Vernon County censor. [volume] (Viroqua, Wis.) 1865-1955, 1911-11-15
split-LOs Drag.

The many useful advantage 10 be
gained from the persistent use OF a
road-drag on earth roads are very
clearly set forth in pamphlet issued
by the United States department OF
agriculture. The subject, The Use of
the Split-Log Drag on Earth Roads.
is treated in Farmers Bulletin 32l,
by D. Ward King. an expert in the Of
fee OF public roads. In opening his
description On the drag, Mr.. King ex-
plains that there are at present IN
this country about 100000 miles OF
earth roads, most of which must be
maintained by some means more or
less inexpensive. The split-log drag is
of great service on roads OF this class.
The author of the pamphlet has expeT-
imented with a great variety of devices
for road dragging, but has found the
two-slab log, or plank drag. with lib
eral setback, the most satisfactory.
Double drags for working both sides
of the road simultaneously have been
tried with only limited success. The
reason for this lies in the fact that
10th sides of al earth road are never
exactly alike THIS causes the two
parts of the drag to work uneveniy
and to interfere with each other. II
is also impossible for one man to op-
crate both parts successfully. Contin-
uirg, the author says in part:
Two mistakes are commonly made
in constructing a drag. The first lies
In making it too heavy. II should be
so light that one man can easily lift
it. Besides, a light drag responds
more readily to various methods of
hitching and TO the shifting OF the po-
sition and weight of the operator. The
other mistake is in the use CT squared
timbers instead of those with sharp
edges. whereby the cutting effect OF
sharp edges is lost and the drag is per
mitted to glide over instead OF to
equalize the Irregularities in the sur.
face of the road A dry cedar log is
the best material for drag. Red elr,
and walnut, when thoroughly sea.
soned, are excellent. and box elder
soft maple, or even v-.;io-' are prefer
dDfe u Odh, ulChOty Va Noh.
The log should be seven or eight
feet long and from ten to twelve
inches in diameter. and carefully split
down the middle. The heaviest and
best slab should be selected for the
front At a point on this front slat
four inches from the end that is to be
at the middle of the road locate the
center of the hole to receive cross
stake and % inches from the Other
end OF the front slab locate the center
for another cross stake. The hole fol
the middle stake will lie on line con
Meeting and halfway between the
other two. The back slab should nov
be placed in position behind the other
From the end which is to be at mid
die of the road measure 20 inches fol
the center of the cross stake and sis
inches from the other end locate the
center of the outside stake. Find the
center of the middle hole as before
When these holes are brought oppo
site each other, one end of the bacl
slab will lie 16 inches nearer the center
of the roadway than the front one
giving what is known as set back.
| The holes should be two inches in di
ameter. Care must oe taken to hole
the auger plumb in boring these holes
in order that the stakes shall fit prop
erly. The hole to receive the forward
end of the chain should be bored a
the same time.
The two slabs should be held 81
inches apart by the stakes. Straight
grained timber should be selected FOL
the stakes, so that each stake shall ii
snugly into the two-inch hole wher
the two slabs are in the proper posi-
ton. The stakes should taper gradu
ally toward the ends. There SHOULD
be no shoulder at the point where
the stakes enter the slab. The stakes
should be fastened in place b,
wedges only.
When the stakes have teen placed
in position and tightly wedged. Z
brace two inches thick and four inche:
wide should be placed diagonaliy e
them at the ditch end, as shown IL
figure l. Tho brace should be dropped
on the front slab, SO that its lowel
edge shall lie within an inch OF this
ground, while the other end should
rest in the angle between the slab and
the end stake.
A strip of iron about S1s feet long