A STUD! OP MOTOR TRUCK LOG TRANSPORTATION
IN TtTE DOiJOLAS FIR RE(UON AND
ITS APflJICATION TO NE PHILIPPINE
LOGGING INDUSTRY
by
GUILLERMO PONCE
A ThESIS
submitted to the
OREGON STATE COLLEGE
In partial fulftlbnent of
the requtrements for the
dogree of
MASTER OF FORESTRY
May 1939
A
Redacted for Privacy
Profe**o ct Lo
nt
Redacted for Privacy
e&d ot t)p*rtent at Lotn
Redacted for Privacy
:?ooI. Grit Ccitttec
Redacted for Privacy
Chatr*n of 3tta Co1is;
ia
In onnecton
pon tt tes!e,
th t1e
the 1ptp ise to ez'ea*
I
t; Of
to ?rn toesar
Lotng
uer1n, r:n
te Coiieg fr h
adv,ee sn or4 t
v1tisbi*
rofep
alao
, !nde of tYertnent
tar uonItaton an trtz,
vkIntth.e t*t
ths
L
ri1iaL :rflfl
or O1Gr fio
)P
'ren and Mr.
pprio' 'dwn, bath stdente o
ieon Stete oIIe,
c.rtsti f
-o
r.d ctr9ftthç
and t!"7k
tactirere aw aei1ore e
e1
er*toz#,
te ecr
orb on
flt rn$n'
r
cf'
tate
Htghwsy Coies1on, Orvon1 for tnt o$,iat 1. on
The srtep aTho
4eh
to oproe .røtibufLie to
ler, stuc,ierit in ecr.rtoI
3tste College, who es respone ible or t p
snd ruit
Oon
rrangin
the ieantesI req1ltrament3 of tht tbe1s.
TABLE OF CONTFNTS
.. 0.
INTROUCTZO
ö *. G
HISTORY OF MC1OR TRUCK LOG EfLAULING................
Experimental Period 1913.1922...................
Period tram 1922-1932...... ..... ... . . ... . .. ..
lg32tothoprosentttme........,..,..........,..
roperty Ev*luetion..,............
Choice nnd location of roads,...........,........
3
5
$
8
9
10
. ....,
Choice of equipment.. .. ..... . ,....,.. .
Determining hauling oapaeit of motor trucks..... 12
ROADS.................s..,...4..e....,......a,. 50
of truck roade................,.....,...... 30
i'ype
Location end conetr'uction,..,.................... 31
Gravclling,......................................
56
.........' 57
Ditches and oulverts.... ......... ............ 59
Truck road brtdges,............ ......a..,..... 39
41
Cost of reed COflStZ'ttCtiOfl....,.,.,..........se... 41
0e,a., 45
0esa.*.
C1i 3 Iticet ton. ., ..... .... .. . .. . a. a.. a . a. a.. 44
Specification of trucks..,...,.......... "S...... 45
,..... 46
Springs.0,..,.
46
.
I..
0*
Brakes. Oo.. Sa* I
*** . . 0 * aaa 0,
.a....se..s.O.aa*.0I**.s
Tires....
48
48
s..ot..a S..,.. 49
,s.... 50
Rear ,}ee1 drive.0.0..0,0.0 .......,.,,
5].
Garaging the truek...,,.,,.,,.,....... o.*.*ea014. 52
Special devices to increase the efficiency
of trucka.....,......
......,.. 55
Six wieeler trucks,..... .s*.a....0 a. ss.u......a. 56
S *5 0*** 0005.000
devices.,,,...,.,.....,,.......,
59
Coat of loading.................................. 62
LOADING.., 04,$* 5
Typos of 1osdin
Sa S S
Detennst ion of the number of trucks to be
used
Th
*I0 58
66
a truck operation............,...... 66
Wh*t drivers should kflOW.....,..,,.............,. 68
Legal re3trtct lone on lo hauling over
public highways in Oroon......,............
Control of iiaultng. ale. . . a.... . .. *.... a...,.. s
...
Factors affecting Cost of hauling
**
68
73
74
79
QUIP
80
84
87
HIILIPPINE CON1)ITIOS AND TRUCE LOG HAtTLING
8$
88
89
91
92
9.
cYj'0R priLrcxs.um!w ADDITIONS TO LOGOING
Trucks vs. Railroads...... ...... .i..........a
Trucks vs. tractors.1.0...101......,
The Ph4lippine Forest
Topography and soil
Transport ation.......
The logtng Industry
Methoas of logging.................... .......aa 94
Computations of Trucking Cost in the
Philippines1.1,....1 ..as.els.see.IalSe0
CO1CLUSION.
BIBLIOGRAPHY
I.,.
00I* 1*11 0 0
9*
.101
L-i
le
... **.*..
2 :a4 25
2'7
Tb1e
?b1e
Zb le
T*bl
sb1e
29
LIST OF FIGUR
*s.as
Z'* I.
rO 2..............
r
re
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00 *0
So 0 eØ*5
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*
o*S a a
8,........,,....,.......,...,....,......,.,
Figure 6.. ....., .. s.... .. ..1.
j?guzs 8.........,. ,,,.,,,,..,,.,,,.
FIgUZ'O
Pig
9...a......,,.*,.ø.i...,...u...s ..,s e....,
Fixre ]0.,.......,.,,.....,.....,....,..,...,...
Figure 11....... e**s**.s.
ó
33b
37
3?.
58*
38*
58*
38*
. .,.. os.015.100*eaI*050ea'aO
S S0 a.. is i.s.o 01,0
Figure 14.....,..........,..
39$
39*
59*
40*
15... .$oit.ia....s.ssi.s.*..i*aae.isee
41*
Figure 12,..,,.,,... ...
Figure 13... . ..
Pt:*re 15.ssop,is.., .,......,.,.e.,,.......,.....
FtgUZ!
41*
FIgure 2.'?. a....
.. . .... .., . ........ ..... 41b
Figure 18.. 0100**s*ai*.a ....0...,01.100... *.,.ø.. 45*
FIgure 19.,..,. .. e.,,.,,.....,,.,,,,.,,
45*
Figure 20. 0a..a.......,,*........,...,,.,...,.,,. 45b
Figure
eaase..,.*.,*..,00.,50.....,.,,s., 43b
F1gUe 2201iqt.S*aoOl ...,.,.,.s .............,,., 43b
Figuze
54*
Figure
s.as...s....,.... 80*
FigUre
.o.os,a..ee.000.qs..
60*
iguze 2Gl*,i0i5*****1*t5**5S50S*5*OI;5*.*O,$** 51*
igzre 27,,,..,..,,..,.,,,,,,. ass o,s,as.,1.*ssi 61*
igure29*
2B.,,,.00,,.,.,,,,,,j,,. ,.. e..,.a,... .i..o,
igur.
...,,,.,......,,....,.,..,e,,....,..,,.
'.0*, liOtSOs s*li.*IS*
**0 II 00
*0*1 Is.. ii .. a a a.o
,.,.,..,......s*...,a..,...
Sib
73$
'75*
75*
81*
A STUDY OP MOTOR TRJCK LOG TRJ'S'ORTATION
IN PE DOUGLAS FIR REGiON AND
I'1S APPLICATION TO TEE FUtIPPD
LOGGING INDJSTRY
IRODJcTQN
The Last twenty-fIve years marked the development
of the use of motor trucks. The people onployed it in
many indu3tres like mining, road buIlc1tw, farmIng, and
as a ommor. utility carrier, In the Untted States loggin
industry, it may be said without any fear of contrRdiction
that the traeportatton of los w1th rotor trucks hfs
long passed its experimental stage. It has become more
and more popular tn the Douglas fir region. Its wide use
is IndIcative of its productive usefulness, and many
believe that motor trucks have come to stay.
However, In the Philippines, ¶ts use as a means of
log transportatIon 4g still 4n tts development stage.
Is is due to the fact that its intrIcate ecamical
operation is not generally understood by most cperatore in
the Islands. For alike other equipment, the iiotor truck
can be used In the wrong place with rdore or less disastrous results tro a financLa:L standpoint, but within
Its proper sphere of usefulness, It has no competitor
(1) R. W.Yritt, Aotor truck performance", Motor LogIng
upplemnt The Ttuiborman. Vol. LXXIX, o. 5, roh
1938, p. 2,
Certainly, the small loggers neod something faster that
would carry a bIgger load over longer hauls than the water
buffalo presently used for log hauling. Very soon the old
growth concentrated in big tracts will be logged over and
it will be unprofitable for big concessonors to i.ias
railroads. Another equIpment more flexthle and more
adoptable for logging smaller and scattered tImber located
in roughr grounds will have to be employed. Then, too,
the use of railroads requires a bIg outlay of capital,
allowing only big business to on age In the lumber industry.
Most PMlppine capitals are small and a change of eqnIp
merit would make logging a more popular industry among the
maaSø$.
Scattered very valuable timber located on small
Islanda covered w4th public roads which are obtaining in
the Philippines at present, should make tho use of motor
trucks very desirable, and should bid fair to bocons as
an Important factor In the progress of the lumber induetr
The Importance of motor trucks as a means of .og trans.
portation today calls for the necessity of an inquiry on
use of trucks.
It is the object of this study to InvestIgate the
different pliaaes of truck log hauling and organize the
knowledge which makes possible the profitable use of
ruoks in log transportation in the Douglas fir region of
5. pp. 1921) Press, ingbon
Wash..
of
Univcrz'ty
Seattle:
12.
No.
Bulletin
Series,
Station Experimentil
thgton,
of veraity
in lo truck Motor Knapp, M. Frederick (1)
(Uni
method
ning
are as loads big allow not did motor and chassa Weak
cent, per 30 of grades on truck loaded the lower to ,aod
was rnachne snubbIng a cases some n and poor wore Brakes
purpose. this for turntable a of use the necess.tating
space, limited in around truck the turn to bard it making
trip, return the on truck the on loaded not wa trailer
The grades. cent per 10 up or down went truck the when
traction provide to chaths skid as act to cables with wound
be to had oftentimes which 1) (Fig. tires rubber solId or
stool solid e.ther th provided semi-trailer axle single
a with unit four..wheeled a was truck logging pioneer
ashIngton Covirigton, near Shields and Palms by
ws reIon fir Douglas the in trucks
in uoed
tirt
1913
motor known, is as far As years. recent in developed
been has hauling log for trucks motor of use The
1922. to 1913
A1JL1NG
LOG
TRTJC
MOTQ OF
Period Experimental
!1SPORY
industry. logging Philippine the in application wide the!r
into looking of vIew in aim the with Statee Untod the
FIg. 1 The Pioneer Logging Truck
4
made on present trucks. Phe apeed was only 12 to 1.5 miles
per hour in high gear.
Plank roads were the rules and. earth roads were not
thought ot as good at all. The best road considered ws
fore and aft pole road constructed wth hewn 1os with
surface 16 inches wide on one side and dapped over arose
ties. Because of hard tires and lack of knee action in
the axles, planks loss than sc nchcs n thoknees were
not used tc. build for and aft plank roads as they broke
under the hard tree.
Ver; few used the t.ruks during this pe4od, and it
was estimated that there were only 500 trucks hau1n loge
In the entire Pacific Northwest of the lJnited States in
1919. (1) This is due to the fact that people ere not
acquainted with the proper ueof the truck. There wa
urgent need for its use as the timber is til1 on easy
grounds, adaptable for the use of railroads.
no
The Period from 1922 to 19.32.
th
Up to 1932, the majority of rotor trucks employed
log hauliug was used by ffgrppou loggers. The construe-
r.or, H..00r truck loin.. in
ocn-s Ten
ass on, ac a
Portland, Ore., Oct. 8-11, 1919. CompIled and Issued
by The Tinberian, Portland, Oregon, pp. 18-19.
5
tlon of roads by the overnmot
been pushed progress-
ively since the World War and truck haulthg on numerous
public roads became very profitable. Ther owners realIzed that they could get more returns from their timber
holdings if they bouht their own trucks end conducted
their on logging. Ti'e depression in 129 to 1930 caused
fInanca1 stress and sll capital was possIble only to
investment in trucks. Thus, timber oniers begun to buy
trucks arid became competitors of gyppo" loggers.
These
operators wore "strippers" constructing only two to four
mlos of private road from the public hhwa 'hIoh served
as their main road. AddItional Incentive to truck users
OsmO about with the coming out of now t:.
f equipment
wtth better design, stronger trc1s, more powerful
motors; with the Introduction of pneumatic tires and with
increased speed of trucks of from 35 to 40 Iloa or hour.
These Improvements increased the rtio of te net payload
to the weight of the chassIs.
Unprecedented Development
1932 to the Present Time.
The present truck unit bee been the result of many
developments that'took p1ac ?rom 1932 to the present time,
Among the achievements of the equipment manufacturers are:
(1) the detachable selfloadIng trailer or one that could
beloaded eaa1y on the truck, lying the advanta3e of
savth trailer
1l
Increased treotion to the truck a
t'res on the return trip, (2) prior to 1932, sthgle axlø
trai1cr were the rule, but prefrence is ricw givers to a
newly developed dua1axle trailer which rmits heavier
paylos and prov.des better t.re hearIng surface on the
road, (3) knee acton wlioh orves to keet 1ois on a
n going into chuck
stable plane, oil neting the pound
holes or ovor bumps and roducng both ro and tra1er
upkeep, (4) more powerful end rore economical riotors, (5)
better synchron4zed gear ratos a drives, (6) development
of pneumatic tre of longer lfo (7) devoloprirnt of Diesel
motors that could be installed n standard trucks, Mch
motors give lower cost of operation and mantenanee than
t'e aseline engInes.
'e use of iotor trucks n logIng baa become so pop
ular that t has replaced wsona, narrow auge-ra11roads,
spur lines of standard railroads, animal ha'l, aled haul,
chutes and flumes In many parts of the Jnion; ha reduced
the skk.dd lug distance In the nonderosa pine recon, and
even replased standard ralircad 'n the PacIfIc Northwest.
The west Coast iinbermau estiriated that in 1935, half of
the logs out in the PacIfic coast were transferred part of
the wa,' cm the stump to tiiO mill by truck units. (1)
(1) 1ditorts1 Ar4iCIi, 'rucks and tra!ler', 7et Coast,
imbezj, Vol. 83, No. 4, April, 1936. pp. 9.
7
tn 1937 in the State of 0reon elone, oor 1500 (1
trucks were used to haul over two and one half bllon
board feet of logs.
road bu. iding teohnque developed and the introduo
ton of new equipment ivade it easy to construct good roads.
Tractors, bulldozers, shovels eric! aintenc&nce oqu5rnent
played important parts tu reed buldin; on an ocononca1
basis.
development of trck log hauling in the
Douglas f!r region ivas poeeble b the cooperatve efforts
of sevra1 entitica. The 1o:er through the a p.cos of
the Pacf.c Logging Congress cendueted st'es and
cuss. ens
truck hauling. The' developed.. technique in
onneorftg truck logging shown n tho form of better
sinchronzea yardng, load!ng and hauling, h;tter iiethods
of losdlng, construct ion nd
ntcnance
tter r.ds,
cotro1 of hsu1th;, bett:r ukee. of equipmont,
better
The rap
skill developed in making choice of equtptnon
pmetit
manufacturers helped bu.ld trucks cro adcptod for lo1ng
work. Studies conducted by the govcrnont through the
Forest xperinenta1 gtaton helped deaaitnate knowledge
4
in truck haulthg to truck loggers.
)
)ata furns;ed by the Secretary, state 7Ii ghway Corn-i
mission as pr letter, May 1, 1939.
ENG INEER 1NG THE .OTOR TRUCK
Property Evaluat on
The general practice
ençthaering motor truck shows
calls, llret of all, for the survey of the timber property
for the determination of the followlng (1) the timber
atandlta amount for the whole ares and dstrlbution per
acre, its species with percentage of each, ts quality
Indicating the log grades 1n each apecies, its age, and
the sizes of loge, (2) the topography and draInage, sofl
condItions a presence of atones aid rocks, (3) the ci
atlo condItions Indicating amount of rainfall, number of
dr7 and rainy days, snow depth and amount of water o
etrena durincç early spring, (4) location end ditanc of
the ares with reference to exist thg roads, railroads, and
streams to serve as outlet of timber. Also, It is impor
tant that the management determine the deU.very of loge,
whether It Is to be msd throughout the year or during the
dry months only, or whether logging Is to support a mlii,
or to supply logs in the open market. UtIlization of
different species found I the stand like the utilizatIon
of hemlock for pulp, fir or pilings and poles, *nd cdar
for bolts,
another important thing to look into. Then,
a topographic map of the area is usually prepared. All of
the sbe are Important In the working out of a plan of
1.0
explöitstion.
