MOLINE PLOW CO

Dept. 42, MOLINE, ILL.

Branches in U. S., Canada and European Countries Sold by Dealers everywhere.

Collect Machinery Repair- Parts

r\ ON'T sell your worn-out tools to the junkman. When other farm work is not pressing take them apart, keeping all parts and bolts that may come handy, and then sell all iron not wanted at so much per pound. You will thus realize more than was offered for the whole.

The bolts from a binder may save a trip (or many perhaps) to town.

The web rollers make excellent gate-frame hinges for garden or yard. They can also be used for moving buildings. We moved a twenty-by-twelve-foot building over twenty feet with them. J. E. R.MSER.

Tflis Book Will Solve Your

If You Want a Reliable Supply of

CAS FOR UCHTING £AS FOR COOONG GAS FOR BEATING WATER. ETt

^ you shoald write at once ior this ;, book. It gives the results of orep '44 Years of eimienceiii nhing 20,000 VnUems awSa l» l oan. Write today for this book and nAinefl of uf ers in your vidnity.

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To Remove Burs from Horse's Tail

A HORSE will get his tail and mane full £r of burs now and then in spite of all attention. Maybe he will roll and get mats formed that will be quite a task to remove.

To get them out easily, take an oil-can and put some oil on the matted parts. Rub and work these places to make the oil strike through, and the burs will slip out easily, E. P. H. Gregory.

Anti-Friction Sagless Gate

OERE is an easy- swinging gate that can be made in any length desired and is especially good for the garden or poul- try-yard. Take an old buggy axle, and hav.: your blacksmith straighten it and make a square hole (AA) three inches from each end and large enough for a one-half-inch bolt. The square hole will keep the bolt from turning when axle is bolted to the gate.

Dig a round hole one foot in diameter by the post, knock spokes out of an old wheel that fits the axle, and set the hub (B) just deep enough so it will be one inch above the level of the ground. Set axle in the hub as nearly plumb as you can, then remove the axle, and fill the hole with cement (sand, two parts; cement, one part), level with top of ground.

When the cement is hard put the axle

back into the hub, using a washer to prevent binding, and have your blacksmith make an iron bracket (D) to support the upper end of the axle vertically.

The axle is then bolted onto a gate con- structed as illustrated, using bolts at AA,

To Lx)ck a Rolling Door

T^AKE an old buggy * hub and burn all of the wood out of it, then with a sharp cold- chisel cut the rivets where the spokes join the hub. Now take your chisel, and cut a one - and - one - half - inch hole on the side you are to use next to the door, and nail the hub securely to the wall next to the door. Nail or staple a piece of trace-chain about one and one-half feet long to the door, run the chain through the hole you have cut in the hub, and fasten your lock on it. Push your lock back in the hub, and you have it out of the rain and snow, C. W. Gr.w.

Run On Coal Oil

Ellis Engines give more power on coal oil than other engines on gasoline. You save 50c on the dollar in fuel. Strongest, simplest engines made — only three working parts. New two-c>-Iinder 12 H. P. engine does work requiring up to 15 H. P. All Ellis Engires can be run on gasoline, distillate or any fuel oil without extra equipment.

have patent throttle, gtrtng three ea- giaes In one. Aatomobiie muQier, ' speed -changing governor, nam either way, reversible while ran- niug. Guaranteed 10 year*. Wo pay freii^Lu 30 days free trial. Bay direcc and save money. Writo for catalogue showing 1913 modela with special prices.

EUIS ENGINE COHPANT 107 MnUett St. Petroit. Mlcfa. W» pay Fralght

Wheel Used to Stretch Wire

T^AKE any farm-wagon, and back it against a tree, if on the line of the proposed fence ; if not, set a good stout post in solid, and back wagon against the post, having one rear wheel in line with the face of the post. Raise the wheel, and place a jack under it so the wheel turns freely. Fasten one end of the wire around a spoke close to hub. then unroll wire to the other end of the fence, and fasten with a staple. Now turn the wheel until the wire is as tight as is desired, and staple it fast. Proceed in same iftanner with each wire until all are fastened. .\ny length can be stretched by this method if the ground is level, or nearly so, and can be made as tight as you wish it. The lever- age is so great that one must be careful not to break the wire. S. E. Rhine.

Headwork Winner — April Twelfth

The first-prize contribution in the Head- work Shop, in the April 12th issue, was "Mice by the Sack." by Ella R. Wiley

What is Your Favorite Milking-Stool?

