The commonwealth. (Scotland Neck, N.C.) 1896-1929, 1908-06-11

return in the same manner over the
other half of the roadway. Such
treatment will move the earth tc-
wards the center of the roadway ard
raise it gradually ABOVE the sur
rounding level.
The best results have been obtain
ed by dragging roads once each way
after each heavy rain. In some cases,
however, one dragging every three
Or four week has been found sufici-
ent to keep road in good condition.
/ When the soil is moist but not
sticky the drag does its best work.
As the soil in a field will bake if
! p.oughed wet, SO the road will bake
If the drag is used Oh it when it is
wet. II the roadway is full of holes
or badly rutted, the drag should be
used once when the ground is soft
and s!ushy. This is particularly ap-
piicable before a cold spell in winter.
when it is possible to prepare the
surface that it will freeze smooth.
Not infreQuently conditions are
met which may be overcome by a
slight change IN the manner Of hitch
ing. Shortening the chain tends to
lift the front sab and make the cut
ting slight. while a longer hitch
causes the front to sink more deeply
into the earth and act on the princi-
PIE of a plow.
If Il furrow of earth is to be NOV
ed, the doubletree should be attach.
ed close to a ditch end OF the drag,
and the driver should stand with one
foot on the extreme forward end Of
the front slab.
Conditions are SO varied in differ
ent localities, however, that it is
qui impossible to lay down specific
rules. Certain sections of roadway
will require more attention than 9TH
ers, because Of steep grades. wet
weather springs, soil conditions, ex-
posure to sun and wind, washes. etc.
There is one condition, however, in
with special attention should be
given. Clay roads under persistent
draggings frequently become too
high in the center. This may be
corrected by dragging the earth to-
wards the center Of TIE road twice,
and away from it once.
There is no question as to the
economy of this road-making impIe-
ment, either in first cost or in oper; =
ton. In SIX counties in Kansas in
1905 the cost Of maintaining ordinary
earth roads, without the aid Of the
split-log drag, averaged $42 80
mile. These figures were furnished
by Professor w. c. Eoad. Of the
University of Kansas, who secured
them from official records of the
counties.
Some figures furnished by T. P.
Sanborn and r. H. Ashton, General
Manager OF the Chicago and North
western Railroad, have revealed the
wonders Of this simple device. Mr..
Mr.. Sanborn said the least expense
per mile per annum for split-log
dragging was $3.50, the greatest a
little over $6. l have lived along
this road all my life and never in 40
years have | seen it fIeer from dust
and mud, despite the fact that dur
ing the season we have experienced
the extremes of weather conditions" "
The testimony of Mr.. Ashton, is
equally strong. Learning that
township in Iowa had been making
an investigation of thesplit-log drag
and had been experimenting with it
for year on % miles of higway, he
sent an agent to secure information.
It was reported that although the
town board had paid the cost Of
making the drags and of hiring m-n
to operate them, the total expense
for one year averaged but $40 a
mile, and the roads were reported
to have been like race track" the
greater portion of the year.
BE KGtural.