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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: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK MOTOR TRUCK LOGGING METHODS *** + + + + +Produced by Harry Lamé, 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.) + + + + + + +</pre> + + +<div class="bbox"> +<p class="center">Please see the <a href="#TN">Transcriber’s Notes</a> at the end of the document.</p> +</div> + +<p class="pagenum"><a name="Page_0" id="Page_0"></a></p> + +<p class="largecap">The Engineering Experiment Station of the University of Washington +was established in December, 1917, in order to coördinate 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.</p> + +<div class="blockquot"><p>The scope of the work is twofold:—</p> + +<div class="indlist"> + +<p>(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.</p> + +<p>(b) To undertake extended research and to publish reports on +engineering and scientific problems.</p> +</div> +</div> + +<p>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—</p> + +<p class="ind05"> +1. Forest Products<br /> +2. Mining and Metallurgy<br /> +3. Chemical Engineering and Industrial Chemistry<br /> +4. Civil Engineering<br /> +5. Electrical Engineering<br /> +6. Mechanical Engineering<br /> +7. Physics Standards and Tests<br /> +</p> + +<p>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.</p> + + +<p class="pagenum"><a name="Page_1" id="Page_1"></a><a name="Page_2" id="Page_2"></a></p> +<hr class="c25" /> + +<p class="center" style="font-size: 1.5em; margin-bottom: 1.5em;"><b>BULLETIN<br /> +UNIVERSITY OF WASHINGTON</b></p> + +<p class="center" style="font-size: 1.75em; margin-bottom: 1.5em;"><b>ENGINEERING EXPERIMENT STATION</b></p> + +<table style="max-width: 40em;" summary="title page"> + +<tr style="line-height: 2em;"> +<td class="left bt bb padr3"><span class="smcap">Engineering Experiment Station Series</span></td> +<td class="right bt bb padl3"><span class="smcap">Bulletin No. 12</span></td> +</tr> + +</table> + +<h1 style="font-size: 1.75em; margin-bottom: 1.5em; margin-top: 1.5em;"><b>MOTOR TRUCK LOGGING METHODS</b></h1> + +<p class="center">BY<br /> +<span class="smcap">Frederick Malcolm Knapp</span><br /> +Student in the College of Forestry,<br /> +University of Washington.</p> + +<div class="figcenter"><img src="images/illo002.png" alt="Logo University" +title="UNIVERSITY OF WASHINGTON—1861 LUX SIT" width="100" height="100" /></div> + +<p class="center">SEATTLE, WASHINGTON<br /> +PUBLISHED QUARTERLY BY THE UNIVERSITY<br /> +APRIL, 1921</p> + +<p style="margin-left: 20%; margin-right: 20%;" class="center bt2">Entered as second class matter, +at Seattle, under the Act of July 16, 1894.</p> + +<hr class="c25" /> + +<p class="pagenum"><a name="Page_3" id="Page_3">[3]</a></p> + +<h2>CONTENTS</h2> + +<hr class="c05" /> + +<table class="w70" summary="ToC"> + +<tr> +<td colspan="2"> </td> +<td class="right top" style="width: 10%;">Page</td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch1">INTRODUCTION</a></td> +<td class="right top"><a href="#Page_5">5</a></td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch2">HISTORY OF TRUCK LOGGING</a></td> +<td class="right top"><a href="#Page_5">5</a></td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td class="just"><a href="#Sec2_1">First use of motor truck in logging</a>—<a href="#Sec2_2">Development of logging +trailer</a>—<a href="#Sec2_3">Possibilities in the use of motor trucks</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch3">TRANSPORTATION OF LOGS—RAILROADS VERSUS MOTOR TRUCKS</a></td> +<td class="right top"><a href="#Page_7">7</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec3_1">Comparative advantages and uses of motor trucks and railroads</a>—<a href="#Sec3_2">Relative +cost of road construction</a>—<a href="#Sec3_3">Advantage of flexibility of motor trucks</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch4">COSTS</a></td> +<td class="right top"><a href="#Page_8">8</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec4_1">Operating costs of a typical 5-ton truck</a>—<a href="#Sec4_2">Actual cash +outlay</a>—<a href="#Sec4_3">Total expense</a>—<a href="#Sec4_4">Variable charges</a>—<a href="#Sec4_5">Recapitulation +of work performed</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch5">ROLLING STOCK EQUIPMENT</a></td> +<td class="right top"><a href="#Page_10">10</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec5_1">Rigid versus flexible truck bodies</a>—<a href="#Sec5_2">Chain drive versus worm +drive</a>—<a href="#Sec5_3">Weight of trucks</a>—<a href="#Sec5_4">Speed</a>—<a href="#Sec5_5">Depreciation</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch6">INSURANCE</a></td> +<td class="right top"><a href="#Page_14">14</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec6_1">Fire and theft insurance</a>—<a href="#Sec6_2">Collision insurance</a>—<a +href="#Sec6_3">Liability insurance</a>—<a href="#Sec6_4">Property damage insurance</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch7">TRUCK EQUIPMENT</a></td> +<td class="right top"><a href="#Page_14">14</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec7_1">Bunks</a>—<a href="#Sec7_2">Tires</a>—<a href="#Sec7_3">Relative advantages of different +types of tires</a>—<a href="#Sec7_4">Laws governing operation of motor vehicles</a>—<a href="#Sec7_5">Legal limit of weight +of load</a>—<a href="#Sec7_6">Chain drives</a>—<a href="#Sec7_7">Tops</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><span class="pagenum"><a name="Page_4" id="Page_4">[4]</a></span><a href="#Ch8">TRAILERS</a></td> +<td class="right top"><a href="#Page_17">17</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec8_1">Draw-bar pull of motor trucks</a>—<a href="#Sec8_2">Effect of grades on draw-bar +pull</a>—<a href="#Sec8_3">Advantage of trailer</a>—<a href="#Sec8_4">Description of trailer</a>—<a +href="#Sec8_5">Brakes on trailer</a>—<a href="#Sec8_6">Air brakes on trailers</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch9">LIFE AND DEPRECIATION</a></td> +<td class="right top"><a href="#Page_20">20</a></td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch9a">COST DATA</a></td> +<td class="right top"><a href="#Page_20">20</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec9a_1">Operating expenses for 3<span class="enum">1</span>⁄<span class="denom">2</span> +and 5-ton trucks</a>—<a href="#Sec9a_2">Fixed charges</a>—<a href="#Sec9a_3">Total expenses</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch10">ROAD CONSTRUCTION</a></td> +<td class="right top"><a href="#Page_24">24</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec10_1">Sub-grade</a>—<a href="#Sec10_2">Cross-plank roads</a>—<a href="#Sec10_3">Fore and aft +pole roads</a>—<a href="#Sec10_4">Cement roads</a>—Guard rails—Cost of road construction.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch11">BRIDGES</a></td> +<td class="right top"><a href="#Page_36">36</a></td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch12">TURNING DEVICES AND TURNOUTS</a></td> +<td class="right top"><a href="#Page_37">37</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec12_1">Construction of turn-tables</a>—<a href="#Sec12_2">Turning of trucks</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch13">TELEPHONES</a></td> +<td class="right top"><a href="#Page_39">39</a></td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch14">INCLINES</a></td> +<td class="right top"><a href="#Page_39">39</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec14_1">Snubbing methods</a>—<a href="#Sec14_2">Practicability of inclines</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch15">YARDING</a></td> +<td class="right top"><a href="#Page_41">41</a></td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch16">LOADING AND UNLOADING</a></td> +<td class="right top"><a href="#Page_41">41</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec16_1">Methods of loading trucks</a>—<a href="#Sec16_2">Loading with boom</a>—<a +href="#Sec16_3">Rigging of boom</a>—<a href="#Sec16_4">Unloading</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch17">TIME STUDIES</a></td> +<td class="right top"><a href="#Page_45">45</a></td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch18">CONCLUSION</a></td> +<td class="right top"><a href="#Page_46">46</a></td> +</tr> + +<tr> +<td> </td> +<td class="just"><a href="#Sec18_1">Future use of the motor truck</a>—<a href="#Sec18_2">Motor trucks and forestry</a>.