Motor Truck Logging Methods Part 1

Motor Truck Logging Methods.

by Frederick Malcolm Knapp.

INTRODUCTION

In this paper an attempt has been made to bring together some useful facts concerning the application of the motor truck to the logging industry. The term "motor truck" as here used is applied to the ordinary truck type of motor vehicle with trailer adapted to carrying logs, and does not include the "tractor" and the "caterpillar tractor." These latter types present special problems of their own. In the following pages the discussion of motor truck logging is premised upon conditions as they exist in the forests of the Pacific Northwest.

HISTORY OF TRUCK LOGGING

Motor trucks in the logging industry are a comparatively recent development. As nearly as can be determined, the first use of a truck in a logging operation was made in this region by Palms and s.h.i.+elds near Covington, Was.h.i.+ngton, in the spring of 1913. Since that time various types of road construction suitable for heavy trucks have been devised and the use of the motor truck for logging has steadily increased until at the present time there are about six hundred trucks operating in the woods in the Northwest.

The first real progress in the use of the motor truck for logging purposes came with the development of the trailer. Although the motor truck has been brought to its present high state of perfection in eastern factories the problem of adapting it to the hauling of ma.s.sive logs was solved in Seattle, Was.h.i.+ngton, with the perfecting of a trailer which could carry unprecedented loads and stand up under the speed attained by a motor truck. In the early attempts to design a trailer, it was found that too great tractive effort on the part of the truck was required if the trailer was patterned after older types with simply increased dimensions in all of its parts. Through successive improvements the modern form of heavy duty trailer was finally evolved.

It has solved a serious problem by permitting the hauling of heavier weights with the aid of the trailer than is possible with the use of the truck alone. With the help of the trailer and an adjustable reach, the motor truck has successfully entered the logging field.

In the Pacific Northwest tracts of timber of sufficient area well situated for economical logging by old established methods are no longer plentiful. Almost every logging chance which exists today presents its own peculiar conditions and individual problems. An operator must therefore a.n.a.lyze the situation thoroughly before arriving at a decision as to the most economical logging methods that will apply in any particular case. Even in different sections of the same operation it is often necessary to use different methods. Since proper cost accounting systems are not usually kept by logging companies, particularly the smaller concerns, these companies often do not know that they are losing money upon one part of an operation because the success of the whole absorbs this loss.

[Ill.u.s.tration: Pioneer logging with a motor truck in 1913.]

The use of a motor truck has proved to be practicable in many instances, and bids fair to become of increasing importance. It will therefore be advantageous for every operator to inquire into its possible applications. It should be emphasized, however, that the motor truck is not economically adapted to all conditions. There have been many failures. Each projected application of the motor truck in the logging field must be thoroughly a.n.a.lyzed and if a doubt as to its successful performance exists, expert advice should be sought.

TRANSPORTATION OF LOGS--RAILROADS VERSUS MOTOR TRUCKS

The princ.i.p.al methods of transporting logs are by rail, by motor truck and by animal power. The last of these methods is, for obvious reasons, impracticable in the Northwest, and so needs no further comment. While it is impossible to give specific details in a general discussion of this kind to show where the motor truck may be more economically suited to the conditions at hand than the railroad, a comparison of the fundamental principles involved should enable any operator familiar with logging to determine whether or not to use the truck for his particular chance.

In general the choice between railroad and motor truck logging depends, fundamentally, upon two things: (1) comparative cost, and (2) adaptability. Sufficient motive power and rolling stock can be obtained much more cheaply for motor truck logging than for a railroad. There are, of course, many situations where the locomotive and car costs, as well as those of constructing a logging railroad, are obviously prohibitive, and the question revolves entirely upon the adaptability of the motor truck to existing conditions. There is no question at all that the logging railroad is not adapted to small, isolated and scattering tracts, and to certain portions of larger operations. There are almost innumerable tracts situated close to public highways, or where temporary roads can be built, which may be very serviceable during the summer months, giving ample time to clean up the timber before wet weather sets in. In such instances, road construction and maintenance costs are of very minor importance. In the larger operations and in the use of the motor truck as an auxiliary to railroad logging, there are many opportunities for the reduction of logging costs. However, it is impossible to discuss these problems specifically in a paper of this kind. They will need to be worked out on the ground with each case as a distinct problem. The fundamental problems covered in this paper will serve as a basis for the more detailed problems that must be solved on the ground.

Wherever the item of road construction is important, it may be stated in general that the time required and the cost of building roads for motor trucks are very much less than for a logging railroad. This is due to the lesser importance of grades, curves, ballasting, bridges and other construction work, all of which is much cheaper and takes less time. In case a pole road is built the material found adjacent to the right of way can be utilized for what it costs to fell it.

