Logging Truck Research Articles

Impacts of posted bridges on log truck routing in Mississippi, USA

ABSTRACT Log hauling costs are increased by the presence of closed and posted (restricted weight loading) bridges, as operators are forced to find alternative routes to wood-using mills. The USDA Forest Service Forest Inventory and Analysis (FIA) forest inventory, road network, bridge, and sawmill datasets were obtained for the US state of Mississippi. An 80.5 km buffer was established to define each sawmill’s working area, which occasionally extended across state lines. Anetwork analysis derived 129 feasible shortest optimal trucking routes between 46 FIA plot locations and the sawmills. Thirty of these routes had either closed or posted bridges along the shortest path; only 13 viable alternative routes were identified due to distance and posted weight limits. The additional trucking distance for these workable alternative routes averaged 7.1 km. The affected routes and their legal, full payload alternatives were each fitted to atriangular distribution to better understand how costs were impacted by posted or closed bridges. If no regulated bridges were encountered, haul cost across arange of haul rates and distances ranged from $3.50 to $14.40 USD per tonne. Costs were from $3.90 to $16.00 USD per tonne along routes with posted or closed bridges. On average, the cost difference was $0.98 USD per tonne, which was an increase of 12.0%. These findings have implications for road infrastructure maintenance, log trucking, wood procurement, and ultimately the values of standing timber and timberland.

Forestry electric vehicle energy routing and mapping GIS tool

ABSTRACT In the United States, new laws and regulations in several states require increasing percentages of vehicles produced in the future to be zero emission to address climate-related issues. Manufacturers are producing more Electric Vehicles (EVs), but potential customers are hesitant to adopt EVs due to range anxiety. Log truck owners are particularly hesitant to invest in electric log trucks (ELTs) due to forest harvest operations remote nature. However, regenerative braking utilizing gravitational potential energy provides the opportunity to increase the range of ELTs. This manuscript presents the workflow for calculating and mapping energy transportation cost on an ELT using a GIS-enabled tool and demonstrates the tool’s applicability through a case study. The study area, the McDonald Dunn Research Forest, included 5,607 ha of forest stands partitioned into 357 harvest polygons averaging 15.7 ha, 326 harvest landings and 295 km of road. Using remotely sensed data from the study site, the tool digitalizes the wood supply chain and optimizes routing based on minimum energy expenditure, providing results such as trip energy cost, distance, and time. The results show the tools forest operations planning potential, applicability as a GIS navigation system, and provides EV buyers with a tool to make informed decisions when investing in technology that could combat climate-related issues. EV adoption will reduce reliance on fossil fuels and potentially ameliorate other environmental problems.

Breakeven Analysis Considering Ultra-Fast Charging Stations at Mills for Battery-Electric Log Trucks

Range is a primary issue regarding the adoption of battery-electric vehicles. In-shift charging offers an alternative to extending range without the need for a heavier, more expensive battery. This paper recognizes that daily log truck productivity is a result of a small number of discrete events (loads delivered to a demand point). Delays such as in-shift charging become very important if they result in a lost load. If n is the number of loads a truck can deliver in a day without delays from in-shift charging, then the expected number of loads a truck can deliver with in-shift charging delays is n-1 + prob, where prob is the probability of completing the last load. The choice between a larger battery capable of a full day's operation and a smaller battery that requires in-shift charging is formulated as a breakeven problem. Solving for the value of prob where the net revenue earned by the larger battery truck is equal to the net revenue earned by the smaller battery truck provides a battery size decision-point. Conducting a sensitivity analysis, the three factors that had the greatest impact on battery size selection were the hauling rate ($/tonne), the difference in net load, and the difference in depreciation cost between the large and small battery trucks.