</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2" class="left"><a href="#Ch19">BIBLIOGRAPHY</a></td> +<td class="right top"><a href="#Page_48">48</a></td> +</tr> + +</table> + +<hr class="c25" /> +<p class="pagenum"><a name="Page_5" id="Page_5">[5]</a></p> +<h2><a name="Ch1" id="Ch1"></a>INTRODUCTION</h2> + + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch2" id="Ch2"></a>HISTORY OF TRUCK LOGGING</h2> + + +<p><a name="Sec2_1" id="Sec2_1"></a>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.</p> + +<p><a name="Sec2_2" id="Sec2_2"></a>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.</p> + +<p><span class="pagenum"><a name="Page_6" id="Page_6">[6]</a></span>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.</p> + +<div class="figcenter"><img src="images/illo007.jpg" alt="Pioneer logging 1913" width="600" height="449" /> +<p class="caption">Pioneer logging with a motor truck in 1913.</p></div> + +<p><a name="Sec2_3" id="Sec2_3"></a>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.</p> + + +<hr class="c25" /> +<p class="pagenum"><a name="Page_7" id="Page_7">[7]</a></p> +<h2><a name="Ch3" id="Ch3"></a>TRANSPORTATION OF LOGS—RAILROADS VERSUS MOTOR TRUCKS</h2> + +<p><a name="Sec3_1" id="Sec3_1"></a>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.</p> + +<p><a name="Sec3_2" id="Sec3_2"></a>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.</p> + +<p>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<span class="pagenum"><a name="Page_8" id="Page_8">[8]</a></span> +material found adjacent to the right of way can be utilized for +what it costs to fell it.</p> + +<p><a name="Sec3_3" id="Sec3_3"></a>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch4" id="Ch4"></a>COSTS</h2> + +<p><a name="Sec4_1" id="Sec4_1"></a>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:<a name="FNanchor_1_1" id="FNanchor_1_1"></a><a href="#Footnote_1_1" class="fnanchor">[1]</a> +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 $.90<span class="enum">1</span>⁄<span class="denom">2</span> 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:</p> + +<div class="footnote"><p><a name="Footnote_1_1" id="Footnote_1_1"></a><a href="#FNanchor_1_1"><span class="label">[1]</span></a> West +Coast Lumberman. Nov. 1, 1916, page 266. Labor, gas and oil +have since advanced in cost.</p></div> + +<p class="tableheader"><a name="Sec4_2" id="Sec4_2"></a><span class="smcap">Actual Cash Outlay in Hauling 128,420 Board +Feet of Logs</span></p> + +<table summary="Table P 8"> + +<tr> +<td colspan="3" class="left">Gasoline, 284 gallons @ $.19</td> +<td class="right">$53.96</td> +</tr> + +<tr> +<td colspan="3" class="left">Oil, 3 gallons @ $.60</td> +<td class="right">1.80</td> +</tr> + +<tr> +<td colspan="3" class="left">Oil, 20<span class="enum">1</span>⁄<span class="denom">2</span> gallons @ $.45</td> +<td class="right">9.23</td> +</tr> + +<tr> +<td colspan="3" class="left padr3">Incidentals—One electric light globe</td> +<td class="right">.35</td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td colspan="2" class="left">Hardware</td> +<td class="right">4.03</td> +</tr> + +<tr> +<td> </td> +<td colspan="2" class="left">Blacksmith</td> +<td class="right">3.00</td> +</tr> + +<tr> +<td colspan="3" class="left">Driver, 11 days @ $4.00</td> +<td class="right bb">44.00</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="left">Total</td> +<td class="right">$116.37</td> +</tr> + +</table> + +<p>128,420 feet @ $116.37, or $.90<span class="enum">1</span>⁄<span class="denom">2</span> per thousand feet.</p> + +<p class="pagenum"><a name="Page_9" id="Page_9">[9]</a></p> + +<p class="tableheader"><a name="Sec4_3" id="Sec4_3"></a><span class="smcap">Total Expense of Hauling 128,420 Board +Feet of Logs</span></p> + +<table summary="Table P 9-1"> + +<tr> +<td colspan="2" class="left">Investment:</td> +<td> </td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td class="left">Chassis</td> +<td class="right">$4,900.00</td> +</tr> + +<tr> +<td> </td> +<td class="left">Trailer</td> +<td class="right bb">700.00</td> +</tr> + +<tr> +<td> </td> +<td class="left padr3">Total Investment </td> +<td class="right">$5,600.00</td> +</tr> + +</table> + +<p class="tableheader"><a name="Sec4_4" id="Sec4_4"></a><span class="smcap">Variable Charges</span></p> + +<table summary="Table P 9-2"> + +<tr> +<td colspan="2" class="left">Gasoline, 284 gallons @ $.19</td> +<td class="right">$53.96</td> +</tr> + +<tr> +<td colspan="2" class="left">Oil, 3 gallons @ $.60</td> +<td class="right">1.80</td> +</tr> + +<tr> +<td colspan="2" class="left">Oil, 20<span class="enum">1</span>⁄<span class="denom">2</span> gallons @ $.45</td> +<td class="right">9.23</td> +</tr> + +<tr> +<td colspan="2" class="left padr3">Tires, $.07<span class="enum">1</span>⁄<span class="denom">2</span> per mile on 615 miles</td> +<td class="right">46.12</td> +</tr> + +<tr> +<td colspan="2" class="left">Incidentals</td> +<td class="right bb">7.43</td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td class="left">Total variable charges</td> +<td class="right">$118.54</td> +</tr> + +</table> + +<p class="tableheader"> </p> + +<table summary="Table P 9-3"> + +<tr> +<td colspan="2" class="left padr3">Depreciation (based on 15% per annum on $5,600, less $560, the cost of the tires, or $5,040.00)</td> +<td class="right bot padr0">$1.34</td> +<td class="left bot padl0">9</td> +</tr> + +<tr> +<td colspan="2" class="left">Interest on amortized value at 7%</td> +<td class="right padr0">.63</td> +<td> </td> +</tr> + +<tr> +<td colspan="2" class="left">Storage, $5.00 a month</td> +<td class="right padr0">.20</td> +<td> </td> +</tr> + +<tr> +<td colspan="2" class="left">Driver @ $4.00 a day</td> +<td class="right bb padr0">4.00</td> +<td class="bb"> </td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td class="left">Total fixed charges</td> +<td class="right bot padr0">$6.17</td> +<td class="left bot padl0">9</td> +</tr> + +</table> + +<p> </p> + +<table summary="Table P 9-4"> + +<tr> +<td class="left">Total variable charges</td> +<td class="right">$118.54</td> +</tr> + +<tr> +<td class="left padr3">Total fixed charges at $6.179 a day for 11 days</td> +<td class="right bb">67.97</td> +</tr> + +<tr> +<td class="left">Total cost</td> +<td class="right">$186.51</td> +</tr> + +</table> + +<p>128,420 board feet of logs @ $186.51, or $1.44 per 1000 feet.</p> + +<p><a name="Sec4_5" id="Sec4_5"></a>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 7<span class="enum">1</span>⁄<span class="denom">2</span> miles +and dumped into Lake Washington at Bothell.</p> + +<table summary="Table P 9/10"> + +<tr class="fsize80"> +<td class="center">Date</td> +<td class="center">Trips</td> +<td class="center">Mileage</td> +<td class="center">No. Ft. Hauled</td> +<td class="center">Gas Used</td> +<td class="center">Oil Used</td> +</tr> + +<tr> +<td class="center">1/20/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">10,768</td> +<td class="right padr3 padl3">30</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/21/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">11,888</td> +<td class="right padr3 padl3">24</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/22/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">11,707</td> +<td class="right padr3 padl3">30</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/23/16</td> +<td colspan="5" class="left"> Did not haul. Roads in bad condition.