Choice and Location of Roads
Once trucks are chosen to be used, the logging
engineer spence plenty of te iak1ng logging plans, de
termnng the kind of road aitab1e for the ar'a and how
to lay and construct them. The selection and location of
the roads are very important. Cautions truck loggers
first project their roads, together wIth landings, campsites an other oontructIons on a topographIc map. The
Grands Ronde, Pine Company, Podosa, Oregon, not only
utilizes topographic maps but also a scale relief ma for
this work. (1) Th topography Ia the most important
factor In locating and building the rood. Other factors
determinIng the location and choIce of roads are: (1)
the amount of timber available in the iole area, (2)
the footage to be hauled from a given section, (3) soil
presence of snow on the ground, (4) sizes
conditions
of tImber to be hauled, ($) t:.rpea of gravel available In
the area, (6) the type of road requ!rernent--tetiporax'y,
IntermedIate of rain lIne road. SynchronizatIon in road
locatIon and construction Is made toet the lowest cost
) Editorial Article, "Truck logging with Grands Ronde
Pine Company0, West Coast Lumberman, Vol. 65. No.
September, l96. pp. 9.
10
of operation, maintenance, both for the trucks and for the
roads.
Chotco of Equipment
selected. It s the general
5/soW
practice to fit the oq'ipmont to the 1oggthgand
not the
latter to the equipment. Factors that are comtdered in
the selection of equIpre are as follows:
1.. Size of trucks. Small trucks are used for stnall
tImber and for small operations.
Oracles. Heavy adverse crades call for heavIer
trucks and heavy favorable radea require speolal brakthg
Then, the equIpment i
eqdprnent.
Utility of public roads. If the operatIon is done
on * 100 per cent private road, the eoce nas & wIt.e range
but if the operation s to be done partly on public roads,
trucks must be within the Hmtt specified by statutes in
regard to axle weight, tire we5.ht, width, height and
overall length. Trucks most nearly adapted for publIc
highways are those with bi load distributed in many wheels.
Truman Collins (1) says, "In our exporenoe on private
roads, the very large sized tr'cks obtainable have been
(
) Truman Collins, "How to select the r.otor truck", 7eat
Coast Ii erian. Vol. 63, No. 4, April 1936. pp.
found to yield the lowe5t cost".
4. uest1on of finance. Light standard trucks require
a small initial investment. They are eas.ly sold and have
high trade-in and resale value which the operator can take
advantage of when he desires to rnstco a quick shift to
another type of equipment to take advantage of new Improve-
Vith special big trucs, there is the chance that
one will be forced to stay by It throughout lt life,
since the resale and trade n vs
re lIkely to be
far below the real one,
ments.
5. TIme over whIch lo ging work e.11 extend,
Sinos
best to use equipment adapted to the partIcular
, It Is Important that equipment be amortl.clzed
before transferring the operation to another region whch
may not allow the use of the old equIpment.
8. Amount of timber to be delivered per day and the
length of the haul. The haul sy be lon. and to have a
spectfod &nount of timber delivered, ioro and larger
sized trucks may be necessary.
The weight an sizes of tlmbep. Large and heavy
timber will require larger tricks for a definite load.
Initial cost vs. low c03t of operation. The
tial coaof fliesel trucks are hth but It has boon
nd that operating them in the long run, s cheaper.
the other hand some operators are forced to buy small
trucks because they could not afford the lnr'e ones.
9. Hauling capacity of trucks. {aulth capaci
ihould be available in order to neotate maximum adverse
grades of the road to be constructed ani it s-iould have
enough carrying oapacity to carry large loads.
Determ1nng }auling CapacIty of Motor Trucks.
A know1edpe of the haln Ca acty of the iotor tru&
is nportant n log truck trar.sportation. The truck
:au1er needs Tt n the selection f h.s trucks in the con
str'uctlon of hs roads, in the computation of the amount
of timber that could be hauled in a certain t'me and
the computaon of the number of trucks needed n the
operation. Carlson (1) sumine up tio itortance of this
knowledge to the logger as follows: (1) to be able to
choose Intelflgently the right equipment Ii. ttod to the
&.ow, and (2) to be able to lay roads adapted to use with
eqpment elread on hard.
Th.e haulin, capacity of motor trucks is affeotsd by
many factors. Rim pull or the poer develooed at the
dr!ve wheels may express this c.oclty, tts quantity,
depending upon the amount of torque develood by the
(1)RoC. Cazlson, "Caio4ulatin hauling abIlity of motor
truoks.
ilest Coast Lumhrran. Vol. 64, No. 4, April
1937, pp. 32.
I
engine, the total gear reduction, the efficerc of t
$anamtesion gears, the amount of load as affectin the
loaded rad4ne of the tire, and the 1t1tude of the place
of operation. Epreseed in a formula ver b Pratt: (1)
Rim P'iil = T x ¶GR
Wbere
x12
(1)
Loaded radius in inches
T = Engine torque in toot-pounds
TGR= Total gear reduction
Eff'cenoy of the sad reduction
sohine in g.er cent
LR
?actor, reresentiri the effect of
altItude on relative volumetric off
cency in per cent or per cent ot
rated horsepower available at various
elevations.
12= Factor to rejice loaed rad4us Into
L
teet.
Torque (P) is the twIst'nr effort produced by the
crank shaft of the engine. Torque producod by a certain
enrne is found by test th an i;strument cel1e1 dyna
moeter, Automotive engineers (2) calculated tiat torque
is equal, to 5/8 of the total dlsp].cernent of the eni;ine
htoh displacement may be computed by the formula: (3)
Piston Displacement area of cross-sect4.ou
of cylinder x length of stroke (both
in in&ies) x the number of cylinders.
pp. 12.
Carison, op. cit.,, pp. 32 nd 34.
Fred R. Jones, Pax gas engnee and trctore, (New Yo'k
and London; MoGr9wfitll oo ompiy In& 138) pp. 50.
14
All
truck pecftcation gtve out torue of t.ricka of
different makes snd sizes.
Also, the size of o:7llnders
and the number, as nell as the total d
engine are given
and the
pincment of the
deteii.naton of torque is
esz.l
made.
The total
esr reduction (Tr1rt) affects the rim pull
nd speed of motor trucks. Pe quest'oti of total roduc.
tion may well be understood by en onple iven by Dagner
(3..) as follows:
iiuped w'th a
4s.speed transmtssion and a rear axle ratio re
the
"Example2
Given
'e 'otor tn ci'-
duction of 6.29 to 1. irt, sssirno that
ranemission is in dtroot oar. in t1s case,
one revolution of to rear wheel will equal
6.29 x I or 29 revolutions n the crank shaft.
If the crank shaft turns lOO r.p.m., then the
6.29 or 286 revo
roar wheels w'l1 turn l3OO
siiisstofl is
luttons..,Next, asiue
first gear, which provides 6.546 to 1 reduction.
In this caae, if the rear ;oels turn one revo
lution, the propeller shaft will turn 8.29 x I
that the tr
or 6.29 revolutions an1 tha nne crank
s1-..aft
will turn 6.29 x 8.546 or 41.2 revolutions.
So the total reduction n frt oar equals
Niti 1800 revolutions of tre engine
41.2 to 1.
41.2
per minute, the rear whel w11 trrn 13O0
or 43.7 r.p.m."
From
this eemple,
it is evident that the greater the
total reduction, tie greater is the revolutIon of the
engine crank
producthg *
shaft
to
ke one revolutIon of the 'hee1,
slower speed but
iving more
puIlirt power.
Therefore, the higher the total reduction, the greater
nor
mooring the logging truck operation".
Vol 6I, ITo. 4. pp. 15.April,1936
West Coast_Lumbermen.
15
the pulling capacity of the tc1: and vise versa.
Truck
manufacturers have developed in modern ennes different
combinations of tranatnission end rear axle rat redu C.'.
tions and a careful consideraton of this 4tetn would bring
beneflts to the operators, Transmiss'on and axle reduc
tthns available for certain t,'pos of trucks are given in
standard truck specifications.
The whole power prodioed by the encine does not reach
the wheel due to different efficiency of the reduction
neeham. 0nlr a certaIn per cent (F) of it is utill. zed.
Acoordng to studies made by Carlson (1) in direct drIve,
mechanical effIciency factor of 90 per cent is usually
ra, one of 85 per cent. This
obtathed end In lower
effIcency ratthcrs depends ipon the kind of drive 'n with
condtion of osrIn. hlch c.ane vth use, bac1i 'orn
gesrs being tore eff1.cent than those well fItted. Dagner
(2) gres efficiency rat!ng for the d.ffrent drives as
follows:
D/R
Single Axle
In direct gear'
In transmIssion gear
In suxiliar'y and tranamission gear
dorm and 0er
Dual D
90%
85%
85%
80%
80%
75%
fiYCarleon, op. cit., pp. 34 and 36.
(2) Dagner, op. cIt., pp. 16.
16
Effect of alt itude on the rim pull. Studios of
Carison (1) reveal that for every 1,000 feet increase
in elevation above sea level, the fuel consumption and
consequently torque decreases at the rate of approxirn*t.ely 3%. It !e necossary, therefore, to consider the
effect of altitude (L) on truck pertortnsnce .f the operation is to be conducted on areas over 1,000 feet in eleva
tion in as much as all truck ratna are baced on sea
level. Per cent of rated horse power or torque available
at various e1evatiora given by Carison (1) is as follows:
ble I
Per cent of torque or horsepower available at varoue
elevations.
Elevation above
Per cent of rated torque
sea level
or horse power avalab1e
100.0
0
1,000
2,000
3,000
96
93.1
89.9
86.7
83 7
80,8
77.9
75.2
72 6
4., 000
5,000
6,000
7,000
8,000
9,000
inversely proport ionel to the loaded radlu
The greater the loaded
radius, the weaker is the pulling power1 Tire speoitica.
The pulling power or rim
I
FUll
54 and 36.
tione gtve rated loads of the tires with corresponding
loaded tire diameter. The follow5.ng table taken from
Pratt (1) gives tire pectficati.ona for different tires:
)
Pratt, op. cit., p. 10.
Tb1e II
TIRE S PEC I Fl CAT I OHS
tat, Lug-.yp Trect'ou Ttr'es
Ttre s1z
cv-.
Ply Ria 1ze rated Prea- Sect. Sect. Overlo&d- ed r* Def. per
load
aure øtdth depth eli d.in. ed ra- d!.ue
mile
due.
BALLOON
6 0O.s20
6.50-20
7.00-20
-24
7. 50-20
6
8
8
-24
8.25-20
-24
9.00-20
-24
9.75-20
-20
-24
.24
10.50-20
-24
11.25-20
-24
12.00-24
13.50-24
10
10
10
10
12
12
12
12
12
12
14
14
14
16
5"-20
1400
1700
150
6'-24 225
6"e.20
2200
-24 2500
7"-20 2650
3025
-20 5280
8-24 3650
8 "-20 3)00
7"..2O
- 10"-20 3ZQ0
8"-24 4400
9-10'-24 4400
45
50
55
55
55
55
60
60
5
55
70
70
70
YQ
io" -20 4700
9-1O"-24 5200
9-10"-20 5450
75
75
11"-24
un-24
9100
85
9- 10" -24
6050
6950
80
O
95
5.05
b.65
7.30
'7.35
r,es
6.63
7,20
7.80
7,88
8.33
6.45
5.40 9.13
8.50 9.13
9.55 9.95
9.60
.95
10.05 10.55
10,53 10.65
10.05 10.5
10.53 10.b5
10.95 11.25
11.00 11.25
11.30 11.85
11.35 11.85
12.80 12.70
14.05 14.25
'7,95
33.26
34.40
35.60
39.75
36.65
40.90
36.25
42.25
39.90
43.90
41.10
41.30
45.10
45.30
42.50
46.50
43.70
47,70
49.40
52.50
16.63
17.20
17.80
19.88
18.33
20.45
15.70 .93
16.35 .b5
632
GO?
16 80 1.00
18.90 .98
17 30 1.03
19.40 1.05
19.13 18.05 1.08
21.13 20.05 1.08
19.95 18.75 1.20
591
525
574
512
550
498
20.65 1.40
512
466
464
21.95 20.75 IJ. - 494
20.55 19.35 I 20 513
22.55
22.65
21.25
23.25
21.85
23.85
24.70
26.25
.1-
21.30 1,25
21.40 1.25
19.)0 1.35
21.85 1.40
20.40 1.45
22.40 1.45
23.10 I 60
24.45 1.80
499
454
457
445
429
406
Table 11 (con'
ot, S.ct. Over...
tdth depth 911
Id-
load. ed z'a Det. per
ed ra- d1
mile
dtu
HIff PRESSURE
30 x 5
32 : 6
36 x 6
8
5"..20
1700
75
5.95
3.45
32.90
13.45
15.70 .'75 632
10
6-20
2200
JO
7.05
7.50
35.30
17.50
10
6"-24
2500
80
7.FO
7
10
7!_2O
2200
.T5
8.33
39.00
36.35
1).5O
34
7.05
2.05
16.65 .65 596
16.65 .85 532
33 x 7
10
7-24
3200
85
3.05
3.33
40.65
17.25 1.08 575
20.33 1).2S 1,08 515
16.33
20
AU of the terms n the formula for flndth the ri
pull or hauling cspacit of the truck havo been explained.
Howover, rim pull depends on tho rolling resistance ox
erted by the road surface and the gradient rf the road
which ma be equated In the following fornulas: (1)
/
/
4
.RF
(2)
tmplifythg : Rim pull = 10 x G x GVW + RF x GVW (3)
Rim pu,l
lOxG+P
\ere
GYW
B?
0
10 =
(4)
Gross vehIcle wIht in thousands of
pounds.
Factor of rolling resistance in pounds
per thousand pounds of ross vehIcle
weIght.
Grade angle in per cent
Grade reestance In pounds per thousand
pounds of gross vohcle weight for each
per cent of grade.
That means that the amount of rim pull necessary to
pull a oertgroea vehicle webt is affected by the grad
lent of the road and the rolling resistance factor for
different road surfaces. The resIstance of offered b
grade is usually considered by entineers as 10 pounds per
thoueaud of gross load for es por cent of grade rise.
Inssnnzch aa the 3peed of 1ocod 1ortng tr'uck 1 very
ann for pr'aot.oal
1oP, the 91r res'etanoe te
not consldered a ffectthg te hu1thg
purpoaOa ILt
c9pacIty of loggtng tricks. The ooeffcent of rolling
iesøt8neO dependti on tho surf'ice of the road Bnd s ven
in the table taken from Pratt (i.):
p.
Table III
AVERAOE 10LL1G r3isTAiccE
Concrete
Fine
Fine
11
rsined, dr
14
raned, wet
Nonekid, dry
(12)
Cold asphalt or b itum thou $
12
FIne graned, dry
13
Nonsldd, dry
8oftened asphalt, fine grsthed,
dry
Wstør.bourtd racadam
Dry
Wet
Btturninous macadam, dr
Brick
Monolithic
spha1t filled
20
4
(U)
Wood block, iry
13
Hewn timber, dry
(12)
iough plunk, dr
Lengthways..f ore and aft (12)
Crose#ayi, closely apaCo(i (13)
Crosawave, epsoed
I or 2 Inches
(15)
Gravel
3at, o1aybound, dry
Best, c1aybcund, wet
irozen
Ordtnary pitrum mat-
erial, dry
Spongy, damp to wet
Bituminous treated
5 Inahee loose gravel,
firm roadbed
Unconpated. s;read, new
Spongy, damp
15
(17)
(16)
15
14
(16)
(15)
(16)
(i)
(21)
26
43
26
17
13
(15)
20
(14)
(i&)
(15)
(14)
(in)
(15)
(16)
(12)
(20)
15
18
18
18
22
24
25
28
30
18
25
32
21
28
58
20
15
32
grade
Iatura1 dirt
Beat sand-clay type, dry
Ordinary, un$ifaced,
4
(16)
(15)
80
16
22
20
22
29
32
25
(34)
(45)
Tb1e r11 (ccn't)
Su rtace
Sand, damp to dry
atr1 soth road
say
1aoked
2 Ijichea, loose
ConcU't4o
vxe
(100)
175
Sncw,
4 inches, loose
6 to 8 ftches, 10080
ud, 2 thchea dee, or deep
duet
Hard ro advisy
Spongy roacway
30
'L. b
60
00
280
24
A knowledge on the comutaton of the 3peed of
logging tricks is also necesscr ' In truck lo hau1in.