Оптимизация конструктивных параметров рекуперативного дышла лесовозного автопоезда

The main advantages and peculiarities of the interaction of the links of a logging road train when moving during wood hauling along under-equipped logging roads are considered. Based on the analysis of the results of the research carried out by Russian and foreign authors, promising ways to improve the efficiency of logging trucks with trailers have been identified. The main disadvantages of the existing designs of the devices for coupling logging trucks with trailers have been presented. An improved design of the regenerative pneumohydraulic rod of the coupler of a road train has been proposed, which ensures a reduction in the maximum efforts during the dynamic interaction of the links, an increase in the road train reliability, the possibility of the power fluid energy recovery with its subsequent beneficial use, as well as the effect of self-pulling of the road train, improving its cross-country ability in the conditions of under-equipped logging roads. It has been revealed that the optimal internal diameter of 2 double-acting hydraulic cylinders connected in series with the free ends is within the range of 95 to 105 mm. With such a diameter, the recovered power reaches 4 kW, the average longitudinal acceleration of the trailer is in the range of 0.75 to 0.83 m/s2. The movement of a logging road train in the studied conditions at a speed of 20 to 60 km/h is accompanied by a change in the average recovered power from 1.8 to 11.3 kW and the average longitudinal acceleration of the trailer – from 0.2 to 1.4 m/s2. It has been determined that at average heights of support surface irregularities of 0.1 to 0.2 m, characteristic of typical under-equipped logging roads, the average recovered power is in the range of 2.2 to 4.1 kW and the average longitudinal acceleration of the trailer is in the range of 0.26 to 0.53 m/s2. The optimal stroke of the regenerative pneumohydraulic rod of the coupler of a road train is 0.55 m, the optimal rate of lengthening (or shortening) of the rod is 0.28 m/s. This ensures the average self-pulling speed of 0.22 m/s, the mean displacement of a logging road train of 0.11 m per one cycle of lengthening (or shortening) of the rod and the power recovered by the rod of 1.75 kW.

An optimization model for detailed scheduling of heterogeneous fleet of log trucks considering synchronization

ABSTRACT Log transportation accounts for a significant portion of the total delivered cost of logs due to the considerable number of truckloads between origins and destinations. Hence, an efficient transportation plan at the operational level can generate cost savings for forest companies. In this paper, a mixed integer linear programming model is developed for daily routing and scheduling of heterogeneous trucks considering synchronization constraints. Continuous time representation is used for modeling the problem to generate accurate schedules and to synchronize the trucks and loaders at cut blocks and sort yards. Compatibility requirements, overtime, and decisions related to the trucking contractors are incorporated in the model. The outputs of the model include the number of trucks utilized by each contractor, the arrival times and waiting times of trucks at each location, the detailed schedule of loaders, and the amount of overtime assigned to the drivers. To validate the model, it is applied to test problems from a case of a Canadian forest company, where transportation activities are contracted out. Results show it is more economical to pay overtime than dispatching additional trucks to carry logs. Additionally, variable costs and maximum driving time have the most impact on the total transportation cost.

Infrastructure Requirements for Clear-Fell Harvesting of Small-Scale Plantation Forests in New Zealand

Background: Small-scale forests (woodlots) increasingly account for a greater proportion of the total annual harvest in New Zealand. There is limited information on the extent of infrastructure required to harvest a woodlot; road density (trafficable with log trucks), landing size, or the average harvest area that each landing typically services. Methods: This study quantified woodlot infrastructure averages and evaluated influencing factors. Using publicly available aerial imagery, roads and landings were mapped for a sample of 96 woodlots distributed across the country. Factors such as total harvest area, average terrain slope, length/width ratio, boundary complexity and extraction method were recorded and investigated for correlations. Results: The average road density was 25 m/ha, landing size was 3000 m2 and each landing was serviced on average 12.8 ha. Notably, 15 of the 96 woodlots had no internal infrastructure, with the harvest completed using roads and landings located outside of the woodlot boundary. Factors influencing road density were woodlot length/width ratio, average terrain slope and boundary complexity. Landing size was influenced by average terrain slope, woodlot length/width ratio, and woodlot area. Conclusion: The results provide a contemporary benchmark of the current infrastructure requirements when harvesting a small-scale forests in New Zealand. These may be used at a high level to infer the total annual infrastructure investment in New Zealand's woodlot estate and also project infrastructure requirements over the foreseeable future.

