 ,the grading for a road of this construction is usually light4 ,the grades should1 if possible1 be kept below five per cent4 ,a truck will operate better on a ten per cent grade in dry weather than on a five per cent one in wet weather4 ,on a road of this type1 grades up to ten per cent can be operated over unless there is snow4 ,when the grades are above this and the weather is wet1 traction still may be secured by sanding the road or by tacking an old half inch steel cable to the road in the form of a figure s4 ,if this is sanded in addition1 the truck may safely be taken up a steeper grade than it would be safe to bring it down without sanding4 ,the pole road could be greatly improved by hewing the faces of the poles where they come together side by side so that an even fit is made4 ,the details of this improved form of construction are shown in figure #a1 page #cj4 ,illustration3 ,the most common type of motor truck logging road--a fore-and-aft pole road4 ,illustration3 ,figure #a4 ,cross section of pole road4 ,scale--#a inch equals #b feet4 ,at the present time this is not done and there are one or more ruts in the surface of the road due to the rounding off of the poles where they are placed side by side4 ,the front wheels of the truck are constantly dropping into these ruts1 tending to spread the track apart and making it harder for the driver to steer4 ,the tires also suffer from uneven wear4 ,with this deep groove in the track1 a certain amount of the traction of the rear wheels is also lost4 ,hence a much better road would be one with the inner faces of the poles hewn so that a tight fit is secured4 ,this road can be built of two large poles or three smaller ones to give a flat track two and a half feet wide for each wheel4 ,laid nearly flush with the ground the guard rail can be eliminated with this width of track1 except on sharp curves and other locations where there would be danger if the truck left the track4 ,on such a road the traction will also be increased1 better time can be made1 the truck will be easier to steer and hence safer to operate1 and there will be less wear on the tires4 ,such a road can be very easily and cheaply built by bringing in a portable sawmill and slabbing the material on two sides to the desired face4 ,the life of a good pole road is from three to four years if kept in good repair4 ,the maintenance cost is very light if the road is properly constructed in the first place1 consisting chiefly in removing a pole here and there that shows signs of too much wear1 and in bracing guard rails where they weaken4 ,the use of two or three hewn poles laid lengthwise for each wheel without cross-ties does not pay as the poles soon get out of place even when trenched1 and the loss of traction due to the irregularities and of time and money in the upkeep of such a road more than justifies putting in a good road in the first place4 ,the cost of a fore and aft pole road varies with the accessibility of the material and the cost of the labor4 ,in the past they have been built for as low as #bjjj a mile1 but with the present prices costs will range from #ejjj to #gjjj a mile4 ,one company within the year contracted the grading and construction of the road for #gj a hundred foot station1 not including the cost of clearing and chunking out the right of way4 ,the total cost was about #abe a station or #ffjj a mile4 ,some of the advantages of the pole road are that it is tough and strong and does not crack1 split or break easily so that if it is properly put in it lasts and requires but little maintenance4 ,the material for its construction is found along the right of way and being small in diameter is less expensive than other road materials4 ,fore and ,aft ,plank ,roads4 ,this type of road is constructed by placing cross-ties from eight to ten feet apart1 center to center1 upon which are placed lengthwise for each wheel1 two or three sawed timbers not less than six inches in thickness and from twelve to fifteen inches in width4 ,a good road of this type will deliver #aej million feet of logs at a conservative estimate4 ,the grading is usually light and in many places entirely unnecessary4 ,second-grade six by eight ties with the eight inch face placed down1 or hewn poles are laid about eight feet apart4 ,where the road bed is soft1 the ties are placed closer and in some places as near as two and a half feet apart4 ,over very swampy ground1 the road known as the fore and aft puncheon road is used4 ,it consists simply of cedar puncheon placed crosswise of the road with the usual planking nailed securely to it4 ,the plank used should never be less than six inches in thickness in the main road as it has been proved that four inch plank very soon give way under the heavy loads4 ,on the spur lines it is practicable to use four inch plank because the road is used only a short time4 ,the total width of the road is eight feet and the plank are laid on top of the ground1 but if they are sunk nearly to the level of the ground the road is made considerably more firm and enduring1 and of course is safer4 ,the ends are adzed smooth to present an even surface1 drift-bolted to the ties1 and all joints broken4 ,the plank in the track are kept together by means of a three by four inch timber driven tightly between the tracks on top of the cross-ties at each joint1 