■pARM AND FIRESIDE wishes to collect information which will lead to the publi- * cation of the best milking-stools used by our readers. All dairymen are therefore invited to write the Editor qf the Headwork Shop a short letter not exceeding two hundred words, accompanied by a sketch of their favorite stool. Give reasons for your choice and the special advantages of the stool preferred.

The three best articles will be paid for at regular rates. Contributors arc asked to enclose a stamped, self-addressed envelope if they wish their manuscript returned.

LIBERAL INCOME FOR HUSTLERS

A liberal income is guaranteed to the right sort of workers. Such are some of the inducements for you to handle the biggest money-making offer ever made by a farm journal. A fine op- portunity for energetic young men and women. Experience not neces- sary. You must act at once.

Department of Asent*

Farm and Fireside, Springfield, Ohio

Hale your own Fertilizer at small cost wttli

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From 1 to 40 n. P. S«nd for ratalotnie, WILSON BROS. Sole M)r$.. Easton, Pa.

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WANTED— MEN IN EVERY LOCALITY

TO DEHOaSTIilTE AMD TIKE OnOERS FOR THE

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The only speedo- tneter made witfa a grade indicator. The Stewart has more ei- clasive, practical and economical feat* ore* than any other Speedometer made.

Keeps accarate track of your tite mileage; saves you consider- able money in tire ad- justments alone, as all tire adjustments are based on odometer readings; gives yon each season's total mileage.

Always indicates every speed from a fraction of a mile per hour op; gives yon an exact check on the power of your motor; never varies; always precise, ac- curate and correct.

Keeps yoo thorough- ly posted on the number of miles you get to the gallon of gasoline and the gal- lon o{ oil; from this reading you can correctly regulate your entire upkeep expenses.

Enables You to Accurately Check, Regulate and Control all of Your Automobile Expenses

RACTICALLY every important item of your automobile operating expenses must be figured from the readings of the speedometer on your car.

All automobile costs are reckoned by the speed- ometer mile or the speedometer trip.

In order to correctly calculate how many miles you get to a gallon of gasoline or oil or how many miles you get from a set of new tires you must depend on what your speedometer indicates.

Therefore the more accurate your speedometer is — the more accurate your expense account will be. An inaccurate speedometer is more useless than a poor watch— and much more costly for it wastes what a Stewart Speedometer always saves.

The Stewart Speedometer is the most accurate, reliable and economical speed and mileage indicator made.

You can always, and under every condition, absolutely bank on its readings. If you are driving 30 miles an hour it indicates exactly that — and not somewhere near that. It even indicates fractions of a mile. It will check up correctly with any reliable road map or guide book published.

Day in and day out you can tell precisely how many miles you are getting to the gallon of gasoline or oil — and you will know to a fraction.

The Stewart Speedometer keeps you posted on the efficiency of your motor. Its unfailing "miles per hour" shows the slightest increase or decrease in speed.

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Over 400,000 of this year's cars will be equipped with magnetic speedometers.

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If you are buying a new car see that it is equipped with a Stewart Speedometer. Insist on it. It will save you money. If you have no Stewart on the car you now own exchange your present speed- ometer for a new Stewart. You'll notice the differ- ence on your first trip and, what is more important, you will be able to depend and figure costs right down to a penny.

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4;This Speedometer book is the first one of its kind ever published. It tells you all about the fa- mous magnetic principle. It tells you how a speed- ometer works — how it is made — and how to get the most out of it. This book illustrates our big facto- ries, the largest in the business. You will find this book very interesting and very instructive. We send it absolutely free. Write for a copy to-day.

The Stewart Speedometer Factory

1944 Diversey Blvd., Chicago, U. S. A.

We maintain the largest chain of Service Stations in the world

Farm Notes

The Cycle of a Gas- Engine

By James A. King

This is the Fifth of a Series of Short Articles on the Gas-F.ngine

A CYCLE is simply a complete operation which is repeated. So the cycle of a gas-engine is the complete process of taking in a charge of fuel, exploding it and driving it out ready for another charge. On this basis they are divided into what are generally called the two-cycle and the four- cycle engines.

The most correct way is to say the two- stroke cycle and the four-stroke cycle. But the American people are very strong on saving words except in politics. So we will continue to use these shorter and more com- mon names, though they are not exactly correct.

