Category Archives: Combining

Articles which mention the harvesting of wheat, oats, beans or other seed grain in the field.

Oliver Farming in Mower County, Minnesota (Part V): The Introduction of the Fleetline Tractors

Oliver Farm Equipment in Mower County Minnesota (Part V): 

The Introduction of the Fleetline Tractors

by

Brian Wayne Wells

The 1947 growing season had been a curious year for the farmers of Mower County, including one particular farmer from Nevada Township in Mower County.  The season had started very badly.  The constant rains in the spring and early summer had drowned the crops during the crucial early part of their growth.  However, the rains had ceased abruptly in mid July and the remainder of the growing season had experienced near perfect weather for the maturing and ripening of the crops.  The result had been that both the soybeans and corn had both suffered losses in yield per acre.  (See the previous article in this series called “Oliver Farm Equipment [Part IV]: The Wet Year” contained in the blog at this website.)  However, while there had been a 13.3% decline in the yield of soybeans in Mower County, Minnesota in 1947, the loss in yield in corn was less.  There had been only a 9.7% decline in corn yield in Mower County because of the drowning wet weather in the spring and early summer of 1947.  Clearly, corn could handle an excess of moisture in the early part of its development better than soybeans could.  To our Nevada Township farmer the harvest of 1947 seemed to prove again the value of crop diversification on the small farm.

Because the reduction of yields in both corn and soybeans were shared by farmers all across the Midwest, the price of both crops rose.  Last fall, our Nevada Township farmer and his second son had been able to get all his soybeans harvested and safely sold to the Hunting elevator in nearby Lyle, Minnesota (1940 pop. 513) for the near record price of  $3.44 per bushel.  This was best price our Nevada Township farmer had ever received for his soybeans.  Thus, the soybeans had helped him keep the family income at the same level as the previous year despite the losses in yield of his two cash crops.  Additionally, he had been able to get all his corn in the shed last fall (1947) was still drying in the large double corn crib.

corn-crib-double-with-an-alleyway
A double corn crib with and alley way between.  As shown here, the alley way is a good place to store machinery.

 

Over the winter of 1947-1948 corn prices had risen and in January of 1948, corn had established a new all-time record high price of $2.60 per bushel.  However, as the corn on farm all across the Midwest began to be shelled out and make its way to the market in February of 1948 the price had fallen to $1.90 per bushel.  Our Nevada Township farmer was unable to make arrangements with any neighborhood custom corn shellers to shell his corn while his corn was at its peak.

Not until March of 1948 was he able to make arrangements with Ray Jacobson of Lodi Township to shell his ear corn.  This delay turned out to be fortunate, however, as corn prices started to climb again in March.  By the time that Ray Jacobson showed up in his yard on the scheduled shelling day, the price of corn had risen back up to $2.11 per bushel.

Ray Jacobson drove into the yard of our Nevada township farmer with his Minneapolis-Moline Model E corn sheller mounted on the back of his 1941 Ford C.O.E. (cab over engine) style 1-½  truck.  He turned the truck around and backed up to the corn crib.  He and the crew of neighbors that had volunteered to help out on this shelling day started to unlimber the sheller so that the long dragline extended down the alleyway of the corncrib.  The cob elevator of the sheller was extended out in one direction and a farm wagon was placed under the end of the elevator to catch all the cobs that would be emitted by the sheller.  The large blower tube was swung around in another direction and aimed at the manure spreader which had been stationed in the location to catch as much as possible of the husks that were going to blown out of the tube during the shelling operation.  The shelled corn elevator was swung out in another direction and positioned over the Oliver/Birdsill wagon.  Morning milking time, throughout the neighborhood was over and the last of the neighbors forming the shelling crew showed up.

minneapolis-moline-model-e-cornsheller-shelling-corn
The big Minneapolis-Moline Model E Corn sheller, here mounted on a two-wheeled carriage rather than a Ford 1- 1/2 ton truck, is seen here gobbling up the corn.

Once set up, the big Minneapolis-Moline Model E sheller did its work in an efficient manner.   It took only one day to shell out both sides of the large double corn crib.  Although the amount of 1947 crop was smaller than in a normal year, the overall farm income did not suffer too much from a regular year because that smaller crop sold at a much higher price than normal.  Thus, our Nevada Township farmer was able to make some improvements in his farming operation.

Winter was the time that our Nevada Township farmer usually planned for the year ahead and developed plans for improving his farming operation.  This year he had been thinking about trading in his old 1939 Chevrolet Model JD ¾-ton truck on the purchase of a newer and heavier truck.  A new truck would allow him to haul larger loads shelled corn to the elevator and haul more cattle, pigs and sheep when necessary.  However, the prices of all new cars and trucks had escalated a great deal since the end of the war.

The 1939 3/4-ton Chevrolet truck that our Nevada Township farmer hoped to replace on his farm in 1947.
The 1939 3/4-ton Chevrolet truck that our Nevada Township farmer hoped to replace on his farm in 1947.

When he and his wife had purchased their new 1946 Chevrolet Stylemaster Town Sedan at the end of the model year in the fall of 1946.  Usually, the end of the model year was a good time to buy cars.  The dealerships wanted rid of the cars from the old year to make room for the cars from the new model year that were starting to arrive.  However, our Nevada Township farmer was still shocked by suggested retail price of the car–$1,072.00.

An advertisement of the 1948 Chevrolet Fleetmaster Town Sedan.
An advertisement of the 1948 Chevrolet Fleetmaster Town Sedan.

Naturally, he negotiated a price for the four-door car with the sales staff at Usem Chevrolet in Austin, so the price was lower than the suggested retail price, and then, of course, he traded in his old family car, the 1941 Chevrolet in on the new car.  Still the “boot money” the money that he had put up after figuring in the allowance Usem would deduct for his trade in, still seemed like a great deal of money.  However, in the year since he had purchased the car, the price of the same Chevrolet 4-door Sedan had risen sharply—13% in just one year.  Furthermore, in the fall of 1947 the new 1948 Chevrolets were out and the suggested retail price of the same model of car had risen another 9.2%.  Over the same period of time, the prices of trucks had also increased in price sharply.  A new Chevrolet 1/2-ton pickup now cost $1,100.00, up 9% from the previous year and the suggested retail price of a new Chevrolet 1 ½  ton truck with dual wheels in rear, like the one he and his second son were looking at, was now $1,500.00.  Clearly, his income had not increased by 13% over the last year or 22% over the last two years.

A Chevrolet 1-1/2 ton "round-nose" truck like the one that our Nevada Township farmer and his second son wanted to purchase in the fall of 1947
A 1948 Chevrolet 1-1/2 ton “round-nose” truck like the one that our Nevada Township farmer and his second son wanted to purchase in the fall of 1947

Even though there had been no recession since 1945, he feared that the anticipated recession had merely been delayed and not avoided altogether.  Consequently, he tended to think the family should save as much money as possible in anticipation that the post-war recession had merely been delayed rather than avoided altogether.  Accordingly, he told his he told his second son that they may have to get by for another year with the old ¾ ton Chevy truck.

Our Nevada Township farmer was not alone in thinking this way.  Across the nation, many consumers were delaying their purchases of “big ticket” items like cars and trucks.  The largest single cause of inflation was the huge rise in consumer spending in 1946 and 1947.   Consumer spending is most powerful force in the economy.  Consumers have bills that they must pay and necessities like food and clothing they must purchase.  However, over and above those bills and necessities, there is a portion of their income that is called “discretionary income.”  Discretionary income powers the economy.  Nearly all advertising in newspapers, magazines and over the radio is aimed at this discretionary income.  Discretionary income is either saved or spent, depending on the “mood” of the consumer.  If the consumer is fearful of the future, the consumer will tend to save their discretionary income.  If confident about the future, te consumer will tend to spend more of their discretionary income.  Under relatively normal circumstances, during the years prior to United States involvement in the Second World War, consumers spent upwards of 90% of their discretionary income.  For example, in 1938, consumers spent 96% of their discretionary income in 1939 that figure fell to 94% and in 1940 the figure fell to 93%.  This was, however the normal range in which consumer spending acted.

Watching this figure closely for any sign of either slowing in the economy or “overheating” in the economy is the Federal Reserve Board.  The Federal Reserve Board had been created in 1913 to protect the economy from excessive swings in the economy that could lead to a major economic dislocation like the Great Depression of the early 1930s.  Under ordinary circumstances, if the economy was deflating and the money supply in circulation was contracting, the Federal Reserve would purchase government securities to lower interest rates and to stimulate the economy.  By purchasing government securities, the Federal Reserve would place more money in circulation and serve to spur the economy into growing again.  However, on the other hand if the economy were becoming “over heated” with too much money in circulation, inflation became the major problem and the Federal Reserve was expected to act by selling some of the government securities they held.  This would take money out of the economy and raise interest rates and, hopefully, slow down an over heating economy.

federal-reserve-board-meeting-in-the-1940s
A meeting of the Federal Reserve Board in the 1940s.

Whereas, lowering interest rates was always popular with investors, the public, and with politicians of the political party in power at the time, the raising of interest rates was always unpopular with investors, the consuming public, and politicians in the government.  Consequently, actions taken by the Federal Reserve in slowing down an overheating economy has sometimes been compared to “taking away the punch bowl just when the party is getting rolling.”  Nonetheless, this is just the type of action that was called for in 1946 to prevent the economy from entering into an inflation spiral.  However, the Federal Reserve did not act in 1946 to slow the economy.  Indeed, the Federal Reserve was hamstrung from acting because of political concerns.

Originally, the Federal Reserve had been envisioned as an agency which, although part of the government, was expected to function independently from the government and independently of political pressure from the government—especially political pressure from the President and the Treasury Department.  In 1946, Marriner Eccles was serving as the Chairman of the Federal Reserve Board.  Marriner Eccles had been serving as Chairman since President Franklin Roosevelt had appointed him as Chairman in 1934.  Prior to the Second World War, the Federal Reserve functioned largely in an independent manner—ever so much the way it was supposed to function.  However, during the years prior to the Second World War the economy was working hard to shake off  the effects of the worst economic calamity in United States history—the Great Depression of the early 1930s.  Therefore, the actions of the Federal Reserve were limited to providing stimulus to the economy.  All these actions were popular with the President and with the public.

marriner-eccles
Marriner Eccles

Then the United States was forced into the Second World War by the Japanese attack on Pearl Harbor.  Government spending, and government debt, rose to new unprecedented levels, as the nation fought the war in two theaters—Europe and the Pacific.  The interest on this debt was expensive enough for the government.  However, if the Federal Reserve were allowed to raise interest rates generally, the yearly budgets of the United States government would be even more burdened with deficits, requiring the government to borrow even more money just to pay for the yearly interest on the ever rising debt.  Accordingly, in 1942, the Federal Reserve bowed to public pressure and made an agreement with the Roosevelt Administration to keep interest rates low for the duration of the war.  The government instituted price and wage controls and other economic restrictions which were intended to “keep the lid on” the expected inflation.

marriner-eccles-with-president-franklin-roosevelt-and-the-presidents-son-james-roosevelt
Short in stature Marriner Eccles is seen here with President Roosevelt and the President’s son, James Roosevelt.

Marriner Eccles agreed with this policy for the duration of the war.  As he did so, he knew that the Federal Reserve was surrendering its independence, but he felt this was the only course that the Federal Reserve could take.  This agreement was regarded as the “patriotic thing to do” in order to help the war effort.  Indeed, to do otherwise, might be regarded as unpatriotic in the extreme.

Every effort in the United States was bent toward the war effort.  Raw materials ordinarily used for production of consumer goods were now channeled into military production for the war effort.  In 1941, consumers spent only 86% of their discretionary income.  During the years of 1942. 1943 and 1944, consumer spending of their discretionary income fell to only 75%. 74% and 73% respectively.  This reduced discretionary spending was not voluntary on the part of the consumers.  The reduced consumer spending reflected the absolute lack of consumer goods available during the war.  A tremendous pent up demand for consumer goods was building up over the course of the war.  Electricity had been present in the cities and small towns of the United States for some time, and since its creation in 1935, the Rural Electrification Administration (R.E.A.) had rapidly been stringing wires across rural America to bring the convenience of electricity to the farms of the United States.  Farm families were anxious to purchase modern clothes washers with electric motors, electric milking machines, modern electric and gas cooking stoves and other modern conveniences that the new electric service to the farm promised.  However, purchases of these goods had to be put off.  Consumers in rural America had no choice but to make due with their wood stoves, wringer-type clothes washers because modern electric stoves and washers were still not available.  Industry in the United States was producing everything for the war effort, there was nothing left for the production of consumer goods.

However, once the war ended and the wartime restrictions on the economy were lifted, the pent up consumer demand was suddenly released.  In 1945, spending of discretionary income rose to 79% and in 1946 that spending shot up to 89% and the average for 1947 was just short of 95%.  Consumers were saving only 5% of their discretionary income in 1947.  Industrial manufacturers of consumer goods desperately tried to re-tool from wartime production back to civilian consumer production.  Still they were not able to keep up with the huge increase in demand that had been released.  Accordingly, prices began to rise due to pure inflation.  During the first six months of 1946, the annualized rate of inflation had averaged 2.80%.  However, in July of 1946, prices of consumer goods exploded.  The rate of inflation nearly tripled in just one month—from an annualized rate of 3.31% in June of 1946 up to an annualized rate of 9.39% in July of 1946 and the inflation rate kept on climbing.  During the last six months of 1946, inflation averaged 14.07% on an annualized basis.  The annualized rate of inflation for first six months of 1947 was 18.61%.  Clearly, the economy was headed for a collision unless something was done.

