The Democratic advocate., 1908-06-12
THE SPLIT LOG DRAG.

IHE SPLIT Lug DRAG.
How and When to Use it to Get the
Best Results.
One of the latest publications issued
from the Office of Public Roads of the
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, it's efficiency
and it's cheapness, both in construc-
ton and operation, it is destined to
come more and more into general use.
With the drag properly built and it's
use well understood, the maintenance
of earth roads becomes a simple and
inexpensive 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
others which are equally important
cannot be 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 DIS earth roads for
many years to come. This must be
done by inexpensive methods and the
split-log drag will be powerful aid
if economy is the criterion demanded.
The best results have been obtained
by dragging roads once each way after
each heavy rain. In some cases, how
ever, one dragging every three or
four weeks has been found sufficient
to keep road in good condition.
When the soil is moist but not
sticky the drag does it's best work.
AS the soil in field will bake if
ploughed wet, so the road will bake
if the drag is used on it when it is
wet. If the roadway is full of holes
or badly rutted, the drag should be
used once when the ground is soft and
slushy. This is particularly appli-
cable before a cold spell in winter,
when it is possible to so 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 hitching.
Shortening the chain tends to lift the
front slab and make the cutting slight,
while a longer hitch causes the front
slab to sink more deeply into the
earth and act on the principle of
plow.
If a furrow of earth is to be moved,
the doubletree should be attached
close to the 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 different
localities, however, that it is quite i'm
possible to lay down specific rules.
Certain sections of the roadway will
require more attention than others,
because of steep grades, wet weather
springs, soil conditions, exposure to
sun and wind, washes, etc. There is
one condition, however, in which
special attention should be given.
Clay roads under persistent draggings
frequently become too high in the
center. This may be correctedby drag
ging the earth toward the center of
the road twice, and away from it
once.
There is no question as to the
economy of the roadmaking imple-
ment, either in first cost or in oper-
alton. In six counties in Kansas in
1906 the cost of maintaining ordinary
earth roads, without the aid of the
split-log drag, averaged $42.50 a mile.
These figures were furnished by
Professor w. C. Hoad, of the Univer-
sity of Kansas, who secured them from
official records of the counties.
Some figures furnished by E. P.
Sanborn and r. H. Ashton, General
Manager of the Chicago and North
western Railroad, have revealed the
wonders of this simple device. Mr..
Sanborn said "the least expense per
mile per annum for split-log dragging
was S1.50, the greatest little over
Sc, and the average expense per mile
for 5A miles little over So. I have
lived along this road all my life, and
never in 40 years have I seen it freer
from mud and dust, despite the fact
that during the season we have ex-
perienced the extremes of weather
conditions"
The testimony of Mr.. Ashton is
equally strong. Learning that
township in Iowa had been making an
investigation of the split-log drag and
had been experimenting with it for
year on % miles of highway, he sent
an agent to secure information. 1t
was reported that although the town
board had paid the cost of making
the drags and hiring men to operate
them, the total expense for one year
averaged but $240 a mile, and the
roads were reported to have been
like race track the greater por-
ton of the year.