In general four types of roads are used by loggers: (1) the cross-plank road, (2) the fore and aft pole road, (3) the fore and aft plank road, and (4) the cement road. The puncheon road is a modification of the fore and aft plank road and will be taken up with the latter. The methods and cost of construction, the advantages and the disadvantages of these various types of roads follow in detail. _Sub-Grade_: The sub-grade is put in the same way for each type of road. The average width of the truck is seven feet and six inches, calling for a road about eight and a half feet wide, so that the sub-grade should be twelve feet in width. An illustration of the amount of grading necessary is shown on page 25. Too much care cannot be taken in the matter of ditches for draining. In a rainy climate, the water should be carried away from the hill side of the grade every fifty feet. _Cross-Plank Road_: The cross-plank road is constructed by laying cull ties on hewn poles lengthwise of the road. Three rows, four feet apart are used and second grade ten foot plank, six inches thick and of random widths, are securely nailed to the ties. Great care must be taken to have the ties laid fairly smooth if the road is to be even. Plank less than six inches in thickness should not be used as the thinner ones very soon crack and go to piece under the excessive jar and vibration. This is a very expensive road to build as it wastes material. Six thousand feet of lumber is necessary for every hundred foot station, at a cost of $222 a station for the material alone, without considering the cost of laying it. The maintenance cost also is very heavy because the nails pull out as a result of the vibration caused by the truck. This type of road is used only over short stretches, such as swampy ground in connection with the dirt road, and on steep grades and sharp turns in connection with the pole or plank road. The Esary Logging Company at Camano Island, Washington, put in a cross-plank road for a short distance on a sharp curve and a steep grade, to see how it would affect the traction. It was found that cross planking was not necessary on curves where the grade is ten per cent or less when coming down with a load, providing trailer brakes are used. In the future the company will not use this type of road unless grades above this maximum are encountered. It is impossible to lay a cross-plank road smoothly because the stringers settle and make the road bumpy. The resulting jar on the equipment and the fact that these stretches have to be taken at a much reduced speed, furnish ample reason to condemn its use.