Log truck transportation challenges and innovative solutions: evaluating the perspectives of truck drivers, logging business owners, and foresters

ABSTRACT The wood supply chain in the United States (U.S.) is experiencing significant challenges related to truck transportation. Obstacles include truck driver recruitment and retention, increases in insurance and fuel costs, insufficient training, and truck or part shortages. This project sought to evaluate transportation inefficiencies in the Georgia, U.S. wood supply chain and to determine obstacles leading to a disconnection between logging business owners, foresters, and truck drivers. The survey targeted two populations: 1) logging business owners/foresters; and 2) log truck drivers. In addition, four case studies were conducted to evaluate innovative strategies that established businesses have enacted. Both groups indicated that a fair annual log truck driver salary should range from $60,000 to $79,000 (USD); however, owners/foresters indicated lower salaries to be more favorable (p = 0.009) and drivers indicated higher salaries to be more favorable (p = 0.029). Half of log truck drivers had been involved in timber transportation for 15 years or more, but 24% of respondents had been involved for less than 5 years, indicating that a new generation of log truck drivers are entering the workforce. Barriers to becoming a log truck driver include limited fringe benefits, lower wages relative to other trucking sectors, and lack of driver experience. Timber transportation capacity is impacted the most by insurance, driver availability, and fuel prices. This study confirmed that there are numerous obstacles facing timber transportation, but also found agreement between drivers and business owners, as well as innovative strategies that are being used throughout the region to improve efficiency.

Status of and Challenges to the Establishment and Retention of Young, Beginning, and Minority-Owned Logging Businesses in Florida and Georgia

Abstract Most logging businesses in the US South are owned by White males, many of whom are approaching retirement. The purpose of this study was to evaluate the characteristics of logging businesses with a young owner, beginning (new) business owner, and businesses owned by members of a minority group (YBM). In-person interviews were conducted with twelve YBM logging business owners in Florida and Georgia to gather information on business characteristics and perceived barriers to the formation of these businesses. The YBM business owners were more educated, employed more workers, and had similar capital investments relative to other logging business owners. These owners stated that difficulty recruiting quality employees, high startup costs, lack of industry connections, and high insurance premiums were unique obstacles to establishing YBM businesses. Purposeful actions by the forest industry, policymakers, and other stakeholders may encourage the formation and retention of YBM logging businesses. Study Implications: As the current generation of logging business owners leaves the industry, it is important to develop new businesses. New businesses will likely be owned by young owners, mid-career professionals starting new logging businesses (beginning businesses), and businesses owned by members of a minority group (YBM). Targeted efforts by loggers’ associations, the forest industry, and other stakeholders that provide business management training, develop a skilled workforce of equipment operators and log truck drivers, and promote policies that result in affordable insurance may encourage the establishment and retention of YBM businesses.

An assessment of the safety and efficiency of log trucks with increased weight limits on interstate highways in Wisconsin and Minnesota, USA

ABSTRACT Design standards for the Federal Interstate Highway System in the US are generally higher than those on other roads within most states, making it the safest road system in the US. Federal law prevents states from enforcing vehicle weight limits on interstate highways that deviate from established Federal weight limits or state-specific grandfathered weight limits or exceptions. As a result, trucks hauling logs at state-legal limits must travel on other roads, passing through towns/cities and school zones where they may encounter on-coming traffic and intersections. All these encounters increase the risk of an accident. This study compared fatality rates of log trucks to other heavy trucks in the lower 48 states, road damage cost estimates for interstate and non-interstate roads and assessed the impact of relaxing interstate weight limits on various factors for hauling logs along three travel corridors in Wisconsin and Minnesota, USA. On a per-load basis, log trucks have a lower fatality rate than other heavy trucks in 83% of the lower 48 states. Due to the higher design standards, pavement damage costs are lowest on interstate highways as compared to other road types. Allowing state-legal, loaded log trucks access to federal interstate highways would improve the overall safety and efficiency of timber transportation and reduce pavement damage costs and CO2 emissions within the study areas. Overall, the study findings suggest that allowing state-legal, loaded log trucks to operate on interstate highways would improve the safety and efficiency of timber transportation in Wisconsin and Minnesota.