The Difference Between a Two-Cycle and a Four-Cycle Engine

In the four-cycle engine four strokes, or movements, of the piston are required to complete the cycle. In the two-cycle engine there are only two. There are two strokes of the piston for each revolution of the crank-shaft. So that there is one explosion every second revolution of the crank-shaft in a single-cylinder four-cycle engine and one every revolution in a single-cylinder two-cycle engine.

The accompanying drawings will help to explain and illustrate more fully the various parts of a four-stroke cycle. These draw- ings are just as though we had cut right through a single-cylinder engine from one end to the other, just like splitting open a watermelon with a knife. In the closed end.

The four-stroke cycle

or head, of the cylinder are two valves. The fresh charge goes into the cylinder through the admission valve. The old burned gases go out of the cylinder through the exhaust valves.

The first drawing shows the piston part way out on the suction, or admission, stroke. As the piston moves outward from the cylin- der-head, a sort of vacuum is made at its head. When the admission valve is opened, the -charge of fuel and air rushes in from the carburetor to fill up this vacuum. The action is just the same as that by which we used to fill our squirt-gun's with water.

The second drawing shows the piston just before ending the compression stroke. The valves are both held firmly closed. As the piston comes back on this stroke, it forces all the gases up into the cylinder-head and compresses them. The smaller the space it is compressed into, the higher its compres- sion and the quicker it will burn, the hotter it will get when it does burn, and the more instantaneous — and consequently the more powerful — will be the explosion. Compress- ing the charge causes it to heat, so the limi^ to which it can be compressed is that pres- sure which produces spontaneous combus- tion. So that the ordinary gas-engine compresses its charge into only about one third its natural volume.

The third drawing shows the piston going out on the explosion stroke. The burning of the fuel at the beginning of this stroke raises the temperature of the gases in the cylinder and so causes them to expand. Since the valves are still held closed, the gases can expand only by forcing the piston out to the other end .of the cylinder. This explosion stroke is the only one in which the piston does work on the crank-shaft, so it is also called the working stroke.

The fourth drawing shows the piston re- turning on the fourth and last stroke of the cycle. The exhaust valve has been forced open mechanically, and the piston forces all the hot, burned gases out through ;t. When the piston reaches the inner end

of this stroke, the exhaust valve closes, and the cycle is ended. As it moves out again it begins the suction, or the admission, stroke of the next cycle.

The Need of a Heavy Flywheel

When a four-cycle engine is started, it is necessary to turn it through the first two strokes of this cycle by hand or some other mechanical means. Then the explosion in the third stroke gives sufficient impulse to the crank-shaft and the flywheel to carry it on over through the exhaust stroke of that first cycle and the first and second strokes of the succeeding cycle until the next explo- sion takes place.

So there is only one stroke out of the four in which the piston gives force to the crank- shaft. During- the other three it is receiving force from the shaft. Thus, one easily sees the need of having a large heavy flywheel mounted on the shaft. During the working stroke the flywheel absorbs and stores up the energy or force that is given out by the piston from the explosion that takes place behind it. Then in the other three strokes

Fig. 1 Fig. 2

The two-stroke cycle

it gives out this force to the piston to keep it moving, and to the belt pulley or the gear system to keep the engine doing its work with a smooth and uniform speed. If it were not for the action of this flywheel, the explosion stroke would be a very fast one, the exhaust and suction strokes considerably slower and the compression stroke very much slower. So that each cycle would consist of a powerful jerk followed by a slowing down. This action would soon ruin the engine and the machinery which it was driving.

The two-stroke cycle is more complicated than is the four. This is because there are two things going on^ at one and the same time. It is necessary to have a compression chamber separate from the explosion cham- ber and cylinder proper. This compression chamber is arranged in several different ways. But we will consider here the more common one using the crank-case.

Figs. 1 and 2 will help to illustrate and explain this two-stroke cycle. They show the engine after it has been started up and is working naturally. It will be noticed that on opposite sides of the cylinder there are two ports which are alternately covered and imcovered by the piston as it travels back and forth. One of these, the inlet port, is connected by a passage with the crank-case. Tne other, or the exhaust port, leads directly into the open air. A check valve opens from the carburetor into the crank-case. And of course the crank-case is air-tight.

Fig. 1 shows the piston going up on its compression stroke and compressing J:he charge which had been previously admitted to the combustion chamber. Since the crank- case is air-tight, this tends to produce a vacuum in the crank-case. But in order to prevent this the check valve from the car- buretor opens at this time and admits a charge of fuel to be drawn into the crank- case. When the piston reaches the upper end of its compression stroke, ■ explosion takes place.

