LUMBERING IN" PINE REGION OP CALIFORNIA. 59 



Many firms build their owii logging cars, particularly those using 

 narrow-gauge flat cars. The complete cost of building such flats, 

 24 feet in length, is commonly about $600. Each car is equipped 

 with chains for binding the logs, which cost, per car, from $10 to $20. 



Upon the smaller operations usually about three sets of cars are 

 required; one at the pond, one on the road, and the other in the woods. 

 Larger operations require at least four sets of cars, a loaded and an 

 empty set being in the woods all of the time. In most instances a 

 few extra cars are in the repair shop or being used for other purposes. 

 With a hauhng distance of 10 miles or more, at least two locomo- 

 tives are required; one for the main-hne haul and the other for 

 switching the loads out to the main line. 



Upon a road 16 miles in length, including spurs, one 35-ton main- 

 line rod engine, one 42-ton geared engine, and 80 flats 24 feet in 

 length are required for a daily output of 160,000. The usual train 

 load is 16 flats. A company operating 11 miles of railroad with 

 heavy grades has one 32-ton and two 42-ton geared locomotives and 

 seventy 24-foot flats. The usual train is 14 cars and the daily output 

 is about 250,000. A firm with a daily output of 220,000 has 20 

 miles of logging railroad with heavy grades and 10 miles of spurs. 

 Two geared locomotives, one 56 and the other 60 tons, are operated 

 on the main Hne. Two 37-ton geared locomotives are required for 

 switching on the spurs. The usual train load is 18 cars, and a total 

 of one hundred and fifty 24-foot flats are required. 



Operation. — A general idea of the operation of logging raikoads 

 has already been given in the discussion of equipment. The crew 

 required, as well as the amount of equipment, depends upon the 

 daily output and the resistance. Upon small operations one loco- 

 motive and crew is sufficient. This engine hauls the empties out to 

 the woods, switches them to the yarders, picks up the loaded cars, 

 and takes the train to the mill. In most instances two trips are 

 made daily. Larger operations with longer raiboads keep one loco- 

 motive in the woods distributing empties and switching out the 

 loaded cars to a point whore they are picked up by the main line loco- 

 motive. Still larger operations have two main-hne locomotives and 

 two or more locomotives switching in the woods. 



Geared lof;omotivos are slower than rod engines and more of them 

 are necessary for the same mileage. Enough (;rews and locomotives 

 should bo maintained on any operation to k(uip the loaders supplied 

 with empty cars. Delays causcul by lack of cars materiaUy increase 

 the cost of yarding and loading. 



One train crew is assigned to each locomotive. On most logging 

 railroads the customary crow (;onsists of a condw.tor, T)rakeman, 

 engineer, and fireman. The daily labor cost is from $15 to $16 for 

 10 liours work. (JverLinie iit the r(!giil;u- ra.tes is n,ll()vv(i(l lor uny 



