The McCook tribune. (McCook, Neb.) 1886-1936, 1912-02-15

split-log drag is of great service
on roads of this class, and an
increasing mileage of the rural
highways of this country is be-
ing kept in repair economically
and we'll by the use Of this simple
implement. 1t is now in use in.
many states of the union and in.
foreign countries also, and its
adoption in most localities where
there are earth roads Will doubt
less increase.
The arm in writing this bulla-
tin has been t. give a c2nc122'
description CT the construction OF
the s~pl:t5lOg drag and the meth
cd of using it which Will give
the best results.
The Construction of a SplitLog
Drag.
The author has experimental
with a great variety eff devices
for road dragging, but has fCund
the twors!ab log or plank drag
with liberal "s2t back the m1st
satisfactory. Double drags work
ing both sides CT the roadway
simultaneously have been tried
with only limited srucccss. Th@
reason for this hes in the fact
that beth sides of an earth read
are never exactly alike. This
causes the two parts CT the drag
to work unevenly and to inter
fere with each either. 1t is also
impossible for one man to operate
both parts successfully, as will
be shown later on.
Two mistakes are commonly
made in constructing a drag. The
firzt lies in making i tcG heavy.
1t should be SO light that cine
man can EASILY lift it. ButHcE
a light drag responds more rs1d-
ily to various methods OF hitch
ing, and to the shifting CT the
hposition and weight of the Cper-
ator, both of which are essential
considerations and r discussed
more fully under the head GLOW
to use a drag A drag can be
made heavier at any time by pro-
per weighting.
The other mistake is in the use
of squared timbers, instead of
those with sharp edges, where
by the cutting effect of sharp
Lodges is lost and the drag is per-
mitted to glide over instead OF
to equalize the irregularities OF
the surface of the road. These
mistakes are due partly to bad
ly drawn illustrations and plans
of drags which have occasionally
appeared in newspapers and part
" to the erroneous idea that 1T
is necessary that a large amount
of earth shall be moved at one
thine.
A dry red cedar log is the
best material for a drag. Red
elm and walnut when thoroughly
dried are excellent and box elder
soft maple, or even Willow r
preferable to oak, hickory, or
ash.
The log should be Z or 8 feet
long and from 10 to II inches IN
} diameter, and carefully split
down the middle. The heaviest
and best slab should be selected
for the front. AT a point ON their
front slab 4 inches from the
end that is to be at the middle OF
the road locate the center OF
the hole to receive a cross stake
and % inches from the other end
of the front slab locate the cen
ter for another cross stake. The
hole for the middle stake will he
ON a Line connecting and halfway
between the other two. The back
slab should now be placed IN POI
sition behind the other. From
} the end which is to be ait the
middle of the read measure ~
{ inches for the center of the cross
stake, and 6 inches from the 9th
} er end locate the center of the
outside stake. Find the center Oh
} the middle hole as before. When
these holes are brought opposite
} each other, one end of the back
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 2 inches in diameter. Care
must be taken to hold the auger
plumb an boring these holes in
order that the stakes shall ft
8 properly. The hole to receivf
D the forward end the chain shoul6
be bored at the same time.