and a block nailed to the outside of the tie at each joint with a wedge-shaped piece of wood driven between it and the plank4 7,see illustration on page #cc47 ,this wedge is driven in from time to time as occasion may demand4 ,if1 in addition to this construction1 dirt or gravel is filled in the center to the level of the track1 the road is made very solid4 ,illustration3 ,fore-and-aft plank road with wedges on cross ties to facilitate the re-aligning of the planks4 ,with a good road of this type and a bearing surface of thirty inches1 the trouble and expense of a guard rail may be eliminated4 ,when a light truck is used for a small body of timber such a wide and heavily constructed road is not practical4 ,in this case1 a four inch plank with a fifteen inch surface and an eight inch pole for a guard rail would be used4 ,here again the track must be made wider on the sharp curves1 often as wide as three and a half feet4 ,usually1 the inner rail is made wider than the outer one4 ,on very sharp curves the track may have to be planked solid to keep the trailer from running off4 ,by sawing out chips from one-half to one inch wide two-thirds of the way through the plank1 and about six feet apart on the inner side1 a long plank may be bent around quite a sharp curve4 ,the ties1 of course1 should be placed so as to allow the cut sections of the plank to rest squarely on them4 ,this does away with the short pieces and so strengthens the track4 ,the company logging at ,camano ,island1 ,washington1 operates over a road of this type1 an illustration of which is shown on page #ch4 ,the difficulties encountered in the construction of this particular road were very considerable as a cut through very hard shale1 in some places as much as seven feet1 was necessary4 ,the maintenance on this road is heavier than is usual4 ,two men are employed to work on it continually4 ,the work consists of blocking up the loose ties and plank1 making any necessary repairs and keeping sand and gravel on the steep grades4 ,the cost of this work is good insurance as it keeps the road in the best of condition at all times and saves on other operating expenses4 ,illustration3 ,detailed view of fore-and-aft plank road1 showing method of wedging4 ,cost4 ,the first cost of a road of this type is high but it more than pays in the long run if a large body of timber is to be hauled over it4 ,the timber used in its construction amounts to about #afj thousand feet per mile4 ,second grade material can be used at a cost of approximately #e1ejj a mile for the plank4 ,the total cost per mile varies from #f1jjj to #h1jjj4 ,the plank road at ,camano ,island cost #bj1jjj for two and three-quarter miles1 which includes the cost of the plank1 the grading and labor of putting the plank in place4 ,this is at the rate of about #g1bge a mile1 or approximately #ach a hundred foot station4 ,the overhead charge for the road at this operation is 4#ge a thousand feet of timber hauled over it4 ,plank roads of lighter construction have been built for #d1jjj a mile4 ,the length of life is about the same as that of a pole road1 three to four years4 ,the fore and aft plank road is one of the best roads that can be put in where the timber is of sufficient quantity to justify the expense4 ,the big advantage is the speed that can be made and the saving in the equipment4 ,such a road is very free from bumps and the jar and vibration on the truck is no greater than on a city pavement4 ,the depreciation on a truck depends to a great extent upon the road operated over4 ,with the above type1 depreciation on the truck will not be less than five years4 ,in addition1 tire mileage will be double that obtained over a pole road1 and the gasoline and repair expense will be very materially cut4 ,owing to the very small vibration1 a load of logs can be brought to the landing as fast as it is safe to let the truck glide on a down grade4 ,speeds as high as #bj miles an hour can easily be taken without excessive vibration4 ,the traction is greater on this type of road than it is on the pole road1 due to the greater bearing surface4 ,traction on grades up to #ab is easily secured by sanding the plank4 ,concrete ,roads4 ,concrete has been suggested as an ideal road material4 ,however1 up to the present time1 loggers have not been very enthusiastic about this type of road on account of the cost of construction1 which is somewhat more expensive than the other types of roads1 and on account of the permanence of the finished road which is beyond that needed4 ,to the writer's knowledge1 there is no company operating in the ,northwest over a concrete road of their own building4 ,in the future such roads may be used to a limited extent on the main haul by companies which have operations extending over at least a five year period4 ,the spur roads will probably always be of some other material4 ,in building such roads two tracks of concrete1 one for each wheel are provided4 ,the sub-grade should be well ditched in the center with cross ditches every fifty feet1 as is done with the pole road4 ,it has been suggested that the ditches holding the track be six inches deep and twenty-six inches wide4 ,they are filled to the top with concrete and built with a lip four inches high and four inches wide along the outside on top of the main surface to serve as a guard rail4 ,no