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HARDWOOD RECORD 



19 of sycamore, 18 of tupelo gum; 16 of water elm; 8 of butternut, 

 and 1 each of persimmon, willow, dogwood, locust and holly. 



Of the same 300 buyers there are 49 users of plain oak dimension 

 stock; 21 of hickory; 9 of ash; 7 of quartered oak; 6 of gum; 6 

 of birch; 5 of hard maple; 5 of soft maple; 4 of beech; 4 of poplar; 

 3 of elm; 2 of chestnut; 2 of cypress; 2 of mahogany, and 2 of 

 basswood. 



Of the above named group, the requirements in veneer and panel 

 stock are represented by 39 using quartered oak; 34 plain oak; 22 

 mahogany; 21 poplar; 15 birch; 14 gum; 9 basswood; 6 maple; 5 

 ash; 4 bird's-eye maple; 4 gray elm; 4 walnut; 3 red oak; 3 curly 

 birch; 2 rock elm; 1 cypress; 1 tupelo gum; 1 water elm. 



Inspection Rights of the Seller. 



In the news columns of this issue of Hardwood Eecokd will be 

 found recited a controversy that is now taking place between a 

 prominent Memphis manufacturer and the National Hardwood Lum- 

 ber Association over the seller's right to witness inspection of lum- 

 ber sold by him, being made by a National Association's licensed 

 inspector. 



The manufacturer relates that he had an order requiring National 

 inspection; when the inspector came to the yard to load out the 

 lumber, he refused to allow one of the manufacturer's inspectors to 

 go on the pile with him. The shipper refused to allow the inspection 

 to proceed without one of his representatives being present, on the 

 ground that the lumber belonged to him until it was delivered to the 

 customer, and that he had a right to know the inspection and meas- 

 urement were correct by reviewing it at the time it was done. He 

 further contends that since licensed inspectors are under bonds to 

 make good claims against them if they are at fault, the average in- 

 spector will favor the buyer to avoid any possibility of being mulcted. 

 The Memphis gentleman asserts the president of the National Asso- 

 ciation advised him that the inspector had the right to refuse a seller 

 permission to have a representative present when he was inspecting 

 lumber. This, he thinks, is an attempt to take away from the 

 seller a just right, as he contends that the seller of any goods has 

 a right to know what he is delivering on a given sale. He contends 

 that the ruling in the matter is absolutely unjust. 



The Hardwood Record has invariably argued that it is a weak- 

 ness on the part of any association to attempt to prescribe inspec- 

 tion rules in the interpretation of which all parties in interest do 

 not have an equal part — i. e., a basis upon which the purchase and 

 sale of lumber is conducted. It has repeatedly contended that buyers 

 of lumber, whether they be jobbers or consumers, should be repre- 

 sented in the inspection system. The same arguments should cer- 

 tainly apply in favor of the sellers of lumber. They undoubtedly 

 have the right to be represented when delivery of their lumber is 

 being made, and it is doubtful if the National Association can main- 

 tain the opposite stand in this particular. 



In contradistinction to the case cited is the attitude of the in- 

 spection bureau of the Hardwood Manufacturers ' Association. It 

 not only gives sellers and buyers the privilege of viewing the work 

 of inspectors, but invites their presence, and every inspector is in- 

 structed to carefully explain his reasons for the classification of each 

 separate piece of lumber if so requested. 



Learning the Freight Business. 



The agitation over railroad matters, especially concerning freight 

 rates, that has transpired during the last six months is developing 

 an avid desire on the part of lumbermen to thoroughly familiarize 

 themselves with freight matters. 



For many years past if one asked ninety-nine lumbermen out of a 

 hundred what they considered a just rate to haul a ton of lumber 

 a mile for a certain distance they would have told you that they 

 did not know and that all they did know of the freight question was 

 what they paid the railroad for the service. In the old days, if 

 perchance a lumberman secured a cut of two cents a hundred on a 

 certain shipment, he immediately conceived that he had obtained a 

 freight bargain, regardless of what the tariff rate before had been. 



All this agitation nowadays is causing the average lumberman to 

 make some cost and profit figures for himself on his freight, just 



as he does in buying a piece of timber land or a sawmill. He is 

 trying to learn what constitutes fair railroad transportation cost, 

 and to what profit the railroad is entitled on the business. 



Incidental to this education in freight matters there are certain 

 technical terms that must be acquired in order to make just esti- 

 mates of value on bulk transportation. 



' ' Average length of haul ' ' in railroad parlance is compiled from 

 records made up at every point where freight is received and covers 

 the number of tons received for shipment and the distance to be 

 transported. This item indicates the average distance which a ton 

 of freight is hauled. 



' ' Ton mileage ' ' is indicative of the number of tons carried one 

 mile. 



"Freight train mileage" is the average number of miles traveled 

 by each freight train. 



' ' Freight trainload ' ' is found by dividing ton mileage by the 

 freight and mixed train mileage. 



' ' Car mileage ' ' shows the average distance traveled by each car. 



To determine the average carload divide the ton mileage by the 

 car mileage. 



' ' Average number of cars per train ' ' is compiled from car ac- 

 countants ' records. 



To find the rate per ton mile didde the freight earnings by the 

 number of tons carried one mile. 



To determine ' ' freight density, " or in other words, tons carried 

 one mile per mile of road, divide the ton mileage by the average 

 mileage operated. 



To find "train mileage per mile of road" divide the train miles by 

 the average mileage operated. 



' ' Earnings per train mile ' ' are deduced by dividing the total 

 earnings by train mileage ; and for earnings per car mile follow the 

 same method, only use car mileage as a divisor instead of train 

 mileage. 



Educating the Boys. 



A great many lumbermen who are readers of the H.^RDWOOD 

 Record have sons they are attempting to educate so that they shall 

 enable them to earn their own living. Thousands of lumbermen's 

 sons are students at high schools, academies, colleges and universi- 

 ties, learning Latin, Greek, higher mathematics, history and literature 

 and acquiring a mass of other knowledge which is very valuable but 

 of little utility in fitting them for the point in view — earning their 

 living should occasion arise. 



Perhaps this observation does not include such young men as are 

 securing the basis of knowledge to fit them for entering one of 

 the learned professions, but college training yer se, for the young 

 man who proposes to take up a purely business career, has not thus 

 far proved such as adds materially to his ability as a money- 

 maker. All these young men, in whatever sort of school, have a 

 long vacation at this time of year which is usually frittered away 

 in alleged sport and recreation. 



The American youth loves the woods just for the woods' sake, and 

 it goes without saying that the average lumberman would like to 

 have his son know more about the trees from both a scientific and 

 practical viewpoint than he ever had the opportunity to learn him- 

 self, and why should the boys not use at least this leisure time for 

 profit as well as play? The trees are a most delightful study, and 

 even though the knowledge gained of them should never be utilized 

 in the practical life of later years, the study of them will prove far 

 more satisfactory and entertaining than nine-tenths of the pre- 

 scribed ones at academy and university. 



Practical forestry is now becoming a recognized business pursuit 

 that promises as much financially for the young man as electrical 

 engineering did a decade ago. It is a pursuit well worth while, and 

 it has the added advantage of the incomparable appurtenances of the 

 forest — pure water, good air and the outdoor life that brings health 

 and renewed energy to every young man engaged in it. 



Where now there are but scores of young men learning forestry as 

 practiced in the great Pisgah mountain estate in North Carolina, for 

 instance, there should be thousands there and elsewhere taking 

 this delightful, healthful and prospectively money making course. 