For practical purposes Degner (I) rocononJs to
following formula:
I) x ,QQ3 z RPM
(5)
here I = Holling diameter of loaded tire in
inches
RPJI = Engine revolution per minute
R = Total reduction !n gears between the
engine nd rear wheels,
Vehicle speed in miles per hour
Application of the knowled':e of truck performance.
MPH
With the formulas just descr.bod, a truck loger could
make calculatone for the determination of kind of equ
ment to buy, road to construct, amount of gro3s weight a
certain truck could haul under certain conditions, etc.
To llustrato we use the following problem: (2)'
"Up what grade and at what speed can a 50,000 poand
load be hauled on a poorly maIntaIned dirt road, when
controlling factors are:
Torque - 250 foot-pound at 3,000 r.p.m.
Total gear reduction - 20 to 1
Mechanical efficIency of the speed reducin
machine - 86 per cent.
Altitude of operation - 2,200 feet above sea
level.
Loaded radu - 20 inches.
Frontal area 60 square feet.
Rolling reai3tance - 0 pounds per thousand
pounds of gross vohcle weight."
16.
Dgner, op. cat.,
Pratt, op. cIt., pp. 16.
Tho speed, ustnc formula (5) aboro, w,U. ;ive the
owing:
_JpQQ
18 miles
per hour
c
MPH
and
Grade, u
tormt4laa 2. and 2 above,
1l1 give the
following:
Formula (1) Rimpu11TzRxFxLJ
=250x20x .85x.925x32
= equals 2359 pounde.
Formula (
2359
F
=
31.5
10
47
=
equals 1.5 nez' con
a truck would be able to haul 80,000 pounds gross
load or 2 tone on a 1,5 per cent grade at a speed of 18
miles per hour.
It the road conditions ere fixed, th equipment thr
its speciftoatione of torque, total rear rethictton ant
effIciency of gearing cild be found to fit th the given
conditions on the grouzid.
The above condItions presuposu that traction
normal. Traction, bowevi', ay not always e had due to
mAny factors, one of which is the lack of sufficient weight
on the drIve wheels to bold the rim pull of the wheels to
26
move the load, and another a the lack of sufficient
coefficient of frioto on the road surface. The road
surface ma be too slippery. Th explains the Aecessity
of sprinkling salt or sand or staplthg re on plank
roads to increase the coefficIent of friction of the road
surface. Besides, surfaces of d4fferent roads vary. The
yet there
coefficient of friction on the road ia be ht
is not enough traction because of insufficient eight
on the drive eels. Lack of weht on the driving whee
may be due to over concentration of the load an the
trailer or there may be too many wheels beartng the load.
According to studies of Carleon (1), for overy pound of
ra pull there rnist be a pound or more of weight to hold
the wheels down...And as the coefficient of friction dc.
creases, the ratio of jounds of load on the driving wheels
to pounds of rim pull naturally ¶ncreaae&. The following
table tram Carleon (2) indicates the average coefficients
of friction for Tarious road surfaces when wt and 'mien
dry and the corresponding ratios of pounds of
ght on
driving w!els to pounds of rim pull,
Carleon, op. cit., pp. 4 and 3
Carleon, op. cit., pp. 34 and 36,
27
Pablo IV
Average Coef1cient Of ?rict ton Between P1rea and Road
SurThoe
r $oe
fet Suraoe
oo
00
00
dent
weIght to dent
weight to
riii pul
rim u'41
oe
Portland Cement,
2 yrs old
5 yre old grea
0.89
1.12
0.96
104
.96
1.04
.64
I 56
Aephaltic oonorets .87
.86
1.16
Bttulithio
.69
1.15
I A
Wood Blocks
.82
1.22
.31
1 23
Brick, Monolithic
.91
1.10
1.67
Brick, sand filled .87
Brick, asphalt
1.15
.60
.62
.85
1.1s
.C1
1.23
* '75
1.33
79
1.27
filled
Gr*vel
Earth
1.47
Har1..packed ena
o
pavement
Ice and Sleet
on pavement
1.37
1.61
.17-20
5.*5
12.5
¶he :ricIple; Ci 3c3J '
i'u;.:
:üafl
th:t If
on
im pull of the wheels s 35) io
rh or io'.
th drhre heols
t the rear
ier lced to a:1
conect Ion, nan 10
T
end of the truck, one or both of thn driving axleb. In
the caso of only one alo driving, the ;eiht on each
driving wheel of the truck decreases wIthout Increasing
the oztpa axle,
the rim pull of the wheels. AddItion
therefore, Incresse3 the carrIn capact' of the rear
wheels of the truck but decreases their pull.ng power.
this case the coeffIcient of frctIon of the road surface
must be increased to provide enough traction on the
wheels, otherwie, the hee1s will sp4n or 1le, or the
number of driving wheels must be Increased to proportion-
ally increase the rim pull with the load. The folloWIng
table shows tbo tucrea3ed hauling oapacit of the truck
with the number of driving wheels. (1)
a
pp. 3 and 36.
Table V
Adverse grades naotiab1e by empty lIght truck w4th various
axle eombthatone drawinr eritv em1-tr11e on dry rve1
road.
Max. pear
cent Advsra.*
Front
iüar
a Ga a a .a a
2,255
3,205 5,000
4vheel drive,..,
2,880
3,051
5,000
21.7
39.7
2,235
4,565
5,000
12.8
2,240
4,705
5,000
2,670
4,726
5,000
28.6
44.6
Types of trucks
Tr
de
flGO.b
4-*heel
2..rear..wbee 1
6.wheel
2.rear wheet
4..re&r..wheel
drive
6-wheel drive
1, coefficient of frIction, 0.79; rollIng ieIatauoe, 25
pounds..
Neglect In
loss of weIght through effect of rede.
0
TR'i(;K E
AU loggers are agreed on the Importance oi roads in
truck log hauling. Many consider it the most Important
engineering phase of truck transportaton. For this
reason, they spend much time and money in determining its
type, locatton, construction end maintenance. Joe Zauch,
a 1ooe8sfui truck loggor of riany years of e, erionce of
Index, ;aahtngton said: (1)
N1
ou1d Like to say that in my opinion the most
important phase of truck logging operation is roads.
You are licked before you start If you do not put
in good roads and keep them In good condItion winter
and summer."
Roads ars constructed to connect the timber property
to a public highway, or they may be constroted as private
roads so that the operators may avoid the strnont regu
1tIona cn taxes i1;.;3sed by statutes to truck haulera
utng the public road3.
Typei of truck roads.
There are three typos of tzek roads enersl1y used
in the Dou1ae fir reon ci sf led accordIng to re
qui.renent, na'ie1ys (1) rain 1.ne roads, (2) IntermedIate
or secondary iads, en (3) temporary or dlrt roads. The
tai line roads serve as the main trunk road to which mani
rn
9uOh,
ow10 select the logging truck".
Coaamberrna, Vol. 65, No. 4.. (April, 1938
Joe
31
smaflerroads from different parts of a logging area may
In many instances the public highways serve as
main rat for email operators. Privatel:, constructed ones
serve as main line roads fOX' bIg track operations. Main
lead.
line private roads are, in general, two-ay'.gravelled
roads with low grades and wide curves.
Intermediate roads are feeder roads, and are conatruc
ted, generally inside the property. They connect big
1andtni on which big cold decka are formed by yarding
donkeys and tractors. They may also serve as main branches
of dirt roda. They are usually constructed one..way with
gravelled or planked surface. Turnouts at every 500 feet
provide meeting places of trucks.
The temporary roads bring the truck nearer to the
stump and reduce skidding distance to the minimum. They
are usually onoway dIrt roads with sharp curves, heavy
grades, with no side ditches, crown, but with. oulverts,
Fig. 2 shows a typical orosauisect on of a dirt road,
Location and Construction
Most experienced loggers do plenty of work in plannl.n
surveytn and locating good roads. FIrst, road systems
are planned and located on the topographic map of the logg
ing area. Then, a general raconnaissance cf the route is
made on the grind. PrelIminary and final location
9
ofl4Ar,QoAa SECT/ON CROSS
la 3
surveys follow. Center lIne stakes indicating cuts and
fills as well as slope stakes are driven on the ground to
serve as guides to the conatructTou men.
In important
lines, computations of cuts and fills are often done to
balance cuts and fills and avoid extra cost of borrowing
pits and at the same timø secure the boat grades, curves,
and width for the road, In some caes, In intermediate and
temporary roads such ref inernenta are not necessary.
Alignment is done by ocular Inspection.
The different types of road call for various grades,
curvatures and widths. Main lIne roads are generally 22 to
32 feet wide or more wIth grades ranging fr 5 to 7 per
cent but not exceeding 6 per cent adverse grade, with
curvstu. from 25 to 30 degrees (1); Intermediate,
usually 12 to 14 feet wide to 15 per cent grades but not
exceeding 10 per cent adverse, with c'ves as abarp as 50
feet in rmdIusj tertiary, up to 20 per cent grade wIth 10
to 12 feet in width. Iapraeger (2) found that the ability
of tricka to . up on the return trip determInes the
maximum grades of temporary roads. However, the majority
of haulers operate on maximum of 10 to 11 per cent adverse
rue roads In fir region".
(2)
UXIIH(September 1937).
Th.
aeer, Motor truck log hauling In Oregon and
The Ttmbeuan, Vol. XXXI Vol. YJII(Aug. 1935
rades on dirt roads.
Not much attention is paid n regard to curves
because of the flexibility of trucks allowing very sharp
y be widened to allow room for the semitraIler. Pigurc 5 Indicates a diagram and formula uøed
to widen curves for different widths of road end radius
curves which
of curvature of the road as well as for dtfferent lengths
of the reach of the trailer. The problem of curves is
also solved by special devices ciculted to direct the
tra tier wheels to fol1 vary closely the tracks of the
ruok wheels as shown in FIgure 4.
On plank roads, grades up to seven per cent adverse
and 12 per cent favorable are used on cross plank. Fore
and aft plank and pole roads are usually constructed on
level grounds and when constructed on grades are sprinkled
with sand or salt to provIde tractton. A 16-per cent
favorable grade Is used successfully by L. 1. Christensen
on tore and aft plank roads vith wire stapled on them. (1)
It i.e a known fact among experienced loggers that It
is expensive to operate trucks on adverse 'radee, and It s
the general practice to keep the grades as low as possible.
The questIon of adverse grades is not very big among
r e enen,
Vol. XL No, 5. (2ar
t dinc'.
pp.
6,
TImbss
23
ROADWAY WIDThS ON CUVS
22
TRUCKS & TRAILER5
ft: W.Q5. & R WL.
3336
21
20
19
18
.
17
0
16
0
15
D
214
13
12
II
70
80
90
100
110
120
130
140
150
160
RADIUS OF Cuv -
170
IN FT
180
190
200
2i0
270
Fig. 3 Graph and Diagram Showing Widening of Road.Ourves
230
240
l-P-5
4
C4 S' TL E ACM TRA/L ER J'TEERIIVG 1Q/G
$4
loggers, however, as most truck shows are on high elevation
allowing ads to go on favorable grades w.th. the loadi.
Pbs adverse grade that could be negotiated by a certain
truck depends upon the torque developed by t'ie motor,
the various gear rattos, the roaistance of the road surface
and the elevation of the loging shows as wtll be shown
later In this paper. Rapreger (1) gives adverse grade
limits for certain truck sizes as follows;
Adverse Grade Limits for Iden and Unladen Veitclos
Pulling Trailers Over Good or Poor Roads in )ry Weather.
V
e
Rated Capacity of Trucks
in Tons
1* and 2 ton
21 ton and larger
ces
.
Roads
Poor
Roads
5.8%
4.'7
8.12%
7.12%
6.10%
ll..18% 8.14%
Good
ood Poor
Roads ROadS
Si.$%
construction is not a hard matter with the used
of new equipment. The first operation In construction is
the clearing of the rigbtsofway. Thi.s is done by felling
all trees and chunking them out of the road bed. Chunk
ing and pulling of small stumps is done by tractors with
large stumps removed by stumpIng dynamite. In blasting
large stumps with damite, it was observed in a study made
(1) Rapreeger, op, cit., pp. 1
35
b' the Oregon State
gineer1n Class tn blasting (1)
that there is a deftate rat .o of tie number of caps to
the diameter of the twtn for proper reiovnl of the whole
stump frorn the ground as can be seen n Table VI below:
Table VI
Result of Blastftig Work, Class In B1aetin
1938-1939
Diem, of stump
fl incheS
Soecies of
8t.UUp
OSC
No. 0
sticks
of dtna
Remarks
mite
18
Douglas fir
3.0
Good shot,
clear
5
14
8
Good
13
10
7
Goodev
8hOt
8
8
18
2
Good
Good,
clear
26
24
24
8
8
(lood shot
26
9
6
Good, open
shot
Clean, weU
centered
shot
c.omputratori, it is found that one ettok is nc
essary for every 1.4 inches of deter of the stump,
B
is
(1) Class was under the ausp1 ces of the Dept. of Ag. Eng.,
Logging Eng. and Civil Engineering, Oregon State College
Corvallis, Oregon.
sttcke n one etm, howe
t!tterent enectee, tW ot e'i, nt
tunber of
pre.eerit
ti
.fle
eo$ 3., eu.i,
a certe$n e'te, trtel nota
teti.
ie t
eterntne
tu
the nu*ber of t!cke ieq.iirs! t; fly LLt
tzs ra en b
rn4n ¶e rry .te%3.y
bi*ettn, anr1 n
eU 2$ the
Io*ors.
p1*ct
o'.i.1 he
naI
of cuivtrts end i.
ke
three
Orgveiin, ere
oee to
te?rd
trc
s
suXe
t, rvi U1 tstn end
1i. &i ron1 opor
. on.
0
o*4 raes are usua3.ly 1ept ozi sear 0 *l1e
aettle before $t U gravelled. I're re to knde of
rook3,
aed, nauto.is (3.)
ore r.-ek,
r*vel obts!ned tro p1t
suity uee on 'atn trunk
n::
n4
bedi.
2.) natural
ie former
te Ii.ttr on !nt.r.
ad on
1i
rcku are ot c
.ost nr. rd.sip
¶tS
f.nterodiat. ro'da beanua
to e,cire. stursi rav*l ¶s usa1 abuzJtint ¶n the
ned ate roedt3. Crus
place of
tuetio 'epe
of by oet ioere
a.ocbtlty s taken
n the other snd, mat3.
4n trunk ra4s
stonee era net Jesrabie t se
beesuse ¶t coos not btnd well and ave the tenhncy to
sntai.
work
pro! a u,veu *id e..trto.
3 to
of ravei.
tnohei
on tnternediats roads. The thickness of the gravel
necessary for a certain road dupends ofl the character of
soil conditions, the weight of the lead eected to travel
on it, and the width of the road. There is a general
agreement among loggers to use
.der roads when surfaced
tth gravel. Wider roads allow the tru'cks to travel all
over the surface keeping the road level and smooth. In
narrow roads the tires are forced to travel on the same
track leaving two grooves on the road where water settles
snd makes the road unfit for hauling as shown in Fig. 5.
Crowning the road is not praottoed as the crown causes
uneven wear on the dual tires. Some, however, believe
in crowning the aubgrade and keeping the surface leve
One authority (1) belIeves n elinthatIng the earth
shoulders of roads common in public highways and recomm.
ende gravelling clear out to the stde of the road as shown
in Pig. 6, so that water on the road may easily flow to
the ditohse. Muddy shoalders detal.n the dater on the road
bed end make it soft,
Planking. Although the oneral trend is for gravel
roads in the ftr region, plank roads are still need and
will probably be the conventional material to be used
ft
id4y and wet places, and where gravel could not be
d'orial /trlo'1e,
reat Coast Lumberman.
pp.
