diff options
| author | Roger Frank <rfrank@pglaf.org> | 2025-10-14 20:07:52 -0700 |
|---|---|---|
| committer | Roger Frank <rfrank@pglaf.org> | 2025-10-14 20:07:52 -0700 |
| commit | 37ed0fde4027f32a638a137e88d39e44a118a0d5 (patch) | |
| tree | 7dfe66ce52102804f995ccb5aa8c462547d0e57c /37359.txt | |
Diffstat (limited to '37359.txt')
| -rw-r--r-- | 37359.txt | 2417 |
1 files changed, 2417 insertions, 0 deletions
diff --git a/37359.txt b/37359.txt new file mode 100644 index 0000000..4f7a21e --- /dev/null +++ b/37359.txt @@ -0,0 +1,2417 @@ +Project Gutenberg's Motor Truck Logging Methods, by Frederick Malcolm Knapp + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Motor Truck Logging Methods + Engineering Experiment Station Series, Bulletin No. 12 + +Author: Frederick Malcolm Knapp + +Release Date: September 8, 2011 [EBook #37359] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK MOTOR TRUCK LOGGING METHODS *** + + + + +Produced by Harry Lame, Greg Bergquist and the Online +Distributed Proofreading Team at https://www.pgdp.net (This +file was produced from images generously made available +by The Internet Archive/American Libraries.) + + + + + + + + + + +-------------------------------------------------------------------+ + | | + | Transcriber's Notes: | + | | + |* Words printed in italics in the original document are represented| + | here between underscores, as in _text_; bold text is similarly | + | represented between =, as in =text=. Small caps in the original | + | have been converted to ALL CAPITALS. | + |* Some of the tables have been laid out differently than in the | + | original book, with every effort made to keep the original data | + | and meaning unchanged. | + |* All inconsistencies in spelling, lay-out, hyphenation, etc. in | + | the original document have been preserved in this text, except | + | when mentioned below. | + |* Changes made to the original text: | + | * page 5: 'and the used of' changed to 'and the use of'; | + | * page 13: 'distance, is it, of course' changed to 'distance, | + | it is, of course'; | + | * page 13: 'four year depreciation' changed to 'four-year | + | depreciation'; | + | * page 16: 'twisting the the rubber' changed to 'twisting of | + | the rubber'; | + | * page 26: 'page --' changed to 'page 25'; | + | * page 39: 'plank' changed to 'planks'; | + | * page 39: 'is handy' changed to 'is a handy'; | + | * page 46, table: 'A.M.' moved down one row, similar to 'P.M.' | + | further down in the table; | + | * Table of Contents: page number '4' changed to '5' (2 changes); | + | * Table of Contents: 'Loading and Hauling' changed to 'Loading | + | and Unloading' as in text; | + | * Table of Contents: 'Fires' changed to 'Tires' as in text. | + |* Footnotes have been moved to directly below the paragraph or | + | table to which they refer. | + |* Other issues: | + | * Page 33 contained a reference to an illustration on page 40, | + | but this page has no illustration. The reference has been | + | changed to 'page 38', which is probably the illustration the | + | author intended. | + | * Both 'Meicklejohn and Brown' and 'Meickeljohn and Brown' occur | + | in the text, as do 'Hillard' and Hilliard'. | + | | + +-------------------------------------------------------------------+ + + + + +The Engineering Experiment Station of the University of Washington was +established in December, 1917, in order to coordinate investigations in +progress and to facilitate the development of engineering and industrial +research in the University. 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 problems. + + The scope of the work is twofold:-- + + (a) To investigate and to publish information concerning + engineering problems of a more or less general nature that would + be helpful in municipal, rural and industrial affairs. + + (b) To undertake extended research and to publish reports on + engineering and scientific problems. + +The control of the Station is vested in a Station Staff consisting of +the President of the University, the Dean of the College of Engineering +as ex-officio Director, and seven members of the Faculty. The Staff +determines the character of the investigations to be undertaken and +supervises the work. For administrative purposes the work of the Station +is organized into seven divisions-- + + 1. Forest Products + 2. Mining and Metallurgy + 3. Chemical Engineering and Industrial Chemistry + 4. Civil Engineering + 5. Electrical Engineering + 6. Mechanical Engineering + 7. Physics Standards and Tests + +The results of the investigations are published in the form of +bulletins. Requests for copies of the bulletins and inquiries for +information on engineering and industrial problems should be addressed +to the Director, Engineering Experiment Station, University of +Washington, Seattle. + + + + + BULLETIN + + UNIVERSITY OF WASHINGTON + + ENGINEERING EXPERIMENT STATION + + ENGINEERING EXPERIMENT STATION SERIES + + BULLETIN NO. 12 + + MOTOR TRUCK LOGGING METHODS + + BY + + FREDERICK MALCOLM KNAPP + + Student in the College of Forestry, + University of Washington. + + [Illustration] + + SEATTLE, WASHINGTON + PUBLISHED QUARTERLY BY THE UNIVERSITY + APRIL, 1921 + + Entered as second class matter, at Seattle, under the Act of + July 16, 1894. + + + + +CONTENTS + + + Page + + INTRODUCTION 5 + + HISTORY OF TRUCK LOGGING 5 + First use of motor truck in logging--Development of logging + trailer--Possibilities in the use of motor trucks. + + TRANSPORTATION OF LOGS--RAILROADS VERSUS MOTOR TRUCKS 7 + Comparative advantages and uses of motor trucks and railroads-- + Relative cost of road construction--Advantage of flexibility of + motor trucks. + + COSTS 8 + Operating costs of a typical 5-ton truck--Actual cash outlay-- + Total expense--Variable charges--Recapitulation of work + performed. + + ROLLING STOCK EQUIPMENT 10 + Rigid versus flexible truck bodies--Chain drive versus worm + drive--Weight of trucks--Speed--Depreciation. + + INSURANCE 14 + Fire and theft insurance--Collision insurance--Liability + insurance--Property damage insurance. + + TRUCK EQUIPMENT 14 + Bunks--Tires--Relative advantages of different types of tires + --Laws governing operation of motor vehicles--Legal limit of + weight of load--Chain drives--Tops. + + TRAILERS 17 + 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 trailers. + + LIFE AND DEPRECIATION 20 + + COST DATA 20 + Operating expenses for 31/2 and 5-ton trucks--Fixed charges-- + Total expenses. + + ROAD CONSTRUCTION 24 + Sub-grade--Cross-plank roads--Fore and aft pole roads--Cement + roads--Guard rails--Cost of road construction. + + BRIDGES 36 + + TURNING DEVICES AND TURNOUTS 37 + Construction of turn-tables--Turning of trucks. + + TELEPHONES 39 + + INCLINES 39 + Snubbing methods--Practicability of inclines. + + YARDING 41 + + LOADING AND HAULING 41 + Methods of loading trucks--Loading with boom--Rigging of + boom--Unloading. + + TIME STUDIES 45 + + CONCLUSION 46 + Future use of the motor truck--Motor trucks and forestry. + + BIBLIOGRAPHY 48 + + + + +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 +industry. The term "motor truck" as here used is applied to the ordinary +truck type of motor vehicle with trailer adapted to carrying logs, and +does not include the "tractor" and the "caterpillar tractor." These +latter types present special problems of their own. In the following +pages the discussion of motor truck logging is premised upon conditions +as they exist in the forests of the Pacific Northwest. + + + + +HISTORY OF TRUCK LOGGING + + +Motor trucks in the logging industry are a comparatively recent +development. As nearly as can be determined, the first use of a truck in +a logging operation was made in this region by Palms and Shields near +Covington, Washington, in the spring of 1913. 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 Northwest. + +The first real progress in the use of the motor truck for logging +purposes came with the development of the trailer. 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 Seattle, Washington, with the perfecting of a trailer +which could carry unprecedented loads and stand up under the speed +attained by a motor truck. In the early attempts to design a trailer, +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 parts. Through successive +improvements the modern form of heavy duty trailer was finally evolved. +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 alone. With the help of the trailer and an adjustable reach, the +motor truck has successfully entered the logging field. + +In the Pacific Northwest tracts of timber of sufficient area well +situated for economical logging by old established methods are no longer +plentiful. Almost every logging chance which exists today presents its +own peculiar conditions and individual problems. 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 case. Even in different sections of the same operation it is +often necessary to use different methods. Since proper cost accounting +systems are not usually kept by logging companies, particularly the +smaller concerns, 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 loss. + +[Illustration: Pioneer logging with a motor truck in 1913.] + +The use of a motor truck has proved to be practicable in many instances, +and bids fair to become of increasing importance. It will therefore +be advantageous for every operator to inquire into its possible +applications. It should be emphasized, however, that the motor truck is +not economically adapted to all conditions. There have been many +failures. Each projected application of the motor truck in the logging +field must be thoroughly analyzed and if a doubt as to its successful +performance exists, expert advice should be sought. + + + + +TRANSPORTATION OF LOGS--RAILROADS VERSUS MOTOR TRUCKS + + +The principal methods of transporting logs are by rail, by motor truck +and by animal power. The last of these methods is, for obvious reasons, +impracticable in the Northwest, and so needs no further comment. 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 railroad, 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 +chance. + +In general the choice between railroad and motor truck logging depends, +fundamentally, upon two things: (1) comparative cost, and (2) +adaptability. Sufficient motive power and rolling stock can be obtained +much more cheaply for motor truck logging than for a railroad. There +are, of course, many situations where the locomotive and car costs, as +well as those of constructing a logging railroad, are obviously +prohibitive, and the question revolves entirely upon the adaptability of +the motor truck to existing conditions. There is no question at all that +the logging railroad is not adapted to small, isolated and scattering +tracts, and to certain portions of larger operations. There are almost +innumerable tracts situated close to public highways, or where temporary +roads can be built, which may be very serviceable during the summer +months, giving ample time to clean up the timber before wet weather sets +in. In such instances, road construction and maintenance costs are of +very minor importance. In the larger operations and in the use of the +motor truck as an auxiliary to railroad logging, there are many +opportunities for the reduction of logging costs. However, it is +impossible to discuss these problems specifically in a paper of this +kind. They will need to be worked out on the ground with each case as a +distinct problem. The fundamental problems covered in this paper will +serve as a basis for the more detailed problems that must be solved on +the ground. + +Wherever the item of road construction is important, 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 railroad. This is due to +the lesser importance of grades, curves, ballasting, bridges and other +construction work, all of which is much cheaper and takes less time. 