</td> +</tr> + +<tr> +<td class="center"><span class="pagenum"><a name="Page_10" id="Page_10">[10]</a></span>1/24/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">8,894</td> +<td class="right padr3 padl3">34</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/25/16</td> +<td class="right padr3 padl3">2</td> +<td class="right padr3 padl3">30</td> +<td class="right padr3 padl3">5,200</td> +<td class="right padr3 padl3">16</td> +<td class="right padr3 padl3"><a name="FNanchor_2_2" id="FNanchor_2_2"></a><a href="#Footnote_2_2" class="fnanchor">[2]</a>1.00</td> +</tr> + +<tr> +<td class="center">1/26/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">16,174</td> +<td class="right padr3 padl3">29</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/27/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">11,276</td> +<td class="right padr3 padl3">25</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/28/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">15,514</td> +<td class="right padr3 padl3">26</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/29/16</td> +<td class="right padr3 padl3">4</td> +<td class="right padr3 padl3">60</td> +<td class="right padr3 padl3">15,511</td> +<td class="right padr3 padl3">31</td> +<td class="right padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="center">1/30/16</td> +<td class="right padr3 padl3">3</td> +<td class="right padr3 padl3">45</td> +<td class="right padr3 padl3">9,152</td> +<td class="right padr3 padl3">20</td> +<td class="right padr3 padl3"><a name="FNanchor_3_3" id="FNanchor_3_3"></a><a href="#Footnote_3_3" class="fnanchor">[3]</a>2.25</td> +</tr> + +<tr> +<td class="center">1/31/16</td> +<td class="right bb padr3 padl3">4</td> +<td class="right bb padr3 padl3">60</td> +<td class="right bb padr3 padl3">12,336</td> +<td class="right bb padr3 padl3">19</td> +<td class="right bb padr3 padl3">2.25</td> +</tr> + +<tr> +<td class="right">Total</td> +<td class="right padr3">41</td> +<td class="right padr3">615</td> +<td class="right padr3">128,420</td> +<td class="right padr3">284</td> +<td class="right padr3">23.50</td> +</tr> + +</table> + +<div class="footnote"><p><a name="Footnote_2_2" id="Footnote_2_2"></a><a href="#FNanchor_2_2"><span class="label">[2]</span></a> +Freight truck in the ditch. Four hours lost getting the road cleared.</p></div> + +<div class="footnote"><p><a name="Footnote_3_3" id="Footnote_3_3"></a><a href="#FNanchor_3_3"><span class="label">[3]</span></a> +Two hours lost at the landing due to a spring slipping out of place, +which made it necessary to unload and load again.</p></div> + +<p>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.</p> + +<p>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.</p> + + + +<hr class="c25" /> +<h2><a name="Ch5" id="Ch5"></a>ROLLING STOCK EQUIPMENT</h2> + + +<p><a name="Sec5_1" id="Sec5_1"></a>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.</p> + +<p><span class="pagenum"><a name="Page_11" id="Page_11">[11]</a></span>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.</p> + +<p><a name="Sec5_2" id="Sec5_2"></a>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><a name="Sec5_3" id="Sec5_3"></a>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<span class="pagenum"><a name="Page_12" id="Page_12">[12]</a></span> +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 3<span class="enum">1</span>⁄<span class="denom">2</span> 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 3<span class="enum">1</span>⁄<span class="denom">2</span>-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.<a name="Sec5_4" id="Sec5_4"></a> Another +advantage of the lighter weight truck is <i>speed</i>. The 3<span class="enum">1</span>⁄<span class="denom">2</span>-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.</p> + +<p>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 8<span class="enum">1</span>⁄<span class="denom">2</span>-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.</p> + + +<hr class="c25" /> +<h2><a name="Sec5_5" id="Sec5_5"></a>LIFE AND DEPRECIATION</h2> + + +<p>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.</p> + +<p>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<span class="pagenum"><a name="Page_13" id="Page_13">[13]</a></span> +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.</p> + +<div class="figcenter"><a name="Fig013" id="Fig013"></a><img src="images/illo014.jpg" alt="Swivel bunk" width="600" height="444" /> +<p class="caption">Swivel bunk on truck equipped for motor truck logging. The base on +which the bunk rests<br />is made of two heavy timbers about 18 inches by +24 inches in section and 4 feet long, bolted<br />together and clamped to the +frame of the truck by means of heavy N-bolts, (D). The bunk is<br />fastened +by a king-pin (E) to the base and is free to rotate upon a steel +center plate and<br />two side-bearing plates (F).</p></div> + + + +<hr class="c25" /> +<p class="pagenum"><a name="Page_14" id="Page_14">[14]</a></p> +<h2><a name="Ch6" id="Ch6"></a>INSURANCE</h2> + + +<p>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.</p> + +<p><a name="Sec6_1" id="Sec6_1"></a>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.</p> + +<p><a name="Sec6_2" id="Sec6_2"></a>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.</p> + +<p><a name="Sec6_3" id="Sec6_3"></a>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.</p> + +<p><a name="Sec6_4" id="Sec6_4"></a>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.</p> + + + +<hr class="c25" /> +<h2><a name="Ch7" id="Ch7"></a>TRUCK EQUIPMENT</h2> + + +<p><a name="Sec7_1" id="Sec7_1"></a><i>Bunks.</i> All trucks for use in log hauling are equipped with +a patent bunk over the rear axle on which the logs rest (see +<a href="#Fig013">illustration</a> 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.</p> + +<p><a name="Sec7_2" id="Sec7_2"></a><i>Tires.</i> Solid rubber tires are generally conceded to be the +best suited for the heavy duty required in logging. The use of<span class="pagenum"><a name="Page_15" id="Page_15">[15]</a></span> +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.</p> + +<p><a name="Sec7_3" id="Sec7_3"></a>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.<a name="FNanchor_4_4" id="FNanchor_4_4"></a><a +href="#Footnote_4_4" class="fnanchor">[4]</a> 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.</p> + +<div class="footnote"><p><a name="Footnote_4_4" id="Footnote_4_4"></a><a href="#FNanchor_4_4"><span class="label">[4]</span></a> West Coast Lumberman. October, 1919. Page 25.</p></div> + +<p>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.</p> + +<p>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<span class="pagenum"><a name="Page_16" id="Page_16">[16]</a></span> +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.</p> + +<div class="blockquot fsize80"><h3><a name="Sec7_4" id="Sec7_4"></a>LAWS GOVERNING THE OPERATION OF MOTOR VEHICLES</h3> + +<p>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:</p> + +<p>(a) Chapter 153 of the laws of 1913 and Chapter 142 of the laws of 1915 +are repealed.</p> + +<p><a name="Sec7_5" id="Sec7_5"></a>(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 <b>used as trucks</b> shall be classified and rated as, +and shall pay the same fees as hereinbefore provided for motor trucks of +like weight and capacity.</p> + +<p>(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:</p> + +<p>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.</p></div> + +<p><a name="Sec7_6" id="Sec7_6"></a><i>Chain Drive.</i> 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.</p> + +<p><a name="Sec7_7" id="Sec7_7"></a><i>Top.</i> 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.</p> + + + +<hr class="c25" /> +<p class="pagenum"><a name="Page_17" id="Page_17">[17]</a></p> +<h2><a name="Ch8" id="Ch8"></a>TRAILERS</h2> + + +<p><a name="Sec8_1" id="Sec8_1"></a>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.<a name="FNanchor_5_5" id="FNanchor_5_5"></a><a href="#Footnote_5_5" class="fnanchor">[5]</a> 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. <a name="Sec8_2" id="Sec8_2"></a>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. +<a name="Sec8_3" id="Sec8_3"></a>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.</p> + +<div class="footnote"><p><a name="Footnote_5_5" id="Footnote_5_5"></a><a +href="#FNanchor_5_5"><span class="label">[5]</span></a> Operating Cost of Motor Truck Computed. Timberman. Feb., 1918. +Page 60.</p></div> + +<p>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.</p> + +<p><a name="Sec8_4" id="Sec8_4"></a><i>Description of the Trailer</i>: 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<span class="pagenum"><a name="Page_18" id="Page_18">[18]</a></span> +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.</p> + +<p>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.</p> + +<p>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 <a href="#Fig018">illustration</a> below). +The rear bunk<span class="pagenum"><a name="Page_19" id="Page_19">[19]</a></span> +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 <a href="#Page_13">above</a>) and serves to hold +the load in place.</p> + +<div class="figcenter"><a name="Fig018" id="Fig018"></a><img src="images/illo019.jpg" alt="Logging trailer" width="600" height="452" /> +<p class="caption">Type of trailer adapted for heavy Pacific coast logging.