Оптимизация конструктивных параметров пневмогидравлического седельно-сцепного устройства лесовозного автопоезда

In this study, the benefits of logging transportation under modern conditions by semitrailer hauling rig are examined, which consists of a truck tractor connected to a semitrailer. Furthermore, an analysis is made of the operational implications of using log road trains in insufficiently arranged road conditions. The article describes the potential scientific directions that can optimize the efficiency of semitrailer trucks. An improved construction of a regenerative fifth-wheel coupling device is proposed. It provides better reliability, reduces fuel consumption for log trucks, and gives better working conditions for drivers, along with reduced dynamic loads between the links of the units that occur during the movement in unsteady modes. The research methodology includes the application of the mathematical framework of multifactorial optimization. The specified analytical formulas are derived to determine the performance efficiency of the regenerative fifth-wheel coupling. It is revealed the connections between the hydraulic cylinder piston stroke values of the regenerative fifth-wheel coupling device, the weight of the loaded semitrailer, the vehicle acceleration during speeding up and braking, and the modifications of the performance indicators of the latching mechanism. The optimal value of the stroke of the pistons of the hydraulic cylinder is determined, which is 200 mm. It provides a power recovery of 6.5 kW and better longitudinal acceleration of the semitrailer at 0.72 m/s2. Moreover, it is found that the change in acceleration during the increase in velocity and braking from 1 to 3 m/s2 gives the change in recuperated power from 2.2 to 6.8 m/s2. At the same time, the average longitudinal acceleration of the semitrailer varies from 0.27 to 0.75 m/s2. Changing the load of the semitrailer from 5 to 25 tons allows increasing the recuperated power from 1.6 to 7.9 kW and reducing the longitudinal acceleration of the semitrailer from 2.8 to 0.53 m/s2. The influence graphs and optimization cartograms present the diameter and hydraulic cylinder piston stroke values of the regenerative fifth-wheel coupling device on the regenerated power and longitudinal acceleration of the semitrailer. According to the optimization cartograms, the average regenerative power is determined using a graph-analytical method. It is equal to 6.5 kW with the diameter of a regenerative hydraulic cylinder of 110 mm and a hydraulic cylinder piston stroke of 200 mm. For citation: Posmetyev V.I., Nikonov V.O., Manukovskii A.Yu., Posmetyev V.V., Avdyuhin A.V. Optimization of Structural Parameters by Improvement of Pneumohydraulic FifthWheel Coupling Device at Semitrailer Hauling Rig. Lesnoy Zhurnal = Russian Forestry Journal, 2023, no. 3, pp. 126–139. (In Russ.). https://doi.org/10.37482/0536-1036-2023-3-126-139

Exploring determinants of log truck accidents resulting in injury or fatality in the Northwest United States between 2015-2019 using Motor Carrier Management Information System data

ABSTRACT Log truck drivers represent a high-risk yet understudied worker population. Logging, more generally, is known to be one of the most dangerous industries in the country, but little is known about injury and fatality rates among log truck drivers specifically. Using data from the Motor Carrier Management Information System (MCMIS), this study aims to characterize log truck crashes in Washington, Oregon, Idaho, and Montana. Using multiple logistic regression, we estimated the odds of a crash resulting in an injury or fatality by environmental and structural conditions at the time of each crash. Results indicate that the presence of a positive median barrier is strongly associated with a decreased odds of injury or fatality for log truck crashes (odds ratio (OR) = 0.45, p = 0.03). An increased number of vehicles involved in the crash was significantly associated with an increased odds of injury or fatality (OR = 1.32, p = 0.01). Crashes occurring in Washington or Oregon had significantly decreased odds of resulting in an injury or fatality, in comparison to Idaho and Montana (OR = 0.14, p < 0.001; OR = 0.53, p = 0.01, respectively). These results indicate that the presence of highway safety measures and a state-approved OSHA plan may be beneficial in decreasing the odds of injury or fatality in log truck crashes.

