The fore and aft plank road is one of the best roads that can be put in where the timber is of sufficient quantity to justify the expense. The big advantage is the speed that can be made and the saving in the equipment. Such a road is very free from bumps and the jar and vibration on the truck is no greater than on a city pavement. The depreciation on a truck depends to a great extent upon the road operated over. With the above type, depreciation on the truck will not be less than five years. In addition, tire mileage will be double that obtained over a pole road, and the gasoline and repair expense will be very materially cut. Owing to the very small vibration, a load of logs can be brought to the landing as fast as it is safe to let the truck glide on a down grade. Speeds as high as 20 miles an hour can easily be taken without excessive vibration. The traction is greater on this type of road than it is on the pole road, due to the greater bearing surface. Traction on grades up to 12% is easily secured by sanding the plank. _Concrete Roads._ Concrete has been suggested as an ideal road material. However, up to the present time, loggers have not been very enthusiastic about this type of road on account of the cost of construction, which is somewhat more expensive than the other types of roads, and on account of the permanence of the finished road which is beyond that needed. To the writer's knowledge, there is no company operating in the Northwest over a concrete road of their own building. In the future such roads may be used to a limited extent on the main haul by companies which have operations extending over at least a five year period. The spur roads will probably always be of some other material. In building such roads two tracks of concrete, one for each wheel are provided. The sub-grade should be well ditched in the center with cross ditches every fifty feet, as is done with the pole road. It has been suggested that the ditches holding the track be six inches deep and twenty-six inches wide. They are filled to the top with concrete and built with a lip four inches high and four inches wide along the outside on top of the main surface to serve as a guard rail. No forms are necessary except for the guard lip. A word of caution here may not be amiss. Concrete roads of this nature must be regarded as only experimental, for no specific data are available for determining the proper section of concrete to be used for carrying heavy loads on so narrow a bearing surface. It is evident that the carrying capacity of such strips of concrete would be greatly affected by the character of the sub-base. It will therefore be impossible to specify a standard that can be used under all conditions.