</p></div> + +<p>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.</p> + +<p>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.</p> + +<p><a name="Sec8_5" id="Sec8_5"></a><i>Brakes.</i> 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.</p> + +<p>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.</p> + +<p><a name="Sec8_6" id="Sec8_6"></a><span class="pagenum"><a name="Page_20" id="Page_20">[20]</a></span>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.”<a name="FNanchor_6_6" id="FNanchor_6_6"></a><a href="#Footnote_6_6" class="fnanchor">[6]</a></p> + +<div class="footnote"><p><a name="Footnote_6_6" id="Footnote_6_6"></a><a href="#FNanchor_6_6"><span class="label">[6]</span></a> Air Brakes for Trucks. Timberman. March, 1920. Page 48g.</p></div> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch9" id="Ch9"></a>LIFE AND DEPRECIATION</h2> + + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch9a" id="Ch9a"></a>COST DATA</h2> + + +<p><a name="Sec9a_1" id="Sec9a_1"></a>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.</p> + +<p class="pagenum"><a name="Page_21" id="Page_21">[21]</a></p> +<p class="tableheader">3000 FOOT CAPACITY, OUTFIT COMPLETE</p> + +<p>The following figures are for a 3<span class="enum">1</span>⁄<span class="denom">2</span>-ton logging truck with a 5-ton +trailer. The figures are based upon a 275 working day year.</p> + +<table summary="Table P 21-1"> + +<tr> +<td colspan="6" class="left">Cost of equipment (as a basis)</td> +<td class="right">$6700.00</td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td colspan="3" class="left padr3">Less resale value at expiration of 4 years at 25% of the original cost</td> +<td> </td> +<td class="right bot">$1675.00</td> +<td> </td> +</tr> + +<tr> +<td> </td> +<td colspan="3" class="left">Less cost of tires,</td> +<td colspan="3"> </td> +</tr> + +<tr> +<td colspan="2"> </td> +<td style="width: 5%;"> </td> +<td class="left">2—36″ × 6″</td> +<td class="right">$140.50</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td colspan="3"> </td> +<td class="left">4—40″ × 12″</td> +<td class="right bb">776.00</td> +<td class="right bb">916.50</td> +<td> </td> +</tr> + +<tr> +<td colspan="3"> </td> +<td class="center">Total</td> +<td class="right padl1">$916.50</td> +<td class="right padl1">$2591.50</td> +<td class="right padl1 bb">2591.50</td> +</tr> + +<tr> +<td colspan="6" class="center">Basis for computing</td> +<td class="right">$4108.50</td> +</tr> + +</table> + +<p class="tableheader">RUNNING EXPENSES PER MILE</p> + +<table summary="Table P 21-2"> + +<tr> +<td> </td> +<td class="right">Per Mile</td> +</tr> + +<tr> +<td class="left padr3">Tires, based on a cost of $916.50 and a life of 8000 miles</td> +<td class="right padr0">$.114</td> +<td class="left padl0">5</td> +</tr> + +<tr> +<td class="left">Gasoline, four miles to a gallon @ $.28 per gal.</td> +<td class="right padr0">.07</td> +<td> </td> +</tr> + +<tr> +<td class="left">Oil and grease</td> +<td class="right padr0">.02</td> +<td> </td> +</tr> + +<tr> +<td class="left">General repairs</td> +<td class="right padr0 bb">.03</td> +<td class="bb"> </td> +</tr> + +<tr> +<td class="center">Total running expenses per mile</td> +<td class="right padr0">$.234</td> +<td class="left padl0">5</td> +</tr> + +</table> + +<p class="tableheader"><a name="Sec9a_2" id="Sec9a_2"></a>FIXED CHARGES PER 275 WORKING DAY YEAR</p> + +<table summary="Table P 21-3"> + +<tr> +<td class="left">Depreciation, based on 25% per year on $4108.50</td> +<td class="right bot">$1027.12</td> +</tr> + + +<tr> +<td class="left">Interest on money invested at 6% (figured on truck less +cost of tires)</td> +<td class="right bot">347.01</td> +</tr> + +<tr> +<td class="left">Driver at $7.00 a day</td> +<td class="right bot">1925.00</td> +</tr> + +<tr> +<td class="left">License</td> +<td class="right bot">27.00</td> +</tr> + +<tr> +<td class="left padr3">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</td> +<td class="right bot bb">90.75</td> +</tr> + +<tr> +<td class="left">Total fixed charges for 275 day year</td> +<td class="right bot">$3416.88</td> +</tr> + +<tr> +<td class="left">Total fixed charges per day</td> +<td class="right bot">12.418</td> +</tr> + +</table> + +<p class="pagenum"><a name="Page_22" id="Page_22">[22]</a></p> + +<p class="tableheader"><a name="Sec9a_3" id="Sec9a_3"></a>TOTAL EXPENSES</p> + +<table summary="Table P 22-1"> + +<tr> +<td> </td> +<td colspan="2" class="center padr1 padl1">30<br />miles</td> +<td colspan="2" class="center padr1 padl1">40<br />miles</td> +<td colspan="2" class="center padr1 padl1">50<br />miles</td> +<td colspan="2" class="center padr1 padl1">60<br />miles</td> +<td colspan="2" class="center padr1 padl1">70<br />miles</td> +</tr> + +<tr> +<td class="left">Uniform variable charges</td> +<td class="right padr0 padl1 bot">$ 7.03</td> +<td class="left padl0 padr1 bot">5</td> +<td class="right padr0 padl1 bot">$ 9.38</td> +<td> </td> +<td class="right padr0 padl1 bot">$11.72</td> +<td class="left padl0 padr1 bot">5</td> +<td class="right padr0 padl1 bot">$14.07</td> +<td> </td> +<td class="right padr0 padl1 bot">$16.41</td> +<td class="left padl0 padr1 bot">5</td> +</tr> + +<tr> +<td class="left">Fixed charges</td> +<td class="right padr0 padl1 bot">12.41</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">12.41</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">12.41</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">12.41</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">12.41</td> +<td class="left padl0 padr1 bot">8</td> +</tr> + +<tr> +<td class="left">Total charges (per day)</td> +<td class="right padr0 padl1 bot">19.45</td> +<td class="left padl0 padr1 bot">3</td> +<td class="right padr0 padl1 bot">21.79</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">24.14</td> +<td class="left padl0 padr1 bot">3</td> +<td class="right padr0 padl1 bot">26.48</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">28.83</td> +<td class="left padl0 padr1 bot">3</td> +</tr> + +<tr> +<td class="left">Total cost per mile, loaded one way only</td> +<td class="right padr0 padl1 bot">.64</td> +<td class="left padl0 padr1 bot">8</td> +<td class="right padr0 padl1 bot">.54</td> +<td class="left padl0 padr1 bot">5</td> +<td class="right padr0 padl1 bot">.48</td> +<td class="left padl0 padr1 bot">2</td> +<td class="right padr0 padl1 bot">.44</td> +<td class="left padl0 padr1 bot">1</td> +<td class="right padr0 padl1 bot">.41</td> +<td class="left padl0 padr1 bot">2</td> +</tr> + +<tr> +<td class="left padr3">Total cost per 1000 ft. per mile with 3000 ft. to the load</td> +<td class="right padr0 padl1 bot">.21</td> +<td class="left padl0 padr1 bot">6</td> +<td class="right padr0 padl1 bot">.18</td> +<td class="left padl0 padr1 bot">1</td> +<td class="right padr0 padl1 bot">.16</td> +<td class="left padl0 padr1 bot">0</td> +<td class="right padr0 padl1 bot">.14</td> +<td class="left padl0 padr1 bot">7</td> +<td class="right padr0 padl1 bot">.13</td> +<td class="left padl0 padr1 bot">7</td> +</tr> + +</table> + +<p class="tableheader">4000 FOOT CAPACITY, OUTFIT COMPLETE</p> + +<p>The following figures are for the 5-ton logging truck equipped +with an 8<span class="enum">1</span>⁄<span class="denom">2</span>-ton trailer, based on a 275 working day year:</p> + +<table summary="Table P 22-2"> + +<tr> +<td colspan="6" class="left">Cost of equipment (as a basis)</td> +<td class="right">$7600.00</td> +</tr> + +<tr> +<td colspan="5" class="left padr3">Less resale value at expiration<br />of four years at 25% of the original cost</td> +<td class="right bot">$1900.00</td> +<td> </td> +</tr> + +<tr> +<td colspan="7">Less cost of tires:</td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td colspan="3" class="left">2—36-in × 6-in</td> +<td class="right">$140.50</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td> </td> +<td colspan="3" class="left">4—40-in × 14-in</td> +<td class="right bb">923.00</td> +<td class="right bb">1063.50</td> +<td> </td> +</tr> + +<tr> +<td colspan="4" class="left">Total</td> +<td class="right padl1">$1063.50</td> +<td class="right padl1">$2963.50</td> +<td class="right bb padl1">2963.50</td> +</tr> + +<tr> +<td colspan="6" class="center">Basis for computing</td> +<td class="right">$4636.50</td> +</tr> + +</table> + +<p class="tableheader">RUNNING EXPENSES PER MILE</p> + +<table summary="Table P 22-3"> + +<tr> +<td> </td> +<td colspan="2" class="right">per mile</td> +</tr> + +<tr> +<td class="left padr3">Tires, based on cost of $1063.50 and a life of 8000 miles</td> +<td class="right bot padr0">$.12</td> +<td class="left padl0 bot">9</td> +</tr> + +<tr> +<td class="left">Gasoline, 3<span class="enum">1</span>⁄<span class="denom">2</span> miles to the gallon @ $.28 per gal.