The Federal Reserve Board had seen the trouble coming.  Once the war was over in September of 1945 and the price and wage controls had been removed and well before the inflationary spiral had actually begun, the Federal Reserve recognized that they must raise interest rates in order to ward off an inflationary spiral.  Any action taken by the Federal Reserve might take weeks or months before the effect of the action would be felt in the economy.  Minutes of the October 17, 1945 meeting of the Federal Reserve’s Open Market Committee meeting reflect that even this early, the Federal Reserve had expressed concern that interest rates should be raised immediately.  However, the Secretary of the Treasury, Fred Vinson, had asked the Federal Reserve to hold off on raising interest rates until the government had paid off much of the war debt at the lower interest rates now in effect.  Once more, the Federal Reserve was being asked to do the patriotic thing and once more the Federal Reserve agreed.  The Federal Reserve kept on buying government bonds in order to keep the interest rates low.  Even as the inflation spiral had begun in full force in mid-1946, the Federal Reserve, pursuant directives passed at its June 10, 1946 meeting, was still buying government securities as if further stimulus to the economy was needed.  From January 1946 until November of 1947, purchasing by the Federal Reserve kept the bank prime interest rate was kept at the low level of 1.5%.

Prior to December of 1947, this bank prime lending rate, the rate at which the Federal Reserve loaned money to banks, was not an officially published figure.  Still it was a figure that the Federal Reserve used to control the money in circulation in the economy at any one time.  However, in December of 1947, the Federal Reserve officially established this rate as the “Prime Lending Rate” and began publishing the figure.  From this point on the Prime Lending Rate became an official index on which banks could base loans and mortgages they made to the public.  Furthermore, citizens began to watch the rise and fall in the Prime Lending Rate to get an idea about how cheap or expensive loans were going to be in the future.

During that same month of December, 1947, the Federal Reserve, finally, began to sell government bonds on the market sufficient to raise the Prime Lending Rate to 1.75%.  The effect of this selling by the Federal Reserve was felt almost immediately.  The economy slowed as loans became slightly more expensive and slightly harder to obtain.  As a result inflation was slowed.  The inflation rate for December of 1947 was 8.84% on an annualized basis—down from the 18.61% annualized inflation rate of the first six months of the year.  Nonetheless, even this 8.84% inflation rate continued to scare consumers out of the market place.

Our Nevada Township farmer’s second son was disappointed to hear that they would not be getting a new truck in 1948.  Nonetheless, following his experiences with the family’s old steel-wheeled wagon during the soybean harvest in the fall of 1947 (See the previous article in this series called “Oliver Farm Equipment [Part IV]: The Wet Year” contained in the blog at this website.) the second son, was determined to make one small but important improvement to the old farm wagon they used around the farm.  As noted earlier, this wagon was an old wooden straight sided Birdsell Company wagon box.  (See the previous article in this series called “Oliver Farm Equipment [Part IV]: The Wet Year” contained in the blog at this website.)  Together with the old 1939 Chevrolet Model JD ¾-ton truck, this wagon, usually hitched to the family car was the main method by which our Nevada Township farmer and his second son got their cash crops (shelled corn and soybeans) to market at the Hunting elevator up town in Lyle, Minnesota.  Also as noted earlier, this wagon had been upgraded by replacing the old horse-drawn wagon gear with a fifth-wheel style of steering with a new Oliver-Electric wagon gear with automotive style steering.  Despite this upgrade, the wagon remained a steel-wheeled wagon which was intended to be driven at slower horse-drawn speeds.  Accordingly, trips to town with the wagon took quite a long time, as the second son knew first hand.  After his experiences pulling the wagon loaded with soybeans to town with his own 1941 Buick Super Sedan, the second son was anxious to make an improvement in this old wagon.

The Birdsill Manufacting Company "double box" wagon gear before any conversion from a horse drawn-wagon to a tractor-drawn wagon had taken place.
The Birdsill Manufacting Company “double box” wagon gear before any conversion from a horse drawn-wagon to a tractor-drawn wagon had taken place.

At the time the new Oliver-Electric wagon gear had been purchased from Thill Implement in Rose Creek, Minnesota (1940 pop. 261), the second son remembered that an option of hubs and modern disc type wheels had been available for the new wagon gear.  Rubber tires could be mounted on these disc type rims and, thus, the wagon could become a smoother running wagon without the expense of buying another entirely new wagon gear.  Rubber tires on the wagon would allow the wagon to be towed down the roads to town at a faster speed than on steel wheels.

EPSON MFP image
The new Oliver-Electric wagon gear with steel wheels which was mounted under the Birdsill double wagon box on the farm of our Nevada Township farmer and his second son in 1947.

Thus, over the winter of 1947-1948, the second son had taken it upon himself to find out that new wheel hubs and modern disc-type wheel rims were available at Thill Implement for this same Oliver-Electric wagon gear.  He purchased these hubs and the matching 16 inch rims at Thill Implement in Rose Creek, Minnesota.  Now all he needed to do was to find some 16 inch rubber tires which could be mounted on the new disc rims.  The second son found out that his older brother, the eldest son of our Nevada Township farmer, was in the process of buying a couple of new tires for his 1939 Model 80 Oldsmobile Business Coupe.  Additionally, ever since returning from his honeymoon during the summer of 1947 he wanted to replace the worse two tires on his wife’s 1940 Ford Tudor Sedan.  Both of these cars had 16 inch tires.  Accordingly, the second son requested that his older brother save the old tires from both cars so that the old tires could be used on the wagon and other equipment around the farm.  When the second son got the old tires, he found that although they were “bald” (with very little tread showing on the surface of the tire), there were no cords showing on the tires.  He felt these tires would work well on the farm wagon.  The tires from the 1939 Oldsmobile were 6.50 x 16 inch tires and were slightly wider than the 6.00 x 16 inch tires from the 1940 Ford.  Accordingly, the second son mounted the slightly wider 6.50 x 16 inch tires in the rear of the wagon and mounted the narrower tires in the front of the wagon.  Getting one of the wagons on the farm up and running on rubber tires, was one of those small improvements that in made a big difference in making harvest easier on the farm.

EPSON MFP image
The Oliver-Electric wagon gear with its new set of rims and rubber tires

Now with the approach of the spring of 1948, our Nevada Township farmer looked forward to the new growing season.  The winter of 1947-1948 had been a “closed” winter—with a great deal of snow on the ground all winter.  Four inches of snow had fallen on the eve of Thanksgiving in 1947 and the snows had continued all winter long.  Rarely was there less than 4 inches of snow on the ground all winter long.  However, in the very warm summer-like weather of March of 1948, the snows had melted.  To our Nevada Township farmer it seemed that there might be an early start to spring in 1948.  It seemed like a bright new beginning to the new growing season.  Twelve (12) miles north of his farm in Nevada Township, in the small town of Rose Creek, Minnesota (1940 pop. 261) it also seemed like a new beginning at the Thill Implement dealership.

In April of 1948, the long-awaited new line of Oliver Row Crop tractors were delivered to the Thill Implement dealership.  The Oliver Company had previously announced to the public of the introduction of Oliver Row Crop tractors.  This new line of Oliver farm tractors was called was called the “Fleetline.”  In the spring of 1948, there were, still, only two models of the new Fleetline which were currently available for the public to see in person.  These two models were the new Model 88–which was the new 6-cylinder powered improved replacement for the old Oliver Model 80 tractor–and the new improved Model 77–which was to replace the venerable old Model 70.

The building in Rose Creek, Minnesota that housed the "Thill Implement Dealership."
The building in Rose Creek, Minnesota that housed the “Thill Implement Dealership.”

The return of unexpectedly cold weather during the first days of April delayed our Nevada Township farmer and his second son from any thoughts of getting an early start on field work.  So they decided to go to Thill Implement to get a look at the new tractors.  Our Nevada Township farmer had heard all about the Model 88 from his first son, who had been involved in the field testing of the various prototypes of the Model 88 ever since he had started working for the Oliver Company.  During the field testing of the Fleetline prototypes, the first son did not know what the model designations of the new Fleetline tractors would be.  He knew only that the prototypes were to replace the current Model 80 and the Model 70 tractors.  His first son had told our Nevada Township farmer that the prototype that had become the Model 88 was, actually, an entirely new tractor that the Oliver had been working on since before the recent war.  The new Row Crop 88 had actually been placed into production in 1947, but only 351 tractors had been produced in 1947.  In 1948, the Oliver Company would produce 2,947 Model 88 tractors.

The Oliver Model 88 Row Crop tractor went into production in 1948.
The Oliver Model 88 Row Crop tractor went into production in 1948.

Despite the fact that his first son had worked on the field testing the prototype of what would become the Row Crop Model 88 on the Thill farm in Windom Township in the same neighborhood as his home farm, our Nevada Township farmer and his second son had never before seen the Model 88.  This visit to Thill Implement in Rose Creek was the first time that our Nevada Township farmer and his second son had ever seen the Oliver Row Crop 88 up close and in person.  The rear wheels were fitted with the largest and widest rubber tires that our Nevada Township farmer had ever seen—38 inch tires like the rear tires on his Model 70 at home, but these tires were 13 inches wide!  The Oliver 70 at home had taller 40 inch tires but they were only 11 inches wide!  The suggested retail price of the Model 88 was $2,810.00.  The high price made our Nevada Township farmer cringe—almost $3,000 for a farm tractor.  He felt that this large expensive tractor would not pay for itself efficiently on his farm.  It was a tractor made for work on a larger farm than his.

Many farmers at visiting Thill Implement in those cold days of early April 1948 felt the same way.  Thus, the new lower-priced Oliver Model 77 tractor might have appealed more to the farmers present at Thill Implement.  However, nobody could purchase a Model 77 on that day.  While Thill Implement did have a Model 77 Row Crop on display, it was for display purposes only.  Our Nevada Township farmer was informed by the sales staff at Thill Implement that the extensive retooling of the Oliver Tractor Works in Charles City, Iowa for the full production of the Model 77 was not yet complete.

An aerial view of the Oliver Tractor Works in Charles City, Iowa showing the extensive building and renovation that was under way in 1948, which delayed the introduction of the new Model 77 and Model 66 Oliver tractors until late 1948.
An aerial view of the Oliver Tractor Works in Charles City, Iowa showing the extensive building and renovation that was under way in 1948, which delayed the introduction of the new Model 77 and Model 66 Oliver tractors until late 1948 and 1949.

Across the nation, the Row Crop 88 tractor created a good deal of excitement among farmers, but those same farmers tended to look more favorably on the Oliver Row Crop 77 than to the larger Row Crop 88.  In the production years to come, the Row Crop 77 would to outsell the Row Crop 88 until 1952, when the larger-sized Oliver 88 would finally pass up the Row Crop 77 in sales.

The new Model 77 was intended to replace the popular 6-cylinder Model 70 tractor.  The Model 70 had been in production since 1935 as Oliver’s first 6-cylinder tractor and their first “streamlined” tractor.  When the Oliver 70 first appeared in public in 1935 the tractor had a “complete suit” of sheet metal—hood, grille and even side curtains to completely cover the engine.  The Model 70 was far and away the Oliver Company’s most popular selling tractor, but, whereas the Oliver Row Crop 70 delivered 22.72 hp. to the drawbar and 28.46 hp. to the belt pulley, with the new 6-cylinder Waukesha/Oliver 193.3 cubic inch that powered the new Model 77, the Model 77 was now a full three (3) plow tractor delivering 32.89 hp to the drawbar and 37.17 hp. to the belt pulley.  Over the years, sales of the Model 70 tractor proved that tractor to be the most popular all tractors in the Oliver full line of tractors.

With the new Model 77 not yet in productiion, the Oliver Company continued producion of the Oliver Model 70 Tractor
With the new Model 77 not yet in productiion, the Oliver Company continued producion of the Oliver Model 70 Tractor

However, the problem was that the new Oliver Row Crop 77 was not yet in full production–only 240 Row Crop 77 tractors were manufactured at Charles City, Iowa in 1948.  Not until 1949 would production of the Row Crop 77 hit full stride when 7,659 would roll off the assembly line at the Charles City Oliver plant.  One of these new 1949 Oliver 77 Row Crop tractors was purchased by Earl Jacobson of rural LeRoy, Minnesota (1940 pop. 752).  Earl Jacobson worked a farm located 1 ½  miles northeast of LeRoy which had originally been owned and operated by his parents—John G. and Edna (Johnson) Jacobson .  Earl had been negotiating with Cease and Oksanen, the International Harvester dealership in LeRoy over a new Farmall M in 1949.  However, he had become frustrated with the unwillingness of the sales staff at Cease and Oksansen to negotiate a price for the Farmall M that he could afford.  He began to feel that the Cease and Oksanen dealership was a little too confident that the sale could be made on the dealership’s terms if the dealership just dug in its heels.  Finally, Earl got up and walked out of the dealership and drove the 25 miles up the paved highway–Minnesota Route 56–to Thill Implement in Rose Creek.  There he quickly made a deal on a new for a new Oliver 77 Row Crop.  This particular Row Crop 77 was fitted with the optional Hydra-Lectric hydraulic system which was a new feature on Oliver tractors in 1949.  Earl traded in the old pre-war John Deere A that had originally been purchased by his father, in to Thill Implement on the new Oliver 77 Row Crop.