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 it. + +From the standpoint of adaptability the motor truck is very flexible. It +can operate on grades and curves that are impossible with the railroad. +The whole logging equipment, including the donkey engine, can be loaded +on the truck and trailer and easily moved from one setting to another. +By replacing the log bunk with a platform the truck can take out all the +smaller marketable material, such as shingle bolts, poles and cordwood. +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 boom, will load itself. If the truck becomes +mired in a mud hole, the winch may be used to pull it out. Finally, the +item of fire risk is practically negligible. + + + + +COSTS + + +In order to arrive at definite figures as a basis for a comparison +between railroad and motor truck transportation costs, the following +case is cited as an example representing average good conditions:[1] A +5-ton truck with trailer was used, operating on a seven and one-half +mile haul over ordinary unpaved roads. An average of four trips a day +were made and the actual running expense for hauling was $.901/2 per +thousand feet. Adding to this the overhead expenses of interest, +depreciation, etc., the total cost of hauling was $1.44 per thousand +feet. The statement of this cost is as follows: + + +ACTUAL CASH OUTLAY IN HAULING 128,420 BOARD FEET OF LOGS + + Gasoline, 284 gallons @ $.19 $53.96 + Oil, 3 gallons @ $.60 1.80 + Oil, 201/2 gallons @ $.45 9.23 + Incidentals--One electric light globe .35 + Hardware 4.03 + Blacksmith 3.00 + Driver, 11 days @ $4.00 44.00 + -------- + Total $116.37 + +128,420 feet @ $116.37, or $.901/2 per thousand feet. + + [1] West Coast Lumberman. Nov. 1, 1916, page 266. Labor, gas and oil + have since advanced in cost. + + +TOTAL EXPENSE OF HAULING 128,420 BOARD FEET OF LOGS + + Investment: + Chassis $4,900.00 + Trailer 700.00 + ---------- + Total Investment $5,600.00 + + +VARIABLE CHARGES + + Gasoline, 284 gallons @ $.19 $53.96 + Oil, 3 gallons @ $.60 1.80 + Oil, 201/2 gallons @ $.45 9.23 + Tires, $.071/2 per mile on 615 miles 46.12 + Incidentals 7.43 + ------- + Total variable charges $118.54 + + Depreciation (based on 15% per annum on $5,600, less + $560, the cost of the tires, or $5,040.00) $1.349 + Interest on amortized value at 7% .63 + Storage, $5.00 a month .20 + Driver @ $4.00 a day 4.00 + -------- + Total fixed charges $6.179 + + Total variable charges $118.54 + Total fixed charges at $6.179 a day for 11 days 67.97 + ------- + Total cost $186.51 + +128,420 board feet of logs @ $186.51, or $1.44 per 1000 feet. + + +Following is a recapitulation of the work performed by a 5-ton logging +truck, Jan. 20 to Jan. 31, 1916, inclusive. The logs were hauled from +O'Neill's Camp on the Bothell-Everett road 71/2 miles and dumped into Lake +Washington at Bothell. + + + Date Trips Mileage No. Ft. Hauled Gas Used Oil Used + + 1/20/16 4 60 10,768 30 2.25 + 1/21/16 4 60 11,888 24 2.25 + 1/22/16 4 60 11,707 30 2.25 + 1/23/16 Did not haul. Roads in bad condition. + 1/24/16 4 60 8,894 34 2.25 + 1/25/16 2 30 5,200 16 [2]1.00 + 1/26/16 4 60 16,174 29 2.25 + 1/27/16 4 60 11,276 25 2.25 + 1/28/16 4 60 15,514 26 2.25 + 1/29/16 4 60 15,511 31 2.25 + 1/30/16 3 45 9,152 20 [3]2.25 + 1/31/16 4 60 12,336 19 2.25 + -- --- ------- --- ----- + Total 41 615 128,420 284 23.50 + + [2] Freight truck in the ditch. Four hours lost getting the road + cleared. + + [3] Two hours lost at the landing due to a spring slipping out of + place, which made it necessary to unload and load again. + + +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 +cost. Where the stand is scattered and of poor quality, the building of +a railroad is not practical. In such a case the motor truck may offer +the only solution. + +The motor truck makes the best showing when hauling from one "side." +With a two or three side operation the railroad is by far the more +practical. It must be remembered, however, that the railroad and the +motor truck are not competitors in the logging industry--they are +allies. + + + + +ROLLING STOCK EQUIPMENT + + +In general two plans are followed in building a motor truck. The first +is to build a rigid truck so that it will resist all shocks and +distortions that come from rough and uneven roads. The second plan is to +build a flexible body so that the chassis will "give" rather than resist +when subjected to hard strains. Although the rigidly-built truck may be +entirely satisfactory for most forms of trucking, 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 roads. When only ordinary unpaved public +roads are available, flexibility is one of the most important +characteristics to look for when selecting a truck. Where the operator +is hauling over his own pole or plank road this consideration does not +play so important a part, as the road bed then is more likely to be free +from holes and irregularities. + +All makes of trucks are more or less alike in general construction, +differing only in minor details, so that the personal whims of the buyer +will largely determine the kind he will select. It is advantageous to +have as long a distance as possible between the driver's seat and the +bunk over the rear axle, in order to allow more of the load to be +carried by the truck, and less by the trailer, giving better traction to +the drive wheels, but necessitating extra strong rear springs and axles. + +The type of power transmission best suited to the use of the logging +truck is a question that has received a great deal of attention. There +are three general methods of transmitting the power: (1) by chain; (2) +by worm drive, and (3) by internal gear drive. Each has its advantages. +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 +transmission, it will be a link in the chain as this is the weakest +point. It is then only a matter of a few minutes to insert another link. +With the worm driven vehicle, a break in the transmission requires an +expensive shut-down before the matter can be repaired. The worm drive, +on the other hand, very seldom breaks if proper care is used. + +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 +ratio, which cannot be done with the worm gear. 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 required, to one where +the haul is long and fairly level, and where speed in transit is an +advantage. + +On the other hand, in starting on slippery grades or wherever the +traction is poor, 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 fully. The slightest +jerk given to the wheels when the slack is taken up is likely to cause +them to spin, thereby losing all the tractive power of the drive wheels. +In the worm gear there is no slack to take up and the power can be +applied more gradually, thus reducing the chances of spinning the wheels +and losing the traction. + +The question of the weight of the truck used for logging purposes is not +as important now as it will be in the future. 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 important. When operating over state or +county roads the load is limited to from 2400 to 3000 feet, B. M., of +Douglas fir, depending upon the locality. In such cases, it is an +advantage to have a lighter truck, say one of 31/2 tons capacity. 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 5-ton truck and still comply with the law. The pulling power of the +31/2-ton truck and the 5-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 B. M. of logs. Another +advantage of the lighter weight truck is _speed_. The 31/2-ton truck is +geared to make from 14 to 16 miles an hour, while the 5-ton truck is +usually limited to from 10 to 12 miles an hour. + +Whenever the legal weight limit does not enter into the problem, as in +operating over a pole or plank road for the entire distance, it is, of +course, advantageous to carry the largest loads possible. In such cases +a 5-ton truck with an 81/2-ton trailer is the most profitable investment. +This allows a much larger load to be carried in proportion to the +overhead charges. The disadvantage of the 5-ton truck is that it is very +heavy and unless the roads are good, it will easily sink into the ground +and cause trouble. A common fault of the 5-ton truck today is the +overweight of the front end, which is too heavy for the width of tire on +the front wheels. This can be very easily overcome by the use of wider +tires. + + + + +LIFE AND DEPRECIATION + + +The life of a truck is directly proportional to the care that it +receives, hence, a good driver is a most important consideration. If the +right man can be secured his wages should be a secondary consideration. + +The charge to be made for the depreciation of a truck is an uncertain +question. Some loggers figure on the basis of four and a half years, +others on as much as seven years. The depreciation charge on a truck +used in the logging industry should depend largely upon the type of road +over which it is operated. Loggers in general over-rate the life of +their equipment because they do not fully realize the severity of the +work. Over a fore and aft plank road or a cement road, where the jar and +vibration are reduced to a minimum, 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 road. The matter of depreciation, then, will +depend largely upon the type of road over which the truck is to operate. +In general a four-year depreciation charge less 25% sale value at the +end of that time should be used as a basis for figuring costs unless the +hauling conditions are very favorable. Only under very rare +circumstances should more than four years be allowed. It should be +remembered that the depreciation on a truck is very heavy during the +first year, and the sale value at the end of a year is only half the +original price. 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 correct. 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 +inefficient. + +[Illustration: Swivel bunk on truck equipped for motor truck logging. +The base on which the bunk rests is made of two heavy timbers about 18 +inches by 24 inches in section and 4 feet long, bolted together and +clamped to the frame of the truck by means of heavy N-bolts, (D). The +bunk is fastened by a king-pin (E) to the base and is free to rotate +upon a steel center plate and two side-bearing plates (F).] + + + + +INSURANCE + + +The insurance rates on trucks depend upon the use to which they are put. +The insurance usually carried by loggers covers fire and theft, although +some companies also carry liability and either collision or property +damage insurance. The equipment can be insured for only ninety per cent +of its value. + +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 value. Theft rates on the trailer +are based on a flat charge of twenty-five cents per hundred dollars of +insurance taken, regardless of age, list price, etcetera. + +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 immovable. + +The liability rate for logging trucks is $33.75 and is based upon +occupation alone. This covers the public as well as the employee and is +limited to $5,000 for one person and $10,000 for two persons or more. + +The property damage rate for logging trucks is $13.50, and covers the +damage done to the property of others. It is arrived at in the same way +as liability insurance. The usual limit for property damage is $1,000. + + + + +TRUCK EQUIPMENT + + +_Bunks._ All trucks for use in log hauling are equipped with a patent +bunk over the rear axle on which the logs rest (see illustration on page +13). This is essentially a steel I-beam (A) which grips the logs so that +they will not slip. At each end of the bunk are V-shaped iron +chock-blocks (B) held by chains which run under the I-beam and are +fastened by an iron gooseneck hook (C) so that the load is kept from +spreading. These blocks may be adjusted to any width of load. The whole +bunk is mounted on a swivel so that it will turn with the logs when +rounding a sharp turn in the road. When dumping the logs at the landing, +each block is loosened from the opposite side so that the danger of the +logs rolling off on the men is greatly lessened. + +_Tires._ Solid rubber tires are generally conceded to be the best suited +for the heavy duty required in logging. The use of steel tires is +rapidly declining. The jar on the equipment is in itself enough to +condemn their use. Rubber tires double the mileage of a day's work, more +than double the life of the equipment, allow the weight of the equipment +to be cut in half, and work well on dirt, cement, or any other type of +road. The saving on the life of a pole or plank road by the use of +rubber tires is also an item of considerable importance. There are three +general types of solid rubber tires in use on the logging truck: the +so-called giant tires, the duals, and the non-skid or caterpillar tires. +It is a question as to which of the three is the best. Traction for the +drive wheels and also for the trailer wheels, if the latter are equipped +with brakes, is the problem to be solved. + +The duals are satisfactory with light loads and easy grades, on cement, +brick, or other perfect surface road, but when the haul is heavy and the +braking difficult on account of heavy grades, the larger single-tread +giant tires are more efficient. During dry weather it is safe to work +with the single-tread tires on grades as high as nine or ten per cent, +but in wet weather a seven per cent grade should be the maximum unless +some extra means are taken to secure traction, and even then the wheels +will skid if particles of soil get on the surface of a plank road, +unless chains are used or the wheel is wrapped with a light cable.