County Transportation Officials’ Perceptions of Timber Transportation Economic Importance, Infrastructure Impact, and Weight Limits in Georgia, USA

Log truck gross vehicle weight (GVW) limits in the US state of Georgia are among the lowest of any timber-producing state in the US and are far below GVW limits in countries such as Australia, Canada, Finland, and Sweden. In the state of Georgia, log trucks travel on county and state roads between harvest sites and forest industry mills. Most county roads were not constructed to support heavy trucks and so log trucks may damage these roads, even at the low GVW limits allowed in Georgia. Local governments sometimes enact timber harvesting ordinances to constrain timber transportation and often oppose efforts to increase GVW limits. The purpose of this study was to document local transportation officials’ perceptions of timber harvesting and transportation and to measure their support or opposition to alternative log truck weights and configurations. A telephone survey of county transportation superintendents or their equivalent was conducted in Georgia during the summer of 2020. Forty-three county officials responded to the survey, yielding a response rate of 43%. Ninety-eight percent of respondents reported that timber harvesting was important to their local economy, and 86% agreed that local governments were cooperative with log truck owners. County officials were concerned about damage from overweight log trucks and mud on public roads. The average preferred GVW and tandem axle weight limits were approximately 10% lower than the existing limits. County officials opposed six- and seven-axle 45,359 kg (100,000 lbs) GVW configurations but did support allowing log trucks to operate on interstate highways at current state weight limits. Findings suggest that logging businesses and mills should focus on improving compliance with weight laws, improving the condition of log trucks, and maintaining or improving relationships with the public and local government officials.

Timber Transportation Crash and Vehicle Defect Rates in the US South

Highlights Crash rates among southern log truck fleets were 176% higher than log truck fleets in the Lake States. Vehicle and driver out-of-service rates were similar among log trucks in the US South, Northeast, Lake States, and West. The age and condition of log trucks did not explain elevated crash rates in the US South. Abstract. The US South harvests more than 200 million tonnes of timber annually, nearly all of which is transported from forests to mills by truck. Log truck fleets in the US South have been struggling with rising liability insurance premiums. The goal of this study was to compare crash rates and the condition of log trucks operating in the US South to log trucks operating in other US regions and trucks in other industries. A sample of inspection and crash data were collected from the Federal Motor Carrier Safety Administration. Vehicle and driver out-of-service rates, vehicle defect rates, and crash rates among log truck fleets in the US South were compared to log trucks in other US regions and to 50 large non-log truck fleets. Crash rates among southern log truck fleets were 176% higher than log truck fleets in the Lake States and 48% higher than 50 large non-log truck fleets. Vehicle and driver out-of-service rates were similar among log truck fleets in each region (p &amp;gt; 0.25), but southern logging business fleets had higher vehicle out-of-service rates than 50 large non-log truck fleets (p = 0.02). Driver education, technology implementation, improved fleet maintenance practices, and weight limit parity on interstate highways may improve timber transportation safety. Keywords: Log trucks, Logging accidents, Logging safety, Timber harvesting, Wood supply chain.

Evaluation of stress loading for logging truck drivers by monitoring changes in muscle tension during a work shift

Our research aimed to quantify and evaluate the stress loading of drivers by monitoring the loading of the radial extensor muscle at the wrist joint (musculus extensor carpi radialis) when they drove different types of timber trucks. We monitored changes in the electric potential of skeletal muscles with electromyographic measurements and measurements of changes of heart rate using the Biofeedback 2000 x-pert device. The drivers were observed throughout their work shifts during normal operation of logging trucks and logging trucks with trailers. As a reference, muscle load was measured when driving a passenger car. We evaluated the normality of the measured data and obtained descriptive statistics from the individual measurements. The differences in stress load associated with driving the different types of vehicles increased whilst driving on lower-class roads. Results showed a high stress load for drivers of loaded vehicles when driving on narrow roads. It was more challenging to control a loaded logging truck with a trailer than driving a logging truck, with the difference in muscular loading reaching 22.5%. Driving a logging truck with a trailer produced 46.5% more muscle loading compared to driving a loaded passenger car. For preventive health and safety reasons, it would be reasonable to alternate between drivers when operating various vehicles, thus minimizing the development of possible health issues.