In the years since the war, Earl Jacobson had purchased a John Deere PTO-driven field forage harvester or corn chopper.  He had built up quite a custom silo filling business around the neighborhood using the old John Deere A and the John Deere field harvester.  He intended on continuing this business with his new tractor.  With a top speed of 11 ½ mph., the Oliver 77 Row Crop could certainly tow the field chopper and his forage wagons from farm to farm around the neighborhood faster than his old pre-war John Deere A tractor with its top speed of 5 ¼ mph.

Higher road speeds was one of the main reasons that Earl was seeking a modern, faster  post-war tractor.  Accordingly, when Thill Implement was finished with their dealer prep on the tractor, Earl insisted on driving the tractor to back to his farm, himself, rather than have Thill Implement deliver the tractor.  Passing through LeRoy on his way home, Earl made sure to drive out of his way to go down Main Street and straight past the Cease and Oksanen dealership, so that the sales staff at the dealership could see that some farmers would go elsewhere to purchase tractors if the dealership would not negotiate on a realistic price.

To fill in the gap in tractor production caused by the delayed production of the 77 Row Crop, the Oliver Company kept the Row Crop 70 tractor in production, turning out 5,026 Row Crop 70 tractors in 1948.  The new Fleetline series of Oliver Row Crop tractors would be completed only  in the fall of 1948 with the introduction of the third Row Crop tractor—the Model 66.  The Model 66 was intended as a replacement for the old Model 60 which was currently in production.  Powered by a four-cylinder engine, the new Model 66 tractor was a full 2-plow tractor which delivered 21 hp. to the drawbar and 25 hp. to the belt pulley.

oliver-model-66-row-crop-tractor
The Oliver Model 66 was not produced until the fall of 1948.

Once again to fill in the gap created by the delay in production of the new Model 66, 4,874 Model 60 tractors would be produced in 1948.

Due to the delay in the introduction of the Model 66, the Oliver Company continued productionot the Model 60 tractor.
Due to the delay in the introduction of the Model 66, the Oliver Company continued production ot the Model 60 tractor.

There was another Oliver tractor in production in 1948.  This was the “standard” or “four wheel” Model 90 tractor.  As a standard tractor with a non-adjustable wide front end, the Model 90 was not part of the “Fleetline” series of Row Crop tractors.  It was a large standard tractor intended for work on the Great Plains of the western United States.

The Oliver Model 90 standard or four-wheel tractor was made in South Bend #2
The Oliver Model 90 standard or four-wheel tractor was made in South Bend #2

Indeed the Model 90 was not even made at the Tractor Works in Charles City, Iowa where all other Oliver tractors were made.  The Model 90 was actually being made in Oliver’s South Bend #2 plant located on Walnut Street in South Bend, Indiana.  Nonetheless, the Model 90 was scheduled to receive the same styling treatment that the Fleetline Row Crop tractors were undergoing.  However this change had also been postponed.

Today all that is left of the Oliver South Bend #2 Tractor Works is the power house shown here.
Today all that is left of the Oliver South Bend #2 Tractor Works is the power house shown here.

Pre-production testing of all the tractors, especially the ones made in Charles City, Iowa, (1940 pop. 8,681) was conducted by a field research team of experts employed by the Oliver Company and based in Charles City.  Now in April of 1948, as he thought back, it was hard for our Nevada Township farmer’s eldest son to believe that he had been working at Oliver for an entire year, already.  Much had happened since he had returned home to the United States from his service in Pacific during the late world war.  Last June, 1947, he had been married to a girl he had been dating since late 1945.  Following their honeymoon to the Lake Okiboji region of northwest Iowa, he and his wife settled down in their apartment in Charles City.

Over the last few months, however, both he and his wife had begun to appreciate how small and cramped for space the apartment actually was.  Accordingly, they had begun looking for a house to purchase.  With her job in Osage and his job at the Tractor Works, they felt they could afford a house, especially in light of the fact that the eldest son was eligible for a low interest and zero down payment loan through the G.I. Bill of Rights.  The G.I. Bill was open to all returning veterans of the world war and offered a real solution to the problems of education and housing that faced the returning veterans.  The only problem facing the eldest son was finding a house in Charles City to purchase.  With all the retuning veterans and with all the new hiring that was taking place at the Oliver Company Tractor Works, the population in Charles City was growing by leaps and bounds.  Census figures would reflect that between 1940 and 1950 the population of Charles City would grow by a staggering 18.8%.  This rapid growth created a considerable shortage of housing in Charles City as it was in other towns across the nation.  The construction industry could not keep pace with the need for new housing.  As a result, the eldest son and his wife were finding that the prices of new houses were climbing to extraordinary levels.

Rising housing prices was one of the causes of a slight rise in the inflation rate again in July of 1948.  Inflation reached 10% in July of 1948.  Accordingly, at their August 1, 1948 meeting the Federal Reserve Board directed their staff to start selling enough government bonds to raise the prime lending rate to 2.00%.  This decision may have been a mistake, because by November of 1948 the economy had slid into a recession.  Consumers were already leaving the market and their spending fell to 92% of their discretionary income.  This meant that consumers were reducing their spending and were actually saving more of their discretionary income.  This should have indicated to the Federal Reserve Board that inflation (or overspending by consumers) was not the main problem.  Rather, the reduction of consumer spending, meant that  a business slow down was already occurring.  Based on the reduced consumer purchasing,  corporations across the United States began cut back or delay production.  One example close at hand was the decision made at the Oliver Farm Equipment Company to delay the introduction and production of some their new Fleetline tractors.

Meanwhile, our Nevada Township farmer and his neighbors had experienced a nearly perfect growing season in 1948.  The warm weather of May 1948, with only 2.23 inches of rain for the whole month, had allowed the crops to be planted and spout in good order.  Once the seeds were in the ground, the abundant rains (5.51 inches) returned in June of 1948 and allowed the crops to flourish.  The oats in the field of our Nevada Township Farmer exhibited rank growth and were almost four feet tall.  Without the heavy rains in July (.87 inches for the whole month of July), the oat crop as it began to ripen and surely looked to our Nevada Township Farmer like a record bumper crop of oats, even as the crop stood in the field.

The rank growth of the oat crop in 1948 can be seen here on the farm of Howard Hanks which is located in Fillmore County, just across the county line of Mower County.
The rank growth of the oat crop in 1948 can be seen here on the farm of Howard Hanks which is located in Fillmore County, just across the county line of Mower County.

Unfortunately, it looked as though the oats would ripen and need to be combined right during the Mower County Fair was to be held during the first week of August ( August 2-8, 1947).  The Mower County Fair and the Minnesota State Fair held on the ten days prior to Labor Day (August 28-September 6, 1948) were two of the few opportunities that our Nevada Township farmer had to show his Purebred Suffolk sheep, build his “brand” among sheep farmers.  Building his brand would mean income all year long as sheep farmers preferred to come to his farm to purchase Purebred Suffolk sheep rather than go to any other sheep seller.  He might even sell a few ewes at the Fair itself.  Of course, he needed only the last two or three days of the Fair.  “Open Class”  judging of sheep was scheduled only for 7th and 8th of August, but our Nevada Township farmer and his second son and his wife would need a third day–the 6th of August as a day of preparation for the Fair.  Luckily, a rain front moved in and it looked like rain which would keep our Nevada Township farmer from being able to combine his oats.  Thus, the family decided to risk going to the Fair.  However, although there was a small rain on the 7th of August the rest of the time during the open class judging at the Fair were clear.  As the family was coming home from the Fair on Monday the 9th of August, the rains started and continued through Tuesday the 10th of August.  This rain deposited between an 1½ and 2 inches of rain on his oats which were still standing in the field.

The oat crop was almost over ripe, when our Nevada Township farmer hitched the Model 70 tractor to the old grain binder which had been converted into a windrower.  He maneuvered the tractor and windrower into the oat field so that he could pull the windrower around the field in a counter-clockwise fashion.  On the first round he was driving the Oliver 70 tractor and the combine over the oats nearest fence all the way around the field.  On this first round, the windrow was deposited into the standing oats in the area nearest the fence in the oat field.  On the second counter-clockwise round of the oat field with the windrower, the windrower deposited the windrow on the stubble of the first round.  Here, propped up off the ground on the stubble, the dry summer air would surround the windrowed oats, even getting underneath the windrow.  Thus, the windowed oats would dry and further ripen, just as bundled oats used to dry and ripen in a shock, when our Nevada Township Farmer used to thresh his oats with a stationary thresher.  Our Nevada Township Farmer continued windrowing the oats in concentric rounds in the counter-clockwise direction, until the entire field was windrowed.  Then he turned his attention to the standing oats nearest the fence around the field.  He raised the cutter bar of the old binder enough to avoid the windrow that had been deposited in this patch of standing oats in his first round of the field.  He proceeded to drive the tractor and windrower/binder over to that remaining band of standing oats which was against fence.  To windrow this last band of standing oats near the fence our Nevada Township farmer turned the tractor around to proceed in clockwise direction around the field.  Thus, the cutter bar on the windrower/binder would be on the correct side of the tractor to cut the band of oats right up to the fence all the way around the field. The old converted binder would then spill the new windrow on the stubble next to the windrow created on his second round of the field earlier in the morning.

The heavy windrow of oats of the Mower County caused trouble when there was a clog in the windrow as our Nevada Township farmer experienced..
A 1948 photo of the heavy windrows of oats on the Howard Hanks farm.  These heavy windrows in the Mower County area caused trouble when there was a clog in the windrow as our Nevada Township farmer experienced..

He then pulled the windrower back up to the homestead and backed it into the shed.  He, then, hitched the Model 70 tractor to the Oliver Model 15 Grainmaster combine.  He was in a hurry to get the combine into the field and harvest the oats before any more rains came.  This combine was being used for only the second season of its life.  However, the combine still had the reel mounted on the feeder of the combine above the empty sickle bar.  The sickle, itself had been removed from the sickle bar following the soybean harvest last fall.  The sickle was then painted with some old waste crankcase oil left over from an oil change of one of the tractors and the sickle was hung on the wall in the lean-to where the combine was stored.  If he had time, he would do the same for the sickle in the cutter bar of the old binder/windrower that he had just put away for the year.  However, was quite busy now and would remove the sickle from the old binder/windrower later on.  He promised, himself, that he would do so in a day or two when he found the necessary time.  He did not want rust to start forming on the sharp edges of the sickle, before he could cover the sickle with oil.

An Advertising booklet on the Oliver Model 15 Combine.
An Advertising booklet on the Oliver Model 15 Combine.

The reel and the sickle bar on the combine were used only for standing crops like soybeans.  Now, however, a combine windrow pickup was needed to harvest the oat crop which was had already cut and laid in windrows.  Accordingly, after removing the reel our Nevda Township farmer positioned the Innes Company pickup over the sickle bar empty sickle bar and bolted the flanges on the Innes windrower onto the sickle bar on the combine feeder.  Next he attached the drive belt for the Innes pickup to the appropriate pulley on the combine and he was ready to go.

An Oliver combine exhibited at the 2015 LeSueur Pioneer Power Association equipted with an Innes Company windrow pickup.
An Oliver combine exhibited at the 2015 LeSueur Pioneer Power Association equipted with an Innes Company windrow pickup.

Then, he connected the power take off (PTO) coupler of the combine to the PTO shaft on the rear of the Oliver Model 70 tractor and drove the tractor pulling the Model 15 Grainmaster combine out to the newly windrowed field of oats.  His son followed driving the old  1937 Oliver 28-44 towing the Birdsill wagon box mounted on the Oliver-Electric wagon gear which now sported the rubber tires mounted on the new disc-style wheels that the second son had, himself, purchased and mounted the on the Oliver-Electric wagon gear.  Our Nevada Township farmer maneuvered the Oliver 70 tractor and Grainmaster around to line the feeder of the tractor up with the third windrow from the fence.  He pushed in the foot clutch with his left foot and reached ahead under the steering wheel with his right hand for the belt pulley and PTO shaft control lever.  This lever engaged the PTO shaft and when our Nevada Township farmer slowly lifted his left foot off of the foot clutch, the Grainmaster combine slowly started to come alive.

Slowly running at first the cylinder started to gather speed, our Nevada Township farmer opened the throttle of the Oliver 70 tractor the recommended cylinder speed of  between 1000 and 1400 RPM. was obtained.  Once he was sure that everything was operating correctly on the combine and the Innes pickup was running at the proper speed, our Nevada Township farmer depressed the foot clutch again and shifted into first gear and slowly released the foot clutch.  Then pulled the throttle on the Model 70 to full open again to assure that the cylinder speed stayed at it recommended speed for combining oats.  The tractor moved slowly forward and the Innes pickup began gobbling up the windrow ahead of the feeder.

A closeup of the Innes Company windrow pickup attached to an Oliver combine.
A closeup of the Innes Company windrow pickup attached to an Oliver combine.