Fig. 2 shows the piston at the outer end of its explosion stroke. Just before reaching the outer end of this stroke the piston un- covers the exhaust port. As a result, a large share of these exhaust gases rushes out through this port. As the piston comes down on the explosion stroke, the check valve between carburetor and crank-case is closed, and so the piston compresses the charge in the crank-case.

Just after uncovering the exhaust port the piston uncovers the inlet port. The outrush of the burned gases has lowered the pressure in the cylinder. So when the inlet port is uncovered the compressed charge rushes from the crank-case through the inlet port into the cylinder.

The Value of the Deflector Plate

Mounted on the head of the piston, and directly in front of the inlet port when it is open, is what is called a deflector plate. This causes the inrushing charge to be thrown up along the side of the cylinder toward its head and prevents the charge from rushing across the head of the piston and out at the exhaust port. On the con- trary, it flows up along the side of the cylinder, across its head and down the other side, driving the old burned gases ahead of the charge and forcing them out through the exhaust port.

Then as the piston starts upward again on the next cycle it covers first the inlet port,

then the exhaust port. It compresses the charge that is in the cylinder -and sucks another into the crank-case. So that one stroke of the cycle might be called the suction and compression stroke, while the other might be called the expansion, exhaust and inlet stroke.

Each tjrpe of cycle has its own advan- tages and disadvantages. Each has its strong adherents, its stanch friends and bitter enemies in the manufacturing world.

The Advantages of Each

The four-cycle has this very decided ad- vantage : There is only one thing going on during any one of the strokes of the cycle. If something goes wrong with an engine, one can turn it slowly through a complete cycle and determine in which stroke the fault is located.

But in the two-cycle engine there are two or three things going on at the same time during each stroke. If something goes wrong with either of them, there is a good deal of guess-work about which it is. So that it is generally more difficult to locate the trouble in a two-cycle than in a four- cycle engine.

But on the other hand the two-cycle is much more simple in its construction. Its valves are ports which are simply covered and uncovered by the motion of the piston. It is not necessary to have valve levers, springs, timing gears, and so on, to control the opening and the closing of the valves, as it is in the four-cycle.

In the two-cycle the explosions are just twice as frequent as they are in the four- cycle, and so an engine does not need to be nearly so large or so hea\"y in order to deliver any certain amount of power.

These are only some of the major differ- ences which exist between the two general types. Certain specific examples of each type will show these advantages or disadvantages enlarged or decreased because of special features which they may possess.

Dirt-Fakers

By Robert M. McCabe ^ ^jfl OST towns that have ambition " ''-^f, to change their spelling to c-i-t-y are 475^ per cent, real- estate fakers, 25 per cent, pros- pects for real-estate fakers, and the uncounted 3~!4 per cent, just folks, a portion of which are honest real- estate handlers. There are just as many different kinds of real-estate fakers as there are champion wrestlers in the small-town field, for when a man tries publishing a newspaper, teaching school, peddling farm machinery, taking orders for lightning-rods, selling fruit-trees, counting eggs in the cor- ner grocery, barbering, going 'short on a potato speculation and teaching scientific farming by mail, and falls down on every assignment, no wonder he takes a flier in real-estate contortion and comes through with an average of 98 ;4 per cent.

It has been decided after many decades of scientific research that the most successful entries in the field of dirt-faking are those that have had previous experience in ped- dling gold bricks, dispensing electric belts or handling Indian cure-alls, although history teaches us that some adept in mine-planting frequently gets a pure-reading position on a preferred page in Dun & Bradstreet.

This is not to be taken as applying to all men who eke out an existence selling for $40 an acre land that they had to get at least $6.50 for to make a profit, and on which tney had put up an option totaling $7.50, hfty cents of which was real money.

There are some mighty fine men who do a little real-estate faking now and then — but there also are some fine men who don't. Even J. P. Morgan sold a little real estate occasionally. He would release his strangle- hold on a small block at $75,000 a front foot, provided of course that his profit on every twelve inches were $74,000. John D. Rocke- feller also has been known to dabble a little bit in land values, and No. 786. the gentleman in a striped wool suit, with closely cropped hair, who occupies cell No. 42, also did a little dealing in the Simon-pure brand of real-estate faking a few months back.

