Logging; the principles and general methods of operation in the United States . ents and assist in the control of the sleds. Aidedby any of these devices, teams with loaded sleds can go downslopes, up which they cannot return with empty sleds. Thegeneral scheme of roads is shown in Fig. 37. The cost of constructing main yard roads ranges between $60and $100 per mile. Two-sled Roads. — The road system for an operation on whichthe_ logs are to be transported on two-sleds, comprises a main SLEDS AND SLED-HAULING 163 road over which all the traffic passes to the landing, and second-ary roads which
Logging; the principles and general methods of operation in the United States . ents and assist in the control of the sleds. Aidedby any of these devices, teams with loaded sleds can go downslopes, up which they cannot return with empty sleds. Thegeneral scheme of roads is shown in Fig. 37. The cost of constructing main yard roads ranges between $60and $100 per mile. Two-sled Roads. — The road system for an operation on whichthe_ logs are to be transported on two-sleds, comprises a main SLEDS AND SLED-HAULING 163 road over which all the traffic passes to the landing, and second-ary roads which radiate from it to the skidways. The roads arelaid out by the camp foreman usually without the aid of survey-ing instruments, although in recent years, progressive woodsmenhave adopted a hand level for the determination of grades. The main road location is the more important because it is theroute over which fully loaded sleds pass. These roads oftenfollow the valley of some stream from the woods operation tothe landing, crossing and recrossing the watercourse as often as. Fig. 38. — A Yarding-sled Road built up on a Curve to prevent theSleds from leaving the Road. Maine. necessary to maintain the desired grade. A minimum number ofbridges is desirable because they are expensive to construct andto maintain. In order that logs can be hauled on a down-grade from the secondary roads to the main road, the lattershould be located on the lower levels of the tract. A main road of easy descending grades is preferred becauseon grades in excess of 5 per cent, heavy loads gain too muchheadway and it is necessary to place hay, straw, gravel, sand orbrush on the road to check the speed. It is more satisfactoryand often cheaper in the end to make cuts or to detour ascendinggrades rather than to return by them. 164 LOGGIXG Dead-level pulls should be avoided because more power isrequired to move loads on such places than on gently descend-ing grades. Sharp curves are especially dangerous o
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