Assessing productivity and cost of timber harvesting during longleaf pine ecosystem restoration

ABSTRACT Timber harvesting operations are increasingly used to restore sensitive habitats such as longleaf pine (Pinus palustris Mill.) ecosystems. However, logging companies are often functionally limited by operational costs and site-specific productivity potential. By employing a time study, this project quantified the cost and productivity of a two-person logging crew using conventional equipment in a South Carolina southern pine timber harvest used to restore a longleaf pine savanna ecosystem. Our study found that the feller-buncher, grapple skidder, and knuckle-boom loader produced, on average, 60.7, 23.6, and 45.2 tonnes per Productive Machine Hour (PMH), respectively. When the knuckle-boom loader was exclusively loading log trucks, productivity increased to 48.4 tonnes per PMH. Additionally, a machine rate analysis found that the total cost for each machine was 108.83 USD, 122.92 USD, and 121.25 USD per PMH, respectively, with a total per tonne cost of cutting, skidding, and loading amounting to 9.68 USD. Our findings indicate that restoration harvesting conducted in this manner under similar environmental conditions and price points may remain profitable for both landowners and logging companies. Moreover, the limitations of operating with a two-person crew resulted in minimal negative effects for both profitability and productivity, making it a viable option for similar restoration operations.

Компьютерное моделирование работы рекуперативного поворотного коникового устройства лесовозного тягача с прицепом-роспуском

The article validates the necessity of increasing the transportation efficiency of longcut timber (LCT) by hauling tractors with timber drugs during their operation in conditions of poorly equipped logging roads with the presence of irregularities, defects, barriers, as well as frequent turns, ascents and descents. An original scheme of a recuperative swivel bunk device (RSBD) for a hauling tractor (HT) with a timber drug (TD) is designed as a result of earlier research on development and evaluation of various recuperative coupling devices for logging trucks operating in difficult road conditions. A computer program has been developed in order to identify the dependences of change in time of such parameters of the bunk device efficiency as recoverable power and horizontal acceleration of an LCT bundle, as well as to determine the regularities of influence of the studied heights of the logging road bearing area, the driving speed of a logging truck and the inner diameter of longitudinal and transverse hydraulic cylinders of the recuperative device on these parameters. It has been found out that equipping a logging truck with the proposed RSBD is reasonable when LCT transporting, especially in conditions of poorly equipped logging roads. With an increase in speed of the logging truck when it moves in difficult road conditions from 10 to 60 km/h recoverable power increases significantly from 3 to 24 kW, as well as the horizontal acceleration of the LCT bundle relative to HT changes from 0.4 to 2.3 m/s2. It is found that the optimum diameters of transverse and longitudinal hydraulic cylinders of RSBD, providing the maximum recoverable power of 6.7 kW and the average horizontal acceleration of the LCT bundle of 1 m/s2, is 50 mm. The results obtained can be useful to research and design organizations engaged in further improvement of recuperative devices of similar type used for timber road transport.

Log truck insurance premiums, claims, and safety practices among logging businesses in the US South

ABSTRACT Timber transportation is one of the greatest challenges facing the US South’s wood supply chain. Difficulties hiring qualified drivers and rising insurance premiums are among the challenges facing log truck owners. A survey of southern logging business owners was conducted during the summer of 2021 to document timber transportation practices, log truck liability insurance premiums and claims, and implementation rates for safety practices and technologies. Three hundred ninety logging business owners were invited to participate and 86 (22%) provided usable data. Logging business fleets consisted of an average of 7.6 trucks that delivered 3.6 loads of timber per day. Contract haulers delivered an average of 36% of the timber harvested. Ninety-two percent of respondents experienced log truck liability insurance premium increases between 2018 and 2021. Liability premiums ranged from less than $5,000 to over $30,000 (USD) truck−1 yr−1. Most logging businesses required daily pre-trip inspections, regular safety meetings, and annual driver reviews. Approximately 55% of companies used road-facing dash cameras and GPS tracking. Providing continuing education to existing drivers, training and recruiting new drivers, and increasing the use of technologies such as dash cameras could improve safety and prevent future insurance premium increases.

