MICHIGAN ROADS AND FORESTS. 



CASE 



8X* 10-Inch Cylinder 

 10-Ton 



Time price, 10-ton, with Simple Cylinder, 

 $2,200; with Compound Cylinder, $2,3QO. 



Ten per cent, discount fqr cash, 



Prices subject to change without notice. 







ROAD ROLLER 



BRANCH HOUSES 



Where Stocks of Machinery, Repairs and Supplies are Carried 

 for Quick Delivery. 



Guaranteed to do all or anything that can be done by 

 any other make or design of 10-ton road roller. 



Alberta. Canary. 

 California, Oakland. 

 Colorado, Denver. , 

 France, Paris. 

 Georgia, Atlanta. 

 Illinois, Chicago. 

 . . Freeport, Peoria. 

 Indiana, Indianapolis. 

 Iowa, De's Moines, 



Mason City, Waterloo. 

 Kentucky. Louisville. 

 Manitoba, Brandon, 



\Yinnipeg. 

 Minnesota. Fergus Falls, 



Mankato, Minneapolis. 

 MICHIGAN, LANSING, 

 Missouri, Kansas City, 



Saint Louis. 

 Montana, Billings. 

 Nebraska, Lincoln. 

 New York, Syracuse. 

 North Carolina. Greensboro. 

 North Dakota, Bismarck. 



North Dakota, 



Carrington, Casselton. 

 Cooperetowij, I Jevils Lake, 

 Fargo, Grand Forks, 

 Harvey, Hillsboro, Minot, 

 Park River, \\ alipeton. 



Ohio, Columbus. 



Oklahoma, Oklahoma. 



Ontario, Toronto. 



Oregon, Portland. 



Pennsylvania. Ilarrisburg. 



Russia, Odessa. 



Saskatchewan, Regina. 



South America, Buenos Aires. 



South Dakota. Aberdeen, 

 Mitchell. \Yatertown. 



Tennessee. Xashville. 



Texas, Aniarillo, 

 Dallas. [ loiiston. 



L'tah. Salt Lake City. 



\\ ashington, Spokane. 



\Viso >nsin. .Madison. 

 Oshkosh. 



SEND FOR ROAD ROLLER CATALOG 12, 

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Local Dealers in Seven Thousand Towns in the United States 



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For particulars, see our nearest Local Dealer or Branch House. 



FACTORY AND GENERAL OFFICES AT RACI.VE, Wis. U. S. A. 

 We Sell the Weil-Known Line of Troy Dump Wagons and Dump Boxes. 



Address Road Machinery Dep't 



J. I. CASE THRESHING MACHINE CO., Racine, Wisconsin, U. S. A. 



( i NCORPORATED) 



END FOR OUR CONTRACTORS' GK> ERAL PURPOSE ENGINE CATAi.ni; 14. 



THE CARE OF EARTH ROADS. 



(Frank F. Rogers, Deputy State Highway 

 Commissioner of Michigan) 



Of the 70,000 miles of public wagon roads in 

 Michigan upwards of 60,000 miles are common 

 dirt roads and will remain such for many years 

 to come. In 1908 $4,222,872.33 a little better 

 than $63 per mile, was expended in road main- 

 tenance. It is true that about $700,000 of this 

 money was expended on bridges and culverts, 

 that $530,000 was raised as county road tax and 

 that some money was expended by townships for 

 permanent work, but it well within the truth 

 to say that fully $40 per mile was expended for 

 repairs of a very temporary character. The net 

 results for so vast -an expenditure are not what 

 they should be, and as the principal leak seems 

 to be in the methods of handling the common 

 dirt roads, the State Highway Department offers 

 the following suggestions in the hope that better 

 methods will bring about more satisfactory re- 

 sults. 



This discussion pre-supposes that the roads 

 have been placed on proper lines and suitable 

 grades, for it is to deal mainly with maintenance. 

 Everybody knows that no road can be made good 

 until the hills have been graded down to reason- 

 able inclines and the road beds suitably shaped 

 for travel. Broadly speaking earth roads may be 

 divided into two distinct classes, requiring widely 

 different kinds of treatment, viz : Sand Roads 

 and Clay Roads. 



Sand Roads. 