forms are necessary except for the guard lip4 ,a word of caution here may not be amiss4 ,concrete roads of this nature must be regarded as only experimental1 for no specific data are available for determining the proper section of concrete to be used for carrying heavy loads on so narrow a bearing surface4 ,it is evident that the carrying capacity of such strips of concrete would be greatly affected by the character of the sub-base4 ,it will therefore be impossible to specify a standard that can be used under all conditions4 ,the use of the concrete guard rail is one of the disadvantages of this road4 ,the edges of the rail cannot be made rounding except by special forms and the rubbing of the tires against this rough surface would greatly reduce the tire mileage4 ,in addition1 the rail is so exposed to weather and hard wear that it cannot be relied upon to serve effectively for any great length of time4 ,the placing of forms is also a considerable item of expense in building such a road4 ,a method which would eliminate such an expense and at the same time provide a more practical rail would be an advantage4 ,illustration3 ,figure #b4 ,cross section of concrete road4 ,scale--#a inch equals #b feet4 ,it has already been said that guard rails are unnecessary with a thirty inch track except on sharp curves and otherwise dangerous places4 ,however1 where rails are necessary the wooden rail fastened by bolts embedded in the concrete as illustrated above1 is quite effective and readily installed4 ,this consists of a four by six inch plank placed on edge and drift-bolted to the concrete every three to five feet by a three-quarter inch bolt4 ,these bolts are placed in the concrete when it is poured and should be embedded six inches4 ,this will provide a rail less expensive to build than a concrete rail and one which will last longer and save on tires4 ,replacements are easily made by removing the nuts and placing a new plank in place of the old4 ,with a guard rail of this type1 there is left a twenty-six inch track for the wheels to run in4 ,experiments by ,w4 ,d4 ,pence 7,journ4 ,west4 ,soc4 ,eng4 ,vol4 ,,vi1 #aija1 ,page #edi7 on #a3b3d concrete give an average value of #j4jjjjjee inches per degree ,fahrenheit for the coefficient of expansion4 ,the richer the concrete1 the greater the change in dimension4 ,due to the expansion1 in laying the concrete the track must be broken every twenty-five or thirty feet by placing a half-inch board in the ditch when the concrete is being filled in4 ,later this board is removed and the joint filled with asphalt so that the concrete may expand without danger of cracking the road4 ,cost4 ,the best mix to use in building this road is what is known as the #a3ba_/b3e4 ,for one cubic yard of concrete1 the following amounts of materials will be used for the above mix3 #a4ba barrels of cement1 #j4df cubic yards of sand1 and #j4ib cubic yards of stone4 ,at the present prices1 the cost for the materials for this road is about twenty cents a cubic foot or about #d1djj a mile4 ,the total cost of the road including the necessary grading1 ditching and labor1 will be from #g1jjj to #i1jjj per mile4 ,one of the big advantages of the concrete road is the large gain in traction secured when operating on steep grades4 ,a motor truck will haul up a twelve per cent and down a fifteen per cent grade in wet weather on concrete due to the roughened surface on which the tires do not easily slip4 ,this1 of course1 would be dangerous to attempt on the other types of roads4 ,another advantage is the small item of upkeep necessary4 ,a road well laid in the first place should need no repair except to replace worn guard rails as they show signs of weakening4 ,the concrete road1 however1 will not be generally used except on the mainline by the larger concerns1 or for short distances on steep grades where greater traction is desired4 ,,bridges ,in most cases the construction of bridges is unnecessary on account of the steep grades the trucks can take and because they can negotiate sharp curves1 which make it easier to avoid expensive bridge work4 ,where they are absolutely necessary a serviceable bridge is made of cribwork4 ,the ,esary ,logging ,company of ,camano ,island1 ,washington1 operates over a crib bridge #age feet long and #ae feet high4 ,the sub-structure of this bridge is made of logs laid alternately crosswise in tiers4 ,six by twelve inch plank are laid diagonally on the cribbing and four by twelve inch plank are placed on crosswise to the road on top4 ,this makes a bumpy surface4 ,a better one could be made with cross-ties placed on the cribbing with fore and aft planking on top4 ,a guard rail is placed on all bridges4 ,short bridges up to eighty or ninety feet in length are constructed by the use of two large logs hewn flat on the upper surface4 ,the logs should be at least thirty-six inches in diameter and perfectly sound4 ,they are placed at the proper gauge and the regular road on cross-ties constructed on top4 ,on such short stretches this type of bridge has been operated over without supports4 ,it is not used1 however1 for long stretches4 ,the long bridges are1 of course1 constructed of bents or piling but are very seldom used in connection with motor truck transportation on account of the expensive construction and because they are usually unnecessary4 ,,turning ,,devices ,,and ,,turnouts ,when the truck and trailer reach the place where they are to be loaded1 some method must be used to turn them around4 ,various means are used to accomplish this4 ,one is the motor truck turn-table4 ,the turn-table should be slightly longer than the length of the truck and trailer combined4 ,it is constructed of heavy plank and timbers so that each track is about #af inches wide and tapers in thickness from about #ad inches at the center to #d inches at the ends4 ,the two tracks are held together at the center and each end by heavy timbers4 ,a heavy timber is sunk to the level of the road and at the center two circular saws are laid4 ,a king bolt through the center brace of the turn-table and through the two saws into the sunken timber provides a pivot upon which the table turns4 ,when properly balanced and with a little oil between the surfaces of the saws1 the turn-table can be operated by hand with very little effort4 ,it is usually placed at the end of the road4 ,a turn-table can be loaded on the truck and trailer when it is desired to move it1 so that as the road is extended into the timber1 a means of turning the truck can be obtained close to the point where the logs are to be loaded4 ,this device can be built at a cost of from #ge to #abe and is very serviceable4 ,the main objection to its use is that the setting has to be just right to make it work satisfactorily and it is sometimes difficult to get a spot that is level enough4 ,it is always a difficult problem and a different one for each set-up4 ,the use of the back around is more common with truck loggers at present because it is easier to build4 ,the back-around is simply a pocket or short spur along the road above the landing ground which is planked solid4 ,the truck and trailer are backed into this far enough so that the truck can pull ahead in the opposite direction4 ,this method of turning the truck requires only a little extra clearing and grading and is less expensive and more easily constructed than a turn-table4 ,illustration3 ,turn out on fore-and-aft plank road4 ,when two or more truck units are to be used on a single track1 a careful calculation must be made to determine the best passing places4 ,the location of these points may determine the success of the operation4 ,they should be placed so that the truck returning empty can reach the turnout before the loaded one comes along in order that the loaded one may not be held up4 ,at the same time1 the turnout should not be so far away from the loading ground that the loading crew will be idle for any length of time while waiting for an empty truck4 ,it is better to have an extra turnout1 even if seldom used1 than conditions that would hinder efficient operation or might even result in a collision which would tie up the logging for several days4 ,a few loggers build a turnout of the same material as the main road for a short distance to the side4 ,an illustration of this type of turnout is shown above4 ,most of them1 however1 simply clear off a right of way and put in a gravel bottom for the road as the waiting truck at this point is empty and will not ordinarily sink into the ground and get stalled4 ,a few heavy planks laid fore and aft in the form of a track are sometimes used4 ,the construction of passing places is very simple--the only important thing to be taken into consideration is the proper point at which the trucks should pass in order to keep the operation going at maximum efficiency4 ,,telephones ,in connection with the passing places1 the installation of a telephone line is an important but often neglected item4 ,with two or more transportation units1 a telephone line is a handy if not well nigh indispensable accessory4 ,it is a great advantage to have such a system with stations at each end of the road and also at the passing places1 as unavoidable delays will frequently allow a waiting truck to move on to another passing place1 thus saving time4 ,to avoid accidents1 the driver at the passing place should call the loader at the spar tree to see if the road is clear before coming any farther4 ,very often something breaks on the yarding or loading donkey4 ,with the telephone1 perhaps a half day of shutdown may be saved by calling the main camp for the repair parts and having them brought up by the next truck4 ,the saving due to avoided accidents and the saving of time more than pays for the initial expense of installation4 ,the telephone line should not be neglected at the larger operations4 ,,inclines ,in rough country the use of the incline has been a great help and has proved to be entirely practical and quite economical4 ,grades as high as sixty or even seventy per cent can be safely taken with an incline if the proper measures are taken to prevent accidents4 ,a typical incline is successfully operated by the ,meickeljohn1 ,brown ,logging ,company near ,monroe1 ,washington4 ,it is fifteen hundred feet long and the steepest grade is twenty-eight per cent4 ,an #aa-;in4 x #ad-;in4 roader donkey located at the top of the incline snubs the loads down and hauls up the empty trucks4 ,a one and one-eighth inch wire cable is thrown around the logs and made fast by means of a clevis4 ,this holds the truck and prevents the logs from slipping forward and injuring the driver4 ,on all inclines1 the line