4..Jj,
u.lding
r'ok 1o1xgrads.
Vol. 63, No. 13. (Nov. 1936
3 7a
Fig. 5
Cross-section of Narrow Road Showing
Groove on Road Surface Made bj the
Constant PoundIng of the Wheels.
3.tCHpp1
FIg. 6
SCREEN
a
of Gravelling Entire Surface, and
Method of Draining Springs on Roadside.
Cross-sectIon of Road Showing Method
36
procrred ocnoniieaUy in or near the logting area. For'
oneway road on level ground, tho enorl riOthod of la'ing
itunbor plank roais
to plaoo cros-tea 4" x 1"
10'
tour toot apart from center to center', ova i.aich three
plDnks 4" x 12 x 22'-32' 1on; are :;lace s!Lde bçr a1de
under each wheel, *Ued 1t /8" x
nails, at the
eds on the ties, Chri.st.a:sen Cl) boltevoc in nailing
te 1aks on the ties next to tho en of the iece to
avoid the easy loosening of the nails as s the case when
pieced at the very end of the planks. te 'ses three
planks if loge to be hauled do not exceed. 40.0 feet, but
it has been found better to use 4 planks t the lenth
of the 1os is from 64 to 80 feet. Figure 7 shows the con
struction of a typical fore end aft plank road, On muddy
places end where t'nere are depreasons to brid,o,
a
mudatll is used as a foundation where cross-ties are
d*pped as shown in Fig. 8.
Orosa planking on grades and on curves
s done b
placing side by side p].anke 4" x 12" x 10' over' two lines
of 34" z 12" lumber placed on the ground 88 SiOWfl in
Fig. 9, Sometimes these cross p1ans are not na.led to
the findetion as the case wth the cross plank road of
the Coiox Logging and Pa!lwa' Company at Ladyeth,
ensen,
Vol. XL (Msr'Oh 1939)
os
utiding". The Timber!nan
16,
17 and 2..
.
38a
'I,
\
N'
P
I.
.
Planks
4 "x12"
I
I
I.
I
l.I
.
I'
I
I
I
3
I
I
L1'i) 4uX12;I
LJHJ
Pies-.
10'
F,g9
p,57
Fore and Aft Plank Road
Cross Plank
Road
---Guard Rail
-,
Te
1/
4W
/0
--Timber
8"xl2
Fore and Aft Timber
Road
P'q8
nd Aft Plank
Road With Sills
Fore
39
B, C. (3.) Which. uses raudon width p1ank f!ie nche thick
1U to 24 feet long 1ad over dabs laid deonelly on the
grcud etri'sce.
Another type of p].nk road which has baen tried with
success in the Douglas tr renn is the fore and aft
timber road, an improvement of the tore and aft pole road.
Bound logs are employed. a ties wuioh cre daped to receive
on n Fig. 10. No
three 8" 12" ttmbers on eac
s1ls are eriployed except on brdrçes. Only occassonel
ends are epked.
Ditches end culverte. One rf the requisites of good
roads, gravel or plank, is drainage if t is to operate
during the rainy season. Lxperenced 1oors provide
a1uate drainage ayetema by a'de dtci4.ng and by placthg
culverts at every 500 feet. Sizes of culverts derend upon
the amcint at runoft. They should always be decried out
so that the flow of water will always be well below
level or e raveI. For cilverts, tie 1o3t ;enerally
used are the box oulverta ma.e of 3inch lumber as shown
in Fig. U, the "A" log or 3..log culverta s'own in FIg. 12,
and 2.-log culverts &iotin in FIg. 13.
truck road brdgea. The tendenc.' In modern truck
(i) James Shia3groón, "Eóadb'21. IdIng".
XL (March 1939) op. 16, 17 arid 20.
Tmberman,,
399
-Log
Cross-section
J-105 Ca/vert
4--.-
TJ
- ---------I
I.
_ __1---____l__---
-
-_ J
Ci/veri'
Fig /3
//
,''r'
Axif"
--
_I .-__
r
-1---.--1
Floor Plan
/---3' LumberBox Culvert
/
40
road constr'uct4on, .s to elmThate all
all brdes and
trestles with esrth fills.
th the e o hull zers and
shovels flle are very easy and inexonstve to construct,
Also, f!lls are fireproof unlike tie Lretlee. i1aintonanoe
n fill is low. iowevr, f4lls are desirable only up to
a certain height 1it, In thtS oonnecton ebb (1 found
that "for lees heht than 25 feet; the frt cost of an
etibankment will generally be less tian that of a trastlej
this mp1tee that a permanent trotle shoild novir be
constructed with a etght less than 26 feet"..Te con
tinues, 'A1thou local o 1rcuistancea ma:1 nod 1fr the
appltoeti:.on of any set rules, It is probably seldom that
it will be less expensive to butid an oibaniont 40 to 50
feet high than to rraintath porrnsnontly a wodon treeti
oover gulley with very stoop stde slopes that u1d
not hold fills have to be bridgod Also, streos wtth a
large volume of water flowing as well as marshy places
that are hard to flu need bridges. The Cahill Logging
to buld a cable
suspension bridge 11 feet in span (i.g. 14) over the
Company, Tillamook County, Ore.on (2) h.
Wilson River to avoid the large amount of fre&.etu that
are had 4Hn the early spring.
'iiter t
Rai1rod cotruction. ow '.ork. John
dtortsl Article, "Cable s&n lo br4d.ga," 'e Tinber.
ebb,
tlloy & Sons, 1932 pp. 197.
man. Vol. XXXVILL ito. 11. Sept. 1937. pp.
-
.4f'4f
/ // /
' A.
- WA..(. MI LOIS SI-SII L05
jp.n. ns, ANI tt(3
-a
U
flTM r 5550
o.-4 2-J 1e,._ EA
-
-
-
- L £IA 31
5 ____
.,.L$
_/
-
/,
-
-.
:3-
t
CABLE SUSPENSION BRIbGE OF CAHiLL LOGGING COMPANY OVER WILSON RIVER. OBEGON
Fig, 14
41
The moo comr.on bridges 'mod 'in truck roads
w
Cr) br'dços, Fl. 15, str'itic
I6', and
atap1e bent trestle brIdges. Ci.bs Z1'E ud on mirsh
rounci8, stringer bridges over nerrov: strea, arid
trestles over wide U11eyS as sko'n n Fig. 17,
Ma 5nt enanoe
Maintenance is neoessar t keep the rond in good
condition. The aau1ng of h vy oada cwses the development of peak spots fran trie to time. This c1le
for the bluding of the surfe.cc t eop the road bed level.
Vsterng is done to :eep dust down. .ist prevents ood
traction and good vison resulting from clouds thoh lead
to accIdents. Th.rthg the rathy sec'son the dttches and
culverts are kept in good orkin conditIon. The Coviox
th,
Lgiri and Ra1waj Compara'
C. siends
.0]. to .02 per thousand board root for athtathing
their private road.
Co3t of Road CQn$rtzctipn
Cost of road eontctton varIes
thtri v.tde Umi.ts
due to differences In amount of clearing, amount of fill
and cuta, kind of so%1 9flti tie amount of brIdging
necessary. Rapreeger (1), found a case in 0roon in hioh
apraeger,
., pp.
1?.
4 la
t.i
/j
-:+
//,'2z?/
////// /,
Cr,b Sc/dge
Fiy/3
60'
5frrinqer &,dg e
/6
(#)
-A
4
4" x 7"
4 --TImber Guard Hal].
VAVAVA w:;
Cap 121 x 12"
/
-////
Cross Section
of ,'7-'c,4- Tces tie
Supplement to F ig
//
17
4 lb
Truck Road Trestle Bridge Over
A Wide Gu1ley
Lewis Lumber Co., Dexter, Oregon
Fig. 17
42
a dirt r'osd costs from 1OO to :so r nub thkre
i1ht, the grcuiiI 1ve1 cni tL o4!1-free from
1
1are stones and outcrosptn rock$. The fore ana Ett
p1anr road of . L. ahristenon (1) co
0 to 'PO per
staton or
3168 to
396O per iui1e.
e3t Coast Lumber
nn (2) fouutd that p].ak roacs cost a hi.h as ;5,OOO per
'S1ø and gravel rocs from 1000 to a000 per i.be(3).
r1enon,
. C., p, 17.
Ec1 tora1 Art !cle, rtPruck
jurnberran,
(5) Qp. c,t., p. 18.
orL:: et'st
59, No. 4. April, 1932,
t Ccit
4
EQU IPMENP
Most ogng trucks in onoral use in the Douglas fir
region are regular factory niodels provided wtb a semI.
traler. They are, however, modfled to he adaptable to
rough hauling, The body Is made stronger by rivetting
steel plates or a piecs at tImber 6" x 6' on the frame
bearing the bunks. Both the rear end of the truck and
the semttraIler are provided with steel I-beam bunks
resting on steel tramas iich are bolted to the truck
frame and on the erInga In the oae of the traIler.
bunks are usually swivel bunks and are free to tate on
the steel plates on ich they rest. The seuiitrailer
connected to the truck by a square timber 8" x 8" x 32'
called the roach. The wheels of the trailers may be protided wIth single wheels w4th dual tires, but the most
popular rnies are with duel axles wIth dual tires, Th.o
rear wheels of the truck are usually of single axle with
duel tires, although there are also some in ue with dual
axles with dual tIres.
Other auxiliary perth of the
rucks are the brakes and the ator tak, the latter
usually placed under the bunks of the traler and rear end
of the truck. Fguros 18 to 22 show different styles of
present trucks arid trailers.
43a
F.g. 18 Semi-traIler
for a Light and Medium
Tru ck.
Fig. 19 Semi-trailer
for a Heavy Truck
43b
Fig. 20 A Logging Truck With a
Single Axle Drive and a
Single Axle Trailer.
Fig. 21 A Logging Truck With a
Dual Axle Drive and a
Dual Axle Trailer.
Fig. 22 A Logging Truck Nith a
Single Axle Drive and a
Dual Axle Trailer,
44
Classification
The logging trucks widely used tu the Douglas fir
region are olassifed by the Pacittc Loring Congress (1)
as follows:
1. Light trucks (11 to 2 ton) with pi ston displace
mont from 200 to 300 cubic Inches.
Ordinary rear end, dual tire a and simgle
axle trailer dual tires.
Special rear end, dual tires and stflr4la..
axle trailer dual tires.
Ordinary or s ecal rear enc w4.th i'al..
axle trailer dual tires.
Dual rear end wIth dualaxle trailer.
(a) ?our or exwheel drive with dua l-axle
trailer.
2, Medium sized trucks, gas or d4.osol,. piston dIs
placement 300 to 450 cubIc inches.
Itb the saIie rear enis and tra4lor equip.
ments as in the light trucks.
3. ieavy trucks, gas or del, pston dspiacement
450 to 700 cubic inches.
ith the seine rear ends and traIler equipment
in the light trucks.
According to studIes of Rapraeger (2), n 1932, about
69.4 per cent of logging trucks used in Oregon were light
trucks, 25.5 per cent of medurn.-s4.zed trucks, and 5.1 per
cant of the he airy class At t e present t line the light
class still predomInates in the Doules fr region,
although nore end more of the iror operat tone aro turning
Advsnce äopiThe Logger's Handbook, pp.
:2
Raprasger, oi
cit., pp. 16.
45
to big trucks. The Uht tiucke are preferred because
they require small i.nvoster1t, they are easli:? trdedin
or sold *t th high va1ue, they have h1h uttlt for other
haultn work during the closing of the lodging season, they
are easily serviced duo to accessibility of parts, arid
they are within load 1init alloweU on public roads
Large trucks on the other hand, according to recent
studies (li, when used in 1ere operations have lo'er
operating costs. Besides this, 1arer trucks could
negotIate stoeper arid longer grades tian te light trucks.
At the present time the heavy trucks could be 'tDeselIzed
Mch usually is more econon4cal In fuel consumptori and
at the same time produces more power than asolirie trucks.
$pocificati.on of trtcka
unlike the pIoneer truck, the -rodorn loggIng
truck is provided wIth a comfortable and strong cab with
glass udows ad wIndshields,
Cab,
Bunks are usuall:, nio of Ibeam steel pro
vided itb V.-shaped chockblocks 'eld b. c'aina when the
bunks are loaded to keep the top In place. HIchwa
z'eRulatiois in Oregon and ashIngton requIre that there be
Bunks.
(1) Ecperience of the &rde Jonce Pine Co., Pondosa, Ore.,
and the Coznor Logging and ..1ay Co, Ladysniith, B. C.
46
a rax.mum length of eight feet for te hunks. In many
private operatIons, hOVCVCrJ 10 to 12 foot b.n!ra are used.
r"s are provided.
Srths. Springs used In
with enough power to c'rry heevy
los.
ncrrh
allowed to take c:ro of bii.:in. There are two
factor
typos of sprin reneral1y used: (a) fe ti-e1lptc
t'. ude iric1 few leave'3.
ot
sei'el1Iptc type w'on under fil1 1o.:.. OS
tpe, and (b) the flat t'
below the horizontal posItIon,
.!Ile the flat t'je sage
aa It is loaded.
n the
loggIng trucks. It is necessary especially If the hauling
Is cie on steep roads and concoted hLhvays ere the
truck speed should be under control. To poìu1ar ones
Br4. Generally stron bra.ea are
aplo'ed ft logging are:
1. iydra.iic brkes.
ot of the
not;a11ed
and !n3dI1)a*
sized logging trucks are equipped with hydraulic brakes.
The popularity of this brake Is hie to Its merrl.t. nooth
and even pressure can be exerted on all of the brakes at
objection in
the aene tinto and efficIency s ecred.
this type is that a leaks -in one point in the tubing
would render the whole truck brake ut of order as lack
of pressure at one point of the tubing wIll release
pressure which i.e the lire of the whole brake unit. It
4
not adaptsble for heav' work,
Compressed air brake.
It s used by heavy trucks
because of Its power and good equalization of pressure
In all of the whoole. The nechansm of ths brake Is like
that of the ydraultc brakes, only, the por
supplied
The power In the hydraulic brakes Is
supplied by fluid, The advsntae of thIs brake s that
quick applicatIon or release can be secured with a smooth
and positive action. Unlike the hydrauUc brakes, a
leakage at one point In the tubth may effect only the
b
compressed sir.
lesMu tube and other wheels may still function.
Vacut booster. The vaccum booster is very eoion
among email trucks and trailers, One very greet objection
to this tlpo of brake Is that It functona only when the
inning.
Mechanical brakes. Mechanical brakes are he
coming unpopular in the logging truck because equaliza
motor Is
rd to attain due to
tion of braking in all wheels
the constctIoD of the different parts whch, because
of use, get out of proper bearing and sdustment.
On continuous long orsdea brikes becc
very hot
necessItating the use of water for coo1in... For this
purpose a water tank 1$ Instafled under t a bunks 1.n
most logging trucks to supply a small, continuous stream of
water flowing on the outside part of the brake drum,
48
There is a danger that the drum wfll break eas.ly if water
is poured to t when it 1. s hot, and the water .pe &iou].d
be open before the truck docenda a slope vhen the brake
til the
drums are etifl cool and e.1lo water to tlo
bottom of the elope s reached at whch t'!me the water
pipe is closed again.
T re
P.ree used *n logging trucks have changed since 1913.
At present pneustc tires are used Pnewnatic t'ros as
defined b, the Oregon Motor Vehcle Law re thoe which aro
tnflated with compressed eft', Pneuisto ttrss ore pre-
ferred above ao1.d tires because: (1) the' give better
traction (2) the' cueMon the vehc1e and load on the
roadbed, and () they protect the road. There or'. two
typea of pneumatic tires used. in 1oging-(1) the
balloon tires, and (2) the hLDb. pressure tires. H1h
pressure tires are preferred on bad roads in the woods
because they snag less readily. The balloon tires are
good on paved highways.