He joyfully chants a tuneful melody

Even the most ardent opponent to the talented dirt-and-dollar mixer has to give it to the party in a frock coat and striped trousers, a high hat and passionate vest, a gold-headed stick and a four-carat flasher decorating his vivid shirt face, who can make the ordinarily keen business man un- tightcn at the rate of $8 an acre for about 12,000 acres of land which if it felt a few drops of real rain water on it would become so swelled tip that a realistic imitation of Mt. Vesuvius after a heavy meal of lobster salad and dill pickles would result.

Farm and Fireside. April 26, 1913

It takes a real genius to make an Iowa farmer think he ought to sell the acres on which he has raised everything from peaches to triplets, and move out where the sun shines twenty-two hours every day at an average speed of 9914 degrees, and try to raise alfalfa and orange-blossoms on land that long before caused the dyspepsia-proof sage-brush to give up the battle with the high cost of living. But they have just thatj kind of genius in the land-faking line, and' the right kind of well-developed conversa- tion-distributor can make the back-to-the- laud devotee believe he can grow anything from blue apples to canned shrimp on a rock in the middle of the Alamagordo desert, provided he irrigates, and irrigating the Alamagordo is a cinch — when it is done in a real-estate office in Ohio.

What the Dirt-Fakers Teach Us

The highly tuned faker with a lot of sand and cacti he might sell and with a live prospect listening can unwind music that would make the three Sirens of mythical days look like forty-nine-year-old chorus ladies trying to start in the Elsie Janis class, for when the cash is near and the going is good he joyfully chants a tuneful melody to the effect :

"Here's a beautiful farm in Timbuctoo, th ere s a thousand acres in it; if you want to farm that's the place for you, and now's the time to begin it ; perhaps it once was a desert wild, no crops but sage and sand ; but now, to make it very mild, it's seventy- dollar land. Maybe you'll have to irri- gate, and thus get water to it ; but the cost will not be very great — and say, why don't you do it ? You can raise string-beans and lobsters too. and turtle-eggs and fish, and cole-slaw, pickles, Irish stew — oh, every sort o' dish. He sells

the farm for ten thousand yen, then beats it home to town, and the fellow who got it don't know when he got done quite so brown."

Which teaches us that it is better to have ten turnips from forty acres than it is to have 40,000 acres without a turnip in the cellar.

Value of Baled Fodder

By C. J. Griff ing P"OR the last few years hay has been so high priced that it did not pay us to feed it. We made more money by selling it and looking to some cheaper food for the winter- ing of our stock. The best substitute for hay is corn-fodder, and we are beginning to appreciate its value more and more every year. Corn-fodder brings but little upon the market, but is a good substitute for hay in home feeding.

One objection to feeding fodder is that it is clumsy to handle unless shredded and so bulky that it is hard to find an inside place to store it. Feeding from outside stacks is disagreeable work in cold, stormy weather. Fully one third of the value of the corn crop lies in the feeding value of the fodder, and if this is allowed to remain out in the weather twenty per cent, of its value is lost.

Baling the fodder makes its feeding better in many respects. It Solves the storage problem, as the baled fodder takes up much less room than loose fodder. It is conve- nient to feed also, as th« baling process breaks the stalks into short bits, thus render- ing it more easily handled. With a good amount of baled or shredded fodder on hand and a filled silo, a farmer is safe in parting with a large proportion of his hay when prices are as high as they have been the last few years.

On the other hand, if fodder is to be sold it can be moved more readily and sold quicker at a better price if baled. Fodder can be baled direct from the shock so that there is no waste of labor in the process.

Give the Engine Firm Footing

By George W. Browij

TE SEE many gasolene engines being used upon the farm where much of the efficiency in power is being wasted because the power plant is mounted on a poorly constructed base.

The pulling power of a motor depends largely upon its firmness of construction, and a good engine can easily lose one half its power efficiency on a poorly built base.

All good farm engines are now built with a heavy cast base, or box base, holding the engine parts in perfect alignment, bracing the power plant in every direction, and forming as well a receptacle for collecting waste oils and grease.

Whenever the engine is mounted for use either on a truck or permanent base, a heavy timber base or a concrete base should be supplied.

The experienced mechanic who is inter- ested in the successful working of an engine invariably advises a concrete base in which heavy bolts have been imbedded for fasten- ing the motor securely, thus removing all vibrations and adding to its efficiency.