[4] +For very heavy-duty trucking, where resiliency and long service are +prime considerations, the giant type is rapidly superseding the old dual +type as the former contains more rubber and gives more mileage with the +least truck vibration. + + [4] West Coast Lumberman. October, 1919. Page 25. + +The non-skid or caterpillar tire may well be used on heavy grades or +where the traction is very poor, the general opinion being that it gives +a firmer grip on the road and makes it safer to handle the truck in wet +weather. + +There is no standard width of tread for truck wheels. The widths usually +used on the drive wheels of the logging truck and the wheels of the +trailer are twelve and fourteen inches, respectively. The use of tires +of smaller width on either trailer or truck cannot be recommended. The +wider the tires on the trailer, the better it is both for the life of +the equipment and for ease in handling the load. When the surface of the +giant tires becomes worn down so that the grooves become very shallow, +it is desirable to have the tires re-grooved. They will last a great +deal longer if this is done and will also give better traction on the +road. 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 tire. This is also true with +reference to the strains that are set up internally due to the twisting +of the rubber. + + + 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 No. 220, Session of 1921 of the + Legislature of the State of Washington. They include the + following provisions governing the operation of motor trucks and + trailers: + + (a) Chapter 153 of the laws of 1913 and Chapter 142 of the laws + of 1915 are repealed. + + (b) Motor truck vehicles weighing less than 1,500 pounds must pay + an annual license fee of ten dollars ($10.00); Trucks weighing + more than 1,500 pounds and not to exceed 6,500 pounds, ten + dollars ($10.00) plus forty cents per hundredweight for all in + excess of 1,500 pounds and in addition thereto fifty cents per + hundredweight at the rated carrying capacity. Motor trucks + weighing more than 6,500 pounds must pay a license fee of ten + dollars ($10.00) plus fifty cents per hundredweight for all in + excess of 1,500 pounds and in addition thereto fifty cents per + hundredweight at the rated carrying capacity. Trailers =used as + trucks= shall be classified and rated as, and shall pay the same + fees as hereinbefore provided for motor trucks of like weight and + capacity. + + (c) No vehicle of four wheels or less whose gross weight with + load is over 24,000 pounds is permitted to operate over or along + a public highway. Any vehicle having a greater weight than 22,400 + pounds on one axle, or any vehicle having a combined weight of + 800 pounds per inch-width of tire concentrated upon the surface + of the highway (said width of tire in the case of solid rubber + tires to be measured between the flanges of the rim) is also + barred by the provisions of this law, with the following + exception: + + PROVIDED, that in special cases vehicles whose weight including + loads whose weight exceeds those herein prescribed, may operate + under special written permits, which must be first obtained and + under such terms and conditions as to time, route, equipment, + speed and otherwise as shall be determined by the director of + licenses if it is desired to use a state highway; the county + commissioners, if it is desired to use a county road; the city or + town council, if it is desired to use a city or town street; from + each of which officer or officers such permit shall be obtained + in the respective cases. Provided, that no motor truck or trailer + shall be driven over or on a public highway with a load exceeding + the licensed capacity. + + +_Chain Drive._ Trucks equipped with a chain drive should be supplied +with an extra set of chains so that they may be changed and cleaned +every week. To clean the chains, they should be soaked in kerosene which +removes the dirt, grease and gum that has accumulated. By doing this the +life of the chains will be quadrupled. The small amount of time that it +takes will pay. + +_Top._ The truck should come equipped with a top over the driver's seat +that is easily detachable. In bad weather the driver should be protected +from the elements, but the top should be removed in good weather as it +is in constant danger of being broken during loading. Many operators +leave the top off entirely and the driver must dress for the weather. A +good demountable top will add to the comfort of the men and often helps +to keep a good man at his job. + + + + +TRAILERS + + +The development of the trailer has made motor truck logging practical. +Every truck has greater tractive power than it can utilize in the +propulsion of the ordinary load. Its limitations are due to a short-bulk +carrying capacity and not to any lack of pulling power. The ordinary +truck has a draw-bar pull of 2600 pounds. The draw-bar pull per ton of +load varies from the minimum of 50 pounds on a level pavement to 250 +pounds on a level dirt road, depending upon the character of surface.[5] +Twenty pounds of additional pull are required for each degree of +gradient. For example, a fore and aft plank road offers a resistance of +about 60 pounds pull to a ton of load. If this were located on a seven +per cent grade, it would require a 60 pound pull to overcome the load +resistance plus seven times twenty or 140 pounds additional pull for the +grade, a total of 200 pounds to pull one ton. Dividing 2600, the +draw-bar pull of the truck, by 200, the resistance offered by road and +grade, gives 13 tons as the load that can be pulled by the truck over +this surface and grade. As this must include the weight of the trailer, +which when equipped for logging is about three tons, it leaves a total +of 10 tons that the truck can pull. This is equivalent to about 3000 +feet B. M. of Douglas fir logs, the average load that is hauled. While +such an adverse grade as cited in this illustration is avoided if +possible with a loaded truck, the illustration will serve to show the +pulling capacity of the truck. The hauling of loads of this size would +be impossible without the use of the trailer. The normal load, then, may +be increased two, three, or even four times, by the use of the trailer, +over the maximum load that can be carried by the truck alone. + + [5] Operating Cost of Motor Truck Computed. Timberman. Feb., 1918. + Page 60. + +Objection to the trailer that it tends to shorten the life of the truck +is hardly worth consideration. 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 year, which is of little consequence when the +saving due to the size of the load that can be carried is taken into +consideration. + +_Description of the Trailer_: The frame of the trailer is constructed of +heavy steel channel bars which support the twin bunks used for logging, +and for the substructure to carry the body when used for other service. +The steel frame is supported by semi-elliptic springs held by shackles +similar to those of the truck. The springs rest securely upon the axle, +are clamped to it by U-bolts, and are relieved from side stresses by +radius rods which connect the axle to the frame. + +The trailer is coupled to the truck by a reach which is passed through +guides secured to the hounds of the trailer. The latter may slide upon +the reach and is held in the desired position with reference to the +truck by means of clamps. The hounds are located fore and aft of the +axle and are connected to it by steel plates. The square reach is more +favored generally by loggers than the round type for the reason that it +can be more easily adjusted, particularly the round reach that is cut in +the woods, which is irregular and has to be clamped very tightly in +order to make it stay in place. Holes bored through the square reach +makes the adjustment easy. Combination steel and wood reaches, the sides +being of channel iron and the center of wood, are favored by some +operators. + +The twin bunks of the trailer carry the load in balance upon the axle +independent of the reach, thereby relieving the reach of all vertical +stress. (See illustration below). The rear bunk is just an ordinary +wooden affair designed only to help support the weight of the logs. The +front bunk is of the same construction as the one on the truck +(described above) and serves to hold the load in place. + +[Illustration: Type of trailer adapted for heavy Pacific coast logging.] + +The trailer is guided through the reach directly to the axles, thus +relieving the springs and frame from side stresses. 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 versa. This +enables the wheels to pass over an obstruction or drop into a hole +without subjecting the trailer to shocks that would otherwise ensue. + +Other types of trailers are used to a limited extent. The trailer +described above was evolved by local engineers and is in almost +universal use in motor truck logging operations. + +_Brakes._ All trailers should be equipped with brakes when negotiating +heavy grades. A device connecting the trailer brakes to the truck +permits a ready control from the driver's seat on the truck. 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 drum. The cable +winds around a second drum which is attached to the frame of the truck +about six feet back of the driver's seat. 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 brake. As the +ratchet and drum are tightened, the motion is transmitted through the +second and third drums to the equalizing bar. Two arms extend from this +bar to roads which when pulled forward, 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 shoe, applying the brakes evenly to each wheel no +matter how uneven the road-bed or how sharp the curve. A spring attached +to the reach clamp pulls back the equalizing bar when the brakes are +released. 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 maintained. + +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 cent. Grades up to this degree of steepness are safe to operate over +in dry weather without added braking power if the trailer is properly +equipped. + +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 industry. "Braking +action is secured by means of a diaphragm and pressure plate. The +diaphragm is directly connected to the brake-band lever. No air +compressor is used in this system. A small air receiver or storage tank +takes the spent gases from one of the cylinders by utilizing the outlet +afforded by a priming cock. The brakes are applied by a control system +mounted on the steering column. By means of a quickly adjusted hose +connection, air can be applied to the wheels of the trailer using the +control which governs the braking of the truck. The air pressure in the +storage tank is automatically maintained by means of an accumulator +valve which closes when the tank pressure reaches 150 to 175 pounds. If +the tank should be empty at the top of a long grade, sufficient pressure +is generated by the compression of the engine to operate the brakes. +Opening the throttle to full emergency position will apply maximum +braking effect without sliding the wheels."[6] + + [6] Air Brakes for Trucks. Timberman. March, 1920. Page 48g. + +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 times. + + + + +LIFE AND DEPRECIATION + + +The life of the trailer is about the same as that of the truck, and in +depreciation, a period of four years is usually allowed. The maintenance +and upkeep of the trailer is very low. It rarely gives out and with the +ordinary usage requires only a few minor repairs every two or three +years. + + + + +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 +conditions. These costs are for the truck and trailer as a unit. If a +road has to be built, 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 feet. + + +3000 FOOT CAPACITY, OUTFIT COMPLETE + +The following figures are for a 31/2-ton logging truck with a 5-ton +trailer. The figures are based upon a 275 working day year. + + Cost of equipment (as a basis) $6700.00 + Less resale value at expiration of 4 years at + 25% of the original cost $1675.00 + Less cost of tires, + 2--36" x 6" $140.50 + 4--40" x 12" 776.00 916.50 + -------- -------- + Total $916.50 $2591.50 2591.50 + -------- + Basis for computing $4108.50 + + +RUNNING EXPENSES PER MILE + + Per Mile + Tires, based on a cost of $916.50 and a life of 8000 miles $ .1145 + Gasoline, four miles to a gallon @ $ .28 per gal. .07 + Oil and grease .02 + General repairs .03 + -------- + Total running expenses per mile $ .2345 + + +FIXED CHARGES PER 275 WORKING DAY YEAR + + Depreciation, based on 25% per year on $4108.50 $1027.12 + Interest on money invested at 6% (figured on truck less + cost of tires) 347.01 + Driver at $7.00 a day 1925.00 + License 27.00 + Insurance, Fire, Theft and Liability based on $1 a hundred + on 90% of the value of the new truck for fire and theft, + and a flat rate of $33.75 for liability 90.75 + ------- + Total fixed charges for 275 day year $3416.88 + Total fixed charges per day 12.418 + + +TOTAL EXPENSES + + 30 40 50 60 70 + miles miles miles miles miles + Uniform variable charges $7.035 $9.38 $11.725 $14.07 $16.415 + Fixed charges 12.418 12.418 12.418 12.418 12.418 + Total