As the combine picked up the third windrow and threshed the oats in the third windrow from the edge of the field, our Nevada Township farmer tried to steer the front wheels of the Model 70 as close to the right side of the windrow so that the windrow would pass harmlessly under the left rear axle housing of the Model 70 without being run over or even touched by the front wheels or the left rear wheel of the tractor or the left wheel of the combine. The oats were threshed so fast in the Model 15 Grainmaster combine that the threshed oat straw was deposited directly on the ground in the same location that the straw had occupied prior to being picked up by the combine.

Our Nevada Township farmer did notice that their was rather thick flow of grain flowing into the grain tank, but he was quite surprised when, about half way around the field, he, by chance, happened to turn around and saw that the pile of grain in the 20 bushel grain tank was visible from the tractor operator’s seat.  He had to stop and signal his second son to drive the wagon down to where he was located with the combine so that they could unload the 20 bushel grain tank into the wagon and allow the combine to continue around the field.  When, the second son arrived with the wagon, he pulled up alongside the grain tank on the combine.  Our Nevada Township farmer pulled the grain unloading elevator out from its stored position to allow the spout to hang over the wagon.  Then, he went back up to the levers on the hitch of the combine and disengaged the gear case throw-out control lever located on the combine hitch behind the tractor operator seat.  This effectively turned off all power to the combine and at the same time engaged the power only grain unloading elevator.  Then, when the PTO of the Oliver 70 was engaged the oats of the combine grain tank began flowing out of the spout of the grain unloading elevator and flowed into the Birdsill wagon box.  In a short time the grain tank was emptied.

Our Nevada Township farmer engaged the throw-out clutch and transferred the power from the grain unloading elevator back to the combine as a whole. Our Nevada Township farmer was able to resume combining, but not for long.  He saw a large clump of grain in the windrow and pushed in the foot clutch of the tractor.  This should have stopped all forward motion of the tractor and combine.  However the backlash from the large cylinder on the No. 15 Grainmaster, spinning at 1000 to 1400 RPM  came back up through the PTO shaft of the combine to the transmission of the tractor pushed the tractor and combine forward right into the clump.  Our Nevada Township farmer watched helplessly as the clump went over the Innes windrow pickup and rode the canvas belt up the feeder and right into the cylinder where it clogged the cylinder and stopped all operation of the combine.  Now our Nevada Township farmer had no choice.  He disengaged the PTO shaft of the combine and took the tractor out of gear and idled down the throttle of the tractor.

The right side of the Oliver Model 15 combine from which the axle of the cylinder protrudes.
The right side of the Oliver Model 15 combine from which the axle of the cylinder protrudes.

He then dismounted the tractor picked up a pipe wrench out of the tool box of the Oliver Model 70 tractor and walked around to the right side of the combine.  Here he clamped the pipe wrench to the axle of the cylinder and turned the cylinder backwards to free the large clump of un-threshed grain and straw caught between the cylinder and the concave of the combine.  Now he could reach into the feeder and pull the mass of straw and un-threshed oats out of the cylinder and spread it out on the canvas belt in a thin layer which would allow the grain to go back into the combine to be threshed when he restarted the combine. He had to spread the un-threshed straw and grain out very thin.  The combine would not immediate return to the operating speed of 1000-1400 RPM.  It would take time for the combine to reach it operating speed.  Then, he returned to the tractor seat and opened up the throttle and engaged the PTO shaft control lever and let out the foot clutch.  All the grain went into the cylinder in a normal way and was threshed.

Our Nevada Township farmer resumed combining down the windrow.  However as he approached the corn of the field he saw another large clump in the windrow right at the corner.  This clump had been formed when the windrower has turned the corner while making the windrows.  This time our Nevada Township farmer stopped the tractor and combine well ahead of the clump and dismounted the tractor and walked ahead to the clump at the corner and spread the clump out along the windrow to smooth out the clump.  He felt that he was constantly wasting his time in the field either by spreading out large clumps in the windrow or by un-plugging the combine cylinder of  large clumps in the cylinder when he failed to stop soon enough and the clump made its way up into the combine.  It certainly slowed down the harvest in 1948, but the trouble he was having was another indication that the oat crop was going to be a bumper crop.

Our Nevada Township farmer eventually did finish combining his oats.  He recognized that this oat crop was a good big crop but the crop turned out to be much bigger than any year since he could remember.  The average yield of oats in Mower County in 1948 proved to be 49 bushels per acre.  This was a new record for Mower County, breaking the old record of 46 bushels per acre set in 1940.  According to the radio, the bumper crop was also being enjoyed by the whole nation. Last June (1947) the introduction of the Marshall Plan had raised the price of oats from its average post-war price range of between 70 and 80 cents per bushel to $1.18 per bushel in December of 1947 and to $1.27 in January of the present year (1948).  However, even the Marshall Plan could not keep the price of oats from sliding to 86 cents a bushel in July and dropping even further to 68 cents a bushel in August–when the market was deluged by the glut of oats from the harvest.

He heard these prices from the Chicago Board of Trade as reported over WCCO out of Minneapolis over the radio in the barn during the morning milking chores.  More importantly he heard the most up-to-date prices after a morning of trading over the local KAUS radio station out of Austin, Minnesota.  He heard these important noon-time prices on the radio over dinner in the house every day.  He had always thought that hearing some good prices on the radio at noon might allow him or his son time enough to load up the wagon or the truck with shelled corn or soybeans and take it to town and catch the high price at the Hunting elevator before the end of the trading day.  However, reality was more mundane–just like last year (1947)–the soybeans were sold right out of the field because the price was unusually high right during the fall harvest.  Corn was sold only when arrangements could be made for the sheller to show up on his farm.  Luckily, last February (1948), a small seasonal rise in the price of con had occurred just as the corn was being shelled.  So that shelled corn went directly to the Hunting elevator, saving back only that portion of the shelled corn that our Nevada Township farmer would need to use as feed for the animals on the farm in the year ahead.  Still his wife appreciated the fact that he could always be counted on to arrive at the house directly at noon everyday in time to wash up and sit down to hear the beginning of the market report beginning just after noon on KAUS.  She used to joke, that if it were not for the market report at noon, she would not know where he was at during the noon hour.

Our Nevada Township farmer knew that oat prices did not really affect his income because he did not sell oats.  He used all of his oats as feed for the animals on the farm.  However, he was afraid of what a bumper crop of oats might foretell about corn and soybeans—his two cash crops.  A nationwide bumper crop in those two commodities would also have the same disastrous effect on the market price of both of those commodities.  Unlike the oats, he depended on these two crops for a major portion of his farm income.  He knew that a similar glut of those crops coming to market in the coming fall and winter might put a real dent in his income.  He was extremely apprehensive about the future of his income for the next year.  Nor was he alone in worrying about his financial future.  By the fall of 1948, the slow down in consumer spending and business activity, was starting to have a major effect on be felt on the economy.  With fewer buyers in the consumer market, the gross domestic product of the United States fell off by 1.7% and unemployment rose.  Talk of the recession had the effect convincing even more consumers to delay spending.

The troublesome year of 1948 was also  presidential election year.  History had shown that fear and apprehension about the economy usually led voters to turn against the political party in control of the White House.  Upon the death of Franklin Roosevelt, the Vice President–Harry Truman Democrat of Missouri—had become President of the United States.  Everybody expected that this would be only a short term arrangement.  With the public so worryied about the future of the economy, it was expected by all that the Republican candidate, Governor Thomas E. Dewey of New York would surely be elected on November 2, 1948.  Not only was the economic mood of the country working against Truman, but the Democratic Party was split—not once but twice.  At the National Democratic Party Convention held in Philadelphia on July 12 through July 14, 1948, Hubert Humphrey, the young mayor of Minneapolis, Minnesota, gave a strong speech in favor of an civil rights plank of the Democratic platform.

1948-huberrt-humphrey-civil-rights-speech
Minneapolis Mayor Hubert Humphrey created a sensation at the 1948 Democratic Convention held in Philadelphia with his speech in favor of Civil Rights.

 

The civil rights plank was opposed by the southern segregationists, who pressed for a more moderate plank.   Animated by Humphrey’s speech in favor of the more radical plank, the convention voted for the more radical civil rights plank by a narrow margin.  As a result many southern delegates walked out of the convention.

The southern segregationist Democrats that had split off from the Democratic Party over Truman’s support for the radical civil rights plank over the Truman’s support of the Fair Employment Practices Act, rallied to a “Dixiecrat” candidate of their own–South Carolina Democratic Senator Strom Thurmond.

Other Democrats left the party and rallied round Henry Wallace who had been Secretary of Agriculture in the Franklin Roosevelt Administration.  Wallace was running as the Progressive candidate for the newly re-vitalized Progressive (Bull Moose) Party of President Theodore Roosevelt.  The Progressives were upset with Truman his foreign policy which they saw as aggressively leading to a “cold war” with the Soviet Union.  The Soviet Union had been an ally of the United States, Britain, and France in the recent world war.  During the war the Soviet Union purchased a great deal of manufactured goods  and agricultural crops from the United States.

1948-progressive-party-convention-jpg
The 1948 Progressive Convention held in New York, nominated former Secretary of Agiculture–Henry A. Wallace for President on the Progressive ticket.

Progressives, many of whom were farmers, did not want to see this advantageous trading relationship end.  Some farmers saw the exclusion of the Soviet Union from trade with the United States as a needless restriction of the income they could derive from trade with all the Allies rather than just the non-communist allies.  Thus, they could not understand why the Truman administration seemed intent on provoking a “cold war” with the Soviet Union.  (More of this discussion of progressive farmers supporting a wide ranging trading relationship with the whole world including the Soviet Union is contained in the article called “Farming with a COOP Tractor [Part I] : The National Farmers Union.”  This article is published on this website.)

Given the impossibility of President Truman’s chances of re-election, nobody could understand why he so-feverously crisscrossed the nation aboard a train giving speeches at every little whistle stop along the way.  The Republicans had taken over control of the Senate and House of Representatives in the 1946 Congressional elections and everyone expected that the Republicans would once again dominate the 1948 campaign.  No one gave the incumbent president any chance against the Republican candidate—Governor Thomas Dewey of New York.  Still President Truman continued to speak from the rear platform of the small passenger train at every small stop on his “whistle stop” tour of the United States.  Indeed, the most picturesque feature of the 1948 campaign was the “whistle stop” train tour of the entire United States conducted by President Truman.  Truman’s whistle stop campaign brought him through Minnesota in October—stopping at St. Paul and Duluth on October 13th and Mankato, Waseca, Rochester and Winona on October 14th.  During his whistle stop tour, Harry Truman blamed the Republicans and the “do nothing Congress” for the inflation in the economy and for not doing anything aid the ordinary farmers and the middle class.  As the whistle stop tour continued, the crowds began to respond to Truman’s rhetoric.  “Giv ‘em hell, Harry” became a typical response from the enthusiastic crowds at the whistle stops.

President Truman campaigning from the of a train car with his daughter Margaret and Vice-Presidential nominee, Senator Alben Barkley.
President Truman campaigning from the of a train car with his daughter Margaret and Vice-Presidential nominee, Senator Alben Barkley.

 

Everybody expected that when all the returns were counted, Thomas Dewey would be the next President.  Indeed, even before any of the polling places had closed on election day, the staff of the Chicago Daily Tribune wrote out their story of the 1948 presidential election for the front page of their newspaper and sent the paper to press.   The headline on the front page of their front page  of their Wednesday,  November 3, 1948 newspaper read “Dewey Defeats Truman” in huge letters across the top of the front page. then the staff of the Daily Tribune went home to bed.   No one gave the incumbent president any chance against the Republican candidate—Governor Thomas Dewey of New York.

As the early election returns began to be reported over the radio, the public saw that Harry Truman actually had a lead over Thomas Dewey.  The public listened intently to their radios for the first sign of the inevitable swing to Dewey.  NBC political reporter and commentator, H. V. Kaltenborn announced with confidence that Thomas Dewey was on his way to victory despite the early returns.  “Wait until the late returns,” Kaltenborn said and he kept on saying all evening despite the fact that the Harry Truman hung on to his narrow lead all evening.  Kaltenborn was basing his opinion on the expected Republican tide from the strong Republican state of California.

However, when all California votes were finally counted in the early morning of November 3, 1948.  It was found that Harry Truman had unexpectedly carried the large state of California by the narrow margin of 47.6% to Dewey’s 46.1% of the statewide vote.  Truman had carried the urban and suburban areas around San Francisco, Sacramento  and Los Angeles as had been expected.  However, what had been unexpected was the fact that Truman captured the vote of the agricultural Central Valley part of the state.  The farmers of the Central Valley of California had voted for Truman and swung the whole state away from its traditional Republican moorings.

Harry Truman carried his campaign for re-election to all rural areas of the nation.  He seemed to instinctively feel that he was able to persuade farmers and other voters in rural areas to vote for him.  Indeed, 57.2% of voters in Minnesota supported Truman as opposed to 39.9% of voters that supported Dewey.  Statewide, Hubert Humphrey was winning a race for the Minnesota’s United States Senate against incumbent Republican Joseph Ball.  Humphrey collected 10,070 votes or 64.8% of the total vote in Mower County,  Minnesota against 5,473 votes or 35.2%  of the total Mower County vote for Joesph Ball.  Right in Nevada Township, Humphrey collected 113 votes as opposed to 97 votes for Joseph Ball.  So like his immediate neighbors, our Nevada Township farmer may have voted for Humphrey and Truman also.