Traller$
The moat important appendage of the truck a the aemi
trafler. Its use is based on t
theory that wCl1ibtlt
trucks have more power availabi
in excess of normal needs
Such a truck may be
when the rated load is carried.
loaded to capacity while the enne remthe half tdle.
surplus power may
Under the right condtne
rt one end of the
be uod to drag a trailer thnt
load. W'.th the use of the trailer, great savirs are
made both n fuel and labor,
The 'r1ter observed that
about twothirde of the load is carrIed b: the trailer
when the truck unit e with a single rear end axle and a
trailer wtth double axles. Therefore, actually the total
load of the truck and trailer a three tirne tt f the
capacity of the truck alone. Accordng to Everhart,(l)
a truck and a trailer combination usee only 10 to 20 per
cent more gasoline than the truck alone, t.s reduoin the
coat pr tonmile of payload. Likewiso, coat of labor,
tires, and depreciatIon are decreased. The ot popular
semi-trailers today are the dualaxle unit WIth dual tires
provided with brakes.
Motor
Many operators found that larger bore and longer
stroke engines w!th s1oer speed produce the most econom
cal operation. This is naturally the case because w.th a
larger diaplacenent ¶.n the onine a larger toriue is produced for heavy hauling. Also, exparienoe layers found
that greater load with slower speed is inoe ecQnomical thsn
(1]
T. L verhart. TTNtne good reasons
for tra. lera,
r',
Tixrbean, Vol. XIZ ,
oc, 1926, pc. 164,
50
small loads with high speed because in the former case,
truck wear and maintenance cost 8 su1leX'. targe
Dtesalized engines are preferred in larger operations.
3leove-lined cjlthders have practical value as they can
be replaced and would render old engines renewed efficiency.
Hesi' wheel drive
The power from the shaft is transferred to the roar
axle by different kinds of driVesa. The riost Coimuon ones
used in trucks employed for
hiitn aro (I) the chain
drive; the chain drve is cons*dered the strongest and most
efficient drve and is usually installed 4.n lsre trucks
for heavy hauling on adverse grades. It does not develop
too much heat since the chain is placed out .n the ar.
This is the advanbage it has over the other drives. It
pulls the wheel down n both ends of the axle and in that
way more tractive power s obtained. The only objection
to tha drva is that it is apt to catch dirt and acui
which would cause trouble. This detect is not a big
It l.a easily repatred. ost 1it trtick manu
facturers do not install che n drive anc t Is only l.n the
large sized truck that thGy are available. (2) The double
reduction drive is the strongest and ot efficient next
to the chain drive. It is run by geax"n;. enclosed in a
case and avoids the oasibllity of dirt and soil obtained
In the chain drive. It has, however, the t.ndency to
problem.
61
ueh hcat besde8 1org soc of ¶ts efficiency.
It Ia used In the medIumsIzd tricks ver:; e'.ten8ive1y, ()
The worm drIve ia not verr p1r to 1oter. It 1.s very
expensive and has ' cry lov ef:i c eno beert.e
It Indevelop to
herent character of c1eve1opn ec-osse heat. (4) The
Bevel drive is fariou for It s5mpliolty.
It
vs ry
adaptable to light work and is ued eytenslvel In the
light class of logging trucks. it
Upkeep
The upkeep of trucks Is iportnt bccue of to
msn factors that tend to drut
effcent use, The
main object or upkoepin i to ee that a1 of the parts
are In good workIng artier. Upkcep 5 nu rca t.ie cant In e
use of the truck. Neglect to repair a rall damage may
soon cause trouble loading to complete destruction of the
whole nit. For thi reason the general practice ercn
1oger3 in the Doug1.s fIr rc'on le to
tht;aIn their on
repair shops under expert mechanics. The re experonced
loggers be]ieve in a COmplota overhavl of the sqipment o
to-day ukoep. Christensen (1),
a year in aid!t1on to
a veteran log truck hauler
"I have found tt a
general overhaul of a truck s vary ucoessery. The truck
should be completely dismantled, even to the transrnssion,
tliL. Ft. chr!etennen,
oep of motor trucks". West
poset I erman. Vol. 64, io. 4, !;rI1, 1937. pp. 2021.
5
the d4fforenttal and apr
essary to cbeck eli parts
it moo..
truck and restore them
lie the piston and access-
of the
to proper working condtton,
cries,
nd
shackle a
water pump, radiator tubes, the 1gn4ton s;7stein,
generators,
clutch, transrnssion, dffIrental,
spr.e,
frames, wheels, brakes, and air lne in the brake w.yetem.
For day'.to..day upkoep, the ;enoral practoe
records of the perforrnance of the truck.
The
rirtvor
reports any trouble md rakes reoommendstona a
is to be repaired,
keep
to
to whet
The records keep the ianiemenb
posted on the necessity of rcp1acenerts such
s troa,
grease and ol after a certaIn miieae, check.nç for
correct performance r'f
Important perth
magnets and spark plug points.
euc
Fepai.rs arc
the
as the valves,
nosti:.r
dcne
during the day.
Gar'agin the truck
It i.e neces5ary to place the truck In n arage to
protect if from the inclement weather nd to have i.t re
paired. There is, hoever, tie dener of the whole fleet
being burned aspecIalIp in the cold weather uhen I.t s hard
to start the engine as happenc
'th the fleet of Taley
and aley, 1cnzum,
Oregon (1).
To renied
this danger,
J. F. Coleman, Jianager of Kinzua line Mille, Kinzua,Ox'egon
rt:ce,
'!. or.a
Ge ra
Coast Lumberrian, Vo
65,
cgin trche
:No,
e t
pp, 40, April, 1938.
aTh*it,C tO follow
sep.sti trc
*
(1) t * t the ra rese te bz ut
other bid
and (2) thct tho tler of
t: o"h :tnt
re be blt n *n
t'e
o
tPUOk$ could roll ot '1tb.out iez sn
ft ccii. of $ tire. The ¶natalhcticn
a:stcis on the roofs of txu
r
bu' sed *ould be cneter proMittrn t*r t
of fire ¶n the sree.
the
reventio!
the vt
C
eqii.. miint
nred the trc
itac
r.';
o.t1c
for
ar
v4co.s have bacn disco
uit- capacity ot tvck
roe .te ost of oper'&to.
i .oU
:0P
rein le,
i.
;.tier :l.e
a at the pPIflt t$n in
efficient bsli
ers loar*4 tat
l'4':o :$ obtcn4
the drive wheel tirea belore te are
b# reov.
tly deat.Pow.
piece thow at te trsuloz's, b; ta: te
kInd on the se weelc, b corrort
relatn the løed, T.. Ctenen
nilee on ecer tire b
aft
to re.
thtainabl. fcr
to better
rorn t'ree br u*tnc dual tirea
an
t
tlLt
a the
ProDer use ot t!.res.
t
siae
t'ia:1n, eril b
s3'stioi
dai.he trs1.lora
''od 2110
bp trans.
fer'ring drive wheel tires to the traUers. 1ta are
available on the correct loading of t!rs and speed that
certain tr'uck should run wIth them. Figure 23 siows the
effect of overloading the tires. According to studtee (1)
the tire will give 156% normal servIce if loaded only
80 er cent of' the normal load, but would 'ive only 70
per cent normal servce If overloaded 20 per cent, 51 per
cent normal service 1! overloaded 40 per cent, and 25
per cent normal service when overloaded 100 per' cent.
"Loading a pneumatic ttre beyond lbs rated capacity causes
excessive flexing of the side walls and distortion of the
thread, even if the correct aIr pressure is had. This
results In broken fabrics, rapid and spotty thread wear,
tread nd ply separation and complete failure of the tire0,
said W. P. fleas (2). Speed and temperatures at which
tires are run also
oct tire mi1eae. Increasthg the
speed 30 to 60 mIles reduces tire lIfe to 60 per cent
snd increasing temperature of running tires from 70 to
1000 F. lowers the tire lIfe 60 per cent,
The following are advises of two tire experts on
how to at the moat of the tires. (3)
or a Ar co.
1s of overloading tIres. Wet
Coast tmbej'rian, Vol. 64, No. 1, Jan. 1937, pp.. 16.
W. ¶. seas, Getting the most of tlr'es". Jest Coast
Lumberman, Vol. 65,
o. 4, April 1939, p. 2.
W. '17. 1iva and If. C. Skelton, Getttng the most out of
tires". West Coast Lumberman, Vol. 65, No. 4 pPi1 1938.
,//
8o
8b
LOA)
oo,.
5t
a
39
zs-
jcc
Figs 23 Cross-section of Tires Wtth Dagrainat1c
Representation of the Effect of Overloading
55
Always
nstll the lrest
ze tires possible
on the equipment.
Never Install mi.amsted t'res sre b: sde.
Always have the same dIameter so that the load
will be equally diatr'bted on both. tires.
Xeep the beat rubbor on the drivers and when they
r transfer t:er to the traIler.
begin to
5, seep your on shop so thst trucks are kept to top
notch con1ton at all times.
4, Xn winter, the t!.rea should be Inflated more than
in hot weather so thtt b10-outs are kept down.
keep your wetght to csrryng oaactty lImit of
what the tree are manufactured for and with a
margin of capacity left over to care for any
eupore1ovatod conditon of the road.
Air pressure should be chocked every other day and
any tube that has a tendency to drop '!n L'ressu'*
sho1ei be replaced and checlied for brakaa before
using again.
Increasing truck capacIty4 An angtheerin clovi
euployed by some logora to ko t!.e sr-iou truck :ore
efficient Is done by the Installation of auxiliary trane
mission that vild Increase to er rat o of t?io ordinary
truok. (1) The ataon..Brown-Ltpe auxilIary transmission
provides en underdrlve and an over drIve to each of the
standard truck gears. The gear ratio in compounded low
gear of a truck equipped with it 3 62.5 to 1 as compared
to 42.24 to 1 in the standard trucks. The ectra iower
-mad, by the added gears increases the pullIng power of
the truck. Another principle usod to increase truck
capacity Is the Tiinken double reduction axles. Double
reductIon is made from the drive shaft to the wheel axle.
(i t.. S. Watson, TSelecting pro.r eur ratio for truck&'.
The..Tiniberman
Vol.
3!7, !o, 2, Iteb. 1939, p.48.
6
ffctsncy of this outft
trd
ri tiM Geors
Van Vleet (1) operation in Astoria.Soaie Aren, Oregon
where 18 small trucks provided w t- double reduction axles
have made the VanVieet outttt one of the steadiest truck
logging outfits !n the Northwest.
A third engtneer4ng achevement used to increase
The
been
capacity of trucks is the installation of two axle drives
to take the place of one th the standard truck, Xsaacaon
Iron orks, Seattle, :eehngton recently announced inCroriithl.te (2) dotroduction of their Thorton ijt
ddnc an honestly
scrbeB the engineerinç feature
eng'nered dual ratio dual drive to the standard ltt1e
track th six wheels and two driving axles wth an inbuilt under drive available in all transmIssion speeds
Of course the increase of another driving axle increased
he hauling capacity of the truck. Thc sniall truck
engineered this way s clahied by Mr. Cronkhl.te to equal
the pertermance of a standard ax-ioe1sd truck which
cost 50 to 100 per cent of the engIneered truck described.
Six wheeler trucke. The sixwhoeler truck ta a recent
development in automotive engineering. Its advantages ar
that it increases the capacIty of tne truck both on
k n te iost of likt truoks'.
eorge an loot,
Coast Lubersn. Vol, 85, No. 6, June 1938, p. SO-.
(2) . . Cron to, "Inoreaeng truck capacity". flest
Coast Lnbermsn. Vol. ô5, No. 12, Dec. 1938, pp. 6.
5*7
prvte snd on pubUo rc'c, tt "ncrrs
worr en
roads, and can have 'r'cat8r load on adverse radeB.
LOADING
Leading is an important phase of truck log hauling.
It may becouie a 'bott1e neck in the whole logging opeza
tion it it is not well snchronizec with yarding and
hauling. It may delay yarding while a truck is being
loaded and may delay hauling for lack of logs caused by
intermittent ysding. Therefore, yarling should be hand.'.
led 80 that loading may work 100 per cent and hauling
efficiently carrIed with the citinuous rollIng of the
trucks. To attain this end loading should be aynohronled
'vitb hauling and yarding. In this connection, Baker (I)
nays:
e fluctuation in rato of oroduotton of a yardIng
unit during the urae of a days work is usually
quite pronounced. This is especially true with btgh
lead or any other method of dIrect yarding. On the
other hand the trucks usually operate with very litt]s
variation in travelling time por trip. ftence it
follows that for good correlation of ardtng and
hauling capacity, we must store up logs at the 1and
ing during high production peaks to keep the trticka
supplied while the yerder Is getting te tough logs.
This calls for the performance of yarding ahead of
loading. However, there are certain types of loading
devices that may be uacd in conjunction with ysrdthg wtth.
out delaying the later.
(1)
dward Baker, Loading logging trucke.
Lumberma. Voi 64, No. 4. April 197.
Yb
pp.
Coast
---'S
59
Tipes of
pdiI-iyiOC1,
Loading in truck hauling s more £leibla than in
railroad logging. The most generally used metiod in the
Douglas fir region is the spreader bar (1) a:stem and the
McLean boom system. The spreader bar system is very
adaptable to big and long logs and beoau3e or the two or
more block purchases that could be installed in the rigging
that gives mechanical powor, it does ot require a very
powerful maoMnea A
oeoline engine can load
logs 1600 board feet contents. Vith it lo.e could be
lifted mor, or less parallel to the rood ond be brought
from one side of the road to the other to be loaded on an
empty truck. Loading with proper balance is easy as the
truck could easily move back and forth while the loader
lifts the log to the proper balance. Another advantage
of this system is its adability in bringing logs from
the cold deck and piling them parallel to the road pre
paratory to loading ile the trucks are away. In this
way the loadIng time is shortened which would otherwise
be prolonged due to time lost th shtt.ng logs and sorting
them in the landing. The dIsadvantage of thIs method is
its hardship to rig. Two spar trees are to ried and they
J
ward asker, wLcding Motor Trucks",
ost Coast
Lumbo,. Vol, 64, o, 4, April l93, pp. iBl9.
60
are to be located more or less ojposlte each other on
each side of the road.
The rigging of the spreader bir system has many
varat ions.
5Esssntislly, the method ¶ to pass thO main line
(loading line) through the block in the spar tree
about 75 to 100 feet above the ground, then through
a fall block and thou to a tall hold just below the
tree block. This glees one blook purchase en the main
lIfting line. From the fall blook a spreader bar
about B or 9 feet in length .s suspended by two etht
foot straps. liooked to this bar are the rop lines
with hooka for the 1osdng straps attached, and also
the haulback line. The latter is &iao rigged up
Ith * block purc.hase, the talihold be4ng either on
another tree or on a specIal uy ltne"(l).
Figure 24 shows a typical rigIrig of the spreader bar
system, Figures 25 and 26 are nodficsMon r.ggths of
the spreader bar loading system.
The McLean boom "consIsts prtmar1y of a double
boom suspended at right angles to the spar tree, about 50
feet above the ground, wIth the heel of the boom resting
against the spar. One line I ro the onke is used to
rotate the boom around the spar tree as an axis and the
other line depending on the power required. A oounter
weight is used to rotate the boom in the opposite direction
from the donkey pull". The advantage of this system is:
Its ease of operat1on, steadiness with whIch loge may be
handled, email power on the 1oder required, and
otor Tricks.
4, 4pril 1937, pp.
60a
Standing- Irne
End going to stump-
Ltnes
Fig. 25
A
Loading
Lines
/
Fig. 24
I
1o3. The
sdsptsbtlt.ty for prsw1osd
O handled b the boc
which 10
possible. Tts dtssdstee rez (1) t
ld be of rest cs4dornt4on
ric titi(2) slow operstcn (5) needs r
th
reiBn
S to
n
srzs
r
cot
so that t
tree here the trtck vsy be
interfere WIth trsffo. 7..l.a a nec.asri boc.e ths
tri..c1 p'aced. parallel to the
method ccu1d not lo
te :'n bcos
ure 2' ao'.s
road,
* s tern.
1or &ort $T is1I lo.a and fl CUZ)ØCtOfl t.h
sni,n*i and tractor ski&1d.u, :Uta7* de uf crib
of logs are enplored for 1o,dn.by nd ar
tlr* 20 awa i.'. raw ot on io:.
3os on a truck ro1l1n. the 1o.t on te de
pesVe$.
sctdwaye t5 a$ c404
11
iort
th
O.p!3VC tO butid.