should be choked around the logs rather than simply attached to the truck to prevent them from slipping ahead4 ,the snubbing device consists of an ordinary donkey engine fitted with a hand brake of extra large size and special air valves so that air is sucked into the cylinders and let out of the exhaust when the engine is being pulled backwards by the weight of the load4 ,the load is controlled by the amount of air let out of the valves4 ,the braking action is very positive and the load can be stopped in a few revolutions of the crank shaft4 ,the average time to lower the load down the incline is three and a half minutes4 ,at the bottom of the incline1 the cable is released and the truck goes on its way4 ,the cable is attached to the waiting truck by means of a ring fastened to the frame and the donkey pulls the empty truck to the top4 ,the time taken to raise the trucks is three minutes4 ,on grades too steep to operate a truck safely with the ordinary brakes and yet not steep enough to warrant the expense of the donkey snubber1 the difficulty is overcome by means of a friction snubber4 ,this consists simply of a cable which is hooked to the truck and extends through a system of three or four pulleys and thence on down the track4 ,the friction of this line dragging on the ground and passing through the pulleys is enough to hold the load so that the truck engine must exert power to pull the load down the grade4 ,the line is made long enough so that as the load reaches the bottom of the grade1 the free end of the cable has been pulled up to the system of pulleys and is ready to be attached to the next load4 ,this system is efficient for small grades1 is inexpensive to install1 and requires no further attention4 ,by the use of the incline with the donkey engine snubber1 very heavy grades can be taken4 ,the construction of the incline is the same as the rest of the road and is only slightly more expensive to build because of the inconvenience of laying it on such a steep slope4 ,the use of the incline will not slow up the operation to any great extent as from fifty to seventy thousand feet of logs 7which is about the average yarding and loading capacity of one motor-truck side71 can be taken over it in a day4 ,this method of hauling down steep grades is used in several operations and has been found to be entirely successful4 ,,yarding ,a variety of methods are used by motor truck loggers to get the logs to the landing to be loaded4 ,the larger operations invariably use the high-lead method of yarding as the logs come in quicker and with fewer hang-ups4 ,in a few places the old ground method of yarding with a bull block is still used4 ,the horse team and skid road is used in a small timber where poles and piling are being marketed4 ,the latter is a slow method but will keep one truck busy and is still used in some places where small stands are located along the highway or in other readily accessible places4 ,,loading ,,and ,,unloading ,the loading of a motor truck is very much the same proposition as the loading of a flat-car4 ,the principal difficulties that trucks have had to contend with have been poor roads and inefficient methods of loading4 ,in loading1 the main trouble has been in regulating the yarding so that a supply of logs is always on hand4 ,the use of the gin pole and crotch line operated by the straw drum of the yarding donkey ties up the yarding until the truck is loaded4 ,this is being overcome by using a separate engine with the high lead for yarding and doing the logging independently of the yarding as is done in the case of railroad logging4 ,in this way the yarder can keep ahead of the loading engine and there will be no delay at the landing4 ,most of the larger companies load with the ,duplex loader and use tongs4 ,this is a safer way to load than with the crotch line as the logs can be more easily controlled4 ,the danger of dropping a log through the truck or of knocking off the top of the truck or the driver's seat is greatly lessened4 ,in pole and piling timber where a skid road and horses are used1 loading is done by hand or with a team4 ,a landing is built of cribwork and the logs are simply rolled on the truck with peavies or cant hooks1 or a parbuckle system with skids and horses is used4 ,this works fairly well for small operations in small timber4 ,illustration3 ,loading a motor truck and trailer through the use of a boom4 ,the latest development in loading is the boom4 ,an illustration of this method is shown above4 ,the boom itself is a fifty to sixty foot pole about eighteen inches in diameter at the base and is attached to the spar tree by means of a metal strap with two lugs which are fitted into holes bored in the spar to keep the strap from slipping4 ,the base of the boom is fitted with a metal joint which moves freely on an upright pin set in the metal strap4 7,see ,a1 above47 ,the whole rig is set high enough on the tree so that it may be swung in a semi-circle and clear the loaded truck by several feet4 ,a light line 7,b7 from the haulback drum of the donkey passes through a block attached low on the spar tree and thence to another block on a stump to the right of the landing4 ,from here it passes through a third block at the end of the boom and back to the stump again4 ,this secures the needed pulling power from the haulback drum4 ,the lifting line from the mainline drum passes through a block half way up the tree and thence through a free swinging block 7,c7 and back to the tree again4 ,on the second block is a ring to which two one inch lines 7,d7 are attached4 ,these lines pass through the boom stick on rollers 7,e7 about fifteen feet apart4 ,on the ends of these lines hooks are attached4 ,these two lines should be so arranged that the hooks remain parallel to the ground4 ,two three-quarters inch cables 7,f7 with an eye splice in each end are attached to the hooks4 ,these lines1 or chokers1 are then wrapped around the log and it is lifted clear of the ground by means of the block hold in the main line4 ,the haulback line 7,b7 from the donkey is slacked and the boom travels over to the truck by means of a line 7,g7 attached from the boom to a dummy log running on a special guy line4 ,a log two feet in diameter and sixteen feet long is wrapped at each end with a cable and fastened to a pulley4 ,the two pulleys and attached dummy log travel up and down the guy line as the boom moves4 ,a line is attached to the boom and runs through a pulley attached to the dummy log and extends back to the boom again4 ,this pulls the boom over above the truck as the dummy log travels down the guy line4 ,the logs are held parallel to the ground above the truck and the truck is run under the boom to the location designated by the head loader4 ,with this system the logs will not drop suddenly on the trucks as the log will fall off while being carried over to the truck if there is any danger of its falling at all4 ,after the log is placed1 the boom is pulled back to the landing by the haulback line4 ,this system has worked with success in a number of motor truck operations and is a safer method than loading with tongs because the logs cannot accidentally drop and injure the truck4 ,however1 the loading situation should be studied carefully4 ,the most efficient loading device for the particular needs of the operation may be installed as any loss of time in loading seriously affects the output of the operation4 ,most of the truck loggers unload their logs into water2 either into a lake1 a river that can be driven1 or into tide-water4 ,a few1 however1 unload directly into the log pond at the mill or at the log yard in case the mill has no log pond4 ,the road is usually planked solid at the unloading ground4 ,a great help in unloading is a dock from six to twelve inches higher on one side than on the other so the logs will roll off the truck easily4 ,the brow-skid should be close to the log bunks and just a little lower than these when the truck is tilted4 ,when unloading into shallow water1 such as a small river1 six or eight skids a foot and a half in diameter are placed so that they slope from the brow-skid to the water at an angle of forty-five degrees4 ,an illustration of this method of unloading is shown below4 ,the skids are so placed that the unloading ground will not be undermined4 ,illustration3 ,unloading truck and trailer through the use of an incline1 showing brow-skids and roll-way4 ,when the truck comes to a stop on the incline1 the chock blocks are released from the opposite side and the logs roll off of their own accord4 ,in some instances a gill-poke has been used in connection with the unloading incline1 the logs being sheared off as the truck moves ahead4 ,usually the logs roll off readily without the use of the gill-poke and if a load does stick it can be loosened with a cant-hook1 so that the gill-poke really is unnecessary4 ,unloading on public wharves or roads where no permanent incline can be used is accomplished by placing a portable wedge-shaped timber in front of the outside truck and trailer wheels and driving upon it4 ,illustration3 ,parbuckling a load of logs from the truck and trailer4 ,in the most efficient way of unloading the usual brow-skid is placed a few inches below the log bunk and the logs are parbuckled from the truck and trailer1 an illustration of which is shown above4 ,the trucks are run on an incline so that one side is raised about four inches4 ,a crotch-line consisting of two half-inch cables is attached to the brow-skid and passed under the logs to a ring fastened to an inch cable4 ,the larger cable passes thru a block located on a gin pole4 ,a light yarding or a land clearing donkey furnishes the power to parbuckle the logs into the water4 ,by this method the logs are lifted from the truck as they are rolled into the water with little danger of the top log dropping on the log bunk as is often the case when other methods are used1 resulting in expensive repairs for broken springs or bearings4 ,,time ,,studies ,time is a very important item in loading and unloading4 ,usually the most time is consumed in loading1 for which reason any improvement that will reduce the time taken to load will greatly increase the efficiency of the operation4 ,with the proper unloading devices1 the truck may be unloaded in the time required to knock down the chock blocks4 ,the following table is a record kept for one day of the actual time taken by a truck at each step in the hauling of logs at one operation4 ,however1 it is possible to give only arbitrary figures to fit the particular operation of which they are taken4 ,no average figures can be given that fit all conditions4 ,,donkey ,,engine ,,dump ,,at ,,mill ,time ,time ,unload- ,time ,arrive ,loading ,leave ,down ,arrive ing ,leave ,up ,scale ,a4,m4 #g3ae #aj ,min4 #g3be #bj ,min4 #g3de #be ,min4 #h3aj #bj ,min4 #beib #h3cj #e ,min4 #h3ce #bg ,min4 #h3eg #ac ,min4 #i3aj #bj ,min4 #bjib #i3cj #ab ,min4 #i3db #ba ,min4 #aj3jc #g ,min4 #aj3aj #bj ,min4 #aijh #aj3cj #ab ,min4 #aj3db #cc ,min4 #aa3ae #cj ,min4 #aa3de #bj ,min4 #cjgd ,p4,m4 #ab3je #aj ,min4 #ab3ae #ce ,min4 #ab3ej #ag ,min4 #a3jg #bj ,min4 #bedb #a3bg #ae ,min4 #a3db #ah ,min4 #b3jj #bg ,min4 #b3bg #bj ,min4 #ahbh #b3dg #h ,min4 #b3ee #ba ,min4 #c3af #h ,min4 #c3bd #bj ,min4 #afhi #c3dd #aa ,min4 #c3ee #bc ,min4 #d3ah #i ,min4 #d3bg #bj ,min4 #bdjg #d3dg #ad ,min4 #e3ja #bf ,min4 #e3bg #ab ,min4 #e3ci #bj ,min4 #beeh ----- ,total #bjfij ,length of haul #e4i miles round trip4 ,amount of gasoline1 #ae gallons4 ,the above figures were taken several years ago when the facilities for unloading were slower than the present day methods1 which accounts for the excessive length of time taken to unload4#h #h ,the writer is indebted to ,mr4 ,george ,gunn1 ,jr41 for these figures4 ,the unloading of a truck is a time when a little care taken will save considerable expense for repairs4 ,such a method as the parbuckling system should be used by companies with sufficient stumpage to warrant the expense of the extra donkey1 to prevent the top logs from dropping to the log bunks1 thereby saving the cost of repairing broken springs and bearings4 ,,conclusion ,at present1 the possibilities for the use of the motor truck for logging are just beginning to be realized4 ,what effect their use will have upon the future methods of logging remains to be seen4 ,it is certain1 however1 that the advent of motor truck transportation will have a marked effect upon the science of forestry and will bring about a closer utilization of our timber resources4 ,the motor truck and the portable band mill seem likely to furnish a combination which will do away with the old wasteful circular mill because it supplies the cheapness and efficiency of railroad transportation and is applicable to small and scattered tracts and to stands of low-grade lumber4 ,the fact that the portable band mill may be moved for a cut of a million feet assures adaptability4 ,this is not only an industrial advance but also a silvicultural advance in that it affords the possibility of cuttings at frequent intervals without greatly adding to the cost4 ,a closer utilization of our present stands of timber may be practiced by the use of the motor truck4 ,in the northwest1 only the larger material is taken from the forest1 leaving a large amount of good timber on the ground in the form of poles and piling and chunks too short to be made into saw lumber but from which high grade ties can be made4 ,the truck1 in connection with a band mill1 will furnish a means of utilizing this present waste at a profit to the operator4 ,the motor truck will be a valuable aid in the working out of a sound national forest policy for the proper use of our timber resources so that the timber will be utilized to the greatest possible extent and at the same time methods taken to provide for the perpetuation of the forest for future generations4 ,this suggests a way of opening the timber for the market on some of our national forests4 ,most of the government owned forests are situated in more or less rugged country back from the regular routes of travel4 ,the timber on a great many of these forests is over-mature and should be cut but at this time it is inaccessible4 ,the problem confronting the country is how to make it accessible4 ,the plan for opening these forests is to build permanent concrete or asphalt roads from the nearest commercial centers thru these tracts taking into consideration the aesthetic value of the location as well as the possibilities of logging the timber from them4 ,the timber1 then1 is to be taken out1 under some silvicultural system and under government supervision1 by motor truck operators who build their own roads from the nearest concrete road to the timber to be cut4 ,under this system of management1 the state and federal government pays a part of the expense of building the permanent road and the operator pays a small sum for the use of the road by being taxed additional stumpage4 ,the system of management has many advantages4 ,in the first place1 the mature timber will be logged1 the older decadent material coming out first1 in small bodies and at the same time care being taken to reproduce a new stand4 ,the total area is divided so that as the timber is logged in rotation a continuous cutting will be assured4 ,due to the use of the trucks and on account of the timber being cut in rotation1 the fire danger will be greatly lessened4 ,in case a fire gets beyond control1 the roads thru the forest make an excellent way to bring in men and supplies to fight the fire4 ,in this way1 a fire is readily accessible in a few hours where formerly it took perhaps several days to organize the fire fighting party and reach the scene of action4 ,the concrete roads themselves make good fire lines4 ,by means of the good roads1 the forest is opened to campers and tourists each of whom pays a small sum as they enter the forest to help pay for the cost of building the roads and to provide funds for more extensive highways4 ,in this way the forest is opened for the timber1 the best methods of utilization and forest regeneration are practiced1 fire hazard is reduced1 and the area is opened as a recreational ground so that the greatest possible value is obtained from the tract4 ,a great many other uses of the motor truck for logging and scientific forest utilization are being recognized1 as example1 for transporting pulpwood1 veneer stock1 cordwood1 rosin and turpentine1 and other forest products4 ,suffice it to say that this method of transportation has found a place in the industry and is here to stay4 ,its value has been recognized beyond doubt and in the future will play an important part in the further development of this country4 ,,bibliography #aiaf4 ,motor ,truck ,logging4 ,the ,power ,wagon4 ,sept4 #ae4 ,page #cd4 7,periodical74 #aiaf4 ,the ,law of the ,public ,highway in ,washington4 ,west ,coast ,lumberman4 ,sept4 #ae4 ,page #bc4 7,periodical74 #aiaf4 ,motor ,truck ,logging ,now ,making ,great ,strides on the ,pacific ,coast4 ,west ,coast ,lumberman4 ,nov4 #a4 ,page #bfj4 7,periodical74 #aiag4 ,motor ,truck ,logging in the ,pacific ,northwest4 ,west ,coast ,lumberman4 ,mar4 #ae4 ,page #gj4 7,periodical74 #aiag4 ,motor ,trucks in ,high ,favor ,among ,lumbermen4 ,lumber ,world ,review4 ,mar4 #be4 ,page #bc4 7,periodical74 #aiag4 ,motor ,truck ,logging on ,camano ,island4 ,west ,coast ,lumberman4 ,july #a4 ,page #bh4 7,periodical74 #aiag4 ,motor ,truck ,logging4 ,the ,commercial ,vehicle4 ,sept4 #a4 ,page #ab4 7,periodical74 #aiah4 ,pole ,roads4 ,a4 ,r4 ,hillard4 ,west ,coast ,lumberman4 ,feb4 #a4 ,page #cd4 7,periodical74 #aiah4 ,operating ,cost of ,motor ,trucks ,computed4 ,h4 ,s4 ,finch4 ,timberman4 ,feb4 #a4 ,page #fj4 7,periodical74 #aiah4 ,winch for ,motor ,trucks4 ,american ,lumberman4 ,mar4 #b4 ,page #eh4 7,periodical74 #aiah4 ,motor ,truck ,roads4 ,american ,lumberman4 ,mar4 #af4 ,page #ch4 7,periodical74 #aiah4 ,the ,motor ,truck in the ,logging ,industry4 ,h4 ,h4 ,warwood4 ,timberman4 ,april #a4 ,page #gd4 7,periodical74 #aiah4 ,road ,construction for ,motor ,trucks4 ,jay ,c4 ,smith4 ,timberman4 ,april #a4 ,page #ch4 7,periodical74 #aiah4 ,adjustable ,reach ,logging ,trailer4 ,american ,lumberman4 ,may #ah4 ,page #fc4 7,periodical74 #aiah4 ,demonstrating ,duplex ,trucks4 ,american ,lumberman4 ,june #a4 ,page #fc4 7,periodical74 #aiah4 ,modern ,motor ,truck ,solves ,difficult ,logging ,problems4 ,west ,coast ,lumberman4 ,july #a4 ,page #ah;,d4 7,periodical74 #aiah4 ,motor ,trucks in ,winter ,logging4 ,a4 ,r4 ,hilliard4 ,west ,coast ,lumberman4 ,sept4 #a4 ,page #be4 7,periodical74 #aiai4 ,the ,effect of ,changed ,conditions ,upon ,forestry4 ,w4 ,w4 ,ashe4 ,journal of ,forestry4 ,oct4 #a4 ,page #feg4 7,periodical74 #aiai4 ,puget ,sound ,logger ,tells ,congress ,how to ,log ,with ,motor ,trucks4 ,west ,coast ,lumberman4 ,october4 ,page #be4 7,periodical74 #aibj4 ,air ,brakes for ,trucks4 ,timberman4 ,mar4 #a4 ,page #dh;g4 7,periodical74 ,the writer has drawn freely from the material found in the above periodicals and trade journals1 but wishes to acknowledge the greater bulk of information in writing this paper received from the various truck salesmen and truck operators who were interviewed personally4 ,without their assistance1 the gathering of this information would have been impossible4 ,publications of the ,engineering ,experiment ,station ,university of ,washington ,bulletin ,no4 #a--;,creosoted ,wood ,stave ,pipe and ,its ,effect ,upon ,water for ,domestic and ,irrigational ,uses4 #aiag4 7,bureau of ,industrial ,research47 #bj pp4 ,price1 #be cents4 ,bulletin ,no4 #b--;,an ,investigation of the ,iron ,ore ,resources of the ,north-west4 ,by ,william ,harrison ,whittier4 #aiag4 7,bureau of ,industrial ,research47 #abh pp4 ,price1 #fj cents4 ,bulletin ,no4 #c--;,an ,industrial ,survey of ,seattle4 ,by ,curtis ,c4 ,aller4 #aiah4 7,bureau of ,industrial ,research47 #fd pp4 ,price1 #ej cents4 ,bulletin ,no4 #d--;,a ,summary of ,mining and ,metalliferous ,mineral ,resources in the ,state of ,washington with ,bibliography4 ,by ,arthur ,homer ,fischer4 #aiai4 #abd pp4 ,price1 #ge cents4 ,bulletin ,no4 #e--;,electrometallurgical and ,electrochemical ,industry in the ,state of ,washington4 ,by ,charles ,denham ,grier4 #aiai4 #dc pp4 ,price1 #ej cents4 ,bulletin ,no4 #f--,ornamental ,concrete ,lamp ,posts4 ,by ,carl ,edward ,magnusson4 #aiai4 #bd pp4 ,price1 #dj cents4 ,bulletin ,no4 #g--,multiplex ,radio ,telegraphy and ,telephony4 #aibj4 ,by ,f4 ,m4 ,ryan1 ,j4 ,r4 ,tolmie1 ,r4 ,o4 ,bach4 ,price1 #ej cents4 ,bulletin ,no4 #h--,voltage ,wave ,analysis with ,indicating ,instruments4 ,by ,leslie ,forrest ,curtis4 #aibj4 #bh pp4 ,price1 #ej cents4 ,bulletin ,no4 #i--,the ,coking ,industry of the ,pacific ,northwest4 ,by ,joseph ,daniels4 #aibj4 #cf pp4 ,price1 #fj cents4 ,bulletin ,no4 #aj--;,an ,investigation of ,compressed ,spruce ,pulleys4 ,by ,george ,samuel ,wilson4 #aibj4 #gb pp4 ,price1 #hj cents4 ,bulletin ,no4 #aa--,the ,theory of ,linear-,sinoidal ,oscillations4 ,by ,henry ,godfrey ,cordes4 #aibj4 #bd pp4 ,price1 #dj cents4 ,bulletin ,no4 #ab--,motor ,truck ,logging ,methods4 ,by ,frederick ,malcolm ,knapp4 #aiba4 #eb pp4 ,price1 #ej cents4 ,requests for bulletins should be addressed to the ,director1 ,engineering ,experiment ,station1 ,university of ,washington1 ,seattle4