</td> +<td class="right bot">.08</td> +<td> </td> +</tr> + +<tr> +<td class="left">Oil and grease</td> +<td class="right bot padr0">.02</td> +<td> </td> +</tr> + +<tr> +<td class="left">General repairs</td> +<td class="right bb bot padr0">.03</td> +<td class="left bb bot padl0">5</td> +</tr> + +<tr> +<td class="center">Total running expenses per mile</td> +<td class="right bot padr0">$.26</td> +<td class="left padl0 bot">4</td> +</tr> + +</table> + +<p class="pagenum"><a name="Page_23" id="Page_23">[23]</a></p> + +<p class="tableheader">FIXED CHARGES PER 275 DAY YEAR</p> + +<table summary="Table P 23-1"> + +<tr> +<td colspan="2" class="left">Depreciation, based upon 25% per year on $4636.50</td> +<td class="right">$1157.13</td> +</tr> + +<tr> +<td colspan="2" class="left">Interest on money invested at 6% (figured on equipment less cost of tires)</td> +<td class="right bot">392.19</td> +</tr> + +<tr> +<td colspan="2" class="left">Driver at $7.00 a day</td> +<td class="right bot">1925.00</td> +</tr> + +<tr> +<td colspan="2" class="left">License</td> +<td class="right bot">27.00</td> +</tr> + +<tr> +<td colspan="2" class="left padr3">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</td> +<td class="right bb bot">101.75</td> +</tr> + +<tr> +<td style="width: 5%;"> </td> +<td class="left">Total fixed charges for 275 day year</td> +<td class="right bot">$3603.07</td> +</tr> + +<tr> +<td> </td> +<td class="left">Total fixed charges per day</td> +<td class="right bot">12.92</td> +</tr> + +</table> + +<p class="tableheader">TOTAL EXPENSES</p> + +<table summary="Table P 23-2"> + +<tr> +<td> </td> +<td colspan="2" class="center padr1 padl1">30<br />miles</td> +<td colspan="2" class="center padr1 padl1">40<br />miles</td> +<td colspan="2" class="center padr1 padl1">50<br />miles</td> +<td colspan="2" class="center padr1 padl1">60<br />miles</td> +</tr> + +<tr> +<td class="left">Uniform variable charges per mile $.247</td> +<td class="right padr0 padl1 bot">$7.92</td> +<td> </td> +<td class="right padr0 padl1 bot">$10.56</td> +<td> </td> +<td class="right padr0 padl1 bot">$13.20</td> +<td> </td> +<td class="right padr0 padl1 bot">$15.84</td> +<td> </td> +</tr> + +<tr> +<td class="left">Fixed charges per day</td> +<td class="right padr0 padl1 bot">12.92</td> +<td> </td> +<td class="right padr0 padl1 bot">12.92</td> +<td> </td> +<td class="right padr0 padl1 bot">12.92</td> +<td> </td> +<td class="right padr0 padl1 bot">12.92</td> +<td> </td> +</tr> + +<tr> +<td class="left">Total charges per day</td> +<td class="right padr0 padl1 bot">20.84</td> +<td> </td> +<td class="right padr0 padl1 bot">23.48</td> +<td> </td> +<td class="right padr0 padl1 bot">26.12</td> +<td> </td> +<td class="right padr0 padl1 bot">28.76</td> +<td> </td> +</tr> + +<tr> +<td class="left">Total cost per mile loaded one way only</td> +<td class="right padr0 padl1 bot">.69</td> +<td class="left padl0 padr1 bot">4</td> +<td class="right padr0 padl1 bot">.58</td> +<td class="left padl0 padr1 bot">7</td> +<td class="right padr0 padl1 bot">.52</td> +<td class="left padl0 padr1 bot">2</td> +<td class="right padr0 padl1 bot">.47</td> +<td class="left padl0 padr1 bot">9</td> +</tr> + +<tr> +<td class="left">Total cost per 1000 feet per mile with a 4000 foot load</td> +<td class="right padr0 padl1 bot">.17</td> +<td class="left padl0 padr1 bot">3</td> +<td class="right padr0 padl1 bot">.14</td> +<td class="left padl0 padr1 bot">6</td> +<td class="right padr0 padl1 bot">.13</td> +<td class="left padl0 padr1 bot">0</td> +<td class="right padr0 padl1 bot">.11</td> +<td class="left padl0 padr1 bot">9</td> +</tr> + +</table> + +<p>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<span class="pagenum"><a name="Page_24" id="Page_24">[24]</a></span> +savings together with the resale value of $1900, automatically +provides for the purchase of new equipment.<a name="FNanchor_7_7" id="FNanchor_7_7"></a><a href="#Footnote_7_7" +class="fnanchor">[7]</a></p> + +<div class="footnote"><p><a name="Footnote_7_7" id="Footnote_7_7"></a><a href="#FNanchor_7_7"><span class="label">[7]</span></a> Timberman. Feb., 1918. Page 60.</p></div> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch10" id="Ch10"></a>ROAD CONSTRUCTION</h2> + +<p>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.</p> + +<p>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.</p> + +<p class="pagenum"><a name="Page_25" id="Page_25">[25]</a></p> + +<div class="figcenter"><img src="images/illo026.jpg" alt="Sub-grade for logging road" width="350" height="525" /> +<p class="caption">Sub-grade for motor truck logging road.</p></div> + +<p><span class="pagenum"><a name="Page_26" id="Page_26">[26]</a></span>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.</p> + +<p>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.</p> + +<p><a name="Sec10_1" id="Sec10_1"></a><i>Sub-Grade</i>: 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 <a href="#Page_25">page 25</a>. 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.</p> + +<p><a name="Sec10_2" id="Sec10_2"></a><i>Cross-Plank Road</i>: 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.</p> + +<p>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<span class="pagenum"><a name="Page_27" id="Page_27">[27]</a></span> +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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><a name="Sec10_3" id="Sec10_3"></a><i>Fore and Aft Pole Road.</i> 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.</p> + +<p>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<span class="pagenum"><a name="Page_28" id="Page_28">[28]</a></span> +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.</p> + +<p>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.</p> + +<p>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 <a href="#Fig029">illustration</a> 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.</p> + +<p>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.</p> + +<p>The grading for a road of this construction is usually light. +The grades should, if possible, be kept below five per cent. A<span class="pagenum"><a name="Page_29" id="Page_29">[29]</a></span> +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.</p> + +<div class="figcenter"><a name="Fig029" id="Fig029"></a><img src="images/illo030.jpg" +alt="Fore-and-aft pole road" width="350" height="464" /> +<p class="caption">The most common type of motor truck logging road—<br />a fore-and-aft +pole road.</p></div> + +<p>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 <a href="#Fig031">figure 1</a>, page 30.</p> + +<p class="pagenum"><a name="Page_30" id="Page_30">[30]</a></p> + +<div class="figcenter"><a name="Fig031" id="Fig031"></a><img src="images/illo031.png" +alt="Cross section of pole road" width="600" height="217" /> +<p class="caption">Figure 1. Cross section of pole road. Scale—1 inch equals 2 feet.</p></div> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><span class="pagenum"><a name="Page_31" id="Page_31">[31]</a></span>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.</p> + +<p>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.</p> + +<p><i>Fore and Aft Plank Roads.</i> 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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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<span class="pagenum"><a name="Page_32" id="Page_32">[32]</a></span> +the tie at each joint with a wedge-shaped piece of wood driven +between it and the plank. (See <a href="#Fig033">illustration</a> 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.</p> + +<div class="figcenter"><img src="images/illo033.jpg" alt="Fore-and-aft plank road with wedges" width="600" height="453" /> +<p class="caption">Fore-and-aft plank road with wedges on cross ties to facilitate the +re-aligning of the planks.</p></div> + +<p>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.