Effect of vehicle properties and driving environment on fuel consumption and CO2 emissions of timber trucking based on data from fleet management system

This study evaluated fuel consumption and CO2 emissions for 13 typical log trucks in operating conditions in Finland. The effects of season, transportation distance, mass, vehicle and road properties, and weather conditions on fuel consumption for driving were analyzed and modeled. The average fuel consumption and CO2 emission of the 76-t trucks when driving with a load was 0.013 l(t·km)−1 and 30.856 g(t·km)−1 respectively. The consumptions and emissions for the 68- and 76-tonners were found to be at the same level per tonne kilometer due to the overload of the former. The highest consumptions were measured in January (on average 57.5 l(100 km)−1), and the lowest in July (on average 48.7 l(100 km)−1). Machine learning was applied to predict fuel consumption with the above-mentioned factors for 73,686 road segments. Based on the developed models, driving speed was the most influential explanatory variable, in addition to road gradient, pavement, and sinuosity. Engine power and truck mass had minor importance. Wind effect was the only significant weather variable. The “big data” approach, as used in this study, enables the collection of a vast amount of data on very varying conditions in log transportation. However, higher resolution data than the fleet management system data used in this study will be needed to construct more accurate models.

Working conditions and fatigue in log truck drivers within the Japanese forest industry

ABSTRACT This study clarified the working conditions and fatigue in log truck drivers in Japan’s forestry industry. Log truck drivers in Mie Prefecture, central Japan, were surveyed by questionnaires and interviews. In total, 45 valid responses were obtained from drivers; 24 who worked for transportation firms were defined as “occupational drivers” and 21 who worked for forestry cooperatives or logging companies were defined as “non-occupational drivers.” Many of the responses implied that occupational drivers had poor working conditions, making them prone to fatigue. The average mean driving distance per day of occupational drivers was about three times that of non-occupational drivers. One occupational driver reported a maximum driving distance of 700 km/day. The average mean driving time per day of occupational drivers was about two times that of non-occupational drivers. One occupational driver reported a maximum driving time of 18 h/day. However, many of the answers indicated that non-occupational drivers felt more fatigue; 66.6% had felt tired or exhausted compared to 31.8% of occupational drivers. Two-thirds of occupational drivers answered that log transportation was easier than other transportation driving compared to 4.8% of non-occupational drivers. Many non-occupational drivers (57.1%) felt that log transportation was not easy. It was not a daily task for them, as they usually drove only after logging. The non-occupational drivers felt more nervous driving relatively large trucks and transporting logs compared to the occupational drivers. These results can help inform management in the forestry industry and will contribute to improving drivers’ working environment and reducing fatigue.

The “Opening of the Clackamas”: Log Trucks, Access Roads, and Multiple-Use Infrastructure in Oregon’s National Forests

Abstract Driving mountain roads is a fundamental part of the modern experience in Oregon’s national forests. Building, maintaining, and overseeing forest access roads has been at the core of U.S. Forest Service land management policy since World War II. Beginning in 1942, demand for wartime lumber and the newly industrial scale of logging, particularly after the advent of log trucking, together precipitated a period of rapid infrastructure development in the previously remote resource hinterlands of the Pacific Northwest. Although initially a boon for public relations, timber productivity, and management itself, the roads quickly became fiscal and regulatory burdens for the federal agency. This article examines the story of public-lands logging and recreation—typically told as a narrative of environmental politics—through the lens of automobility. Mass road development, I argue, gradually produced a popular expectation—shared across political divisions and enduring more strongly than ever in the 2020s—that national forests were and forever should be places of easy automotive access. However, this expectation belies what it has taken to develop and maintain that access: namely, logging revenue. By following the political-economic, cultural, and environmental history of one notoriously busy road in northwest Oregon, the Clackamas River Road, historians may better understand the context in which multiple-use infrastructure took shape, as well as the difficult budgetary position in which USFS officials find themselves today, three decades after the spotted owl controversy all but ended a half century of national-forest log trucking.