Williams news., 1914-09-24
F0F5[N NA[QS
IMPORTANCE OF ROAD REPAIR
impression That There Are Certain Types of Highways That Are Per
 manent Is Erroneous.

Inor6 Is no pna66 or the road prOD- lem more important than that of main tenance. The general impression that there are certain types of roads that are permanent is erroneous. No per manent road has ever been construct ed or ever will be, according to the road specialists of the United States department of agriculture. The only things about a road that may be con sidered permanent are the grading, culverts and bridges. Roads construct ed by the most skillful highway engi- neers will soon be destroyed by the traffic. frost, rain and wind. unless they are properly maintained. But the life of these roads may be prolonged by systematic maintenance. A poor road will not only be improved by proper maintenance, but may become better in time than good road with out it.
 The first and last commandment in earth road maintenance is to keep the surface well drained. To insure good drainage the ditches should be kept open, all Instructions removed and a smooth crown maintained. Except for very stony soil the road machine or scraper may be used very effectively for this work The machine should be used once or twice year and the work should be done when the soil is damp so that it will pack and bake into a hard crust Wide and shallow side ditches should be maintained with sufficient fall and capacity to dispose of surface water. These ditches can in most places be constructed and re- paired with a road machine.
 All vegetable matter such as sods and weeds should be kept out of the road as they make spongy surface which retains moisture. Clods are also objectionable for they soon turn to dust or mud and for that reason roads should never be worked when dry or hard Boulders or loose stones are equally objectionable if smooth surface is to be secured
 A split-log drag or some similar de. vice is very useful in maintaining the surface after suitable ditches and cross sections have once been secured. This drag can also be used to advan- tage on g gravel road as well as on an earth road. The principle involved in dragging is that clays and most heavy soils will puddle when wet and set very hard when dry. The little atten- ton that the earth road needs must be given promptly and at the proper time if the best results are to be obtained. In dragging roads only small amount of earth is moved. just enough to fill the ruts and depressions with a thin layer of plastic clay or earth which packs very hard so that the next rain instead of finding ruts, de. pressions and clods in which to collect runs of leaving the surface but little affected.
 The drag should be light and should be drawn over the road at an angle of about forty-five degrees. The driver should ride on the drag and should not drive faster than a walk. One round trip, each trip straddling a wheel track. is usually sufficient to fill the ruts and smooth the surface. If neces- sary the road should be dragged after every bad spell of weather, when the soil is in proper condition to puddle well and still not adhere to the drag. If the road is very bad 1t may be dragged when very wet and again when it begins to dry out. Alfew trips overs the road will give the operator an idea as to the best time to drag. Drag at all seasons, but do not drag a dry road.
 The slope or crown of an earth road should be about one inch to the foot. If the crown becomes too high 1t may be reduced by dragging toward the ditch instead of from 1t. If the drag cuts too much, shorten the hitch and change your position on the drag. If it is necessary to protect the face of the drag with a strip of iron, it should be placed flush with the edge of the drag and not projecting. A cutting edge should be avoided, as the main object in dragging Is to smear the damp soil into position.
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