60 BULLETIN 440, U. S. DEPAETMENT OP AGEICULTURE. 



work in excess of tMs period. On long runs or heavy grades this 

 crew may be increased by a second brakeman, thus adding from 

 $3 to $3.50 to the daily cost. Where there are several crews the 

 services of a dispatcher are required. 



On accoimt of the danger of setting fires with sparks from wood, 

 the common fuel for locomotives is oil. Burning oil also renders a 

 locomotive somewhat more efficient than when wood is used. Oil 

 is also easier to handle and saves considerable time. The amount 

 consumed daily depends upon the size of the locomotives and the 

 resistance of the road. For example, a 35-ton rod engine on a 12-mile 

 maui-line haul, with grades of 1 per cent loaded and 2 J per cent 

 empty, consumes 10 barrels daily. A 70-ton engine on a lO-mile 

 main-line haul, with grades of 2 per cent loaded and 5 per cent 

 empty, consumes 20 barrels daily. The present cost of fuel oil 

 dehvered at the various logging railroads in California ranges from 

 $1.10 to $1.30 per barrel. A good figure for estimating fuel costs is 

 $1.20 per barrel. 



Where fuel oil is not obtainable at a reasonable cost, which is 

 usually at mills with lumber flumes, wood must be used — either slab 

 wood or split white fir. The cost is from $1.75 to $2.25 per cord, 

 besides the time spent in loading it on the tender. A 42-ton geared 

 locomotive working fairly hard requires about 7 cords per day. 

 Thus it appears, ehminating the extra efficiency of oil and loss of 

 time on the part of the train crew, that the daily cost is much the 

 same. One operator whose wood costs $2.50 per cord calculates 

 that he saves $1.50 daily on a 35-ton locomotive, and states that the 

 oil-bm-ning locomotive handles 16 cars and a wood burner but 14. 



The expense chargeable to railroad transportation of logs, in 

 addition to train labor and fuel, includes the cost of lubricating oil 

 and waste, upkeep of locomotives and cars, and upkeep of the road- 

 bed. Sometimes miloading is also included. The minimum expense, 

 even for the shortest hauls, is from 35 to 50 cents per 1,000. The 

 cost. on a 5-mile haul where one locomotive and crew is employed 

 to get out 60,000 daily is approximately 60 cents per 1,000, divided 

 into 32 cents for labor and fuel, 12 cents for maintenance of way, 

 11 cents for repairs to rolhng stock, and 5 cents for oil, waste, and 

 supphes. 



The cost for one haul of from 14 to 16 miles with favorable grades 

 and good roadbed is 84 cents per 1,000, approximately as follows: 

 Traiu labor, 20 cents; fuel, 14 cents; maintenance of way, 23 cents; 

 supphes, 3 cents; inspection and maintenance of equipment, 24 

 cents per 1,000. Two oil-burning locomotives are required for a 

 daily output of 160,000. Upon a difficult 12-mile main-line haul two 

 geared locomotives move 280,000 daily at a cost of 94 cents per 1,000 

 as follows: Labor and dispatching, 22 cents; fuel, 18 cents; oil, waste, 