From the standpoint of adaptability the motor truck is very flexible. It can operate on grades and curves that are impossible with the railroad.

The whole logging equipment, including the donkey engine, can be loaded on the truck and trailer and easily moved from one setting to another.

By replacing the log bunk with a platform the truck can take out all the smaller marketable material, such as s.h.i.+ngle bolts, poles and cordwood.

The modern truck can also be provided with the necessary equipment for use in snaking out the logs in stands of small timber and when used with a winch and an "A" shaped boom, will load itself. If the truck becomes mired in a mud hole, the winch may be used to pull it out. Finally, the item of fire risk is practically negligible.

COSTS

In order to arrive at definite figures as a basis for a comparison between railroad and motor truck transportation costs, the following case is cited as an example representing average good conditions:[1] A 5-ton truck with trailer was used, operating on a seven and one-half mile haul over ordinary unpaved roads. An average of four trips a day were made and the actual running expense for hauling was $.90 per thousand feet. Adding to this the overhead expenses of interest, depreciation, etc., the total cost of hauling was $1.44 per thousand feet. The statement of this cost is as follows:

ACTUAL CASH OUTLAY IN HAULING 128,420 BOARD FEET OF LOGS

Gasoline, 284 gallons @ $.19 $53.96 Oil, 3 gallons @ $.60 1.80 Oil, 20 gallons @ $.45 9.23 Incidentals--One electric light globe .35 Hardware 4.03 Blacksmith 3.00 Driver, 11 days @ $4.00 44.00 -------- Total $116.37

128,420 feet @ $116.37, or $.90 per thousand feet.

[1] West Coast Lumberman. Nov. 1, 1916, page 266. Labor, gas and oil have since advanced in cost.

TOTAL EXPENSE OF HAULING 128,420 BOARD FEET OF LOGS

Investment: Cha.s.sis $4,900.00 Trailer 700.00 ---------- Total Investment $5,600.00

VARIABLE CHARGES

Gasoline, 284 gallons @ $.19 $53.96 Oil, 3 gallons @ $.60 1.80 Oil, 20 gallons @ $.45 9.23 Tires, $.07 per mile on 615 miles 46.12 Incidentals 7.43 ------- Total variable charges $118.54

Depreciation (based on 15% per annum on $5,600, less $560, the cost of the tires, or $5,040.00) $1.349 Interest on amortized value at 7% .63 Storage, $5.00 a month .20 Driver @ $4.00 a day 4.00 -------- Total fixed charges $6.179

Total variable charges $118.54 Total fixed charges at $6.179 a day for 11 days 67.97 ------- Total cost $186.51

128,420 board feet of logs @ $186.51, or $1.44 per 1000 feet.

Following is a recapitulation of the work performed by a 5-ton logging truck, Jan. 20 to Jan. 31, 1916, inclusive. The logs were hauled from O'Neill's Camp on the Both.e.l.l-Everett road 7 miles and dumped into Lake Was.h.i.+ngton at Both.e.l.l.

Date Trips Mileage No. Ft. Hauled Gas Used Oil Used

1/20/16 4 60 10,768 30 2.25 1/21/16 4 60 11,888 24 2.25 1/22/16 4 60 11,707 30 2.25 1/23/16 Did not haul. Roads in bad condition.

1/24/16 4 60 8,894 34 2.25 1/25/16 2 30 5,200 16 [2]1.00 1/26/16 4 60 16,174 29 2.25 1/27/16 4 60 11,276 25 2.25 1/28/16 4 60 15,514 26 2.25 1/29/16 4 60 15,511 31 2.25 1/30/16 3 45 9,152 20 [3]2.25 1/31/16 4 60 12,336 19 2.25 -- --- ------- --- ----- Total 41 615 128,420 284 23.50

[2] Freight truck in the ditch. Four hours lost getting the road cleared.

[3] Two hours lost at the landing due to a spring slipping out of place, which made it necessary to unload and load again.

Many loggers who have used both the steam railroad and the motor truck claim that the latter is preferable in some cases and often is the only method by means of which logs can be gotten to the mill at a reasonable cost. Where the stand is scattered and of poor quality, the building of a railroad is not practical. In such a case the motor truck may offer the only solution.

The motor truck makes the best showing when hauling from one "side."

With a two or three side operation the railroad is by far the more practical. It must be remembered, however, that the railroad and the motor truck are not compet.i.tors in the logging industry--they are allies.