charges (per day) 19.453 21.798 24.143 26.488 28.833 + Total cost per mile, loaded + one way only .648 .545 .482 .441 .412 + Total cost per 1000 ft. per + mile with 3000 ft. to the + load .216 .181 .160 .147 .137 + + +4000 FOOT CAPACITY, OUTFIT COMPLETE + +The following figures are for the 5-ton logging truck equipped with an +81/2-ton trailer, based on a 275 working day year: + + Cost of equipment (as a basis) $7600.00 + Less resale value at expiration of four years + at 25% of original cost $1900.00 + Less cost of tires: + + 2--36-in. x 6-in $140.50 + 4--40-in. x 14-in 923.00 + -------- + Total $1063.50 1063.50 + -------- + $2963.50 2963.50 + -------- + Basis for computation $4636.50 + + +RUNNING EXPENSES PER MILE + + per mile + Tires, based on cost of $1063.50 and a life of 8000 miles $.129 + Gasoline, 31/2 miles to the gallon @ $.28 per gal. .08 + Oil and grease .02 + General repairs .035 + ------ + Total running expenses per mile $.264 + + +FIXED CHARGES PER 275 DAY YEAR + + Depreciation, based upon 25% per year on $4636.50 $ 1157.13 + Interest on money invested at 6% (figured on equipment + less cost of tires) 392.19 + Driver at $7.00 a day 1925.00 + License 27.00 + Insurance, fire, theft and liability, based on $1 a hundred + on 90% of the value of the new truck for fire and + theft, and a flat rate of $33.75 for liability 101.75 + ------- + Total fixed charges for 275 day year $3603.07 + Total fixed charges per day 12.92 + + +TOTAL EXPENSES + + 30 40 50 60 + Uniform variable charges per miles miles miles miles + mile $.247 $ 7.92 $10.56 $13.20 $15.84 + Fixed charges per day 12.92 12.92 12.92 12.92 + Total charges per day 20.84 23.48 26.12 28.76 + Total cost per mile loaded one way + only .694 .587 .522 .479 + Total cost per 1000 feet per mile + with a 4000 foot load .173 .146 .130 .119 + + +The above costs will be found to be approximately correct for average +operations. They will vary somewhat with the road conditions, loads, +grades, and the efficiency of the driver. These variations, however, +will be slight. They will not amount to more than one cent per thousand +feet per mile of haul. The investment pays the owner six per cent and +provides renewals for all time. The interest charge is based on the +total cost of the equipment less the cost of the tires. The tire cost is +deducted in figuring the interest charges because this item is covered +under running expenses. The resale value of the truck at the end of four +years is not deducted from the interest charge, because this sum is tied +up for that length of time. Renewal for the equipment is taken care of +by the creation of a sinking fund based on an average life of four +years. Theoretically, on a 5-ton truck, $1157.13 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 $1900, automatically provides +for the purchase of new equipment.[7] + + [7] Timberman. Feb., 1918. Page 60. + +A fifty-mile haul may be used as an illustration for figuring the total +running expense of the 5-ton truck. This means that the truck makes +trips enough to total fifty miles for the day's run. The cost per mile, +including gasoline, oil and repairs is 26.4 cents. It will, therefore, +cost $13.20 for the fifty miles. To this amount must be added $12.92, +daily overhead charge, making a total of $26.12 for fifty miles traveled +or 52.2 cents a mile. With an average load of four thousand feet the +cost will be 13.0 cents per mile per thousand feet. A glance at the +table will show that the greater the mileage and the larger the load, +the less will be the overhead expense and consequently the cost per mile +per thousand feet. To these items must be added the cost and maintenance +of the road if one has to be built. + + + + +ROAD CONSTRUCTION + + +The question of the kind of road for hauling logs with the motor truck +is a very important one. It is impossible to move a fifteen-ton load day +in and day out unless there are good roads, 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 weather, under the loads that are carried. One cannot +successfully and continuously operate on dirt or even gravel roads as +they are good only when dry. Good roads are as important to the motor +truck operator as the railroad is to the transportation of logs by rail. + +The big handicap in motor truck logging in the past has been poor roads. +The same man who will survey, grade, 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 satisfactorily. +A motor truck will haul over some mighty poor apologies for roads but it +does not pay. A good road is an excellent investment. It makes larger +loads and more trips a day possible, will save on tires and repairs, and +will require less gasoline to the mile; the efficiency and output will +be increased and the time and operating costs will be decreased. + +[Illustration: Sub-grade for motor truck logging road.] + +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 road. 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 less. However, 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 weight. + +In general four types of roads are used by loggers: (1) the cross-plank +road, (2) the fore and aft pole road, (3) the fore and aft plank road, +and (4) the cement road. The puncheon road is a modification of the fore +and aft plank road and will be taken up with the latter. The methods and +cost of construction, the advantages and the disadvantages of these +various types of roads follow in detail. + +_Sub-Grade_: The sub-grade is put in the same way for each type of road. +The average width of the truck is seven feet and six inches, calling for +a road about eight and a half feet wide, so that the sub-grade should be +twelve feet in width. An illustration of the amount of grading necessary +is shown on page 25. Too much care cannot be taken in the matter of +ditches for draining. In a rainy climate, the water should be carried +away from the hill side of the grade every fifty feet. + +_Cross-Plank Road_: The cross-plank road is constructed by laying cull +ties on hewn poles lengthwise of the road. Three rows, four feet apart +are used and second grade ten foot plank, six inches thick and of random +widths, are securely nailed to the ties. Great care must be taken to +have the ties laid fairly smooth if the road is to be even. 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 vibration. + +This is a very expensive road to build as it wastes material. Six +thousand feet of lumber is necessary for every hundred foot station, at +a cost of $222 a station for the material alone, without considering the +cost of laying it. The maintenance cost also is very heavy because the +nails pull out as a result of the vibration caused by the truck. This +type of road is used only over short stretches, such as swampy ground +in connection with the dirt road, and on steep grades and sharp turns in +connection with the pole or plank road. + +The Esary Logging Company at Camano Island, Washington, put in a +cross-plank road for a short distance on a sharp curve and a steep +grade, to see how it would affect the traction. 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 load, providing trailer brakes are used. In +the future the company will not use this type of road unless grades +above this maximum are encountered. It is impossible to lay a +cross-plank road smoothly because the stringers settle and make the road +bumpy. The resulting jar on the equipment and the fact that these +stretches have to be taken at a much reduced speed, furnish ample reason +to condemn its use. + +The only real use for a cross-plank road is to secure better traction on +grades exceeding ten or twelve per cent, and then it should be laid with +a space of about one inch between the planks. Even in such cases it +would be better to use some other method for securing traction, such as +sanding the track or winding the drive wheels with a light cable. The +waste of material and the excessive vibration limit the use of this type +of road. + +_Fore and Aft Pole Road._ In the fore and aft pole road, poles from +twelve to fourteen inches in diameter are hewn on one or more faces and +laid longitudinally with the road, with one or more logs for each wheel +track. This type of road is commonly used by motor truck loggers and is +one that lends itself readily to their use. 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 road. The smaller material growing +along the right of way is used at an expense of only what it costs to +fell it, hew it and put the poles in place. Hemlock poles may be used to +advantage. + +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 track. The main pole +is laid in a ditch about eight inches deep, leaving it half buried. This +helps to keep the poles from spreading and increases their firmness and +strength. The pole is notched into the cross-ties, which are made of +logs not less than eight inches in diameter, and is securely nailed or +bolted to prevent it from rolling. 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 ties. When running with the trailer on +this narrow type of road, the guard rail is very necessary. + +After the poles have been laid, the sub-grade should be ditched in the +center deep enough to carry away the water that falls in the middle of +the road. The success of the road depends to a large extent upon good +drainage. + +The Meicklejohn and Brown Logging Company near Monroe, Washington, +operate over a pole road with three poles for each wheel. The poles are +from ten to twelve inches in diameter at the small end and are hewn to a +six inch face, giving an eighteen inch bearing surface for each wheel. +(See illustration on page 29.) The minimum sized pole that should be +used for roads of this character is one eight inches in diameter at the +small end. 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 apart. Where the road is off the ground as when +crossing over a small depression, these sleepers must not be over five +feet apart. 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 stump. +The ends of the poles used for the track are adzed so that they match +evenly. By breaking the joints and hewing them the road presents a level +surface with no bumps. + +In planning the curves, it is necessary to make the tracks somewhat +wider than on straight stretches in order to keep the trailer from +running off. 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 track. The curves are banked on the opposite side from that +used on railroad curves. That is, the inner rail is raised about three +inches. This is to throw the load to the outside away from the inner +guard rail, making it easier to make the turn without the rear wheels +binding. In this way a 35 degree curve may be negotiated with forty or +fifty foot logs. As the curves have to be passed at a much reduced +speed, there is little danger of the logs rolling off due to the raised +inner rail. + +The grading for a road of this construction is usually light. The grades +should, if possible, be kept below five per cent. A truck will operate +better on a ten per cent grade in dry weather than on a five per cent +one in wet weather. On a road of this type, grades up to ten per cent +can be operated over unless there is snow. When the grades are above +this and the weather is wet, 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 "s". If this is sanded in addition, the truck may +safely be taken up a steeper grade than it would be safe to bring it +down without sanding. + +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 made. The +details of this improved form of construction are shown in figure 1, +page 30. + +[Illustration: The most common type of motor truck logging road--a +fore-and-aft pole road.] + +[Illustration: Figure 1. Cross section of pole road. Scale--1 inch +equals 2 feet.] + +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 side. The front wheels of the truck are constantly +dropping into these ruts, tending to spread the track apart and making +it harder for the driver to steer. The tires also suffer from uneven +wear. With this deep groove in the track, a certain amount of the +traction of the rear wheels is also lost. Hence a much better road would +be one with the inner faces of the poles hewn so that a tight fit is +secured. + +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 wheel. Laid nearly flush +with the ground the guard rail can be eliminated with this width of +track, except on sharp curves and other locations where there would be +danger if the truck left the track. On such a road the traction will +also be increased, better time can be made, the truck will be easier to +steer and hence safer to operate, and there will be less wear on the +tires. 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 +face. + +The life of a good pole road is from three to four years if kept in good +repair. The maintenance cost is very light if the road is properly +constructed in the first place, consisting chiefly in removing a pole +here and there that shows signs of too much wear, and in bracing guard +rails where they weaken. 