Under this classification sand is understood to 

 mean clean silicious earths that will not compact 

 under travel, and are always loose and mealy 

 in dry weather, never presenting a hard surface 

 unless frozen. Such roads should have a nearly 

 level cross-section, with only shallow gutters to 

 remove the surface water when the ground is 

 frozen. It is well if the travel is not all con- 

 fined to one track too long, for then the sand be- 

 comes very deep. If the road is wide enough to 

 permit of several tracks, those not in use may be 



allowed to grass over, or to become covered with 

 most any form of vegetation that can lawfully be 

 grown along the highway. It is a matter of com- 

 mon observation that the tracks that have lain 

 idle a few weeks are much firmer than those in 

 daily use. The moisture should be conserved in 

 every possible way, especially by the liberal plant- 

 ing of shade trees, and particularly on the south 

 and west sides of the roadway. 



Temporary relief can be had by covering the 

 track with straw, sawdust, planer shavings, cedar 

 bark, leaves, or almost any other kind of vege- 

 table matter. The office of such material is two- 

 fold : It forms, for a time, a covering that the 

 wheels cannot easily cut through and conserves 

 the moisture, causing the sand beneath to become 

 much firmer than it otherwise could. 



Frequent scraping of sand roads with the road- 

 grader, or other scraping tools, is not only a loss 

 of time and money but a positive injury. Turn- 

 ing up the sand simply helps the wheels to cut 

 into rt that much deeper. In short, except for 

 applying such temporary helps as have been men- 

 tioned, the sand road had better be left to care 

 for itself, saving the money until the township 

 can cover the sand with clay, gravel or macadam. 



The best method of applying clay is found in 

 the state specifications for "Class A'' roads. Two 

 layers of clay mixed with sand, as therein des- 

 cribed, will make an excellent road for medium 

 traffic on sandy soils, but will not draw any state 

 reward. If gravel can be used, it should be ap- 

 plied as described in the state specifications for 

 roads of "Class B," even though but half the 

 amount can be used that would be required to 

 secure a state bounty. It may be that a township 

 can complete the road the second year and thus 

 get the money. The State Highway Department 

 is always ready to furnish particulars. 



Clay Roads. 



By clay is meant all classes of soils in which 

 clay is a considerable ingredient, including those 

 soils commonly called loams. Indeed, for the 

 purpose of this discussipn, it may be extended to 



include all soils that will pack under travel and 

 become reasonably firm in dry weather. The 

 first requisite in the care of such roads is that 

 they shall be properly shaped and thoroughly 

 drained, even to the extent of using tile drains 

 to remove the free water, if within two feet or ' 

 less from the surface. Tile drains are a necessity 

 in all springy soils. A four inch land tile laid 

 along the upper side of the road to cut off the j 

 spring water before it reaches the road bed will 

 usually prove sufficient. A line- of tile can be 

 placed on the other side later if found to be , 

 necessary. 



Where no tile drains are needed, the bottoms 

 of the open drains should usually be at least two \ 

 feet below the crown of the road. 



Grading Tools. 



Ordinary tools, such as the road-grader, the 

 flat, or Doan scraper; the drag, or slip scraper; 

 the wheel scraper and wagons, all have their 

 proper place in grading operations. For rather 

 low turnpikes no tool is so efficient as the road 

 grader in skillful hands, and no tool has wrought 

 greater mischief than this same grader when im- 

 properly used. For high turnpikes with deep 

 side ditches, the flat scraper is most efficient. In 

 moving earth lengthwise, as making cuts and 

 fills, the drag scraper is preferable for hauls up 

 to 150 feet, between 150 and 700 feet wheel 

 scrapers are more economical ; beyond that dis- 

 tance wagons are usually the cheapest. 



The Road Drag, or Plank Float. 



After the road has been graded and drained as 

 above outlined, there is very little use for the 

 four-wheeled grader. Such cheap tools as the 

 log drag, or plank float, if properly used, will^ 

 keep the roads in better shape for less money. 



The plank float, commonly called a road drag, 

 as illustrated in the accompanying cut, can be 

 made from an ordinary bridge plank by sawing 

 it in two in the middle. The two planks forming' 

 the sides should be at least two inches thick 



