LUMBEEING IlSr PINE EEGIOlSr OF CALIFORNIA. 47 



placed on the main line. The better layout, and one now coming 

 into general use, is to locate the logging railroads on the faces of the 

 slopes and ehniuiate chutes as much as possible. A large part of the 

 yarding can thus be done directly to the main line. Spurs are 

 constructed to within yarding distance of the remaining timber. 

 Chutes are used only to tap inaccessible coves where the amount of 

 timber will not warrant a spur. 



Although it is ordmarily good economy to construct spurs as above, 

 the mileage obviously must not be increased to a point where the 

 saving in yarding is more than offset by the added cost of spurs. 

 For big-wlieel yarding, spurs should be placed within one-quarter 

 mile of all tmiber. For donkey yarding, with favorable conditions 

 for railroad building, the maximum distance from the stump to the 

 track should be from 1,400 to 1,500 feet. Where raih-oad construc- 

 tion is more difficult, the outside distance should be 2,000 feet, with a 

 usual maximum of 1,600 feet. Usually hi locating spurs, the proper 

 settings for the yarding engines are selected and the spur laid out to 

 reach these settings. 



Switchbacks are frec|uently used in order to climb elevations where 

 otherwise the grade would be too steep. As many as four switch- 

 backs are sometunes used m laying out a single spur. Where the 

 rise is considerable, a log hoist or an inchne is often cheaper than 

 switchbacks or detours. 



There are two gauges used generally for logging roads in this 

 region; narrow gauge, 36 inches m width, and standard gauge, 56^ 

 inches in width. One exception is a road with a width of 1 meter. 

 Narrow-gauge roads can be constructed for less than standard gauge, 

 and the equipment is lighter and less expensive. 



The standard gauge is preferred by most operators because a larger 

 tonnage can bo handled at a lower cost for operation and maintenance. 

 One of its greatest advantages is that standard equipment, such as 

 trunk-line cars, can be haided on it. This is of great importance 

 where the logging road coimects with common-carrier railroads, 

 because supphe.s and horse feed can be dehvercd at the camps in 

 the original cars and any product, such as cordwood or posts, can be 

 loaded for shipment on standard cars. 



The narrcjw gauge is preferred in vciy rough country, because 

 sharper curves arc permissible, less width of roadbed is requircH, and 

 the const njft ion fost is less. Furtlicr, in small or sliort-tinie opera- 

 tion's the investment for a narrow-gaug(i railroad and ecpiipnuvnt is 

 all that is justified. If a narrow gauge is selected as the proper 

 typo all logging raikoads on tlie operation slioiild be of the same 

 gauge. 



The maximum grades and curvature allowalde on a logging rail- 

 road vary with the character of lh<^ line and tlie type of locomotive. 