The counting of election returns continued into early Wednesday morning.  Finally at about 4:00 AM on November 3, 1948, the radio public heard that Harry Truman had actually been re-elected as President of the United States.  Even H.V. Kaltenborn, finally had to admit that Truman had won the election that morning.  It was the most surprising outcome of any Presidential election in United States’  history and would remain the most surprising election since that time until the election of 2016 when Donald Trump was elected President of the United States .

Later, Wednesday morning, on his way, back to the White House from Kansas City, Truman addressed a small crowd from the rear of his train at the Union station in St. Louis, Missouri.  Relishing the moment, he held up his copy of the morning’s Chicago Daily Tribune with the mistaken headline–“Dewey Defeats Truman”–for the enjoyment of the crowd.

President Truman holds up his copy of the November 3, 1948 "Chicago Daily Tribune" with its mistaken headline for the enjoyment of the crowd Truman was addressing on the morning after his re-election as President of the United States.
President Truman holds up his copy of the November 3, 1948 “Chicago Daily Tribune” with its mistaken headline for the enjoyment of the crowd Truman was addressing on the morning after his re-election as President of the United States.

In the weeks and months after the election, political analysts tried to explain how the election could have the way it did.  Indeed, the current author has been interested in and has studied the 1948 presidential election since he was in high school and still has not arrived at a real conclusive rationale as to how Thomas Dewey could have lost this particular election with all the economic problems that the nation was facing in November of 1948 plus the fact that the Democratic Party was not only split into two parts but actually split into three parts but by two splits.

After the election, our Nevada Township farmer and his second son still had decent weather until the first week in  December when the temperatures began to get really cold.  All signs seemed to indicate to our Nevada Township farmer that both his corn and soybean crops were both going to be a bumper crops.  Nor did it seem that the good crops limited to the south eastern Minnesota.  There were predictions of bumper crop yields from all across the nation which our Nevada Township farmer heard on the farm reports on the radio.  As our Nevada Township farmer heard these reports he began to fear that there would be a glut of soybeans on the market in the fall of 1948.  This glut, he knew, could have the effect of reducing the market price for soybeans.  Soybean prices, which had reached a high of $4.13 in January, 1948 had already fallen off.  In June the price was $3.90 per bushel.  In July it was $3.66, in August $2.91and in September $2.45.  In absolute terms these prices were  not bad prices.  During the war, he considered $2.10 per bushel to be a very good price, but considering the rate of inflation over the last three years since the war on the goods that he had to buy, he felt that the price per bushel, adjusted for inflation, was more like a “pre-war” price in terms of its current “buying power.”   Furthermore, the fact that he saw no sign that the slide in the price of soybeans would halt or even become slower its decline made our Nevada Township farmer still more anxious about the future.

The weather had been cooling down as one might expect in October of 1948.  The first killing frost,” with temperatures reaching down to 25°F (Fahrenheit) occurred on a night in the middle of October.  Following the killing frost, there occurred suddenly in the last week of October, an “Indian summer.”  Temperatures headed back up to highs of above 70°F, that reminded people of the summer weather that had just passed.  The Indian summer weather remained until the start of November, 1948.  Temperatures for the month of November were generally in the normal range of high 40s during the day and the low 40s at night.  This presented a long period of ideal weather for our Nevada Township and his neighbors to get both the soybean and corn crops out of the field.  Only a 1” (inch) rain in the first week of November marred the harvest season weather and kept the tractors out of the out of the fields for a couple of days.

Despite the fact that the 1948 soybean crop was clearly a bumper crop, the soybean harvest did not present near the problems of clogging of the Model No. 15 Harvestmaster combine as had occurred with the oat harvest in the previous August.  As noted above, our Nevada Township farmer planted his soybeans in rows 40 inches apart.  Typically, soybeans are harvested only two rows at a time.  Thus, ripe soybean plants entered the feeder and the cylinder of the little Harvestmaster combine in a much reduced volume than the six feet of plant material which had been windrowed by the old 6-foot grain binder which our Nevada Township farmer had used for a windrower of the oat crop back in August.

A Model No. 15 Oliver combine hitched to the rear of a Model 70 Oliver tractor. Also the p.t.o. (power take-off) shaft is seen here connected to the tractor. This is the power source for the Model 15 combine. However, once the combine is in full operation, the whirling cylinder of the combine turning at 100-1400 r.p.m (revolutions per minute) would send a backlash back up through the p.t.o, shaft to the rear wheels of the tractor when the foot clutch of the tractor was pressed in. This backlash forced the tractor along the same direction and was a cause of frequent clogging off the combine.
A Model No. 15 Oliver combine hitched to the rear of a Model 70 Oliver tractor. Also the p.t.o. (power take-off) shaft is seen here connected to the tractor. This is the power source for the Model 15 combine. However, once the combine is in full operation, the whirling cylinder of the combine turning at 100-1400 r.p.m (revolutions per minute) would send a backlash back up through the p.t.o, shaft to the rear wheels of the tractor when the foot clutch of the tractor was pressed in. This backlash forced the tractor along the same direction and was a cause of frequent clogging off the combine.

 

Furthermore, as noted in the prior article in this series called “Oliver Farming in Mower County (Part IV): The Wet Year,” preparation of the combine for the soybean harvest included exchanging the small pulley on the cylinder shaft with the larger pulley on the main drive shaft of the combine.  Turning these two pulleys around had the effect of slowing the combine cylinder down to the range of 440 r.p.m. to 850 r.p.m. a desirable range for combining soybeans as opposed to the combining of oats or wheat.  Additionally, the Innes Company windrow pickup was removed from the feeder of the Model 15 combine.  The pickup was placed on a couple of old saw horses and waste crankcase oil from an old oil change on one of the vehicles on the farm was painted on the large round housing of the Innes pickup.  As he painted the oil on the housing, our Nevada Township farmer paid attention to getting oil down int,o the slits in the housing from which the teeth of the pickup protruded.  This he hoped would lubricate the mechanism that was hidden from view inside the cylindrical housing of the pickup, that caused the teeth to protrude and withdraw as the cylinder turned.

Then, our Nevada Township farmer took the sickle for the combine cutter bar down from the nail hooks on the wall where it had been places after the soybean harvest last year.  He then slid the sickle into cutter bar on the combine.  Then he placed the reel on the combine feeder and attached the reel to  the chain that powered it when the combine was operating.

sickles2-jpg
A picture of a segment of a sickle already installed in a cutter bar.

 

The whole of the soybean harvest seemed to be a blur of activity.  Our Nevada Township farmer stayed in the field as his second son drove either their ¾ ton truck with a wagon hitched to the rear of the truck both filled with soybeans to the Hunting elevator or he was driving the family automobile with a wagon full of soybeans to the elevator.  During the harvest it was a race to get the crop to the Hunting Elevator before the price fell any more.  Nonetheless, our Nevada Township farmer was able to get his crop to the elevator so as to take advantage of the $2.35 per bushel November price.

As he put the little Model No. 15 Grainmaster back in storage, our Nevada Township farmer congratulated himself once again on  the  purchase of the little Oliver combine.  With his own combine, he no longer had to wait on his neighbor to arrive on his farm to get the soybean crop harvested.  He credited  the little combine with the fact that he had won the race to the Hunting Elevator and had obtained the price he had for his soybeans.  If he were still having his neighbor “custom” combine his soybeans, he would probably still be waiting for the combine to show up on his farm.  Later in the winter, as he saw the price of soybeans drop to $2.23 per bushel, he felt even sure that his decision to purchase the combine in 1947 had been a good decision.

Immediately, following the soybean harvest, our Nevada Township farmer moved to the corn harvest.  The new all-time record high price for corn of $1.96 had been set only rather recently—in July of 1946.  However, throughout 1947 three new record high prices in the corn market were established in the same year.  In July of 1947 the price was $2.01 per bushel, in August the price rose to $2.19 per bushel and in September of 1947 the price was $2.23 per bushel.  Last January (1948) the price of corn set yet another all-time record at $2.46 per bushel.

Our Nevada Township farmer suspected that these high prices were caused by a combination of the fact of a poor harvest in some areas of the United States in 1947.  Indeed, as noted in the previous article (called “Oliver Farm Equipment [Part IV]:  The Wet Year) in this series of articles, Mower County had suffered a tremendously wet spring and early summer in 1947.  The rains had delayed the planting of the crops in the first place in 1947 and then had retarded the growth of the crops in the crucial early summer.   As a result, the reduced yield of soybeans and corn in 1947 on his farm left our Nevada Township farmer with less corn and soybeans to sell, but he had been able to obtain higher market prices for those crops.  Furthermore, our Nevada Township farmer suspected that the high market prices for corn were also caused by high demand, driven by the aid that the United States had supplied to Europe under the Marshall Plan in 1947.

Like the soybean crop, the excellent weather and rain during all stages of the growing season, led to predictions that 1948 was going to be a bumper crop year in corn.  Thus, our Nevada Township farmer and his second son did not feel that the high market prices of corn would continue into 1948.  Indeed, the corn market had already begun to anticipate a bumper crop as early as April of 1948 when the market price for corn fell to $2.19 per bushel, in the following months (May and June of 1948) the price fell to $2.16, $2.02 in July, $1.92 in August and $1.38 in September.

Once again our Nevada Township farmer contracted with his neighbor who had the one-row Wood Bros. Company pull-type cornpicker to harvest all his ear corn.  The weather in November of 1948 remained near perfect for harvesting ear corn.  found himself waiting on the arrival of his neighbor in order to get his corn in the crib. The shortcoming of contracting with a custom harvester is that you are placed on a list with other customers for whom the custom harvester has to perform the custom harvesting.  Thus, each customer has to wait his turn while the custom harvester works down his list as fast as he can.  This waiting can drive a farmer to distraction.  This year with every farmer on the list having a larger than normal corn harvest, the wait was longer than usual.

Bros.
A Wood Bros. Co. one-row corn picker at work in the field.

 

Our Nevada Township farmer shuttered when he thought of the potential for loss to his crop while he waited on the corn picker to show up on his farm.  Of course, his anxiety was lessened somewhat because it was the corn crop that was sitting in field rather than his soybean crop.  Corn was much more durable in the field than was a soybean crop.  Additionally, corn needed to dry down to only 15% to 13% to be stored as shelled corn.  Indeed, corn could be (and used to be) stored in the field intentionally.  In the past, corn used to be cut, bound up in “bundles” with twine and “shocked” in the field.  Indeed, some farmers maintained that corn tied together in “bundles” with several bundles standing up and leaning against each other in standing in “shocks” in the fields, could weather a winter as well as ears of corn in the crib.

a-shock-of-corn-in-the-field
A closeup of a number of “bundles” of corn that have been placed standing up and leaning together in an individual “shock” of corn–ready to face the winter weather.

 

Soybeans on the other hand had to be harvested at just the right time in their maturity.  Our Nevada Township farmer vividly remembered the years before 1947 when he purchased his small Oliver Harvestmaster combine.  In those days, he had real worries about the conditions of his soybeans in the field as he waited for the custom combine harvester to show up on his farm.  As described in the article called “Oliver Farm Equipment in Mower County (Part II) : Soybeans” on this website, soybeans need to harvested when they reach a dryness of between 10% and  8%.  If the soybeans sit in the field too long beans might dry down to less than 8% dryness.  This means the soybeans will tend to “shatter” or split into halves.  The elevator will dock the price that the farmer receives if there are to many “halves” or shattered beans in the sample they take.  Rain and snow may also damage the soybeans.  Additionally, as the bean sit in the field, the pods may start falling off the plant.  This represents an absolute loss of yield for the farmer.

Indeed it was with this thought in mind that our Nevada Township farmer, when faced with the choice purchasing either a combine or a cornpicker.  He chose to obtain his own combine, the little Oliver Model 15 Harvestmaster combine rather than purchase a corn picker last year, in the summer of 1947 because  of the risks of leaving soybeans in the field too long.  Now, at the end of his soybean harvest, our Nevada Township farmer once again found himself in the familiar position of worrying about his crop in the field while waiting on a custom harvester to show up in his yard.  In the beautiful weather of the autumn of 1948, the wait was excruciating as one perfect harvesting day after another passed with no sign of the corn picker arriving.

While waiting on his neighbor, our Nevada Township farmer backed his OMC (Owatonna Manufacturing Company) Model 20 farm elevator up against the side of the corn crib.  He positioned the head of the elevator over one of the four covered holes in double corn crib.  For the time being, until the corn picker arrived, our Nevada Township farmer and his second son would leave the lid over the square hole in the roof of the corn crib.  His second son took the chutes that would be attached spout on the head of the Owatonna elevator into the empty grain bin above the alleyway in the middle of the double corn crib.

Remembering the abundant corn harvest of 1943 when he had filled needed the double corn crib up to the roof and had then stored the surplus ear corn in a round snow fence crib in the orchard of his “inner yard,” in what is called the “curtilage” of his house on the farm.  As has been explained in the first article of this Oliver Farm Equipment series of articles, the curtilage was fenced off from the “outer yard” of our Nevada Township Farmers homestead.  Furthermore, the reason for having a tight fence around the curtilage was that the flock of sheep lived in the outer yard.  The fence prevented the sheep from getting into the curtilage and destroying the family garden.