5 oe'ldbut1t with toe b ta use of tree tien wth th
of a
b*lf cis.
in
propeUed toeders sre
r reton as those e'
1e
)
del-
d
n
crthc1 sb,ve be.
t%4 cost 'e esve
ny rsssonss (1)
oyr ennct afford; euci u.ntta
averae tz'u
cause
crt
t*itor bllt, c.
er,
let* te.0
id et be
I
SWING LINE
LEAD BLOCK
164-S
SWING LINE
TAIL
LEAD
BLOCK
164
LOADING
BLOCK
.,., 4/
SWING
LI NE
clACK
LEAD
BLocK
5,8-s
-
\
/!
JACK
1034
BOOM
LOADING
BLOCK
1034
5' 6
I.
TONG
LINE
SWING
BLOCK
\ LINE
1434
\ PURCHASE
BLOCK
1434
TREE BLOCK
1234
TONG
LINE
BLOCK
1434
BOOM LOADING
(Ho 1(1 II
g. 26
I .O\I)IN(.
Spreader Bar Rigging
(Modification)
Fig. 27
Rigging-McLean Boom
FIg. 28 LoadIng Truck from a Skidway.
(2) fr lo;s are heavy and lone md require a strong rig
to load 5t, and (3) topograhic cond.tions are too steep
to permit economical use of so]i-loaders w'iioh require a
flat country .1-era logs may be brought alongside the road
at any point.
practice of pre1odng Is taken advantage of
y certain loggere to reduce the loading time. Preloading Is a great time saver in cases in *ich the
interval between the arrival of empty troks for loading
a long. It is ne by placing the logs on two false
unke ;1aced on two parallel los 40 feet long and spaced
o that a truck could be backed between them. The for.
srd end of the load Is raaed whIle an empty truck is
backed to receive the premade load. I're-loadlng also
sliowe the building of a bigger and more balanced load than
when ardnarI1y and hurr5.edly cone,
Cost or loadjng,
According to studies of Rapraegor, (1) the spreader
ar and the McLean boom systems could load from 50,000
a 100,000 board f.t a day. With a 30 h.p. gasoline
Ltna of 2O.00 machine rate pr 8-hour day, (2) loading
uld cost .20 to 1 .40 per thousand board feet. There
preeger, op. 01
Axel J, F. Brandatrom. 0Aralys!s of lotng coats and
operating methods in the Douglas fir region.
ublic*tton of the Oharles Lnt.rop ?ack Forestry
Foundation, June, 1933. pp. 9.
is a big effact of siza of locs ¶n the cot of loading.
Also, interrupted loading is costly. flper co3t duo to
longer time consummad in actual loadlng may c reduced
pro-loading. The followin{ table from Brandstrom (1)
which may be applicable in a truci: 1oin opera. ton shows
the effect of logs size on th cost of loa' ing nd th
9ffOC of interrupted loading.
rb1. VU
o
1.
ot 10
re lat Ion
to
of tflt.rrptOc oert'on to tbo e
Gd
1CX1V
of 3os 30 h.p. u'otc
ox
p**tn
11. rt. b.t. 1nø
stthg
cost
o
or
scat $2()
ur d*) ioa" 6P 50. 'iodtug
Vo1e
tni tn1.psn'ont critro1
of ya,r4np.
(1)
1O"Z12
)*dt-,
oprst
*
*r
contPc1s
loadth
(4)
)
*
0
.67
.84
.48
.38
.29
.25
.21
.19
1'7
65
the voluwe inoveaeu the cost per L n each tZe
class decreases. A ]rge volume Th one 1o2 '.s ceor to
handle than the sane volume rnaie b tian small ones. it
is also seen that under column four 1n the table wLere the
loading was delayed b yarding, the coat Is hicber than
when loadIng was done unthtorruted under column three.
A
88
INC
Haulng deals w1th the operat;.on of brining loge to
market. The efficient performance of haulIng s that
conditIon th which the truck run3 ontinuous1. To have
this, all the hasea of hauling must be cons.dered.
Determn4tion,or the number
txuok
tq be used in a truk
oerat iofl.
delivered dal, the length
¶he amount of timber to
or haul, the speed of trucks and the cap.c1ty of trucks
determine the number of trucks needed in a certain opers
tion. This calls for the oxarInatIon of road condItions-.
grades, surface, width, as well as legal restrictIons on
hauling f public hiwsys are to be used. A lmolede
of ths information ou1d allow the amount of t'.mber that
could be hauled per trip of the truck. Table VIII on the
folloing page sho the result of studIes of Truman
Collins (1) hioh shows speed of trucks of dIfferent etee,
load, motor with load end without load on a gravellod
foad of different grades. From thfta like this the tIme I
takes a truck to make a round trip could be computed. The
round trip t1to plus tIme spent for loading and unloading
and an allowance for delays make the total tine required
to deliver a load of logs. The total delivery per day,
per month or per year could be coni. ted and gIven
(1) ¶rtzrnsn Collins, L1ht and heavy trucks. The Timberman
Vol. 38, No. 12, 3et. 1937, p. bOe6l.
Table
Grade of
.
T-oad
nptr Trucks on Different
BauUag speed of Loaded an
Gradee of a Wi.ndnp' Grave1ed, Good Su faced Road.
Federal Vdu&1 Wage
Mack Wfduaf axia
Chevro1ef, /dua1
axsl trailer DIeeel /
tra11er.
axle trailer
otor-.404 Cu. dual axle
Motor-309 Cu. In.
Moter-.208 oubto
in.
traIler
Inches
Motor-612
Cu. in.
Load
-.4
-7
3200 bd.ft.
epeed M/hr.
Load:4400 bd.ft.
Speed li/hr.
22
23
17
20
U
9
0
+3
II
10
8
9
+4
7
i0
4
5
5
-2
-7
25
25
0
14
11
23
+3
-8
21
1].
8
19
18
12
22
7
+4
+
6
Load: 4800
bd.ft. speed
M hr.
22
20
Load: 9400
bd. ft.
a'eed
22
21
17
13
11
11
7
10
5
9
16
5
8
6
26
16
12
22
20
20
28
17
10
23
22
12
25
6
7
9
a
indicates down grade favorab a to the load
tndtcates advorse grade aget t the load
14
20
68
certain volume of 1ots to be del4.ve red a year, the
number of trucks required in the operation s obtained.
trs trucks should be prov. ded to be used as alternatives
tn case other units are to be repaired.
What drivers sho}ild
Efficiency in drivthg a log1ng truck reqires that
a driver know what precautions to take to avoid accidents
and the requirements of his truck as well as truck logging
regulattona provided for by statutes.
With the increase of the use of motor trucks as a
arrier over public roads, it was necsssari for the
government to promulgate restrictions for the use of
public roads. The Oregon State Highway Commission, which
ban admtntstratfve control over public htghwaye,th defining
its policy declared that these restrictive measures are
necossarj in oer to: (I)
th.thihwaya may be rendered safer for the use
of the reneral public.
that the wear of such hhwa y be reduced
that mInimum of inconvenIence to other users of
the htghays may be effected.
that minimum b.ndrnce and stoppae to other
,c.stible with needs of
users of the hwar
the public for adequate transportation service
may be effected.
(1)
Transportation Act. Chapter 429 as amended
pp. 3.
69
that the htgbways may be safe guarded from improper
and unnecessary uaaze.
6. that the operation of rresposiblo persona or any
other operation threatening te safety of the pb1c
or detreenta1 to the general welfare be prevented.
that the disariminat ton in rate char.od n9 be
eliminat ad.
that conjeat4on of traffic on the highways may be
minimized."
It is necessary that tioklogere know the laws,
rules and regulations g'vornning truck lo hauling to
avoid penalty and delay of operation. The following are
prt1nent provisions of trsnsportat4on and vehicle laws
of Oragon (1).
Log hauling permits are issued by the Pubito
Uttlittea Commissioner upon recommendations of the State
If' the ovez".all jenth of the load
does not exceed 50 feet, no further permit is requtred.
Otherwtsa,s permit to run for 30 days for hauling logs
tghw*y Commission.
maximum length of 110 feet, must be secured from the
State Itghw&
Commiaeion with public liability tnsuranc
n the amount of O,000 to lO,000, property damage
insurance in the amount of lO,O00 with the State of
Oregon and its State Highway Commission, joIntly and sev
erally, as parties assured. (2)
It shall be unlawful for any person to operate
rucka for hauling loa, poles nd pIltns without first
(1)1arl Suói1
Moto
Edition 197, Sta
)Letter of Sec. St
eMele Laws of Oregon", Compilation
Print. Pept. Ore., pp. 16,17,Bl,103.
tghway Coma., Ore., Hay 4, 1939.
70
epplyIn for and obte1n4nr in addi.ton to the license
required by law, a permit. The applicatien should tate
ownership, equipment to be used, the 1iht and combined
weight and character of load to be traeported, loading
snd unloading point and route of travel.
5. The appitcaDt is reqnired also to fill out a
form with the Coi,mzieaion a policy of oublic and property
dsrnae issied by an insurance conpan for such limits of
liability, term, condition and provteion as the
comiasion may determine to be necessary for the reasonab
1denmnifioaton at the patrons of the applicant end of
the public against damage and tnjury for htc1i the
applicant nay be liable by reason of the operat ion of any
motor vehicj,
4, Financial obltations to be pid.
Application 2.50 esc' vehicle.
Yearly. rsgtatrat ion fees aaed on light
weight of the vehicle. (weight of cassle,
cab and body).
I. we1btng not over 2,000 pounds
.30 por 100 lbs or fract ton.
2. iieiçhtng 2,000 to 3,000 pounds
* .50 per 100 lbs or fraction.
. weifling 3,000 to 4,500 pounds
.70 per 100 lbs or fraction.
.90 per 100 lbs or fraction.
Dteaal truc:
.50 per 100 lbs or fraction.
Size of vehicle and load
a. no vehicle uriladeri or with 1oiti nay e;ceed
a height of 121 feet.
weighing 4,500 pounds and over
t Lo exoaed O fot.,
OiT5r*U 1c,ti
o, tdtb w to ze*d a feet,
ies Ti 1cød
;at?4ht at
tOt&l
o
s 1SØ ten Q
5.
1ot nd i*)'cie
t
s of'
tp1tc
et t* ceed &3u
tress, en e:t a
the wtItb of' tio tftee.
t
totLi wt of
nrer
)
e' :t
sb*U eot exo1 t. rcdct t OO
i
it r t
rt
bthOIt
Ø
thtelø
s1tt.
eliuwed to Jvo on ?u110
Uo wtor trc
us1
ttgty;
!t zoro tt
n erces
or ",!t'h
t
1
*
pounds on nsv1 r :e en 3,50)
.n sv
of
not
'
"?OCøI,
17,XO ponis on avid r
*z1mi of ve:tco a.
54,Q2
und
'-.
srbIi of
ut t
?th a
zcead
_,j.
i
ch
GOfl
n 'mo roads
nfl
rtM
a11c.d ...O pr cent
I ti tt t
ektn a znsz1rnr
to3ence wt) o
fo
I3,OX)
UIo
.es1
for
,UOC
avt
a
onth snd ),OOO oun
:.tVQ3.j, az
%
diiu
U
rt;;
ioxt to be
i'or
rzY
4).) u'
t
J91 be
tst thes5 poreath3e QOeSe
srtrar;'
fl
to1.x'anc ttoit ttnt
iu,t;çht to to a b:$ sttute wter
rt
iod
;rO1$
72
na
conference held on ?isi 5, 1939 in which 1e'islatore, log
2704, Oregon Code 1935 Supplement (1). Towever,
gers, police force8, the Fubl.c Utlt!e Coiissioner
and State Highway Commission were present, the basis for
arrest would be the tolerance weight, that is 10 per
cent increase to those afloweil b satttea. The following
punsbment to violators have boon proru1gated. (2)
1. Fir oftenee-.suapension of volator'a license
for ftve days.
2. Seoond offense
.suspension o V .o1ator' a license
for 10 days.
3. Third offenae-.euspene1ori of v olato
to 15 days.
cone.
If violators refuse to surrrder their 1cene, the
Public Utilities Commaaionor wi, U cancel lcenee
automat ce ily.
VIolators are also liable to fines as the court
prescribe.
The following rules are also issued for complIance of
operators. (3)
3.. Bunks of truck hauling logs shall be straight
or concave upward.
2. Such bunks ehall be provided WIth ohockb1ocks
not lees than 8 Inches th height when in position
holding the load.
Loads shsl3. be secured
OpgC
.,p.
th tIes of minimum
Olrcular Issued by Oregon State flihway CommIssIon
as a supplement of H. B. 542 passed March 15, 1939,
P.TJ.C. Oregon Order, No. 3069 as amended b7 ?.U.C.
0reon Order No. 423,
'73
breaking etrençth of at least 10,000 pounds, one
tIe entirely surroundiri the load and the rear tie
be fastened to the bunk of the tra1er.
ort loge
riot included in the:e to t'os to be tied to the
main load.
Control of hu11ng
Efficient truck haulers control their hauling throu
* system of cost recording. Accirato cost data*,e im..
portent for management. From it copriaon could be made
with different types of equipment, thus enabling the
operators to lelect the tiost advantegeous unit. It also
gives enough data for the prooton of ontet between
drivers in securing the most economical operation.
Examples of an effIcient cost recording a that
pr*ct.oed by the Gxnd Rend Pine Company, Fonosa, 0re. (1)
All the operating coat and ount of tImber hauled for
each truck unit Is recorded individually, The foreman
approves the time of the drivora, the scalers provide the
amount of logs beuled and the trck mechr.nica look after
the repair and consumption of oil, fuel auct other supplies.
igure 29* shows the form to ie filled for each month for
each truck unit to record cost on operat.ng labor, gaeo
line, and oil. consumption, repairs, labor, repair parts,
and t.res. Figures 29b and a give the history o eah
(1) truman 0o1line w?orms aria records fcr truck logging
Wct Coast Lumerrn Vol. 65, Io. 4, April 1938, p.25,
P.,,,, No.1
FIR. 29a
7I/CM HAUL/NQ
Cof S/e,/emern'
(iw'rn) Q'w-)
Truth No. - - - -
Dr,ver
44rmber of Trips.
liii.,
#o OWe
-
Mh'eciye End ofMce'ilh--_
To/c/Foofc,ge ,%u/eot
Mi/e'gefirt of Mon/h--_
Average L odId Per Trio
1W/edge for /heMon/h--_
ThhsMa PerML/Me
No/a tioris
Yrt&.fe PerM
OperdlrngLcibar-
Repirs- Ldbor- Re
-
5ub -TotoV-T,pe3 -
GrdndTok/- Form No.e
Moke__._._
Seria'/No.
Size
--------Ply
-------
c* wheel 8rØmgDe'ts - End/,gAile
No.
Fig, 29b
7/RE RECORD
CosL...____
Pow//c#,Md..ge l,,.s*,//.dM,7.w. Qe#jo
Co4f perMiM-
Net
X
4Wmc,ge
rot., Cost
Tel.! Mi/e.g.-
,14/re
--
TIRE CW,4NGE SLIP
Truck Ne.____
ig
8y
,?,ev
-
Send/No.
AMJCR CQ..
Form No 3
Cse 1flep&ir.'CoWe
Qood Remove!
29c
Mak&.____
--------3ize - - - - - -----------
TIRE G'l
PerCent Good ---------Wheel Posh/on----------$pm.dome'cr Reeding_ - - - -
New ____.Repoirmd -- - - -
TIRE OFF
-----------
Tube--A/ew_L__L.4?eW------
Cauae for Removal- - - - - -- -Remer-kJ:
.5/gned
74
tix'e.wen kept over a period of one yoar,
the data gives
* very accurate bass for the choce f the 1est tire that
should be used. The mechanics and truck driver fill out
these forms.
Dspstobing trucka:z: anothor phase of haulug that
needs control ta the disatoing of trLcks. There eould
be enough time allowed between trips to allow the loading
of eaeh truck nd there should also be enouh trucks to
keep the loader busy. hrstenson (1) found that on a
niile roundtrip haul, their loading could keep four trucks
busy all of the tim; on a twomilo round trip haul, two
trucks are necessary, and on 9 25-mile round trip haul 8
to 10 trucks are employed.