Fight Weeds Before Planting Them

By Wm. J. Coofjer V^EEDS are very expensive, and there is no better time to fight them than right now. This may sound like a peculiar state- ment, but when I say fight them with your fanning-mill you will begin to understand.

I have known farmers who sowed their oats year after year without ever cleaning them, and then wondered where the yellow dock and other weeds all came from. If you wish to see just what there is in your oats in the way of weed-seeds, put in a screen just large enough so that the oats will not pass through the mesh. Now run a bushel or two of oats through the mill, and see what you find in your screen-box. It is the same with barley and other small grains. Beans are a staple crop in many sections, and are usually sowed with a common grain drill. While they are the easiest of all grains to separate the weed-seeds from, where they are left in they will do more harm than in other crops, as they come up in the row where the cultivator teeth cannot get them.

Clover-seed is a particularly hard seed to clean, as it has to be cleaned very slowly in order to do a good job and not blow over all the seed. The separation is very difficult because the seeds are small and of one size, requiring often to be run through the mill several times before the seed is right.

Starting Asters Outdoors

By C. M. Weed

|NE is generally advised to start seedlings of China asters indoors, in window- gardens, hotbeds or greenhouses. Many peo- ple whc do not care to take this trouble buy their plants in May from the florist.

The China aster does better, however, when the seed is sown outdoors. It is naturally a September flower and is most beautiful at that season. If the seed is sown in the garden in May the young plants will be ready to transplant in June and will be stronger and better than if started under glass. They will blossom also at a more seasonable time.

This being the case, everyone should have an abundant supply of these attractive flow- ers. The Comet, Crego, JVIikado and Branch- ing asters are among the most attractive sorts.

My Auto Truck

By C. R. Bcishore

pOR several years I have been consid- ering the idea of getting an auto truck to go to market, as I have a sixteen- • mile drive. When I was hauling potatoes to market, it took me about eight hours going and coming with my three horses to a large top spring wagon. Last summer, when I saw so many auto trucks in the city, I thought "Surely that's the thing for me," and finally, after deep consideration, I purchased a ton truck of the high-wheeled kind.

I have used it now for several months, and I am delighted with it. It gives satis- faction beyond my expectations. So far I have used it quite freely for conveying peo-

My average speed is about ten miles an hour

pie to distant places. The seating capacity is twelve persons, but have had thirteen adult passengers in it for a forty-mile drive. I make an average speed of about ten miles ?.n hour, and so far everybody who was in it enjoyed it very much. For a trip of twenty miles distance — forty miles both ways — I usually get $1 to $1.25 per head. I had $3 per head (eleven passengers) for the longest trip I have made, which was sixty miles one way. This trip I made in a little over six hours.

Two Less Horses Needed

It is a great pleasure to me, my family and all who go with us to travel rapidly through the country, see what other people

are doing, see the scenery and get back the same day without having tired horses. On Sunday morning we can sleep an hour longer than we could when we had to get horses ready to hitch up to go to church. After the services we are home half an hour sooner than with horses.

The expenses of running are not large, gasolene being the greatest factor. About ten gallons are required for fifty miles when I have a load. It is an air-cooled engine, which I prefer to a water-cooled engine. You save a lot of bother with water, es- pecially in winter. The transmission is of the planetary type.

I have two speeds forward and one re- verse. The tires are puncture-proof, as they are solid rubber. The box is six feet long behind the seat and forty-four inches wide, with six-inch flare boards on top. I pur- chased the truck without a top and got the top made at home for twenty-five dollars. I usually have from seven to nine horses, but now I can do with two less, as none are needed on the road.

Editor's Note — What Mr. Bashore has said of his auto truck is doubtless true of a new machine, but in time the cost of repairs and the occasional overhauling necessary would add considerably to the cost of upkeep.

It is only fair to you, your neighbor, and the friendship that should exist between you, that all division fences around the pasture- lands be in first-class repair before you turn the stock to grass.

If a farmer actually has a place of busi- ness worthy the name, and produces any- thing that really is fit for sale, why should he not have neat letter-heads and return envelopes printed in a manner that will strikingly convey these facts.

Warranted For

FREIGHT PAID lo any elation east off Rocky Mouniains except Tex., Okla., Colo., N.D., S.D.. Wye, Mont, N.M., La., Ga., Ala., Miss, and Fla. on orders of three rolls or more. Special prices to these States on request,