</p> + +<p><span class="pagenum"><a name="Page_33" id="Page_33">[33]</a></span>The company logging at Camano Island, Washington, operates +over a road of this type, an <a href="#Fig038">illustration</a> 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.</p> + +<div class="figcenter"><a name="Fig033" id="Fig033"></a><img src="images/illo034.jpg" +alt="Method of wedging plank road" width="350" height="470" /> +<p class="caption">Detailed view of fore-and-aft plank road,<br />showing method of wedging.</p></div> + +<p><i>Cost.</i> 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<span class="pagenum"><a name="Page_34" id="Page_34">[34]</a></span> +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.</p> + +<p>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.</p> + +<p><a name="Sec10_4" id="Sec10_4"></a><i>Concrete Roads.</i> 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.</p> + +<p>In building such roads two tracks of concrete, one for each +wheel are provided. The sub-grade should be well ditched in the<span class="pagenum"><a name="Page_35" id="Page_35">[35]</a></span> +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.</p> + +<p>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.</p> + +<p>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.</p> + +<div class="figcenter"><img src="images/illo036.png" alt="Cross-section of concrete road" width="600" height="173" /> +<p class="caption">Figure 2. Cross section of concrete road. Scale—1 inch equals 2 feet.</p></div> + +<p>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<span class="pagenum"><a name="Page_36" id="Page_36">[36]</a></span> +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.</p> + +<p>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.</p> + +<p><i>Cost.</i> The best mix to use in building this road is what is +known as the 1 : 2<span class="enum">1</span>⁄<span class="denom">2</span> : 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.</p> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch11" id="Ch11"></a>BRIDGES</h2> + + +<p>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<span class="pagenum"><a name="Page_37" id="Page_37">[37]</a></span> +bridge work. Where they are absolutely necessary a serviceable +bridge is made of cribwork.</p> + +<p>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.</p> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch12" id="Ch12"></a>TURNING DEVICES AND TURNOUTS</h2> + + +<p><a name="Sec12_1" id="Sec12_1"></a>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<span class="pagenum"><a name="Page_38" id="Page_38">[38]</a></span> +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.</p> + +<p><a name="Sec12_2" id="Sec12_2"></a>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.</p> + +<div class="figcenter"><a name="Fig038" id="Fig038"></a><img src="images/illo039.jpg" +alt="Turn-out on plank road" width="600" height="450" /> +<p class="caption">Turn out on fore-and-aft plank road.</p></div> + +<p>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<span class="pagenum"><a name="Page_39" id="Page_39">[39]</a></span> +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.</p> + +<p>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 <a href="#Fig038">above</a>. 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.</p> + + +<hr class="c25" /> +<h2><a name="Ch13" id="Ch13"></a>TELEPHONES</h2> + + +<p>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.</p> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch14" id="Ch14"></a>INCLINES</h2> + + +<p>In rough country the use of the incline has been a great help +and has proved to be entirely practical and quite economical.<span class="pagenum"><a name="Page_40" id="Page_40">[40]</a></span> +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.</p> + +<p>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. × 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.</p> + +<p><a name="Sec14_1" id="Sec14_1"></a>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><a name="Sec14_2" id="Sec14_2"></a><span class="pagenum"><a name="Page_41" +id="Page_41">[41]</a></span>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch15" id="Ch15"></a>YARDING</h2> + + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch16" id="Ch16"></a>LOADING AND UNLOADING</h2> + + +<p><a name="Sec16_1" id="Sec16_1"></a>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.</p> + +<p>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.</p> + +<p><span class="pagenum"><a name="Page_42" id="Page_42">[42]</a></span>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.</p> + +<div class="figcenter"><a name="Fig042" id="Fig042"></a><img src="images/illo043.jpg" +alt="Loading trailer with boom" width="600" height="451" /> +<p class="caption">Loading a motor truck and trailer through the use of a boom.</p></div> + +<p><a name="Sec16_2" id="Sec16_2"></a>The latest development in loading is the boom. An illustration +of this method is shown <a href="#Fig042">above</a>. 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. <a name="Sec16_3" id="Sec16_3"></a>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, <a href="#Fig042">above</a>.) 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<span class="pagenum"><a name="Page_43" id="Page_43">[43]</a></span> +end of the boom and back to the stump again. This secures the +needed pulling power from the haulback drum.</p> + +<p>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.</p> + +<p>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.</p> + +<p><a name="Sec16_4" id="Sec16_4"></a>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.</p> + +<p>The road is usually planked solid at the unloading ground. +A great help in unloading is a dock from six to twelve inches<span class="pagenum"><a name="Page_44" id="Page_44">[44]</a></span> +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.</p> + +<div class="figcenter"><img src="images/illo045.jpg" alt="Unloading using incline" width="550" height="494" /> +<p class="caption">Unloading truck and trailer through the use of an incline, showing +brow-skids and roll-way.</p></div> + +<p>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.</p> + +<p>Unloading on public wharves or roads where no permanent +incline can be used is accomplished by placing a portable wedge-shaped<span class="pagenum"><a name="Page_45" id="Page_45">[45]</a></span> +timber in front of the outside truck and trailer wheels +and driving upon it.</p> + +<div class="figcenter"><img src="images/illo046.jpg" alt="Parbuckling a load of logs" width="550" height="476" /> +<p class="caption">Parbuckling a load of logs from the truck and trailer.</p></div> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch17" id="Ch17"></a>TIME STUDIES</h2> + +<p>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<span class="pagenum"><a name="Page_46" id="Page_46">[46]</a></span> +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.</p> + +<p>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.</p> + +<table class="fsize80" summary="Table P 46"> + +<tr> +<td colspan="10" class="center">DONKEY ENGINE</td> +<td colspan="11" class="center">DUMP AT MILL</td> +</tr> + +<tr> +<td colspan="3" class="center padr1 padl1">Arrive</td> +<td colspan="2" class="center padr1 padl1">Time<br />Loading</td> +<td colspan="3" class="center padr1 padl1">Leave</td> +<td colspan="2" class="center padr1 padl1">Time<br />Down</td> +<td colspan="3" class="center padr1 padl1">Arrive</td> +<td colspan="2" class="center padr1 padl1">Un-<br />loading</td> +<td colspan="3" class="center padr1 padl1">Leave</td> +<td colspan="2" class="center padr1 padl1">Time<br />Up</td> +<td class="center padr1 padl1">Scale</td> +</tr> + +<tr> +<td colspan="3" class="center">A.M.