The ranch. [volume] (Seattle, Wash.) 1902-1914, 1908-06-15

United States Department of Agricul-
ture treats of the split-log drag, an
implement which numerous expert
ments have conclusively shown to be
the greatest possible boon to keep
earth roads smooth and passable. Be-
cause of it's simplicity, its efficiency
and its cheapness, both in construction
and operation, it is destined to come
more and more into general use. With
the drag properly built and its use
well understood, the maintenance OF
earth roads becomes simple and in
expensive matter.
At the present time there are ap-
proximately 100000 miles of earth
roads in the United States. Some OF
the most important of these roads will
eventually be improved with stone,
gravel and other materials. Many 9TH
ers which are equally important can
not be so improved on account of lack
of funds or suitable materials, while
still others will not require such treat
ment because of the light traffic to
which they are subjected. For these
reasons the majority of our roads
must be maintained as earth roads for
many years to come. This must be
done by inexpensive methods and the
split-log drag will be a powerful aid
if economy is the criterion demanded.
In the construction of this imple-
ment, care should be taken to make
it so light that one man can lift it
with ease, light drag responding
more readily to various methods OF
hitching than heavy one, as we'll as
to the shifting of the position Of the
operator. The best material for a
split-log drag is a dry red cedar log,
though red elm and walnut are excel
lent, and box elder, soft maple, or
even willow are superior to oak, hick-
DRY or ASH The log should be be-
tween and 10 feet long and from 10
to II inches in diameter at the butt
end. 1t should be split carefully as
near the center as possible, and the
heaviest and best slab chosen for the
front. In the front slab inches from
the end which is to drag in the mid
die of the road bore a Pinch hole,
which is to receive a cross bar. At a
distance of % inches from the other
end of the front slab, locate the GEN.
ter for another cross bar. The hole for
the middle bar will be on a line con-
Meeting and halfway between the two.
Then place the back slab in position,
and from the end which is to drag in
the middle of the road measure 20
inches for the center of one cross bar
and inches from tho other end locate
the center of the opposite bar. The
hole for the center bar should be To-
Gated halfway between the two. All
these holes should be carefully bored
perpendicular or at right angles to
the face of the split log.
If these directions are followed it
will be found that when the holes of
the front and back slabs are brought
opposite each other, one end of the
back slab will be 16 inches nearer the
center of the roadway than the front
one. That gives what is known as a
"set back" The bars, which are 80
inches long, will hold the slabs this
distance apart. When the bars have
been firmly wedged into their sockets,
a brace about 2 inches thick and
inches wide may be placed diagonally
to them at the ditch end of the drag.
A cleated board is placed between the
slabs and across the bars for the
driver to stand on.
By many it is deemed best to place
a strip of iron along the lower face Of
the front slab for cutting blade and
to prevent the drag from wearing. The
drag may be fastened to the double
tree by means of a trace chain. The
chain should be wrapped around the
left-hand or rear bar and passed over
the front slab. Raising the chain at
this end of the slab permits the earth
to drift past the face of the drag. The
other end of the chain should be
passed through a hole in the opposite
end of the front slab and held by a
pin passed through link.