The temporary snow fence corn crib could not be constructed in the outer yard where the sheep lived.  The presence of the corn would be an open invitation to the sheep to break the thin wooden laths of the snow fence and begin gorging themselves on the corn inside the snow fence corn crib.  Corn is so rich that even a small amount of corn would make the sheep sick.  Yet the corn tastes so sweet to the sheep that they could not stop eating the corn.  With the surplus corn in the round snow fence corn crib, positioned in the orchard on the curtilage near the house the corn would be safe from the sheep and the sheep would be save from the corn.  However, an inspection of the snow fence on the farm revealed to our Nevada Township farmer the need for a new snow fence.  Accordingly, he sent his second son to town to buy three new rolls of snow fence.  He was unsure if the snow corn crib in the orchard would need to be any taller than two round tiers, but he thought to have the extra third roll handy just in case.

snow-fence-corn-cribs-in-the-winter
Ear corn stored in temporary “snow fence” cribs for the winter

When his neighbor finally arrived with the little Wood Bros. Company corn picker, our  They were able get started on the corn early enough in November that they were able to get all the corn in the corn crib during the relatively “warm” weather of the 1948 harvest season prior to Thanksgiving.  The size of the harvest kept our Nevada Township farmer and his second son busy hauling wagons from the corn field to the building site and unloading the wagons into the Owatonna elevator and filling the double corn crib one side at a time.

The weather kept cooperating with the harvest.  Snow did not arrive in Mower County until  December of 1948 and the really cold weather that winter did not arrive until last half of January of 1949.  Starting in the middle of January 1949 a series of blizzards which lasted until through the first part of February dumped a total of about 10” (inches) of snow on the ground and the cold temperatures kept that accumulation on the ground until a warming spell in March.  Accordingly, it was only in March that our Nevada Township farmer could make arrangements with Ray Jacobson to shell out his out all his corn. In the corn crib.

When his neighbor finally arrived with the little Wood Bros. Company corn picker, our  They were able get started on the corn early enough in November that they were able to get all the corn in the corn crib during the relatively “warm” weather of the 1948 harvest season prior to Thanksgiving.  The size of the harvest kept our Nevada Township farmer and his second son busy hauling wagons from the corn field to the building site and unloading the wagons into the Owatonna elevator and filling the double corn crib.

corn-crib-restoration-380x300
A restored double corn crib with a covered alleyway between the cribs

 

At this point, they moved the OMC elevator up into the orchard near the house and proceeded to fill the round snow fence corn crib.  When the single snow fence ring was full, our Nevada Township farmer and his second son opened up a second snow fence ring on top of the first.  The bounty of golden ear corn kept coming in from the field by the wagon load until the second snow fence ring of the temporary corn crib was full.  Our Nevada Township farmer and his second son set up the third snow fence ring on top of the second.  Finally, the last of the corn came in from the field and the corn harvest for 1948 was done.  Records would later reflect that the 1948 corn crop yields for Mower County averaged 48 bushels per acre.

snow-fence-corn-crib-triple-height
A three-tier temporary snow fence corn crib. Over the winter the ear corn should dry down to a level of 15% to 13%.

The weather had cooperated and the first snow of th­­­­­­­­e year was postponed until December of 1948 and the really cold weather that winter did not arrive until last half of January of 1949.  Starting in the middle of January 1949 a series of blizzards which lasted until through the first part of February, 1949 dumped a total of about 10” (inches) of snow on the ground and the cold temperatures kept that accumulation on the ground until a warming spell in March of 1949.

Accordingly it was March before our Nevada Township farmer could make arrangements with Ray Jacobson to shell out his out all his corn—starting with the ear corn in the temporary snow fence corn crib.  Our Nevada Township farmer had tried to tie a large tarpaulin over the top of  snow fence crib.  However, the winds of the winter of 1948-1949 had foiled this attempt to provide a roof over the temporary corn crib.  As a result, the ear corn in the snow fence crib became more “weathered” than the more “pristine” ear corn that was stored in the double corn drib with its shingled roof.  The Hunting elevator in Lyle was more likely to buy the pristine corn without any “dockage” of the price per bushel due to the weathering of the corn.

Thus, our Nevada Township farmer wanted to shell out the corn in the snow fence crib and store that shelled corn in the granary in order to feed as much of the “weathered” corn to the animals on his farm. After shelling out snow fence crib, our Nevada Township farmer was surprised that the resulting shelled corn nearly filled the granary.  This meant that just a little more of the pristine shelled corn needed to be added to the granary to have more than enough shelled corn to feed the animals on the farm all year long.  This meant that almost the whole contents of the large double crib on his farm could be shelled out and sold to the Hunting elevator.  This is what he did as fast as he could.

As shown above, the bountiful harvest resulting in the glut of corn in the market had been expected all during the growing season of 1948.  As a result the monthly price of corn had dropped all summer long.  Currently, the average price of corn for the month of March of 1949 was falling to $1.11 per bushel.  This represented the loss of an entire dollar per bushel off the price of $2.16 in April of 1948—a 47.4% decrease in the price of corn in just on year.  Still $1.11 per bushel was a price well above the usual seasonal price range for corn and our Nevada Township farmer wanted to take advantage of the price of $1.11 per bushel, because he believed that the price would fall even more in 1949.

Starting in the middle of January 1949 a series of blizzards which lasted until through the first part of February dumped a total of about 10” (inches) of snow on the ground and the cold temperatures kept that accumulation on the ground until a warming spell in March.  Accordingly it was well into March that our Nevada Township farmer could make arrangements with Ray Jacobson to shell out his out all his corn.

Our Nevada Township farmer had tried to tie a large tarpaulin over the top of  snow fence crib.  However, the winds of the winter of 1948-1949 had foiled this attempt to provide a roof over the temporary corn crib.  As a result, the ear corn in the snow fence crib became more “weathered” than the more “pristine” ear corn that was stored in the double corn drib with its shingled roof.  The Hunting elevator in Lyle was more likely to buy the pristine corn without any “dockage” of the price per bushel due to the weathering of the corn.

Thus, our Nevada Township farmer wanted to shell out the corn in the snow fence crib and store that shelled corn in the granary in order to feed as much of the “weathered” corn to the animals on his farm. After shelling out snow fence crib, our Nevada Township farmer was surprised that the resulting shelled corn nearly filled the granary.  This meant that just a little more of the pristine shelled corn needed to be added to the granary to have more than enough shelled corn to feed the animals on the farm all year long.  This meant that almost the whole contents of the large double crib on his farm could be shelled out and sold to the Hunting elevator.  This is what he did as fast as he could.

The Hunting elevator as it looks today.
The Hunting elevator as it looks today.

 

At the end of the year, our  Nevada Township farmer and his second son felt that a small truck ( a pickup)  could be used on the farm for a variety of light-duty jobs and would use less gas than the 1-½ ton truck his father had wanted to purchase the year before.  Pickups were much common now on farms across the United States than they had been  before the war.  Before the war, farm trucks had usually been 1½ ton trucks. With its own rear hitch, the small truck could even be used for hauling wagons to town in place of using the cars.  Since early in the fall, the new 1949 model year Chevrolet trucks had been out at dealerships like Usem’s in Austin.  This new ½-ton pickup shared the same “round nose” styling as the 1948 Chevy trucks, even the larger 1-½ ton truck,  except these new 1949 model pickups  had a shiny, eye-catching chrome grille out front.  The 1-½ ton truck still had the old-fashioned painted grille.  This was a throwback to the war years when all chromium production had been channeled into the war effort.

The 1949 growing season proved to be another great year for crops.Soybean yields in Mower County established another new record—a phenomenal 18 bushels per acre.Corn yields in the county were averaging 48 bushels per acre.The recession officially ended as of September or October of 1949.Yet the ill effects of the recession continued after the “official” end of the recession.In October of 1949 unemployment across the nation stood at 7.9%. As a result of continuing recession and the bumper crops, soybean prices slid to $2.04 per bushel in November of 1949.  When the 1949 corn crop was shelled out and came on to the market in February of 1950, the price still lagged at $1.13 per bushel as an average for the month as a whole. 

The winter of 1949-1950 had seen a great accumulation of snow (sometimes as much as 14 inches) on the ground for most of the winter.The unseasonably warm temperatures of early had finally melted all the snow. However, rains picked up where the snow had left off. Rains continued through most of April and May of 1950—with only a week’s respite in late April that allowed our Nevada Township farmer to get his ground worked up and his oats sown. The dry weather in early May of 1950 allowed him to plant his corn and his soybeans. Apparently, the markets were anticipating that the 1950 crop might be somewhat troublesome, WCCO radio at 830 kilocycles (kc) on the radio dial broadcasting out of Minneapolis, Minnesota (1950 pop. 521,718) was reporting that even this early in the season, the price of soybeans had risen to $2.70 per bushel as an average for the month of May, 1950 and the price of corn had adjusted upwards to the average price of $1.28 per bushel for the month May.  It seemed as thought the markets were anticipating shortages in the fall due to below average harvest yields.Still these prices remained well under the 1947 prices.  That year, there had been a real problem of wet weather in the spring and early summer which had caused a loss in crop yield in the autumn.(See the fourth article in this series of articles called “Oliver Farm Equipment [Part IV]: The Wet Year” contained in the blog at this website.) As the weather warmed again in early 1950, our Nevada Township farmer, looked forward again to field work and spring planting with the same positive expectations that he did.Springtime was the natural time to look forward to the new growing season. However, just when it looked like 1950 might be another wet year like 1947, the rains stopped. Unseasonably hot weather, with temperatures as high as 90ºF or higher, occurred in late May and early June, caused the crops to spring up out of the ground and flourish.  Our Nevada Township farmer began to change his mind.Perhaps this would be another bumper year in crops like 1948 and 1949.Because of this he expected to see a decline in farm commodity prices over the summer.

The eldest son of our Nevada Township farmer and his new wife this would have meant that a mortgage would have been placed out of reach because of the combination of high prices for houses they were attempting to purchased and the higher than normal interest rates on the loan they would need to purchase the house.  Only the assurance of low interest rates under the G. I. Bill would allow them to purchase the house they would need in Charles City, Iowa.  For his father on the farm in Nevada Township in Minnesota, this

Soybean prices had beput a real en soaring since the end of the war and had reached a record $4.13 per bushel in January of 1948.  Now, in November of 1948, soybean prices declined to $2.35 per bushel.  The glut in the corn market resulted the average price of corn falling to $1.11 per bushel in March of 1949.  This represented the loss of a full dollar per bushel off the price of corn just one year before in March of 1948—a 47.4% decrease in the price of corn in just on year.

Consequently, just as the high prices of the new Chevrolet trucks and the higher interest rates that the banks were now charging for loans caused our Nevada Township farmer and his second son to put off their plans for purchasing a new truck at Usem Chevrolet, consumers across the United States began to delay purchases of large consumer items like houses and cars.  Indeed, our Nevada Township farmer felt that the recent downturn in the economy was the long expected waited “post-war” recession.  Unknown to him was the fact that most of the public and many of the governing officials of the nation felt the same way.  Indeed, once it became clear in November of 1948, that the economy was headed into a recession, it was the belief of many, even members on the Federal Reserve Board, that this recession was the long delayed “post-war” recession.  Accordingly, the recession of 1948-1949 was largely caused by a psychological expectation that the Second World War would be followed by a recession just as the First World War had been followed by the severe recession of 1920-1921.

The second son felt that a small truck could be used on the farm for a variety of light-duty jobs and would use less gas than the 1-½ ton truck his father had wanted to purchase the year before.  With its own rear hitch, the small truck could even be used for hauling wagons to town in place of using the cars.  This new ½-ton pickup shared the same “round nose” styling as the 1948 Chevy 1-½ ton truck except the new pickup had a shiny, eye-catching chrome grille out front.  The 1-½ ton truck still had the old-fashioned painted grille.  This was a throwback to the war years when all chromium production had been channeled into the war effort.

The second son anticipated that the small truck could be used on the farm for a variety of light-duty jobs and would use less gas than the 1-½ ton truck his father had purchased the year before.  With its own rear hitch, it could even be used for hauling the wagon to town in place of using the cars.  This new ½-ton pickup shared the same “round nose” styling as the 1948 Chevy 1-½ ton truck except the new pickup had a shiny, eye-catching chrome grille out front.  The 1-½ ton truck still had the old-fashioned painted grille.  This was a throwback to the war years when all chromium production had been channeled into the war effort.

The 1949 growing season proved to be another great year for crops.  When combining the oats our Nevada Township farmer was again ready to fight the clumps in is windrows.  However, only at the corners, did our Nevada Township farmer worry about the combine struggling with the crop in 1949.  As the PTO binder was being towed around the corner, cut grain tended to pile up in one spot on the ground at the corner.    Our Nevada Township farmer was still worried that the clumps of grain would clog the little combine but in 1947, our Nevada Township farmer was pleasantly surprised to find that none of these clumps of grain at the corners of the field did anything more than to make the six cylinder engine of the Model 70 to “muscle down” and work to power the clump through the combine.

