

Logging in Wisconsin 69 



There are two loading crews in Camp No. 2, each composed 

 of five men. Empty logging cars are " spotted" at loaded skid- 

 ways by the train crew. These cars will hold from 2,000 to 

 2,800 B. M. but at the Robbins camps the average load is about 

 2,000 feet. Each loading crew is supposed to load 50,000 B. M. 

 per day but occasionally falls below this where the timber is 

 poor or accidents happen. 



At camp No. 1 all log cars were unloaded and the loads 

 transferred to a standard guage car by a steam loader or by a 

 horse loader which is known as a horse-jammer. The steam 

 loader averaged 100,000 feet per day while the horse-jammer 

 averaged 25,000 feet per day. The steam loader is to be greatly 

 preferred for this class of work and if worked to the best advan- 

 tage should save from 40 to 60 percent of the cost that would be 

 necessary to handle the logs by the horse-jammers. Horse-jam- 

 mers may be built for approximately $100 and are an advant- 

 age because of their slight cost, ease of moving and adaptability 

 for small operations. The horse-jammer is a derrick which is 

 built upon a sled and can be set close to the car. It is held 

 in place by the use of cables and chains which are fastened to 

 trees and the rails. A cable is run through the top and bot- 

 tom of the derrick, one end of which is used to load the logs 

 while the other is fastened to the team. The team end of the 

 cable is so arranged that the team can haul both ways, thus 

 saving the time which would be necessary to return to the der- 

 rick at the end of each haul, if such an arrangement could not 

 be made. 



The topography of the Lake States is well suited to railroad 

 logging yet the laying out of the logging road is often a difficult 

 proposition. It should be located so as to tap the best bodies of 

 timber, to follow the easiest gradients, and have as few curves 

 and bridges as possible. It is usually laid out by the woods 

 superintendent but occasionally by a cruiser. It is invariably 

 a narrow gauge road because of the smaller cost to build, equip 

 and operate than would be necessary for a broad gauge. In this 

 operation the road was 36 inch gauge, made of 30 pound steel 

 costing $28.00 per ton. The cost per mile for grading and laying 

 rails was $500.00, for ties was $150.00. In making fills and cuts 

 it is customary to make the grade extend two feet beyond the end 

 of the ties. Where there is a large fill a foundation is made by 

 criss-crossing timbers which may or may not be supported by an 

 earth filling. Logging engines have a variable cost and where- 

 ever possible second hand engines are used for the purpose. A 

 new logging engine costs $5,000 but a second hand one can be 

 obtained much cheaper. The one used by the Robbins Lumber 

 Company cost $800. 