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 trenched, 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 place. + +The cost of a fore and aft pole road varies with the accessibility of +the material and the cost of the labor. In the past they have been built +for as low as $2000 a mile, but with the present prices costs will range +from $5000 to $7000 a mile. One company within the year contracted the +grading and construction of the road for $70 a hundred foot station, not +including the cost of clearing and chunking out the right of way. The +total cost was about $125 a station or $6600 a mile. + +Some of the advantages of the pole road are that it is tough and strong +and does not crack, split or break easily so that if it is properly put +in it lasts and requires but little maintenance. The material for its +construction is found along the right of way and being small in diameter +is less expensive than other road materials. + +_Fore and Aft Plank Roads._ This type of road is constructed by placing +cross-ties from eight to ten feet apart, center to center, upon which +are placed lengthwise for each wheel, two or three sawed timbers not +less than six inches in thickness and from twelve to fifteen inches in +width. A good road of this type will deliver 150 million feet of logs at +a conservative estimate. + +The grading is usually light and in many places entirely unnecessary. +Second-grade six by eight ties with the eight inch face placed down, or +hewn poles are laid about eight feet apart. Where the road bed is soft, +the ties are placed closer and in some places as near as two and a half +feet apart. Over very swampy ground, the road known as the fore and aft +puncheon road is used. It consists simply of cedar puncheon placed +crosswise of the road with the usual planking nailed securely to it. 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 loads. On the spur lines it is practicable to use four inch +plank because the road is used only a short time. + +The total width of the road is eight feet and the plank are laid on top +of the ground, but if they are sunk nearly to the level of the ground +the road is made considerably more firm and enduring, and of course is +safer. The ends are adzed smooth to present an even surface, +drift-bolted to the ties, and all joints broken. + +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 joint, 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 plank. +(See illustration on page 33.) This wedge is driven in from time to time +as occasion may demand. If, in addition to this construction, dirt or +gravel is filled in the center to the level of the track, the road is +made very solid. + +[Illustration: Fore-and-aft plank road with wedges on cross ties to +facilitate the re-aligning of the planks.] + +With a good road of this type and a bearing surface of thirty inches, +the trouble and expense of a guard rail may be eliminated. When a light +truck is used for a small body of timber such a wide and heavily +constructed road is not practical. In this case, a four inch plank with +a fifteen inch surface and an eight inch pole for a guard rail would be +used. Here again the track must be made wider on the sharp curves, often +as wide as three and a half feet. Usually, the inner rail is made wider +than the outer one. On very sharp curves the track may have to be +planked solid to keep the trailer from running off. By sawing out chips +from one-half to one inch wide two-thirds of the way through the plank, +and about six feet apart on the inner side, a long plank may be bent +around quite a sharp curve. The ties, of course, should be placed so as +to allow the cut sections of the plank to rest squarely on them. This +does away with the short pieces and so strengthens the track. + +The company logging at Camano Island, Washington, operates over a road +of this type, an illustration of which is shown on page 38. The +difficulties encountered in the construction of this particular road +were very considerable as a cut through very hard shale, in some places +as much as seven feet, was necessary. The maintenance on this road is +heavier than is usual. Two men are employed to work on it continually. +The work consists of blocking up the loose ties and plank, making any +necessary repairs and keeping sand and gravel on the steep grades. 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 expenses. + +[Illustration: Detailed view of fore-and-aft plank road, showing method +of wedging.] + +_Cost._ 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 it. +The timber used in its construction amounts to about 160 thousand feet +per mile. Second grade material can be used at a cost of approximately +$5,500 a mile for the plank. The total cost per mile varies from $6,000 +to $8,000. The plank road at Camano Island cost $20,000 for two and +three-quarter miles, which includes the cost of the plank, the grading +and labor of putting the plank in place. This is at the rate of about +$7,275 a mile, or approximately $138 a hundred foot station. The +overhead charge for the road at this operation is $.75 a thousand feet +of timber hauled over it. Plank roads of lighter construction have been +built for $4,000 a mile. The length of life is about the same as that of +a pole road, three to four years. + +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 expense. The +big advantage is the speed that can be made and the saving in the +equipment. Such a road is very free from bumps and the jar and vibration +on the truck is no greater than on a city pavement. The depreciation on +a truck depends to a great extent upon the road operated over. With the +above type, depreciation on the truck will not be less than five years. +In addition, tire mileage will be double that obtained over a pole road, +and the gasoline and repair expense will be very materially cut. Owing +to the very small vibration, a load of logs can be brought to the +landing as fast as it is safe to let the truck glide on a down grade. +Speeds as high as 20 miles an hour can easily be taken without excessive +vibration. The traction is greater on this type of road than it is on +the pole road, due to the greater bearing surface. Traction on grades up +to 12% is easily secured by sanding the plank. + +_Concrete Roads._ Concrete has been suggested as an ideal road material. +However, up to the present time, loggers have not been very enthusiastic +about this type of road on account of the cost of construction, which is +somewhat more expensive than the other types of roads, and on account of +the permanence of the finished road which is beyond that needed. To the +writer's knowledge, there is no company operating in the Northwest over +a concrete road of their own building. 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 period. The spur roads +will probably always be of some other material. + +In building such roads two tracks of concrete, one for each wheel are +provided. The sub-grade should be well ditched in the center with cross +ditches every fifty feet, as is done with the pole road. It has been +suggested that the ditches holding the track be six inches deep and +twenty-six inches wide. 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 rail. No forms are +necessary except for the guard lip. + +A word of caution here may not be amiss. Concrete roads of this nature +must be regarded as only experimental, 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 surface. It is evident that +the carrying capacity of such strips of concrete would be greatly +affected by the character of the sub-base. It will therefore be +impossible to specify a standard that can be used under all conditions. + +The use of the concrete guard rail is one of the disadvantages of this +road. 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 mileage. In addition, the rail is so exposed to +weather and hard wear that it cannot be relied upon to serve effectively +for any great length of time. The placing of forms is also a +considerable item of expense in building such a road. A method which +would eliminate such an expense and at the same time provide a more +practical rail would be an advantage. + +[Illustration: Figure 2. Cross section of concrete road. Scale--1 inch +equals 2 feet.] + +It has already been said that guard rails are unnecessary with a thirty +inch track except on sharp curves and otherwise dangerous places. +However, where rails are necessary the wooden rail fastened by bolts +embedded in the concrete as illustrated above, is quite effective and +readily installed. 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 bolt. These bolts are placed in the concrete when it +is poured and should be embedded six inches. This will provide a rail +less expensive to build than a concrete rail and one which will last +longer and save on tires. Replacements are easily made by removing the +nuts and placing a new plank in place of the old. With a guard rail of +this type, there is left a twenty-six inch track for the wheels to run +in. + +Experiments by W. D. Pence (Journ. West. Soc. Eng. Vol. VI, 1901, Page +549) on 1:2:4 concrete give an average value of 0.0000055 inches per +degree Fahrenheit for the coefficient of expansion. The richer the +concrete, the greater the change in dimension. Due to the expansion, 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 in. Later this board is removed and the joint filled with +asphalt so that the concrete may expand without danger of cracking the +road. + +_Cost._ The best mix to use in building this road is what is known as +the 1:21/2:5. For one cubic yard of concrete, the following amounts of +materials will be used for the above mix: 1.21 barrels of cement, 0.46 +cubic yards of sand, and 0.92 cubic yards of stone. At the present +prices, the cost for the materials for this road is about twenty cents a +cubic foot or about $4,400 a mile. The total cost of the road including +the necessary grading, ditching and labor, will be from $7,000 to $9,000 +per mile. + +One of the big advantages of the concrete road is the large gain in +traction secured when operating on steep grades. 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 +slip. This, of course, would be dangerous to attempt on the other types +of roads. Another advantage is the small item of upkeep necessary. A +road well laid in the first place should need no repair except to +replace worn guard rails as they show signs of weakening. The concrete +road, however, will not be generally used except on the mainline by the +larger concerns, or for short distances on steep grades where greater +traction is desired. + + + + +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 curves, which make it easier to avoid expensive bridge work. +Where they are absolutely necessary a serviceable bridge is made of +cribwork. + +The Esary Logging Company of Camano Island, Washington, operates over a +crib bridge 175 feet long and 15 feet high. The sub-structure of this +bridge is made of logs laid alternately crosswise in tiers. 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 top. This makes a +bumpy surface. A better one could be made with cross-ties placed on the +cribbing with fore and aft planking on top. A guard rail is placed on +all bridges. + +Short bridges up to eighty or ninety feet in length are constructed by +the use of two large logs hewn flat on the upper surface. The logs +should be at least thirty-six inches in diameter and perfectly sound. +They are placed at the proper gauge and the regular road on cross-ties +constructed on top. On such short stretches this type of bridge has been +operated over without supports. It is not used, however, for long +stretches. The long bridges are, of course, 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 unnecessary. + + + + +TURNING DEVICES AND TURNOUTS + + +When the truck and trailer reach the place where they are to be loaded, +some method must be used to turn them around. Various means are used to +accomplish this. One is the motor truck turn-table. The turn-table +should be slightly longer than the length of the truck and trailer +combined. It is constructed of heavy plank and timbers so that each +track is about 16 inches wide and tapers in thickness from about 14 +inches at the center to 4 inches at the ends. The two tracks are held +together at the center and each end by heavy timbers. A heavy timber is +sunk to the level of the road and at the center two circular saws are +laid. 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 turns. When properly balanced and with a little oil between the +surfaces of the saws, the turn-table can be operated by hand with very +little effort. It is usually placed at the end of the road. A turn-table +can be loaded on the truck and trailer when it is desired to move it, so +that as the road is extended into the timber, a means of turning the +truck can be obtained close to the point where the logs are to be +loaded. This device can be built at a cost of from $75 to $125 and is +very serviceable. 