Soybean yields in Mower County established another new record—a phenomenal 18 bushels per acre.  Corn yields in the county were averaging 48 bushels per acre.

Economists finally assured the pubic that the recession officially ended as of September or October of 1949.  Yet the ill effects of the recession continued after the “official” end of the recession.  In October of 1949 unemployment across the nation stood at 7.9%.  Clearly this recession had cause harm to the economy and hurt to wide portions of the public.  The causes of the recession included the failure of the Federal Reserve to raise interest rates to slow the economy from over heating in the post-war period.  Later the Fed failed to recognize that after the initial inflationary cycle had passed that the stfrom 1948 on the the economy However, it remains that the res

As a result of continuing recession and the bumper crops, soybean prices slid to $2.04 per bushel in November of 1949.  When the 1949 corn crop was shelled out and came on to the market in February of 1950, the price still lagged at $1.13 per bushel as an average for the month as a whole.

The winter of 1949-1950 had seen a great accumulation of snow (sometimes as much as 14 inches) on the ground for most of the winter.  The unseasonably warm temperatures of early had finally melted all the snow.  However, rains picked up where the snow had left off.  Rains continued through most of April and May of 1950—with only a week’s respite in late April that allowed our Nevada Township farmer to get his ground worked up and his oats sown.  The dry weather in early May of 1950 allowed him to plant his corn and his soybeans.

Apparently, the markets were anticipating that the 1950 crop might be somewhat troublesome, WCCO radio at 830 kilocycles (kc) on the radio dial broadcasting out of Minneapolis, Minnesota (1950 pop. 521,718) was reporting that even this early in the season, the price of soybeans had risen to $2.70 per bushel as an average for the month of May, 1950 and the price of corn had adjusted upwards to the average price of $1.28 per bushel for the month May.  It seemed as thought the markets were anticipating shortages in the fall due to below average harvest yields.  Still these prices remained well under the 1947 prices.  That year, there had been a real problem of wet weather in the spring and early summer which had caused a loss in crop yield in the autumn.  (See the fourth article in this series of articles called “Oliver Farm Equipment [Part IV]: The Wet Year” contained in the blog at this website.) As the weather warmed again in early 1950, our Nevada Township farmer, looked forward again to field work and spring planting with the same positive expectations that he did.  Springtime was the natural time to look forward to the new growing season.  However, just when it looked like 1950 might be another wet year like 1947, the rains stopped.  Unseasonably hot weather, with temperatures as high as 90ºF or higher, occurred in late May and early June, caused the crops to spring up out of the ground and flourish.  Prices on the markets stabilized.  Our Nevada Township farmer began to change his mind.  Perhaps this would be another bumper year in crops like 1948 and 1949.  Because of this he expected to see a decline in farm commodity prices over the summer.

 

Oliver Farming in Mower County Minnesota (Part III): After the War

Oliver Farm Equipment in Mower County, Minnesota (Part III):

After the War

     by

Brian Wayne Wells

 

EPSON MFP image
In the post-World War II period, the Oliver Farm Equipment Company began experimentation on a proto-type of a new tractor. The experimental tractor was called the XO-121.

The end of the Second World War in September of 1945 brought about sudden changes in the farm equipment market.  During the war, farm equipment companies all across the United States had been severely restricted in the amount of farm tractors and equipment they had been allowed to make.  With the end of the war, these companies were scrambling to re-tool for civilian production.

Through out the rural areas of the United States, farmers, who had been unable to obtain any new farm machinery during now flooded their local farm equipment dealers to buy new farm equipment as it became available.  One of the farmers seeking to modernize his farming operation with new farm equipment was a particular farmer in Nevada Township, in southern Mower County, Minnesota.              As noted earlier (see the previous article in this series of articles “Oliver Farm Equipment in Mower County, Minnesota [Part II]: Soybeans” contained at the blog on this website), out Nevada Township farmer had in the spring of 1945, joined the growing number of farmers across the United States who were planting soybeans.  Experiments in raising soybeans had been going on for many years prior to the war.  However, only with the massive new demand for plastic for the production of cowlings, turrets and windscreens for modern aircraft for the war effort, did the simple little soybean become a large nationwide farm product.  Accordingly, the price of soybeans rose from its pre-war level of around 90¢ per bushel to a high of $2.10 per bushel in November of 1945.

Our Nevada Township farmer realized the value of diversifying his farming operation into the production of soybeans almost immediately in the fall of 1945.  The growing season of 1945 had proved to be a dry season with insufficient rain for the crops.  Our Nevada Township farmer corn crop had suffered.  He harvested about 1/3 corn less in 1945 than in a normal year because of the dry conditions.  Because the drought seemed to be localized to southern Minnesota, there was no large drop off in production of corn nationwide which might have resulted in higher prices for corn harvested in 1945.  Therefore, our Nevada Township farmer and his neighbors in the drought area of southern Minnesota suffered a double blow.  They did not have much crop to bring to market and the smaller crop they had did not bring a price high enough to offset the reduced volume of crop.  This situation might have put a real strain on his farm income and budget for the coming year, 1946, had it not been for the soybean crop.  The 1945 soybean crop had weathered the dry growing season in better shape than the corn.  As a result, there was only a 9.4% decline in the soybean harvest on his farm.  Furthermore, the price of soybeans actually rose to a new record high level in the fall of 1946.  This higher price was sufficient to offset the loss felt by our Nevada Township farmer to his farm income caused by the drought of 1945.  So the diversification into soybeans had saved the farm income from a loss in 1945.

As he looked to the future, however, our Nevada Township farmer was worried.  Like everyone else, he had come to think of plastics as only a wartime product.  He did not see any peacetime use for plastics.  Thus, he expected soybean prices to fall with the end of the war.  There were, however, reports that the industry was finding new peacetime uses for plastics.  Our Nevada Township farmer was skeptical of these forecasts—thinking them just so much wishful thinking.  However, he could not argue with the fact that the price of soybeans remained high throughout the winter of 1945-1946 and into the early spring of 1946.  Based on this continued high price of soybeans, our Nevada Township farmer determined to plant soybeans again on his farm in the spring of 1946.  However, he remained uneasy about the future of soybeans and as a result he planted only the same amount of acres to soybeans as he had planted the previous spring—in 1945.

In the coming growing season, 1946, our Nevada Township farmer could look forward to having more help on his farm.  His two grown sons had been away at war in the Pacific Theater.  He and his wife were extremely thankful when the war in the Pacific had ended and the news arrived that both sons would be home in time for Thanksgiving.  Accordingly, Thanksgiving of 1945 was glorious.  Our Nevada Township farmer and his wife could not help noticing how the boys had changed.  They were much more mature.  They were no longer boys.  They each had their own ideas about things.  Our Nevada Township farmer now faced some discontent from his sons regarding the farming operation.  His sons wanted to upgrade the farming operation by getting some new tractors and new farm equipment.  His sons encouraged him to trade in both old tractors on a new post-war tractor with electric starting, electric lights, hydraulics, rubber tires and faster speeds.  Our Nevada Township farmer resisted making any new purchases of arm equipment this year.  Despite the continuing high soybean prices, he was still unsure how crop prices would be maintained now that the war was over.  At the end of the First world war in 1918, there had been a severe economic downturn in the economy that had lasted through 1921.  He thoroughly expected another such economic recession following this most recent world war.  Still, he did, however, have one improvement in mind.

The end of the war now meant that rubber was now available for civilian manufacture.  During the winter of 1945-46, after rubber tires became available, again.  Our Nevada Township farmer sought to convert his 1937 Oliver/Hart-Parr Model 28-44 tractor over to rubber tires.  This tractor was old now and, as a standard tractor, was outdated, but it had been his first tractor and he was somewhat partial to it.  He didn’t really want to part with it.  The Oliver Farm Equipment Company had been offering a conversion to rubber tires as a package deal for the Model 28-44 since 1935.  The cost of this package had been $353.00 plus the cost of labor in 1935.  Now in 1946, the price was higher due to inflation.  This was more than our Nevada Township farmer wished to spend, but he did have another idea.  While he did go to Thill Implement to purchase new rims for rubber tires for the front end of the tractor, he jacked up the rear end of his Model 28-44 tractor and removed the steel wheels from the rear of the tractor and loaded them into the back of his 1939 Chevrolet Model JD ¾-ton truck.  He drove the truck with the wheels to the Attlesey Blacksmith Shop in Lyle, Minnesota.  As noted earlier, Harry Attlesey owned this blacksmith shop on the north end of town.  (See the second article in this series of articles “Oliver Farm Equipment in Mower County, Minnesota [Part II]: Soybeans” contained at the blog on this website.)

EPSON MFP image
Even though fitted with rubber tires the old Oliver-Hart-Parr Model 28-44 remained a slow tractor–moving at 4.33 mph in road gear.

Over the winter of 1945-1946, however, Harry had been making a good income from cutting the outer steel bands (or “tires”) off of steel wheels of various tractors and welding new open rims for rubber tires onto the centers of those same wheels.  In this way, rubber tires could then be mounted onto the rear tractor wheels.  Harry now did this for the wheels brought to him by our Nevada Township farmer.  He cut the flat-spoke centers out of the steel wheels and welded the centers to the inside of a 28 inch rim which was 12 inches wide.  Each rim was now ready for the mounting of a 12.75 x 28” rubber tire and the corresponding tube. These are the same size of tires that were part of Oliver’s rubber tire upgrade package.  However, the price of cutting down the rear wheels and welding the rims on the centers of those wheels was much less than the Oliver package deal, because he did not have to purchase the new hubs and centers for the rear wheels.  Once the rear wheels with rubber tires were mounted again back on the tractor, the old Model 28-44 tractor surely did ride smooth.  However, the smooth ride seemed to accentuate the extremely slow speeds of the Model 28-44.  Top speed was still only 4.33 miles per hour.

Our Nevada Township farmer had also had the steel rear wheels on his 1935 Hart-Parr/Oliver Model 18-27 (dual wheel) tricycle style tractor cut down and had 38” rims welded on these cut-down centers.  He then mounted 10.00 by 38” rubber tires mounted on the rear of this tractor.  Once again, the ride on the new rubber tires was smooth, but extremely slow.  The top speed of the 18-27 was 4.15 mph.

While the purchase of the “standard” or “four-wheel” style Model 28-44 had allowed our Nevada Township farmer to reduce the number of horses on his farm, the Model 28-44 could not be used for the cultivation of the row crops—corn and soybeans.  Only the purchase of the tricycle-style Model 18-27 in 1943, finally allowed him to totally mechanize his farming operation.  The tricycle style Model 18-27 had been specifically designed for the cultivation of row crops.

However, both of these tractors were “pre-war” tractors and were not fitted with adequate speeds, electric start or hydraulics like the modern post-war tractors that were now being produced by various farm equipment companies.  As his sons continued to agitate about getting a more modern tractor, our Nevada Township farmer began to feel that perhaps he should get another tractor.  He might purchase a new tractor at Thill Implement in Rose Creek, Minnesota (1940 pop. 261).  To hold the price down on a new or used tractor, he might trade the old Model 18-27 (dual wheel) tractor in on the purchase of another tractor.  However, with both sons and himself able to start the field work this coming spring, he knew that he would need a third tractor.

As the winter wore on he began to ponder his need for a third tractor.  As a result, he began to attend the winter auctions again.  Sure enough he found an auction bill that offered a 1941 Oliver Model 70 for sale.  When it was introduced in 1935, the Model 70 had been a very modern looking and streamlined tractor, complete with sheet metal side-curtains covering the engine. However, in 1937, the Model 70 was re-styled to become even more streamlined looking.  The Model 70 at the auction was one of these new “late-styled” Model 70s with a rounded yellow grill with a red nose strip down the center of the grill.

EPSON MFP image
Extremely colorful in its own right, the “late styled” Oliver 70 tractor was even more colorful when the Oliver mounted two-row cultivator was attached to the tractor.

At the auction, our Nevada Township farmer observed that the Model 70 was fitted with factory-installed rubber tires front and rear, had the optional electrical lights and an electrical starter.  The tractor also had a six-speed transmission with a road gear of 13.44 miles per hour.  He felt that his sons would really enjoy this tractor.  This tractor was as just as good as a new tractor.  It contained many of the same features his sons had been wanting in a new tractor.  However, many other people at the auction also saw the tractor as the equivalent of a new tractor, the price of the tractor was bid up and up.  It was unbelievable.  Considering the high prices that these “used” tractors were now demanding at auction, a person might as well purchase a new tractor.  Nonetheless, compelled by his desire to keep his sons happy so that they might stay on the farm, our Nevada Township farmer stayed in the bidding.  In the end, despite the high price, he became the owner of the tractor.  Now it was time to settle up with the bank clerking the auction.

The current bank in Lyle, Minnesota is in the same building and location as the old Farmers State Bank.
The current bank in Lyle, Minnesota is in the same building and location as the old Farmers State Bank.

The Farmers State Bank of Lyle was clerking the auction.  Indeed 29 year-old Gwenith Gislason, clerk at the Farmers State Bank; and, incidentally, daughter of Alfred Perl Garantz owner of the bank, was present at the auction representing the bank.  Although Gwenith lived in Austin with her husband, C.J. Gislason, she continued to work at her father’s bank in Lyle.  (In a few years, following her parent’s retirement and their move to Pinellas, Florida, Gwenith would take over the reins of ownership of the bank in place of her father.)  The Farmers State Bank in Lyle was the bank at which our Nevada Township farmer did his banking.  He knew Gwenith and her father.  Our Nevada Township farmer was learning that Gwenith was starting to speak with the authority of her father on the bank’s behalf.  Still he preferred dealing with her father, a male who was more closely his own age and, indeed, was older than himself.

