26 



BULLETIN 711, U. S. DEPAETMEISTT OF AGEICULTUEE. 



standardization in scaling methods would indicate that this unit 

 of measure varies somewhat by regions. Furthermore, the outputs 

 on which these figures are based, with the exception of the Puget 

 Sound region, are not large enough to give nicely accurate results. 

 This is particularly true of the Graj^s Harbor and Willapa Harbor 

 regions. 



The statement does not include the cost of stumpage, interest of 

 any kind, discounts on logs sold, or taxes on the standing timber. 

 It includes only the cost of transforming and sorting the logs and 

 taking them to the point at which they are manufactured into lumber. 

 The manufacturers, as a rule, pay the cost of towing in the Puget 

 Sound and Columbia Eiver regions; in the Grays Harbor and Wil- 

 lapa Harbor regions the logger usually pays it. 



The classification of costs given in the statement is not ideal. It 

 is in fact an expedient. Operators use different classifications. In 

 collecting the data the classifications of operators were followed, 

 and later the classified costs were distributed in the best possible 

 manner. 



Table* 4. — Average cost per thonsand feet in 1913 for delivering logs from the 

 tree to the cargo mills of the Puget Sound, Columhia River, Grays Harbor, and 

 Willapa Bay regions. 



Item. 



Region. 



Puget 

 Sound. 



Columbia 

 River 



Grays 

 Harbor. 



Willapa 

 Harbor. 



1. Felling and bucking (labor) 



2. Woods to car (labor) 



3. Railroad (spur) and pole road construction (labor) 



4. Train crews (labor) 



5. Dumping and rafting (iucludes contract work) (labor) 



6. Supplies and maintenance (labor and material) of railroad, 



dump, and boom 



7. Supplies and maintenance (labor and material) of equip- 



ment, tools, buildings, etc 



8. Fuel for locomotives, logging engines, shops, etc 



9. Wire rope 



IQ. Depreciation, equipment 



11. Depreciation, main line railroad grade, boom, and buildiugs. 



12. Scaling 



13. Return of boom sticks 



14. Log freight 



15. Salaries and commissions 



16. Taxes 



17. Industrial insurance 



18. Sundry expenses 



19. Driving 



$0. 683 

 1.259 

 .586 

 .206 

 .211 



.177 



.307 



.239 



.137 



.24 



.066 



.049 



.046 



.882 



.139 



.029 



.096 



.076 



«0.70 

 1.31 

 .46 

 .24 

 .16 



.25 



.45 

 .23 

 .15 

 .28 

 .17 

 .05 

 .07 

 .43 

 .14 

 .05 

 .11 

 .05 



$0.62 

 1.81 

 .50 

 .14 

 .24 



.14 



,32 

 .16 

 .19 

 .30 

 .07 

 .05 



.59 



.15 



.035 



.08 



.10 



.14 



20. Towing. 

 Total. 



5.428 

 .35 



5.30 

 .50 



5.635 

 .12 



5.80 



5.755 



$0.62 

 1.81 

 .64 

 .09 

 .20 



.06 



.32 

 .14 

 .20 

 .30 

 .06 

 .05 



.75 



.15 



.035 



.08 



.10 



.10 



5.705 

 .080 



5.785 



Item 2 includes the labor cost of yarding, swinging, roading, landing construction, and loading. The 

 average cost of this work in any one of the four regions is higher than its average cost in camps that yard 

 the logs direct to the track. The higher cost in the Grays Harbor and Willapa Harbor regions is due to 

 the fact that a larger percentage of the timber is roaded relatively long distances to the railroads and 

 drivable streams. 



Item 3 includes the labor cost of spur railroad and pole road construction. Practically no pole roads 

 are used in the Puget Sound and Columbia River regions, while in the firays Harbor and Willapa Harbor 

 regions they are necessary in many cases. The figures indicate that the cost per thousand feet for pole 

 road construction may run as high as for railroad construction. 



