The above costs will be found to be approximately correct for average operations. They will vary somewhat with the road conditions, loads, grades, and the efficiency of the driver. These variations, however, will be slight. They will not amount to more than one cent per thousand feet per mile of haul. The investment pays the owner six per cent and provides renewals for all time. The interest charge is based on the total cost of the equipment less the cost of the tires. The tire cost is deducted in figuring the interest charges because this item is covered under running expenses. The resale value of the truck at the end of four years is not deducted from the interest charge, because this sum is tied up for that length of time. Renewal for the equipment is taken care of by the creation of a sinking fund based on an average life of four years. Theoretically, on a 5-ton truck, $1157.13 is put aside each year for four years at the expiration of which time the aggregate of these savings together with the resale value of $1900, automatically provides for the purchase of new equipment.[7]
[7] Timberman. Feb., 1918. Page 60.
A fifty-mile haul may be used as an illustration for figuring the total running expense of the 5-ton truck. This means that the truck makes trips enough to total fifty miles for the day’s run. The cost per mile, including gasoline, oil and repairs is 26.4 cents. It will, therefore, cost $13.20 for the fifty miles. To this amount must be added $12.92, daily overhead charge, making a total of $26.12 for fifty miles traveled or 52.2 cents a mile. With an average load of four thousand feet the cost will be 13.0 cents per mile per thousand feet. A glance at the table will show that the greater the mileage and the larger the load, the less will be the overhead expense and consequently the cost per mile per thousand feet. To these items must be added the cost and maintenance of the road if one has to be built.
ROAD CONSTRUCTION
The question of the kind of road for hauling logs with the motor truck is a very important one. It is impossible to move a fifteen-ton load day in and day out unless there are good roads, and no motor truck operation of reasonably large proportions can be successfully maintained without a road that is well constructed and which will not give way during any kind of weather, under the loads that are carried. One cannot successfully and continuously operate on dirt or even gravel roads as they are good only when dry. Good roads are as important to the motor truck operator as the railroad is to the transportation of logs by rail.
The big handicap in motor truck logging in the past has been poor roads. The same man who will survey, grade, carefully lay and ballast the steel for a logging railroad will many times put a truck and trailer on a poor dirt road and expect the truck to haul economically and satisfactorily. A motor truck will haul over some mighty poor apologies for roads but it does not pay. A good road is an excellent investment. It makes larger loads and more trips a day possible, will save on tires and repairs, and will require less gasoline to the mile; the efficiency and output will be increased and the time and operating costs will be decreased.
Sub-grade for motor truck logging road.