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 enough. It is always a difficult +problem and a different one for each set-up. + +The use of the "back around" is more common with truck loggers at +present because it is easier to build. The back-around is simply a +pocket or short spur along the road above the landing ground which is +planked solid. The truck and trailer are backed into this far enough so +that the truck can pull ahead in the opposite direction. 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-table. + +[Illustration: Turn out on fore-and-aft plank road.] + +When two or more truck units are to be used on a single track, a careful +calculation must be made to determine the best passing places. The +location of these points may determine the success of the operation. +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 up. At the same time, 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 truck. It is better to have an +extra turnout, even if seldom used, than conditions that would hinder +efficient operation or might even result in a collision which would tie +up the logging for several days. + +A few loggers build a turnout of the same material as the main road for +a short distance to the side. An illustration of this type of turnout is +shown above. Most of them, however, 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 stalled. A +few heavy planks laid fore and aft in the form of a track are sometimes +used. 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 efficiency. + + + + +TELEPHONES + + +In connection with the passing places, the installation of a telephone +line is an important but often neglected item. With two or more +transportation units, a telephone line is a handy if not well nigh +indispensable accessory. It is a great advantage to have such a system +with stations at each end of the road and also at the passing places, as +unavoidable delays will frequently allow a waiting truck to move on to +another passing place, thus saving time. To avoid accidents, the driver +at the passing place should call the loader at the spar tree to see if +the road is clear before coming any farther. + +Very often something breaks on the yarding or loading donkey. With the +telephone, 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 +truck. The saving due to avoided accidents and the saving of time more +than pays for the initial expense of installation. The telephone line +should not be neglected at the larger operations. + + + + +INCLINES + + +In rough country the use of the incline has been a great help and has +proved to be entirely practical and quite economical. 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 accidents. + +A typical incline is successfully operated by the Meickeljohn, Brown +Logging Company near Monroe, Washington. It is fifteen hundred feet long +and the steepest grade is twenty-eight per cent. An 11-in. x 14-in. +roader donkey located at the top of the incline snubs the loads down and +hauls up the empty trucks. A one and one-eighth inch wire cable is +thrown around the logs and made fast by means of a clevis. This holds +the truck and prevents the logs from slipping forward and injuring the +driver. On all inclines, the line should be choked around the logs +rather than simply attached to the truck to prevent them from slipping +ahead. + +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 load. The load is controlled +by the amount of air let out of the valves. The braking action is very +positive and the load can be stopped in a few revolutions of the crank +shaft. + +The average time to lower the load down the incline is three and a half +minutes. At the bottom of the incline, the cable is released and the +truck goes on its way. 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 top. The time taken to raise the trucks is three minutes. + +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 snubber, +the difficulty is overcome by means of a friction snubber. 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 track. 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 grade. The line is made long enough so +that as the load reaches the bottom of the grade, the free end of the +cable has been pulled up to the system of pulleys and is ready to be +attached to the next load. This system is efficient for small grades, is +inexpensive to install, and requires no further attention. + +By the use of the incline with the donkey engine snubber, very heavy +grades can be taken. 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 slope. The use of the +incline will not slow up the operation to any great extent as from fifty +to seventy thousand feet of logs (which is about the average yarding and +loading capacity of one motor-truck side), can be taken over it in a +day. This method of hauling down steep grades is used in several +operations and has been found to be entirely successful. + + + + +YARDING + + +A variety of methods are used by motor truck loggers to get the logs to +the landing to be loaded. The larger operations invariably use the +high-lead method of yarding as the logs come in quicker and with fewer +hang-ups. In a few places the old ground method of yarding with a bull +block is still used. The horse team and skid road is used in a small +timber where poles and piling are being marketed. 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 places. + + + + +LOADING AND UNLOADING + + +The loading of a motor truck is very much the same proposition as the +loading of a flat-car. The principal difficulties that trucks have had +to contend with have been poor roads and inefficient methods of loading. +In loading, the main trouble has been in regulating the yarding so that +a supply of logs is always on hand. 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 loaded. 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 logging. +In this way the yarder can keep ahead of the loading engine and there +will be no delay at the landing. + +Most of the larger companies load with the Duplex loader and use tongs. +This is a safer way to load than with the crotch line as the logs can be +more easily controlled. 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 +lessened. + +In pole and piling timber where a skid road and horses are used, loading +is done by hand or with a team. A landing is built of cribwork and the +logs are simply rolled on the truck with peavies or cant hooks, or a +parbuckle system with skids and horses is used. This works fairly well +for small operations in small timber. + +[Illustration: Loading a motor truck and trailer through the use of a +boom.] + +The latest development in loading is the boom. An illustration of this +method is shown above. 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 slipping. The base of the +boom is fitted with a metal joint which moves freely on an upright pin +set in the metal strap. (See A, above.) 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 feet. A light line (B) 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 landing. From +here it passes through a third block at the end of the boom and back to +the stump again. This secures the needed pulling power from the haulback +drum. + +The lifting line from the mainline drum passes through a block half way +up the tree and thence through a free swinging block (C) and back to the +tree again. On the second block is a ring to which two one inch lines +(D) are attached. These lines pass through the boom stick on rollers (E) +about fifteen feet apart. On the ends of these lines hooks are attached. +These two lines should be so arranged that the hooks remain parallel to +the ground. Two three-quarters inch cables (F) with an eye splice in +each end are attached to the hooks. These lines, or chokers, are then +wrapped around the log and it is lifted clear of the ground by means of +the block hold in the main line. + +The haulback line (B) from the donkey is slacked and the boom travels +over to the truck by means of a line (G) attached from the boom to a +dummy log running on a special guy line. A log two feet in diameter and +sixteen feet long is wrapped at each end with a cable and fastened to a +pulley. The two pulleys and attached dummy log travel up and down the +guy line as the boom moves. A line is attached to the boom and runs +through a pulley attached to the dummy log and extends back to the boom +again. This pulls the boom over above the truck as the dummy log travels +down the guy line. 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 loader. 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 all. After the log is placed, the +boom is pulled back to the landing by the haulback line. 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 truck. However, the loading situation should be studied +carefully. 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 operation. + +Most of the truck loggers unload their logs into water; either into a +lake, a river that can be driven, or into tide-water. A few, however, +unload directly into the log pond at the mill or at the log yard in case +the mill has no log pond. + +The road is usually planked solid at the unloading ground. 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 easily. The +brow-skid should be close to the log bunks and just a little lower than +these when the truck is tilted. When unloading into shallow water, such +as a small river, 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 degrees. An illustration of this method of unloading is shown +below. The skids are so placed that the unloading ground will not be +undermined. + +[Illustration: Unloading truck and trailer through the use of an +incline, showing brow-skids and roll-way.] + +When the truck comes to a stop on the incline, the chock blocks are +released from the opposite side and the logs roll off of their own +accord. In some instances a gill-poke has been used in connection with +the unloading incline, the logs being sheared off as the truck moves +ahead. 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-hook, +so that the gill-poke really is unnecessary. + +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 it. + +[Illustration: Parbuckling a load of logs from the truck and trailer.] + +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 trailer, an illustration of which is shown above. The trucks are run +on an incline so that one side is raised about four inches. 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 cable. +The larger cable passes thru a block located on a gin pole. A light +yarding or a land clearing donkey furnishes the power to parbuckle the +logs into the water. 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 +used, resulting in expensive repairs for broken springs or bearings. + + + + +TIME STUDIES + + +Time is a very important item in loading and unloading. Usually the most +time is consumed in loading, for which reason any improvement that will +reduce the time taken to load will greatly increase the efficiency of +the operation. With the proper unloading devices, the truck may be +unloaded in the time required to knock down the chock blocks. + +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 operation. +However, it is possible to give only arbitrary figures to fit the +particular operation of which they are taken. No average figures can be +given that fit all conditions. + + + DONKEY ENGINE DUMP AT MILL + Time Time Unload- Time + Arrive Loading Leave Down Arrive ing Leave Up Scale + A.M. + 7:15 10 Min. 7:25 20 Min. 7:45 25 Min. 8:10 20 Min. 2592 + 8:30 5 Min. 8:35 27 Min. 8:57 13 Min. 9:10 20 Min. 2092 + 9:30 12 Min. 9:42 21 Min. 10:03 7 Min. 10:10 20 Min. 1908 + 10:30 12 Min. 10:42 33 Min. 11:15 30 Min. 11:45 20 Min. 3074 + P.M. + 12:05 10 Min. 12:15 35 Min. 12:50 17 Min. 1:07 20 Min. 2542 + 1:27 15 Min. 1:42 18 Min. 2:00 27 Min. 2:27 20 Min. 1828 + 2:47 8 Min. 2:55 21 Min. 3:16 8 Min. 3:24 20 Min. 1689 + 3:44 11 Min. 3:55 23 Min. 4:18 9 Min. 4:27 20 Min. 2407 + 4:47 14 Min. 5:01 26 Min. 5:27 12 Min. 5:39 20 Min. 2558 + ----- + Total 20690 + + +Length of haul 5.9 miles round trip. + +Amount of gasoline, 15 gallons. + +The above figures were taken several years ago when the facilities for +unloading were slower than the present day methods, which accounts for +the excessive length of time taken to unload.