Factors affect ing cost of hau1th.
A. Size of loge. Cost of 10 hauling decreases with
decrease th the sizes of logs hauled. Rapraeger (2) found
that with one or two logs compris.ng the load, an average
of 4,454 board feet ws realized compared wIth 3,571 board
feet from the saneetzod load muie up of seven to eight
logs. Also, he proves with tgures that smaller logs of
the same species weigh more per thoussnd log scale than
do the larger ones, For example, he found that Douglas
fr 1os 18 inches in diameter wetgh 7,400 pounds per
ullAing". The Ti.mberman,
Vol. XL, Nc. 5, Dee, 1939, pp. 16,17-u.20.
Raprasger, op. cit. Vol. XXXIV No. 12, Oct. 1933, p1
75
thousRfld board feet, Soribner Scale, and large loge, 30
inches in diameter wetgh 5,700 pounds per thousand board
feet, and consequently with smaller logs;smaller bade
could be bad at one lot3din than bier ones. tth less
board feet contents in each load as affocted by size and
weight the cost of hauling per load is more paz' thousand
board feet.
Length of haul. This item dOes not need explanation. Rspreeger (1) found for exapbe that with a lton
truck drawing a trailer, it co&t 63 cents to have a
59
thousand board feet hauled two miles co ared with
on a 30.-mile haul; with a 3-ton truck, 49 cents on a 2.mile haul compared to 4.68 on a 30-mile haul.
Truck pulling a semi-trailer vs. truck alone.
The averae truck motor has power i excess of what is
th the use o. a
required to haul its rated load.
semi-trailer its load is Increased to two or three times
with only about 10 to 2. per cent Increase in fuel, oIl,
and grease con8umptton.. It s, therefore, very evident
that truck and trailer combinatIon is very much cheaper.
fleavy vs. light trucks. There is no data yet
s to the comparative cost between heavy and 1iIt trucks.
It is established, however, that each has Its own field.
er, 9totor truck log haulIng In Oregon and
on". The Ti.mberman. Vol. XXXIV, No. 11, S*pt.
pp. 1.-22.
He*vy trucks give very low cost on hauling done on big
timber over private roads. However, small tricks are
more profitable in smell oporatons using te public
roads.
Kind of road Wtth steep grades, rough surface
and sharp curves haulage ta ecrease tth the added dI.sE.
advantage of increased cost of operatton.
F.. Delays. Delss are oaued by rnan factors an
they increase the hwltng cost.
'7
T'ab10 Lx.
*ttn Coat
*tr 1z'ewn
p
operstiti r
otor ruck 1 ton
1cr (aad ot
of juQ
days).
Chsa*Ia, f.o.b. ort1*uc, Ole
I3o1y, Csb *fld ocs].
tn! traf tar w tt brake
e*i tpnt
5. Q!10S8 IV.$TM1
Ttre e1iie(at.btr*ot)
4.
?.$E? XflI*?
.FIX
.
10.
11.
.
1147.00
)7Ai
Ietrest on net thvøst*tmt at
7%
Leenao an tsxsa (reon rate)
Ifl*IZ1$*C.$ Ptre $ftd theft, ror
683
d*es, w1! ibUtt
IL Storage
13. Crstng o.$ie*d *nd r(2O ct
abowe
j
w
a year)
DAY ICO tnV*
.Prvera wt.
('otr
t1j is)
ES'
VWt
I
C.49
f:
4
5.22
IDA!
iR LLE
t3.R{UJK K
preeet'rn of ut Inve
1.
20. O..olthe at L$1 pe* &1iD
Pt. Ml at $01 er
?tr.s, ilt .pectsic, 10
aint.r&oe and r.pstra
*4. 3dr1.s, r.asIag, *ssr1n'
apra gor
p
.02
0.035
.025
0.
78
Item a4.x, cost of tire, Is considere$. as a running
expense and is calculated at 10,500 mIles life ecpectancy,
with an openae per ii1e under tam 22 of ),O33. Item 13
is 207 of the au of 1.toms 9 to 1. Iton 15 s the result
obtaned by dividing itei 14 b 10 days. Item io
obtained by dividftig item 7 by 33,000 m
I.1.. JA4' 0
of the truck, depreciated on a rrflcage b a. It is be.
itovod thnt trucks should '8 eproc4aed on the iTaileage
basis because logging truc!ce become obsolete through
ervioe, InternatIonal arv38tor Company, iort1and recom
mends dereci..ation of logging t;ruc:s with the following
rates:
For the first jear
30 per cen
For the second year
0 per cent.
20 per cent.
For the third year
For the fourth year--20 per cent.
Item 9, however1 seems to be too ch as it Is based on net
thvestment and no an averae annual investment which may
be computed by the following f: rmula:
Averae annual Investment
he re
I
deprec:atIon period
inItIal cost
Considering four years as the depreciation perIod and
$1147.00 as the Initial cost, the average annual invest
mont would be 717.67, which ben multiplied by 7% n1d
give only *50.18 instead of 60.29.
79
aulare at timber in one day,
cost per thousand board feet could be computed.
Knowing the mileage and
Truman Collins' Metiod.
Rule of thumb for ca1cu1atng hauling costz
l.0O
1, Basic standby char C
Add per M per mile
company road unimproved
company road improved
t'ubllo road uproved
Public poad paved
For eath l adverse grade
.1?
.12
.10
.01
.01
ljnloadth
Unloading in truck hau1ini; is not a problem especiall
for small an short logs. The truck could easily be t1ted
by elevating one aide of the road or by piacn wedge
shape blocks of oad on the he19 at one de of the tru&.
In larger loads composed of larger and longer logs, however,
a gin pole is rigged, and with power supplied by a small
engine, 1o's are rolled from the truck. This
thod
reduces damage to the truck. The engIne used for unloading
is employed to load the tractor on the truck for the
return trip.
6 3OOt t2'.C1
i'ds
sdt!on to irp
prhbi.
$nci t5 tpotor,
the 1oCOi,t1?., te 1cfl%y
tptLck tren ptTc,n d gr
tts f1e1d t% U. the
1rthc inV.t
CI1 4.
o't
'h :.t1ta.
t':
ftfliJ,,S1
$
I.
eIi t,br
th
ciueIfl t*t trck trns,rtt'
* * ;.;rly !*1tv oz' tr
*ttr'
8spt
ttie
icc
Ot
fCZ' 6On4
.
ri
rt;
ioc
n
tU(3Z1
t 1j ii
boen ariu
the nt 8ccno ci th4
ov*1 of t!o tni
"artagd
oeøx.
t1-
1ic to
oaae hecu
1tt1
iuw
.
suUn on pi1
he
the :t
ot uu1 1tth eztt
tntrrniant of
ø1 ttz*
RyppO'i*1$U'* &3
Co Lon an 1iwn
any,
Canyon creek Logging Company, Granite Fails, sshington,
Grands Ronde Pine Company, Pondosa, Oregon, and many other
outfits have found bIg truck operat4ons conducted on
private rends highly successful with hauls up to twenty
miles In length.
3, Of recent development s the use of motor trucks,
light and heavy, as feeders of the rsilros.
fltere grades
are excessive and conetructon costs high, truck roads now
replace railroad spurs. This brings the truck nearer to
the stump reducing the skidding distance considerably.
Road construction is easy and Inezpensive since most
roads that are used are dirt roads with hIrh adverse grades
Im;ossible" arose for railroads
and with sharp curves.
are now logged by the use of trucks. The atn ob3ection
in the truckrailroad oombnatIon is the too much delay
ncurred In unloading the load froi the truck and re
loading it O the raIlroad cars. This has been removed
and by this time unlo dthg and reloading could be done in
o minutes, (1) by the Snoqualie Falls L?imber Compan
Snoqualme Falls, WashIngton. Featursa of th.e Snoqualmie
outfit are: the use of false bun-e that lift full truck
load to the railroad oar, and that each truck load is con
is one car load. Fl .ure O shows the rIggIng of
öre r c e, ew .ethod of Handling Truck Logs
West Coat Jumberman. Vol, 6', o. 12, fec. 1938, p.13..
81a
ia/Jre 43111?kS
UNLO4DINt AND 1O4D/N&,?/YSNOQUALMIE OPERA T/04'
-
(Unloading From Trucks and Loading on Log Cars)
Fig.30
82
this outfit. Perhaps t!ie most convinczi testmon on the
acleptabiltty of trucks as feeders for railroads is that
of Jacobyfi), when he said
"We loaded two trucks and trailers, one Ford and
another light truck on the train and took tiieni to the
e took out about six15millIon feet with them.
'woods.
could not get any
There was a stsnd of timber
other way and make money, and it provod to be a
good way to bring logs in. it cost no more than
swinging, in fact, t cost less",
4. The bringing of small mills, both crculer nd
band, has been made possible by the use of trucks. Such
small mills era numerously found on the illsmette Valley
of Oregon, and in Ling, Pierce and Lewis counties of
Washington. (2) Trucks bring the lo-s to the mills and
have the sewed lumber sent to mcot or to a manufacturing
plant. Among the bigger mills oporating in this way are,
the Alexander Yakoy tnmber Company, Prtnevtlle, Oregon,
The Deer Park Izmber' Company, Dear Park, Washington, end
the Guistiana Brothers Lumber Company, Eugene, Oregon.
These small mills are important factors to be considered
in the lumber industry, With the dsaçpearance of the
wide ao1d stand, small mills will probably be the ones
most used as is now practiced n the State of Now York (3)
1 d Jacàby, 1óggin'supori.ntendent of C. D, Johnson
mber Co., Silets, Ore.
J. Rapreeger, "Motor truck log haulIn in Oregon and
hington". The Ttrnbran, Vol. XXXIV, To. 12, Oct.
55, pp. 18.24.
leon Courtland i Brown, "The Small Sawmills in
Bulletin, No. 60 & the N.Y. t.Oollege
Porestry, Syracuse University, Oct. 18, 1927, p.23..2t
w York",
$3
where aeoond growth forest are the prevailing cries.
5, Another use of tiucka in lo hauling is the
eupplying of logs to big mills whose supply of accessible
raw material had already been exhausted. Pall timber
owners and contractors had made possible the continued
operations of these &lls b.; brngi to them logs from
different places by motor trucks. The BoothKelley Lumber
sa, plied b? three
Company, Eugene, Oregon, for exirnple,
different entities using motor truck t have logs direct
to the mill partly on private roads and partl, on the
public highway.
The productive utility of trucks hd been made possib
because of several contributing factors. Good public roads
are found everywhere not only on ettle1 arcu1tuz1al
areas but also in timberland reona as well. The) serve
as main highways to which private roads branch.
The consti'uctions of privae roads ae not hard, The
introduction of tractors, bulldozers, hove1, and stumping
dynamite had me]e road oonatruoton 4nexpersie and fast,
Soil oondttions...the stony and hard-pan character of the
eofl nake possible the use of d'rt roads during the dry
season,
An all-year-round road a economically possible
to construct with planks and gravol wiich are readily
available in iost lo'ing shows in the fir region.
The low initIal investment needed to start logging
a eer*ri1 r.ci' of
opePats titii
onterprisa
to
ad rda th tr'.ck hUri
UO1.
of te
ertn
a4 by e)rt
tUd
rt4 epr onCø had
throu
tha
'iraflt 4r3
ica of
i!'ther
rcn
Itk* to C 'ax'ett
*rve.r4ng
1oggt
azcj4l
oi tht*re.st
The tricks va the
to trck iooZ,
on both 31 es,
r* $PS
Uh
Ue
One Mnr an hch 1orr
ape cur. f, hoviiver,
eooeaI to ueo
;tnta crti
ree and
that truck
in rni1,
tct1y
ttertt
nitr than ratircedea Jfl b
is the 1%trovers a to wto
nstder.
re' iocat1 ta
Of tt).r,
bectep
us, La tetti aometere n tta
per, several big
loggfl eoantee are oçerat
egfufl;
to
:.th t'tOke
over pH&te roads e? t haul s los as 20 iUea over
Uth a1ct1c
icr::
tavoz.U. I
truee
to
tthin the eonoiide.1 rsne of tx c
pb tee epencivs t'r ra&iror
roi
r*tnde 1ocated on
.f
u3
s
nditlon. of
es
otr*d tt
lt*v
tw
of t ora'ro eor1
s
5O:!'t
¶i
ti;
( tt
v. to :fteot
tVY;
1o..
r
r
11V
t
ir ti :t
1be
X'
13
the
(1*
,
beU.v'e tit r'Miroi
tZ
lee,
3t't!.
tor
to a
tenS
;e
ot loi zai be
d
r"-m*st be cparat.tve
or sn
oztfo
'rotIt to tter,
tie
of le
to tw to
oot of 1*
*n trrtntton
1$ not ueull7 tr cf cort
:rr there ç$ tiertt
to truck oçizg t s Th ;eer
trt'o, sort
y.rtling and ratsr uobtIt:' tun z iro*u ioing.
I too 't $
The .etn vutoi of trrc} 1or'n
bh. brektn do.n t r'itton mit fr ts big
n
'la tereb
lo1 pafttthg
ers anti
ft
tr'
1o;In,
a etay en ore e'ien ro&etto'. thot the peaks
uit10
aincl vs1ya. xbeu big
a
sller un1t
1Po", or a Ico:otc hr
crn oP
n te dfteb,
the .lsya aro tesrtulii os'.1y bcuc 11 p"oductten
urdte,
t* e?tsctori.
1c
ri:
no r rre
or rs tricks osu we
;
crv'rc" *d 111 3:atath n**$17
!teepr
rse
Xj.4 eurves
norul
roucto.
t?n xsi1z'os
aLt
no*ke yard* css11s *n lcvr 'ardth;, of 5fl7 kind
eU at.
': tre
n;rfreaiys sni
t1
l'r'uoks are o
are Iøgs i be lowi
5
OSS17
Ifl
sa fibie
tr'z
f4t\
ttnd one ide .tor$ c$ opt;
nor. than on ned1
ex,
Co.py1 Ldtt, L. C
oc
..oix
'erever there
e et vtekly
orttn 'IC W5
t r s15e itb
r' is
B
'o more dV*fla
On the side of the raUrod, t
tageous to use it vion: the iu1 i 1on--a:y 30 to 50
miles
t is used to }'e3. r bi b'd rf timber; when a
ver:i large volume of los is to be de1iver thi1y. The
bi gath in hauling by the usø of ro ilroa's over the use
f trt.oks is shown by the fol1on- tudes of randstrom,
or M ?eat between trucks and railroad
Cost for
ethod of Transortation
etanoe as
noted in
do1lar
Motor trucks hulthg on poor or steep
roads averse as to the hauling for
l. 5
a distance of three miles
Re atve Cost
Motor trucks huling on good rod (pubUc
highways). Average hauling d4stance 10
. Loging railroad enur transportat'on,
average haul three mt]es.,..............
.30
4, Logging main line..average haul 20 miles..
.80
As shown above, railroad trsrisportaton is lees
oxpensivet'bne..half to one..fourth that of motor
and the rate of nereaso in cost with the increase of
not as bt as in the trucks. In the
length of haul
(1J
anroiu, pa.. pt., pp. 72.
87
case of trucks using Collins dat;a oi .10 ncreese per
per mile for each mile increase n haul, end using the
?
etendng charge In (2) above, the total cost per M for 50
miles would be 40 x ,10 + l.75 or .75 compared to
2,00 In railroad Qr about three timeEi;or,lf we use the
per ntis cost in (2) as the basis for cottIng the total
cost for a 50 mIle haul, it would cost 9.00 per as
compared to *2.00 in the railroad.
It iay be saId,therefore, that length of haul would
be the moat importait cr!teron In the consIderation of
whether trucks or railroads are to be usOd In a certain
operat ton.
rucka vs. Tractors
Another controversy Is the use of truck or tractors
as feeders of railroads. Brandatrom (1) found that tractor
could better be used wIthin one mITh t Leed rlroads,
but beyond that hauling should be äie by trucks. Trucks
have the disadvantage n short hauls n road constructions
in addItion to cost of 1otug md unloading.