</td> +<td colspan="18"> </td> +</tr> + +<tr> +<td class="right padl1">7</td> +<td class="center">:</td> +<td class="right padr1">15</td> +<td class="right padl1">10</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">7</td> +<td class="center">:</td> +<td class="right padr1">25</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">7</td> +<td class="center">:</td> +<td class="right padr1">45</td> +<td class="right padl1">25</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">8</td> +<td class="center">:</td> +<td class="right padr1">10</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">2592</td> +</tr> + +<tr> +<td class="right padl1">8</td> +<td class="center">:</td> +<td class="right padr1">30</td> +<td class="right padl1">5</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">8</td> +<td class="center">:</td> +<td class="right padr1">35</td> +<td class="right padl1">27</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">8</td> +<td class="center">:</td> +<td class="right padr1">57</td> +<td class="right padl1">13</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">9</td> +<td class="center">:</td> +<td class="right padr1">10</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">2092</td> +</tr> + +<tr> +<td class="right padl1">9</td> +<td class="center">:</td> +<td class="right padr1">30</td> +<td class="right padl1">12</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">9</td> +<td class="center">:</td> +<td class="right padr1">42</td> +<td class="right padl1">21</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">10</td> +<td class="center">:</td> +<td class="right padr1">03</td> +<td class="right padl1">7</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">10</td> +<td class="center">:</td> +<td class="right padr1">10</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">1908</td> +</tr> + +<tr> +<td class="right padl1">10</td> +<td class="center">:</td> +<td class="right padr1">30</td> +<td class="right padl1">12</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">10</td> +<td class="center">:</td> +<td class="right padr1">42</td> +<td class="right padl1">33</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">11</td> +<td class="center">:</td> +<td class="right padr1">15</td> +<td class="right padl1">30</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">11</td> +<td class="center">:</td> +<td class="right padr1">45</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">3074</td> +</tr> + +<tr> +<td colspan="3" class="center">P.M.</td> +<td colspan="18"> </td> +</tr> + +<tr> +<td class="right padl1">12</td> +<td class="center">:</td> +<td class="right padr1">05</td> +<td class="right padl1">10</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">12</td> +<td class="center">:</td> +<td class="right padr1">15</td> +<td class="right padl1">35</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">12</td> +<td class="center">:</td> +<td class="right padr1">50</td> +<td class="right padl1">17</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">1</td> +<td class="center">:</td> +<td class="right padr1">07</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">2542</td> +</tr> + +<tr> +<td class="right padl1">1</td> +<td class="center">:</td> +<td class="right padr1">27</td> +<td class="right padl1">15</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">1</td> +<td class="center">:</td> +<td class="right padr1">42</td> +<td class="right padl1">18</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">2</td> +<td class="center">:</td> +<td class="right padr1">00</td> +<td class="right padl1">27</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">2</td> +<td class="center">:</td> +<td class="right padr1">27</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">1828</td> +</tr> + +<tr> +<td class="right padl1">2</td> +<td class="center">:</td> +<td class="right padr1">47</td> +<td class="right padl1">8</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">2</td> +<td class="center">:</td> +<td class="right padr1">55</td> +<td class="right padl1">21</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">3</td> +<td class="center">:</td> +<td class="right padr1">16</td> +<td class="right padl1">8</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">3</td> +<td class="center">:</td> +<td class="right padr1">24</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">1689</td> +</tr> + +<tr> +<td class="right padl1">3</td> +<td class="center">:</td> +<td class="right padr1">44</td> +<td class="right padl1">11</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">3</td> +<td class="center">:</td> +<td class="right padr1">55</td> +<td class="right padl1">23</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">4</td> +<td class="right padr1">:</td> +<td class="right padr1">18</td> +<td class="right padl1">9</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">4</td> +<td class="right padr1">:</td> +<td class="right padr1">27</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1">2407</td> +</tr> + +<tr> +<td class="right padl1">4</td> +<td class="center">:</td> +<td class="right padr1">47</td> +<td class="right padl1">14</td> +<td class="center padr1 padl1">Min. </td> +<td class="right padl1">5</td> +<td class="center">:</td> +<td class="right padr1">01</td> +<td class="right padl1">26</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">5</td> +<td class="center">:</td> +<td class="right padr1">27</td> +<td class="right padl1">12</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padl1">5</td> +<td class="center">:</td> +<td class="right padr1">39</td> +<td class="right padl1">20</td> +<td class="center padr1 padl1">Min.</td> +<td class="right padr1 bb">2558</td> +</tr> + +<tr> +<td colspan="20" class="right padr3">Total</td> +<td class="right padr1">20690</td> +</tr> + +</table> + +<p>Length of haul 5.9 miles round trip.</p> + +<p>Amount of gasoline, 15 gallons.</p> + +<p>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.<a name="FNanchor_8_8" +id="FNanchor_8_8"></a><a href="#Footnote_8_8" class="fnanchor">[8]</a></p> + +<div class="footnote"><p><a name="Footnote_8_8" id="Footnote_8_8"></a><a href="#FNanchor_8_8"><span class="label">[8]</span></a> The writer is indebted to Mr. George Gunn, Jr., for these figures.</p></div> + +<p>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.</p> + +<hr class="c25" /> +<h2><a name="Ch18" id="Ch18"></a>CONCLUSION</h2> + +<p><a name="Sec18_1" id="Sec18_1"></a>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.</p> + +<p>The motor truck and the portable band mill seem likely to +furnish a combination which will do away with the old wasteful<span class="pagenum"><a name="Page_47" id="Page_47">[47]</a></span> +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.</p> + +<p>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.</p> + +<p><a name="Sec18_2" id="Sec18_2"></a>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.</p> + +<p>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.</p> + +<p>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<span class="pagenum"><a name="Page_48" id="Page_48">[48]</a></span> +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.</p> + +<p>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.</p> + + +<hr class="c25" /> +<h2><a name="Ch19" id="Ch19"></a>BIBLIOGRAPHY</h2> + +<table class="ind0" summary="Bibliography"> + +<tr> +<td class="left padr1">1916.</td> +<td class="left">Motor Truck Logging.</td> +</tr> + +<tr> +<td> </td> +<td class="left">The Power Wagon. Sept. 15. Page 34. (Periodical).</td> +</tr> + +<tr> +<td class="left">1916.</td> +<td class="left">The Law of the Public Highway in Washington.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. Sept. 15. Page 23. (Periodical).</td> +</tr> + +<tr> +<td class="left">1916.</td> +<td class="left">Motor Truck Logging Now Making Great Strides on the Pacific Coast.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. Nov. 1. Page 260. (Periodical).</td> +</tr> + +<tr> +<td class="left">1917.</td> +<td class="left">Motor Truck Logging in the Pacific Northwest.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. Mar. 15. Page 70. (Periodical).</td> +</tr> + +<tr> +<td class="left">1917.</td> +<td class="left">Motor Trucks in High Favor Among Lumbermen.</td> +</tr> + +<tr> +<td> </td> +<td class="left">Lumber World Review. Mar. 25. Page 23. (Periodical).</td> +</tr> + +<tr> +<td class="left">1917.</td> +<td class="left">Motor Truck Logging on Camano Island.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. July 1. Page 28. (Periodical).</td> +</tr> + +<tr> +<td class="left">1917.</td> +<td class="left">Motor Truck Logging.</td> +</tr> + +<tr> +<td><span class="pagenum"><a name="Page_49" id="Page_49">[49]</a></span> </td> +<td class="left">The Commercial Vehicle. Sept. 1. Page 12. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Pole Roads. A. R. Hillard.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. Feb. 1. Page 34. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Operating Cost of Motor Trucks Computed. H. S. Finch.</td> +</tr> + +<tr> +<td> </td> +<td class="left">Timberman. Feb. 1. Page 60. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Winch for Motor Trucks.</td> +</tr> + +<tr> +<td> </td> +<td class="left">American Lumberman. Mar. 2. Page 58. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Motor Truck Roads.</td> +</tr> + +<tr> +<td> </td> +<td class="left">American Lumberman. Mar. 16. Page 38. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">The Motor Truck in the Logging Industry. H. H. Warwood.</td> +</tr> + +<tr> +<td> </td> +<td class="left">Timberman. April 1. Page 74. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Road Construction for Motor Trucks. Jay C. Smith.</td> +</tr> + +<tr> +<td> </td> +<td class="left">Timberman. April 1. Page 38. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Adjustable Reach Logging Trailer.</td> +</tr> + +<tr> +<td> </td> +<td class="left">American Lumberman. May 18. Page 63. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Demonstrating Duplex Trucks.</td> +</tr> + +<tr> +<td> </td> +<td class="left">American Lumberman. June 1. Page 63. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Modern Motor Truck Solves Difficult Logging Problems.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. July 1. Page 18D. (Periodical).</td> +</tr> + +<tr> +<td class="left">1918.</td> +<td class="left">Motor Trucks in Winter Logging. A. R. Hilliard.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. Sept. 1. Page 25. (Periodical).</td> +</tr> + +<tr> +<td class="left">1919.</td> +<td class="left">The Effect of Changed Conditions Upon Forestry. W. W. Ashe.</td> +</tr> + +<tr> +<td> </td> +<td class="left">Journal of Forestry. Oct. 1. Page 657. (Periodical).</td> +</tr> + +<tr> +<td class="left">1919.</td> +<td class="left">Puget Sound Logger Tells Congress How to Log With Motor Trucks.</td> +</tr> + +<tr> +<td> </td> +<td class="left">West Coast Lumberman. October. Page 25. (Periodical).</td> +</tr> + +<tr> +<td class="left">1920.</td> +<td class="left">Air Brakes for Trucks.</td> +</tr> + +<tr> +<td> </td> +<td class="left">Timberman. Mar. 1. Page 48g. (Periodical).</td> +</tr> + +</table> + +<p>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.</p> + + +<hr class="c25" /> +<h2>Publications of the Engineering Experiment Station<br /> +University of Washington</h2> + +<table class="ind0" summary="Publications"> + +<tr> +<td class="left top" style="white-space: nowrap;"><b>Bulletin No. 1—</b></td> +<td colspan="2" class="just">Creosoted Wood Stave Pipe and Its Effect Upon Water for Domestic and Irrigational Uses. 1917.</td> +</tr> + +<tr> +<td> </td> +<td class="left fsize80">(Bureau of Industrial Research.)</td> +<td class="right fsize80">20 pp. Price, 25 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 2—</b></td> +<td colspan="2" class="just">An Investigation of the Iron Ore Resources of the Northwest. By William Harrison Whittier. 1917.</td> +</tr> + +<tr> +<td> </td> +<td class="left fsize80">(Bureau of Industrial Research.)</td> +<td class="right fsize80">128 pp. Price, 60 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 3—</b></td> +<td colspan="2" class="just">An Industrial Survey of Seattle. By Curtis C. Aller. 1918.</td> +</tr> + +<tr> +<td> </td> +<td class="left fsize80">(Bureau of Industrial Research.)</td> +<td class="right fsize80">64 pp. Price, 50 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 4—</b></td> +<td colspan="2" class="just">A Summary of Mining and Metalliferous Mineral Resources +in the State of Washington with Bibliography. By Arthur Homer Fischer. 1919.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">124 pp. Price, 75 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 5—</b></td> +<td colspan="2" class="just">Electrometallurgical and Electrochemical Industry in +the State of Washington. By Charles Denham Grier. 1919. </td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">43 pp. Price, 50 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 6—</b></td> +<td colspan="2" class="just">Ornamental Concrete Lamp Posts. By Carl Edward +Magnusson. 1919.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">24 pp. Price, 40 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 7—</b></td> +<td colspan="2" class="left">Multiplex Radio Telegraphy and Telephony. 1920. +By F. M. Ryan, J. R. Tolmie, R. O. Bach.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">Price, 50 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 8—</b></td> +<td colspan="2" class="left">Voltage Wave Analysis with Indicating Instruments. +By Leslie Forrest Curtis. 1920.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">28 pp. Price, 50 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 9—</b></td> +<td colspan="2" class="left">The Coking Industry of the Pacific Northwest. +By Joseph Daniels. 1920.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">36 pp. Price, 60 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 10—</b></td> +<td colspan="2" class="left">An Investigation of Compressed Spruce Pulleys. +By George Samuel Wilson. 1920.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">72 pp. Price, 80 cents.</td> +</tr> + +<tr> +<td class="left top"><b>Bulletin No. 11—</b></td> +<td colspan="2" class="left">The Theory of Linear-Sinoidal Oscillations. +By Henry Godfrey Cordes. 1920.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">24 pp. Price, 40 cents.</td> +</tr> + +<tr> +<td class="left" style="white-space: nowrap;"><b>Bulletin No. 12—</b></td> +<td colspan="2" class="left">Motor Truck Logging Methods. +By Frederick Malcolm Knapp. 1921.</td> +</tr> + +<tr> +<td colspan="2"> </td> +<td class="right fsize80">52 pp. Price, 50 cents.</td> +</tr> + +</table> + +<p>Requests for bulletins should be addressed to the Director, Engineering +Experiment Station, University of Washington, Seattle.</p> + +<hr class="c25" /> + +<div class="bbox"> +<p class="center"><a name="TN" id="TN"></a><b>Transcriber’s Notes:</b></p> + +<ul> + <li>All inconsistencies in spelling, lay-out, hyphenation, etcetera from the original document have been kept in this e-book, except when + mentioned below. The names <i>Meickeljohn and Brown</i> and <i>Meicklejohn and Brown</i> and <i>Hillard</i> and <i>Hilliard</i> + are both used, these have not been changed.</li> + <li>Minor typographical and/or printer’s errors have been corrected: + <ul> + <li>page 5: <i>and the used of</i> changed to <i>and the use of</i>;</li> + <li>page 13: <i>distance, is it, of course</i> changed to <i>distance, it is, of course</i>;</li> + <li>page 13: <i>four year depreciation</i> changed to <i>four-year depreciation</i>;</li> + <li>page 16: <i>twisting the the rubber</i> changed to <i>twisting of the rubber</i>;</li> + <li>page 26: <i>page __</i> changed to <i>page 25</i>;</li> + <li>page 39: <i>plank</i> changed to <i>planks</i>;</li> + <li>page 39: <i>is handy</i> changed to <i>is a handy</i>;</li> + <li>page 46, table: <i>A.M.</i> moved one row down, similar to <i>P.M.</i> further down in the table;</li> + <li>Table of Contents: + <ul> + <li>page number <i>4</i> changed to <i>5</i> (2 changes);</li> + <li><i>Loading and Hauling</i> changed to <i>Loading and Unloading</i> as in text;</li> + <li><i>Fires</i> changed to <i>Tires</i> as in text.</li> + </ul> + </li> + </ul> + </li> + <li>Footnotes have been moved to just below the paragraph or table to which they belong.</li> + <li>Other issues: + <ul> + <li>Page 33 contained a reference to an illustration on page 40, but this page has no illustration. The author probably intented + a reference to the illustration on page 38; the hyperlink has been made to the latter page, and the text changed + accordingly.</li> + <li>Figures 1 and 2 have not been reproduced to scale, despite the scale given in the captions: the size of the illustrations (and + therefore their scale) will depend on browser settings, screen size, etc.</li> + <li>Table of Contents: the chapter on Road Contruction has paragraphs dealing with guard rails and costs for various types of the + roads described. <i>Costs</i> and <i>Guard Rails</i> have therefore not been hyperlinked to the text.</li> + </ul> + </li> +</ul> + +</div> + + + + + + + + +<pre> + + + + + +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-h.htm or 37359-h.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 Lamé, 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. 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