[8] + + [8] The writer is indebted to Mr. George Gunn, Jr., for these figures. + +The unloading of a truck is a time when a little care taken will save +considerable expense for repairs. Such a method as the parbuckling +system should be used by companies with sufficient stumpage to warrant +the expense of the extra donkey, to prevent the top logs from dropping +to the log bunks, thereby saving the cost of repairing broken springs +and bearings. + + + + +CONCLUSION + + +At present, the possibilities for the use of the motor truck for logging +are just beginning to be realized. What effect their use will have upon +the future methods of logging remains to be seen. It is certain, +however, 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 resources. + +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 lumber. The fact that the portable band mill may be +moved for a cut of a million feet assures adaptability. 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 cost. + +A closer utilization of our present stands of timber may be practiced by +the use of the motor truck. In the northwest, only the larger material +is taken from the forest, 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 made. The truck, +in connection with a band mill, will furnish a means of utilizing this +present waste at a profit to the operator. + +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 generations. This suggests a way of opening the timber +for the market on some of our national forests. Most of the government +owned forests are situated in more or less rugged country back from the +regular routes of travel. The timber on a great many of these forests is +over-mature and should be cut but at this time it is inaccessible. The +problem confronting the country is how to make it accessible. + +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 them. The timber, then, is +to be taken out, under some silvicultural system and under government +supervision, by motor truck operators who build their own roads from the +nearest concrete road to the timber to be cut. Under this system of +management, 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 stumpage. + +The system of management has many advantages. In the first place, the +mature timber will be logged, the older decadent material coming out +first, in small bodies and at the same time care being taken to +reproduce a new stand. The total area is divided so that as the timber +is logged in rotation a continuous cutting will be assured. Due to the +use of the trucks and on account of the timber being cut in rotation, +the fire danger will be greatly lessened. In case a fire gets beyond +control, the roads thru the forest make an excellent way to bring in men +and supplies to fight the fire. In this way, 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 action. The +concrete roads themselves make good fire lines. By means of the good +roads, 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 highways. In this way +the forest is opened for the timber, the best methods of utilization and +forest regeneration are practiced, fire hazard is reduced, and the area +is opened as a recreational ground so that the greatest possible value +is obtained from the tract. + +A great many other uses of the motor truck for logging and scientific +forest utilization are being recognized, as example, for transporting +pulpwood, veneer stock, cordwood, rosin and turpentine, and other forest +products. Suffice it to say that this method of transportation has +found a place in the industry and is here to stay. Its value has been +recognized beyond doubt and in the future will play an important part +in the further development of this country. + + + + +BIBLIOGRAPHY + + + 1916. Motor Truck Logging. + The Power Wagon. Sept. 15. Page 34. (Periodical). + + 1916. The Law of the Public Highway in Washington. + West Coast Lumberman. Sept. 15. Page 23. (Periodical). + + 1916. Motor Truck Logging Now Making Great Strides on the Pacific + Coast. West Coast Lumberman. Nov. 1. Page 260. (Periodical). + + 1917. Motor Truck Logging in the Pacific Northwest. + West Coast Lumberman. Mar. 15. Page 70. (Periodical). + + 1917. Motor Trucks in High Favor Among Lumbermen. + Lumber World Review. Mar. 25. Page 23. (Periodical). + + 1917. Motor Truck Logging on Camano Island. + West Coast Lumberman. July 1. Page 28. (Periodical). + + 1917. Motor Truck Logging. + The Commercial Vehicle. Sept. 1. Page 12. (Periodical). + + 1918. Pole Roads. A. R. Hillard. + West Coast Lumberman. Feb. 1. Page 34. (Periodical). + + 1918. Operating Cost of Motor Trucks Computed. H. S. Finch. + Timberman. Feb. 1. Page 60. (Periodical). + + 1918. Winch for Motor Trucks. + American Lumberman. Mar. 2. Page 58. (Periodical). + + 1918. Motor Truck Roads. + American Lumberman. Mar. 16. Page 38. (Periodical). + + 1918. The Motor Truck in the Logging Industry. H. H. Warwood. + Timberman. April 1. Page 74. (Periodical). + + 1918. Road Construction for Motor Trucks. Jay C. Smith. + Timberman. April 1. Page 38. (Periodical). + + 1918. Adjustable Reach Logging Trailer. + American Lumberman. May 18. Page 63. (Periodical). + + 1918. Demonstrating Duplex Trucks. + American Lumberman. June 1. Page 63. (Periodical). + + 1918. Modern Motor Truck Solves Difficult Logging Problems. + West Coast Lumberman. July 1. Page 18D. (Periodical). + + 1918. Motor Trucks in Winter Logging. A. R. Hilliard. + West Coast Lumberman. Sept. 1. Page 25. (Periodical). + + 1919. The Effect of Changed Conditions Upon Forestry. W. W. Ashe. + Journal of Forestry. Oct. 1. Page 657. (Periodical). + + 1919. Puget Sound Logger Tells Congress How to Log With Motor Trucks. + West Coast Lumberman. October. Page 25. (Periodical). + + 1920. Air Brakes for Trucks. + Timberman. Mar. 1. Page 48g. (Periodical). + +The writer has drawn freely from the material found in the above +periodicals and trade journals, 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 personally. +Without their assistance, the gathering of this information would have +been impossible. + + + + +Publications of the Engineering Experiment Station University of +Washington + + + =Bulletin No. 1=--Creosoted Wood Stave Pipe and Its Effect Upon Water + for Domestic and Irrigational Uses. 1917. + (Bureau of Industrial Research.) 20 pp. Price, 25 cents. + + =Bulletin No. 2=--An Investigation of the Iron Ore Resources of the + North-west. By William Harrison Whittier. 1917. + (Bureau of Industrial Research.) 128 pp. Price, 60 cents. + + =Bulletin No. 3=--An Industrial Survey of Seattle. By Curtis C. Aller. + 1918. + (Bureau of Industrial Research.) 64 pp. Price, 50 cents. + + =Bulletin No. 4=--A Summary of Mining and Metalliferous Mineral + Resources in the State of Washington with Bibliography. + By Arthur Homer Fischer. 1919. 124 pp. Price, 75 cents. + + =Bulletin No. 5=--Electrometallurgical and Electrochemical Industry + in the State of Washington. By Charles Denham Grier. + 1919. 43 pp. Price, 50 cents. + + =Bulletin No. 6=--Ornamental Concrete Lamp Posts. By Carl Edward + Magnusson. 1919. 24 pp. Price, 40 cents. + + =Bulletin No. 7=--Multiplex Radio Telegraphy and Telephony. 1920. + By F. M. Ryan, J. R. Tolmie, R. O. Bach. Price, 50 cents. + + =Bulletin No. 8=--Voltage Wave Analysis with Indicating Instruments. + By Leslie Forrest Curtis. 1920. 28 pp. Price, 50 cents. + + =Bulletin No. 9=--The Coking Industry of the Pacific Northwest. + By Joseph Daniels. 1920. 36 pp. Price, 60 cents. + + =Bulletin No. 10=--An Investigation of Compressed Spruce Pulleys. + By George Samuel Wilson. 1920. 72 pp. Price, 80 cents. + + =Bulletin No. 11=--The Theory of Linear-Sinoidal Oscillations. + By Henry Godfrey Cordes. 1920. 24 pp. Price, 40 cents. + + =Bulletin No. 12=--Motor Truck Logging Methods. + By Frederick Malcolm Knapp. 1921. 52 pp. Price, 50 cents. + + +Requests for bulletins should be addressed to the Director, Engineering +Experiment Station, University of Washington, Seattle. + + + + + + +End of the Project Gutenberg EBook of Motor Truck Logging Methods, by +Frederick Malcolm Knapp + +*** END OF THIS PROJECT GUTENBERG EBOOK MOTOR TRUCK LOGGING METHODS *** + +***** This file should be named 37359.txt or 37359.zip ***** +This and all associated files of various formats will be found in: + https://www.gutenberg.org/3/7/3/5/37359/ + +Produced by Harry Lame, Greg Bergquist and the Online +Distributed Proofreading Team at https://www.pgdp.net (This +file was produced from images generously made available +by The Internet Archive/American Libraries.) + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. Project +Gutenberg is a registered trademark, and may not be used if you +charge for the eBooks, unless you receive specific permission. If you +do not charge anything for copies of this eBook, complying with the +rules is very easy. You may use this eBook for nearly any purpose +such as creation of derivative works, reports, performances and +research. They may be modified and printed and given away--you may do +practically ANYTHING with public domain eBooks. Redistribution is +subject to the trademark license, especially commercial +redistribution. + + + +*** START: FULL LICENSE *** + +THE FULL PROJECT GUTENBERG LICENSE +PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK + +To protect the Project Gutenberg-tm mission of promoting the free +distribution of electronic works, by using or distributing this work +(or any other work associated in any way with the phrase "Project +Gutenberg"), you agree to comply with all the terms of the Full Project +Gutenberg-tm License (available with this file or online at +https://gutenberg.org/license). + + +Section 1. General Terms of Use and Redistributing Project Gutenberg-tm +electronic works + +1.A. By reading or using any part of this Project Gutenberg-tm +electronic work, you indicate that you have read, understand, agree to +and accept all the terms of this license and intellectual property +(trademark/copyright) agreement. If you do not agree to abide by all +the terms of this agreement, you must cease using and return or destroy +all copies of Project Gutenberg-tm electronic works in your possession. +If you paid a fee for obtaining a copy of or access to a Project +Gutenberg-tm electronic work and you do not agree to be bound by the +terms of this agreement, you may obtain a refund from the person or +entity to whom you paid the fee as set forth in paragraph 1.E.8. + +1.B. "Project Gutenberg" is a registered trademark. It may only be +used on or associated in any way with an electronic work by people who +agree to be bound by the terms of this agreement. There are a few +things that you can do with most Project Gutenberg-tm electronic works +even without complying with the full terms of this agreement. See +paragraph 1.C below. There are a lot of things you can do with Project +Gutenberg-tm electronic works if you follow the terms of this agreement +and help preserve free future access to Project Gutenberg-tm electronic +works. See paragraph 1.E below. + +1.C. The Project Gutenberg Literary Archive Foundation ("the Foundation" +or PGLAF), owns a compilation copyright in the collection of Project +Gutenberg-tm electronic works. Nearly all the individual works in the +collection are in the public domain in the United States. If an +individual work is in the public domain in the United States and you are +located in the United States, we do not claim a right to prevent you from +copying, distributing, performing, displaying or creating derivative +works based on the work as long as all references to Project Gutenberg +are removed. Of course, we hope that you will support the Project +Gutenberg-tm mission of promoting free access to electronic works by +freely sharing Project Gutenberg-tm works in compliance with the terms of +this agreement for keeping the Project Gutenberg-tm name associated with +the work. You can easily comply with the terms of this agreement by +keeping this work in the same format with its attached full Project +Gutenberg-tm License when you share it without charge with others. + +1.D. The copyright laws of the place where you are located also govern +what you can do with this work. Copyright laws in most countries are in +a constant state of change. If you are outside the United States, check +the laws of your country in addition to the terms of this agreement +before downloading, copying, displaying, performing, distributing or +creating derivative works based on this work or any other Project +Gutenberg-tm work. The Foundation makes no representations concerning +the copyright status of any work in any country outside the United +States. + +1.E. Unless you have removed all references to Project Gutenberg: + +1.E.1. The following sentence, with active links to, or other immediate +access to, the full Project Gutenberg-tm License must appear prominently +whenever any copy of a Project Gutenberg-tm work (any work on which the +phrase "Project Gutenberg" appears, or with which the phrase "Project +Gutenberg" is associated) is accessed, displayed, performed, viewed, +copied or distributed: + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + +1.E.2. If an individual Project Gutenberg-tm electronic work is derived +from the public domain (does not contain a notice