(1) Brandatrom,
2g.. cit., pp. 72,
88
PHILIPPINE CONDITIONS AND TRUC1c LOG HAULING
Th
Philippine Forest
One of the most valuable natural resources of the
Philippines is her vast forests, fifty-seven per cent of
the total land area of the islands, or 45 billion acres,
is covered with forest, 97 per cent belongin to the
It has an estimated stuinpae value of four
billion dollars, which, when managed and utilized properly,
would support one third of the expenditure of the Philip
goverz)ment.
pine government.
The forests are typically tropical, iaixed in composition, and belonthg to aix distinct tpes. There are about
3,000 species of trees that attain a dianoter of one foot,
but only about sixty of these are brought to market at the
present time, The Diptorocarp family, which produces what
S conmercially known as
P1ilippine Mahoany," constitutes 75 per cent of the total stand and
per cent of
the total volume. This species grows in thick stands
in it possibly economical to use modern methods of power
logging to exploit it.
The total stand or the PEilippine forests is estimated at 485 billion board feet with 8,000 to 85,000 board
feet stand per acre in the Dipterocarp forest, averaging
60,000 board feet per acre. The boles of miscellaneous
89
species are short and crooked but in the Philippine Mahogany group, they are usually long, ranging from 32 feet to
132 foot oi clear length, with diameters from 12 inches to
six feet; they are usually sound free from. too many knots
but of considerable weight, ranging from 40 to 75 pounds
per cubic foot of green lumber compared to 38 pounds per
cubic Loot in Dou1an fir. Retail price of Philippine
50 per thouMahogany red, retail price at Oorvalli3, i
sand board feet.
C lima
The climate of the lalands is tropical with abundance
of rainfall. The Philippine Archipelago uiay be divided
into climatic regions, namely: the seasonal region, nonseasonal region and intermediate. The seasonal region has
heavy continuous rain for six rionths causing the floodIng
of rivers and streams, with little or no rain In the other
half of the year. I;ing by trucks during the rainy season Is impractical but very profitable when done during the
dry months. Average annual iainfall is about 86 inches.
In the nonseasonal region, the rain I widely distributed
throughout the year, making the ground always wet and
muddy. Average annual rainfall Is 121 Inches. In this
place the rivers are always filled with water very adaptable for floating logs. It would be impractical to
90
construct gravel road fox' truck haulin, but it would be
all right to construct plank roads. In the intermediate
belts 'oderate rainfall comes in six months with little
rain distributed in the other months. Avcrae annual rainfall is 98 inches. In these olaces it is possible to
operate trucks on gravel roads both in the dry and rainy
season and with dirt road in the dry ioths. The temperato 1010 L. with an average fox' the
tures range from tO
island of about 750 F. The coldest months are January,
February and March which may be comparable to spring in
Oregon, with practically all the rest of the year with
wau olimate. rother caraotoristic of Philippine climate
is the presence of annual typhoons during the months of
September, December, January and obruary. ThIs is an
important onsideraticn in the location of shipping points
for logs and lumber. Most lumber and loing docks are
located in protected harbors. The following places, f
ous for their logging and lwiberIng operations, with
average annual rainfall and the number of nont of dry
season obtained from the report of the Weather Bureau,
Manila, (1) are given to compare rainfall in different
regions:
(1) Miguel Selga, 'Obaervations of Rainfall in the Philip'pines', Weather Bureau Report, l95, Bureau of PrInt
ing, unila. pp. 24, 33, 43, 54, 58, 115, 172, 175,
and 241.
91
ABLT
Place
Seaeonal region:
Calapan, Mindoro Is.
Seleona, I. N., Luzon
Intermediate
Cotabato, Cotahato, t!irdanao
Cateol, Davao, Mindanao
Cagayan, Or. MIs., Mindanao
Neroa
Cadiz, 0cc.
Non-seasonal:
Davao, Davao, }indanao
Butuan, Jjusan, Mindanao
haay, C. S., Luzon
Balex', Ta1aba, Luzon
AvoraCe
ur.1 Rainfa
No. of dry
Months
86 inches
86
87
169
64
7b
81
7
Practically no
dry months.
92
12
120
Topography and Soil
oo1oIcal1y with rough
orapby. The abundant rainfall causei stron currents
The PhilippIne s is yount
nurierous
on streams that erode the land sirfaeo cutt
deep valleys and sharp rtdos that offer roi)lls to en.n'eera In road construction. In ;enera1, the ].opes are
horter but steeper then those found In the DouGlas fir
roion.
In nest timberlands the ao1 Is clay to clay loan
reaching a depth of one and one .4al$ foot The Liahoany
croup or the Dipterocarp fanly crows mostly on this kind
of soil with the harder species on the rocky areas.
Stones are plentiful in stream bottoms. Because of the
92
abundance of rainfall and the loamy condition of the soil,
most logging shows are muddy dunn the rainy season. And
in places where the rainfall is widely distributed throughout the year the ground is a1wacrs wet, making it very hard
to truo logs, In seasons], and intermediate zones where
there is no rain part of the year, the ground is hard and
logging by trucks could be done on earth roads.
ranspoztation
d inter-'
island shipping is an important factor in transrortation.
Native marine companies control local shipping that is
maintained regularly on schedules between in'-ortant ports
of the islands. These boats carry inter-island coirce,
load products from place to place including logs and lumber. Freight is usually high. It is very hard to transport logs and lumber from place to place especially if the
places of operation are n remote places not on the port
of call or not connected with road to the port of call.
?or this reason, the big lumber mills have their on cargo
boats to move their lumber, logs and supplies. Land transportation is done by railroads and roads on the islands of
Luzon, Cebu and Iloilo, and motor oads in the other
suns of
islands, The government has been speid
money for the oontruction of roads especIally in Mindanso,
The Philiptines is composed of many islands
93
second largest island, to z'ach unpopulatoc rees.
TrEtnsportatlon by airplane is carried from ani1a to
portant pothtc,
S 1o:gtng industr7
The pitblic forests are not so].d but aro t1lizcd
under a licenne system. Small lice sees operto under a
yeari itcense while bi cOflcc?ssoners on s 20-year :eriod
renewable for the same time. This sy on of exploitation
gives the lumberman or log, -or ozLoufh chances to ie pros
fits. lie pays no taxo for stu:ipa-c; he is not required
to burn the slash; he has lo
aes for ibor; and ho does
not pay so many taxes. He is, owever, reqtird t pay
forest charea on all the merchantable trees he cu
whether he utilizes them or r.ot. A diameter iiiit le set
below which he cannot eut, but the statutes do not forbid
him to clearcut, and the diameter limit re:triction is not
enforced at all. Forest char:es are 1.2ö :por cubic meter
424 bd. ft.) for the first group,
cocond, .5O
for third, and .25 for fourth.
(3.) The goverirnient spent C50O,0O0 in i3? for road construction of roads in Mindanac alone to reach remote
regions. The government ulso contoiplatca to 3pend
48,O7O,G5O in a four-year pro,rsin for public works
from 198 to 1941, accord1r; to the annual report of
the Prosidønt as of Dec. 31, 1937, p. 28.
94
The lumber industry is a U industry In the islands.
It ranks fifth in amount of caoitl inve2ted; fourth in
value of production; second In number of entloyces, and
third in monthly aea, compared with other Industry.
There wore 11]. sawmills
nd roer lo
oportona an
1,606 small operators In 1935. Lumber Is er.orted to the
United States, Australia, China, TJnitod :indom, Japan
and Europe with most of the 1os sent to Japan, Australia
and the United States.
Labor Is not a bI problem in the P'I1iTines. The
FilIpino labor is easy to direct and learns easily. They
work for low iaes, as low as .50 per 8-hour day. Most
of the 1aborer in the lumber inustry do riot belon to
labor unions.
Methods of log.n. Metods of lor.inc are still
antiquated among small operators. Ti:chers are stIll
abundant on level places neaD naviablo streams, near the
seacoasts, and newly constructed roads and hand rolling
ed to move lore. in
and water buffalo sled bauli
very rough country in the 1fl8 rec4on aerial traniwayn are
used. The bi mill and 1o&;3-n corianios, however, employ
power equiprent like the railroad, onJ:ey enCinos, tract-
ors and of very recent intro5uctiOn--the rotor truck, with
ro are
the railroad and donkey eninO still the rule.
two big companies and some si 1 licensees using trucks for
log haulin, but their
due ted on a nioderr ba,.
.
the trile 18 the f.crai
The slow
trodc.
oiet
derri 1ogi
faotoi
Thgineering
showa i not onerall
and
uit]l c,poiators
chanlzod a tie
i not
or modern lo1n
Unitc'
tiicd
are not or;anized.
journals and no x
tthelr Tsrobl61a,
bi Filipino firi
::
but other nationxlite
citiO wit1 pecuit.
local tuc1j ind
rpot cnition of
t.1on. lrbor'
1!
t
tates, an3 o
The latest vel
available,
cci1lj
ors carry only fact
Unite
tato'i
Trucks cos t LDE
1$ slow a
96
States by 30 to 40 per cent rore because of irportin
costa.
Excessive rainfall keeps the soil soft all the year
around in some places, iak1n it costly to construct roads
and operate trucks. Iard and stony dry soil in Oregon and
ashington are generally the contrast of most t.mberland
soils and operating trucks have to be done on plank roads
or else operation must be done durin the dry season.
However, 10 truck transportation should be popular
under many favorable factors. Public roads are found all
over the islands and new ones are beinE constrctod to
reach rete places naking the tiriber acoosible. Trucks
could very well serve as secondary transportation on short
hauls to brine lois to the coast, navigable rivers and to
public roads. Stumpage is not sold, and with a sia1l capital that is needed to buy trucks, the smaller capitalists
could easily o .nto the log:in industry. It is a profitable industry. The bi& loing companies should use trucks
to 1°c hard areas. The writer know operat one that have
have "iripossible0 shows with their alroad that could be
logged profitably by trucks. Stringent laYT and regulations overnin lo haul1n on
roads are not existing and one could use the road a freely o he wants. Fees,
licenses iind taxes are nominal. No liability d property
denae insurance are required
all mills supply lumber
t6 local mar1te
sorvi .t bj the ut
Jfl r
dstZ!
ba
T;(L1
PLPrkLO
N xr.:i.
Yfl?
Ctisas, t.o.b, vso, P,L.
(*44 30 to ?ortlsnd prco)..,.. :Iu
iody, ocb *it eecis1 eq'
.*t (*44 30% to Toz't1*nd
Lotv trsi1oi' With brake
qitpment(adi
o
,,.,..
rird
6. tY?OS IWV
!'fD.. a.. . as. a
Ss
?tre valu (subtract) (U3 3
to ort1*n1 prtoe
'7* ti, 1MrU? (suut to be
B.
9,
0.
IUC)
th3S
Interest on ut nvtert
pex' jesr.ke.. ....,....,.....,....
tooie ar1 tiize
rite)...
Iwapsnses Five an tett
px'o*rt i*ma; nii ub1tC 1t*
a
b11t7. a a
as as a a a
a...
erst4*g ere snd rtek (Z04
OC $b7VO
XE;E PEB
14. PcA
tU
130
(ba1a
18. LX'
18.
1*1.
18. 1
20.
.
1.73
73.00
4.O'
.43
opsrstn doa per yesr),.......
)r1vr'i
3tr.
r.
iTAL iXJ' AiD I)1V
44
;*'Z
ING X?L3 ?1 MI
)epreoi&tteD on net
vetont..
Useoltue et * .34 per sX1on....
Oti at .90 per gaflan.........
flz'..1 itt. expsatsnoy 1O,5)0..,
&atnteusnoe &ni
drt.e, çr.esTh, *htti, etc
I
1I.. )UL1*' EX':
(*
U.S.).,.11,.,.,..,,
Cn d
ht t
iruck C
tr1pr
ne
2sy
'ot*1 ft
*uct
dz'tttn $$ G
I II 0 41
0# 0 *0
1
£iic.iut oZ tthbør
(J,x. 2.R!
igp 1o.4
oU 4,OO
ot lt*u1n3
, bd, ft,.,,...
hfl
rau o
n iotn. trc 9Utnc i
oi
iiputsttoiui *bovø
st
LIt
1:
Utppn* Møbr'
tittu tn the
&u
tates. 'the ioti ttxad
flu
as te h4 ?
fft' th te ints4
r1n
'no An1tn' 's vsry 1o'i
1!
the
r isy
ct*iJ
'4th Un1t4
r1ce oV
oltna
eou.e or to i.
t iod ! thc -b.4ipptn
o1 nd tie iUer
au
tr'.e, tt
bitt
1n
zh1n t-'
'*1
1v
Lo1aa
01
101
The
ent motor truck hs proved ve' dentt.1y
D uofuneea n 10 trosrteton n t'e cs.e fir
reton of tte Untt,d Stetes and ta hhIi reccitsnded for
use tn the Mltppine ltn tndetry. it s a
odustry that tvee many peop).e .pbynent and b rn r
nsa to tia cverent sod ehcld be rtr'thsr developed by
S tntrouatton of mo4rn equipment.
The truok unit presantly taed n the
lpptnea tap
ogtn, is not efficient, }l.nc. unpoptlar, t?ocstzss it ta
not ntn.e*d ro,erly. The tret ler aid' other scce.*sor.
tee of t're legtft trk to 1t lteit dealoien in the
t)cuglae ftz' region anet b. incorporated in the factory aod.i.
atudi race
profitabl* opervt'on
11 to ftt
n!*a th tsportanø of good ro s as a requisite t a
ecoseftl tric1 loin operation end better od
ad*ted ro1s than th.oe rottly 1 In th
re
ised
t etthni.
should be constreted, The knowie. o
road butldin In the Douglas f1z raun te htiy t1ev,lopt
and should i. *doptd. Tractors, b 1dozer, ovo1s and
ze t-e present slow and
etwnptn dynsite shold revoltt
snttqtateI method of road c struct10 b nan and animal.
power, The rtter knows o1 any operetorF
into
actual lotn without p].snntng te peruttn carefzll7
10
t bcs !f
rç.nt t'
ltth
p prov&l.
e
.it'f rts to
3
OU
cit
f!try pb5,
1o.0
øri.
pr
9t
ton
t.uc
.f1c1
cit
Ot by t
et'a:.j.
zom
UatPJ,
tie 'tft
tv
4orthwest C32 d*flT t;4 b
tore
'13
'
.
AtifAtMfl
Lber
(rMr4t
fl
(sb'
Ui
For.;? 1V'3
tvtit $ 1u;tez'.tn
snd
i4
(f
1tCh
b8r b Cgt5
LO
oCO8cWi, th
Ths 1o.'th
muon, *nd th*
y
t i.to eiti1ritton
o
cizecLton
ort;
f'
i*)4ng
r*Pti.7 1u,t* tt
tor
coi,
th
utt'
o*1,
r,jro tbct *rS
3ve
h' Gctc1 trial.
x et I i ts.
t.r
tti* i1tpp'!D 1og.rs oratie t1ise1veo f3r tb*
Gt
ck!ng Into th* pz'ogpe
th..
ndtitr
Tbe
rpoa
105
nf :r.:t
e
eq.;
!1
er th
p1tc&trn *on te 1e.ir
of
t:e
1oçg1ng t.r.zc wtg
' contan
ive
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r
tOn of
i
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*
j th
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srnd
t roith tbi
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ar.
nd
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ie
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ye, t iunk
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i1
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th
tt
to
rt :.n
..n tIiO
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se*ort
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1iti ap tsl
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t.it
hou1
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nd pB?
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t
* 1i
t
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irt
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n1
ui i U be
BIBLIOGRA PflY
F:e8erc an.c". Tos
1. A].znack, Johu C.
i3oeto
Houghton Attltn Coipsnr, 1930. pp. 1-01.
Baker, Edward
Loa.din
Vol. b4, Aprfl
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*kez, Ndard Tzck
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Vol.
Barker, S. r.
,
Motor Trvc1'..
p. 1-19.
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n flr
vpt. 1-1', 1937, pp. 67O.
uc Lrtg n
eit.ern washIng-
:.-.ic. Df'0
ton. Juno 15, 1919,
Conresa, i?ortlariJ, rgcn, Oc;ober 6-il, i19, pp,16
T'(otor
5, I3randatrom, Alex J. 1, ;u';
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Jan. 1.t36, pp. 20.
Brown, J. N.
otor 'Irue ;h
Amertoari iluorraau. Jol. 4,
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John lay and on3,
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be
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;'et