FOREST UTILIZATION 33 



roads the rails are often fastened lengthwise on 

 sawn or hewn stringers, which arrangement 

 allows of light rail. The gauge is measured 

 inside the tops of the rails if the flange is inside, 

 and outside the rails if the flange is outside. If 

 the wheel has a double flange, measure from 

 center to center of rails. 



In lumbering operations, the standard gauge (56^ 

 inches) is generally preferred, since heavier 

 loads can be taken and since the rolling stock 

 can be disposed of more readily at the end of 

 operations. Of the narrow gauges 36 inches is 

 best, since the odd gauges prevent ready exchange 

 of addition to and sale of rolling material. 



In mountainous sections narrow gauge is preferred. 

 Here the expense of wide gauge track is too 

 high, since it requires flatter curves, smaller 

 grades and largely increased outlay for roadbed. 



In standard lumbering operations a heavy (56 

 pounds) rail is now preferred, the up-keep of 

 track being cheaper, the bed for the track being 

 less expensive and fewer ties being required for 

 the heavy rail. Light rails are so twisted, after 

 short use, that they cannot be sold at second 

 hand. For 36-inch gauge a rail weighing 16 

 pounds to 20 pounds is best. 



Rule for number of tons of rail required pef 

 mile : 



1. Tons of 2,000 pounds. 



Multiply the weight of the rail by 7/4 and 

 you obtain the number of tons required 

 per mile. For example, 2O-pound rail x 

 7/4 = 35 tons. 



2. Tons" of 2,240 pounds (after which rails 



are usually sold). 

 Multiply weight of rail by 1 1/7 instead 



of by 7/4. 

 The price per ton of rail (steel) varies 



from $25 to $35. 



The interdependence between locomotive's 

 weight and minimum weight of rail per~ 

 missible is given by the following equa- 

 tion : 



wherein w stands for weight of locomo- 

 tive in tons ; n stands for number of 