indicating that it is +posted with permission of the copyright holder), the work can be copied +and distributed to anyone in the United States without paying any fees +or charges. If you are redistributing or providing access to a work +with the phrase "Project Gutenberg" associated with or appearing on the +work, you must comply either with the requirements of paragraphs 1.E.1 +through 1.E.7 or obtain permission for the use of the work and the +Project Gutenberg-tm trademark as set forth in paragraphs 1.E.8 or +1.E.9. + +1.E.3. If an individual Project Gutenberg-tm electronic work is posted +with the permission of the copyright holder, your use and distribution +must comply with both paragraphs 1.E.1 through 1.E.7 and any additional +terms imposed by the copyright holder. Additional terms will be linked +to the Project Gutenberg-tm License for all works posted with the +permission of the copyright holder found at the beginning of this work. + +1.E.4. Do not unlink or detach or remove the full Project Gutenberg-tm +License terms from this work, or any files containing a part of this +work or any other work associated with Project Gutenberg-tm. + +1.E.5. Do not copy, display, perform, distribute or redistribute this +electronic work, or any part of this electronic work, without +prominently displaying the sentence set forth in paragraph 1.E.1 with +active links or immediate access to the full terms of the Project +Gutenberg-tm License. + +1.E.6. You may convert to and distribute this work in any binary, +compressed, marked up, nonproprietary or proprietary form, including any +word processing or hypertext form. However, if you provide access to or +distribute copies of a Project Gutenberg-tm work in a format other than +"Plain Vanilla ASCII" or other format used in the official version +posted on the official Project Gutenberg-tm web site (www.gutenberg.org), +you must, at no additional cost, fee or expense to the user, provide a +copy, a means of exporting a copy, or a means of obtaining a copy upon +request, of the work in its original "Plain Vanilla ASCII" or other +form. Any alternate format must include the full Project Gutenberg-tm +License as specified in paragraph 1.E.1. + +1.E.7. Do not charge a fee for access to, viewing, displaying, +performing, copying or distributing any Project Gutenberg-tm works +unless you comply with paragraph 1.E.8 or 1.E.9. + +1.E.8. You may charge a reasonable fee for copies of or providing +access to or distributing Project Gutenberg-tm electronic works provided +that + +- You pay a royalty fee of 20% of the gross profits you derive from + the use of Project Gutenberg-tm works calculated using the method + you already use to calculate your applicable taxes. The fee is + owed to the owner of the Project Gutenberg-tm trademark, but he + has agreed to donate royalties under this paragraph to the + Project Gutenberg Literary Archive Foundation. Royalty payments + must be paid within 60 days following each date on which you + prepare (or are legally required to prepare) your periodic tax + returns. Royalty payments should be clearly marked as such and + sent to the Project Gutenberg Literary Archive Foundation at the + address specified in Section 4, "Information about donations to + the Project Gutenberg Literary Archive Foundation." + +- You provide a full refund of any money paid by a user who notifies + you in writing (or by e-mail) within 30 days of receipt that s/he + does not agree to the terms of the full Project Gutenberg-tm + License. You must require such a user to return or + destroy all copies of the works possessed in a physical medium + and discontinue all use of and all access to other copies of + Project Gutenberg-tm works. + +- You provide, in accordance with paragraph 1.F.3, a full refund of any + money paid for a work or a replacement copy, if a defect in the + electronic work is discovered and reported to you within 90 days + of receipt of the work. + +- You comply with all other terms of this agreement for free + distribution of Project Gutenberg-tm works. + +1.E.9. If you wish to charge a fee or distribute a Project Gutenberg-tm +electronic work or group of works on different terms than are set +forth in this agreement, you must obtain permission in writing from +both the Project Gutenberg Literary Archive Foundation and Michael +Hart, the owner of the Project Gutenberg-tm trademark. Contact the +Foundation as set forth in Section 3 below. + +1.F. + +1.F.1. Project Gutenberg volunteers and employees expend considerable +effort to identify, do copyright research on, transcribe and proofread +public domain works in creating the Project Gutenberg-tm +collection. Despite these efforts, Project Gutenberg-tm electronic +works, and the medium on which they may be stored, may contain +"Defects," such as, but not limited to, incomplete, inaccurate or +corrupt data, transcription errors, a copyright or other intellectual +property infringement, a defective or damaged disk or other medium, a +computer virus, or computer codes that damage or cannot be read by +your equipment. + +1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the "Right +of Replacement or Refund" described in paragraph 1.F.3, the Project +Gutenberg Literary Archive Foundation, the owner of the Project +Gutenberg-tm trademark, and any other party distributing a Project +Gutenberg-tm electronic work under this agreement, disclaim all +liability to you for damages, costs and expenses, including legal +fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT +LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE +PROVIDED IN PARAGRAPH 1.F.3. YOU AGREE THAT THE FOUNDATION, THE +TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE +LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR +INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH +DAMAGE. + +1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a +defect in this electronic work within 90 days of receiving it, you can +receive a refund of the money (if any) you paid for it by sending a +written explanation to the person you received the work from. If you +received the work on a physical medium, you must return the medium with +your written explanation. The person or entity that provided you with +the defective work may elect to provide a replacement copy in lieu of a +refund. If you received the work electronically, the person or entity +providing it to you may choose to give you a second opportunity to +receive the work electronically in lieu of a refund. If the second copy +is also defective, you may demand a refund in writing without further +opportunities to fix the problem. + +1.F.4. Except for the limited right of replacement or refund set forth +in paragraph 1.F.3, this work is provided to you 'AS-IS' WITH NO OTHER +WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO +WARRANTIES OF MERCHANTIBILITY OR FITNESS FOR ANY PURPOSE. + +1.F.5. Some states do not allow disclaimers of certain implied +warranties or the exclusion or limitation of certain types of damages. +If any disclaimer or limitation set forth in this agreement violates the +law of the state applicable to this agreement, the agreement shall be +interpreted to make the maximum disclaimer or limitation permitted by +the applicable state law. The invalidity or unenforceability of any +provision of this agreement shall not void the remaining provisions. + +1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the +trademark owner, any agent or employee of the Foundation, anyone +providing copies of Project Gutenberg-tm electronic works in accordance +with this agreement, and any volunteers associated with the production, +promotion and distribution of Project Gutenberg-tm electronic works, +harmless from all liability, costs and expenses, including legal fees, +that arise directly or indirectly from any of the following which you do +or cause to occur: (a) distribution of this or any Project Gutenberg-tm +work, (b) alteration, modification, or additions or deletions to any +Project Gutenberg-tm work, and (c) any Defect you cause. + + +Section 2. Information about the Mission of Project Gutenberg-tm + +Project Gutenberg-tm is synonymous with the free distribution of +electronic works in formats readable by the widest variety of computers +including obsolete, old, middle-aged and new computers. It exists +because of the efforts of hundreds of volunteers and donations from +people in all walks of life. + +Volunteers and financial support to provide volunteers with the +assistance they need are critical to reaching Project Gutenberg-tm's +goals and ensuring that the Project Gutenberg-tm collection will +remain freely available for generations to come. In 2001, the Project +Gutenberg Literary Archive Foundation was created to provide a secure +and permanent future for Project Gutenberg-tm and future generations. +To learn more about the Project Gutenberg Literary Archive Foundation +and how your efforts and donations can help, see Sections 3 and 4 +and the Foundation web page at https://www.pglaf.org. + + +Section 3. Information about the Project Gutenberg Literary Archive +Foundation + +The Project Gutenberg Literary Archive Foundation is a non profit +501(c)(3) educational corporation organized under the laws of the +state of Mississippi and granted tax exempt status by the Internal +Revenue Service. The Foundation's EIN or federal tax identification +number is 64-6221541. Its 501(c)(3) letter is posted at +https://pglaf.org/fundraising. Contributions to the Project Gutenberg +Literary Archive Foundation are tax deductible to the full extent +permitted by U.S. federal laws and your state's laws. + +The Foundation's principal office is located at 4557 Melan Dr. S. +Fairbanks, AK, 99712., but its volunteers and employees are scattered +throughout numerous locations. Its business office is located at +809 North 1500 West, Salt Lake City, UT 84116, (801) 596-1887, email +business@pglaf.org. Email contact links and up to date contact +information can be found at the Foundation's web site and official +page at https://pglaf.org + +For additional contact information: + Dr. Gregory B. Newby + Chief Executive and Director + gbnewby@pglaf.org + + +Section 4. Information about Donations to the Project Gutenberg +Literary Archive Foundation + +Project Gutenberg-tm depends upon and cannot survive without wide +spread public support and donations to carry out its mission of +increasing the number of public domain and licensed works that can be +freely distributed in machine readable form accessible by the widest +array of equipment including outdated equipment. Many small donations +($1 to $5,000) are particularly important to maintaining tax exempt +status with the IRS. + +The Foundation is committed to complying with the laws regulating +charities and charitable donations in all 50 states of the United +States. Compliance requirements are not uniform and it takes a +considerable effort, much paperwork and many fees to meet and keep up +with these requirements. We do not solicit donations in locations +where we have not received written confirmation of compliance. To +SEND DONATIONS or determine the status of compliance for any +particular state visit https://pglaf.org + +While we cannot and do not solicit contributions from states where we +have not met the solicitation requirements, we know of no prohibition +against accepting unsolicited donations from donors in such states who +approach us with offers to donate. + +International donations are gratefully accepted, but we cannot make +any statements concerning tax treatment of donations received from +outside the United States. U.S. laws alone swamp our small staff. + +Please check the Project Gutenberg Web pages for current donation +methods and addresses. Donations are accepted in a number of other +ways including including checks, online payments and credit card +donations. To donate, please visit: https://pglaf.org/donate + + +Section 5. General Information About Project Gutenberg-tm electronic +works. + +Professor Michael S. Hart was the originator of the Project Gutenberg-tm +concept of a library of electronic works that could be freely shared +with anyone. For thirty years, he produced and distributed Project +Gutenberg-tm eBooks with only a loose network of volunteer support. + + +Project Gutenberg-tm eBooks are often created from several printed +editions, all of which are confirmed as Public Domain in the U.S. +unless a copyright notice is included. Thus, we do not necessarily +keep eBooks in compliance with any particular paper edition. + + +Most people start at our Web site which has the main PG search facility: + + https://www.gutenberg.org + +This Web site includes information about Project Gutenberg-tm, +including how to make donations to the Project Gutenberg Literary +Archive Foundation, how to help produce our new eBooks, and how to +subscribe to our email newsletter to hear about new eBooks. |