In situations like this, Gwenith recognized the problem and graciously deferred to her father and told our Nevada Township farmer that she would okay the financial arrangements concluded at the sale and let our Nevada Township farmer talk with her father at the bank the next time he was in Lyle.  She knew as much about our Nevada Township farmer’s financial situation as did her father—probably more.  She knew her father would no doubt agree with her decision to okay the sale on the spot and would no doubt approve of her charade of deferring to him in this instance.

Accordingly, on these casual arrangements, our Nevada Township farmer settled up with the bank at the auction and went home to his farm.  His sons were excited about the prospect of working with a “new” modern tractor.  The next day, he took his two sons and drove back to the site of the auction.  One of the sons was assigned the task of driving the Oliver 70 back home.  February of 1946 had been colder than usual and this day was no exception.  Although the roads had been cleared of snow there were still large snow drifts in the ditch and on the fields of the farms along the way back to their home farm.  Thus, it promised to be a cold 12-mile ride along back roads to bring the tractor back home.  Even at the top speed of almost 13½ mph the trip would still take almost an hour.  Still his sons argued over who would have the privilege of driving the tractor back to the farm.  This argument was resolved by a flip of a coin.  The eldest son won the toss of the coin and drove the tractor home.

After the cold month of February, March of 1946 was incredibly warm with temperatures up into the 60’s for a good deal of the month and even up into the 70’s during the last full week of the month.  “April showers” are proverbially expected to about “bring May flowers.”  However,owH in April of 1946 showers were a precious commodity.  Indeed the showers were almost non-existent throughout the month of April.  Due to the warm weather and the lack of rain, field work began early that year.  Now with three tractors engaging in the field work that spring, our Nevada Township farmer was able to get all the crops in the ground early that year.  However, his dreams of continuing to work with both of his sons on the farm, was becoming endangered.

Over the winter months, of 1945-1946, the older of his two sons had been leaving the farm on many Friday and Saturday evenings and returning home late at night.  When he did so, our Nevada Township farmer would comment to his wife that their son was “on the prowl” for a woman.  His wife would disagree and contend that their son was only out with his high school friends.  She had a soft spot in her heart for the eldest son and she was in denial about anything that would mean changes in the family.

When the Second World War ended, many families traded in their pre-war cars on the purchase of newer post-war automobiles. Here is a 1941 Chevrolet four-door that our Nevada Township farmer and his wife traded in on a 1947 Chevrolet Sedan.i
When the Second World War ended, many families traded in their pre-war cars on the purchase of newer post-war automobiles. Here is a 1941 Chevrolet four-door that our Nevada Township farmer and his wife traded in on a 1947 Chevrolet Sedan.i

 

In actual fact, the eldest son had been trying to get back together with his buddies that he had known before the war.  He wanted to recapture some of what he had missed during the time he was in the armed forces.  Accordingly, he dressed up in a white shirt and slacks, slipped on his penny-loafer shoes and put on a winter coat and hat and borrowed the family’s new 1946 Chevrolet Sedan to head out to Cresco, Iowa.  Our Nevada Township farmer and his wife had traded in their old 1941 Chevrolet Sedan in to Usem Chevrolet in Austin, Minnesota (1940 pop. 18,307) on this new car.  This new Chevrolet was so new that it still had that “new car smell.”  New as it was, however, the car had been fitted with most one important option for a farm car.  A trailer hitch protruded from the rear bumper and contained a simple hole, through which a drawbar pin could be inserted while hauling a farm wagon to town.

EPSON MFP image
A 1947 Chevrolet four-door sedan, like the one purchased by our Nevada Township farmer and his wife.

Currently, the eldest son was pursuing one of his fondest memories from before the war.  He was going roller skating in the large roller skating rink in Osage, Iowa.  This was one of the entertainments he had missed the most while he was in the armed forces.

Today the site of the old Cresco roller skating rink is occupied by a fire department building.
Today the site of the old Cresco roller skating rink is occupied by a fire department building.

With the large roller rink and the movie theater, Osage had long been an entertainment hub for the area.  On any Friday or Saturday night, the downtown area of Osage would fill up with cars as young people from all across northern Iowa and southern Minnesota would gather in Osage to go to the roller rink or to see the latest movie that was playing in the Osage movie theater.   Since his return to the community, he had also engaged in his old hobby of looking at the license plates of Iowa cars and note which county, the car was from.  Every Iowa license plate began with one or two digits on the left side of the plate.  These digits identified the county in which the car had been registered.  There were 99 counties in Iowa and the digits on the license plates identified the counties in alphabetical order. Lyle, Minnesota was located right on the state line and so there had always been plenty of Iowa cars around to “identify” as he grew up.  Most commonly there were cars with “66” on the left side of their license plates.  This was Mitchell County located directly across the Iowa border from the town of Lyle and Mower County in Minnesota.  Mitchell County was referred to as “66 County Iowa.”  Neighboring Howard County to the east was “45 County Iowa.”  Cerro Gordo County to the southwest was 17 County and Worth County to the west was 98 County.  Minnesota also had a designation on their license plates.  However, the first digit on the Minnesota license plates referred to the one of the nine U.S. Congressional Districts the car hailed from in Minnesota.  Therefore, identifying Minnesota license plates was just not as much fun as identifying Iowa license plates.  The congressional districts were so large that the eldest son had rarely seen cars from other areas of Minnesota other than 1st Congressional District (where Nevada Township and Mower County were located) with just a sprinkling of cars from the neighboring 2nd Congressional District.  These were the districts that lay along the Iowa border in Minnesota.  Iowa provided a much more varied selection of cars.  Both Minnesota and Iowa required cars to have license plates on both the front and rear bumpers.  Consequently, the eldest son found himself “identifying” Iowa cars among the oncoming traffic in the twilight as he drove down the paved U.S. 218 highway on his way toward Osage.

Once in Osage, the eldest son tried to find parking on State Street in Osage, which was the main street running east and west through town.  When he could not find parking on State Street, due to the glut of cars in Osage on this particular night, he tried 7th Street both north and south of State Street.  The roller rink was located just west of the intersection of State and 7th Street.  He found parking on south 7th Street.  South 7th Street led off into the residential area of Osage and was not as well lit as the commercial area of State Street and north 7th Street.  Nonetheless, he parked the car and walked to the roller rink and paid his 50¢ admission at the door.  Then he went over to the skate rental desk and told them his shoe size and rented skates of that size for another 25¢.  He sat down and took off his favorite “penny loafers” and slipped into the black high top roller skates and pulled on the laces to tighten the skates around his ankles.  He skated over to the skate rental desk and turned in his penny loafers and received a claim check for the shoes.

Then, he started to skate out onto the rink.  Old memories flowed back as he made his way around the floor.  It did not take long to get back into the swing of skating.  He soon found that he could move easily with the music.  The music was played by an electric organ and amplified by speakers around the rink.  Currently, everyone was skating in a counter-clockwise pattern around the skating rink.  He knew that sometime during the night, about half way until closing time the pattern would be reversed and everyone would be required to skate in a clockwise direction for the balance of the evening.

On his first few visits to the roller rink, he had been attempting to re-capture old times with his male buddies from before the war.  However from the first, he realized that things were not the same as they had been before the war.  Many of his old friends from high school were now married and had their own lives.  So he had begun just going to Osage alone and had been asking girls to skate with around the floor.  At the roller skating rink, over the winter, he met a particular girl from Charles City, Iowa.  He had asked her for a skate around the rink to one song.  That song ended too soon.  So he asked if she wanted another turn around the large rink.  She agreed.  At the conclusion of a couple of more songs, they went to the refreshment stand and he ordered two hot dogs and two Cokes for them to eat.  She asked him if he would prefer a Cherry-Coke with the hot dogs.  He didn’t know what that drink was, but based on her suggestion he was willing to try something new.  So they sat for a while and conversed while they drank their Cherry Cokes and ate their hot dogs.  It seemed so easy to converse with her.  He enjoyed her company.  After eating, they skated some more.  Soon the announcement was made for all skaters to reverse direction.  The eldest son could not believe that half the night had passed already.  Without really knowing it, they had spent most of the night together.

1941 Ford Super Delux Fordor Sedan
A 1940 Ford Super Delux Tudor Sedan

After the last song had been played and the music ceased, he walked her to her car parked on State Street a couple of blocks from the skating rink.  It was her father’s 1940 Ford Tudor Sedan with a license plate indicating that the car was from “34 County Iowa”—Floyd County.  His only prior experience around girls had been in high school at Lyle High School.  Since the war, this part of his life seemed to be part of the distant past.  This girl seemed to be more serious about life than the girls he had known in high school.  Indeed, she was a woman not a “girl.”  She liked to talk about serious things not just conversational chit-chat.  She even seemed serious about roller skating.  Rather than renting skates at the skating rink, she carried her own pair of roller skates to the rink in a little suit case which was specially made for them.  She liked roller skating enough and went to the rink at Osage often enough that she had concluded that she would save money by having her own pair of roller skates rather than renting skates every time—especially now.  Since the end of the war prices were getting ridiculously high.  Renting skates used to be cheaper during the war—now it was a whole 25¢.

He had a good time, but he did not think that the relationship would grow more serious.  He just felt that it was a good friendship.  Nonetheless, when they did on reach her car on that first night of skating, he did inquire whether she would be back at the Osage skating rink next Saturday night and she assured him that she would.

Thus, their friendship went on like this from week to week throughout the winter of 1945-1946.  Early on, the eldest son knew that he could not continue to dominate the family’s new 1946 Chevrolet on the weekends.  Consequently, he made a deal with the Usem Chevrolet dealership in Austin, Minnesota for a used 1939 “pre-war” Oldsmobile Model 80 2-door Business Coupe, which had been sitting on the dealership’s used car lot.  Our Nevada Township farmer had always purchased his cars from the Usem dealership—so it was natural that this was the first place that his eldest son would turn when seeking an automobile.  Our Nevada Township farmer’s eldest son liked the looks of this Model 80 Business Coupe—especially the long narrow hood covering the engine.  The hood was long for a reason.  Underneath the hood was an “in-line” eight cylinder engine.  The “straight eight” engine was standard equipment in all Model 80 Oldsmobile, also standard equipment for the Model 80 was the semi-automatic “Safety” transmission.  Oldsmobile had introduced the “Safety” semi-automatic transmission in 1937.  The salesman at Usem told him that only few of these Model 80 Coupes had been made in 1939.  Indeed, although Oldsmobile had made 158,560 cars in the 1939 calendar year—enough to put the company in seventh among all automobile manufacturers for that year—the company had made only 738 Model 80 Business Coupes in 1939.

1939 Oldsmobile Business Coupe
A 1939 “straight eight,” cylinder Oldsmobile Business Coupe like the one purchased by the eldest son of our Nevada Township farmer.

The salesman at the Usem dealership noted that the “safety transmission” had been improved and made a fully automatic transmission in 1940.  This fully automatic transmission was called the “HydraMatic” transmission and was introduced by the General Motors Company into the Oldsmobile, Buick and Cadillac cars in 1940.  The salesman commented that most new General Motors (G. M.) innovations were introduced first in the Oldsmobile line of cars before they introduced in the other lines of General Motors cars.  The salesman also advised that it was always wise “to avoid buying a car in the first year of a new innovation.”  It was better to wait a year or two after the innovation had been introduced “to allow the ’bugs’ of the new innovation were worked out.”  In this regard, he noted that by 1939, all the bugs in the Oldsmobile safety automatic transmission had been worked out.  Accordingly, this particular Business Coupe was an especially good deal.

This Business Coupe was still fitted with running boards along both sides of vehicle.  Running boards had ceased being standard equipment on Oldsmobiles in 1939.  However running boards had continued to be optional equipment.  Obviously, the first owner of this car had preferred the option of running boards.

Lacking a rear seat the Oldsmobile Business Coupe was designed for only two people.  This particular Business Coup had been used by a traveling salesman.  The Business Coupe was ideal for traveling salesmen.  With its large straight-8 engine, its large 17 gallon gasoline tank, its automatic transmission and its “wide” 6.50 x 16 inch tires, the Oldsmobile Model 80 Business rode comfortably over long distances.  Additionally, there was ample room behind the seat and in the trunk to hold a great deal of merchandise.  This was the type of car that gave Oldsmobile the image of “the Old Man’s dependable work horse.”  Thus, Oldsmobiles were sometimes referred to as “your father’s Oldsmobile.”

In 1939, the new the Model 80 Business Coupe had sold for $920.00.  Now, the seven year-old car was being offered for a price of $300.00.  The car had a lot of miles on it, which accounted for the relatively cheap price.  To buy the car, our Nevada Township farmer’s eldest son used some of the money he had received in his last paycheck from the Navy to make a down payment on the car.  Then he obtained a loan for the balance from “Mrs. Gisleson” at the Farmers State Bank in Lyle.  In making these arrangements, the eldest son found that everybody was so anxious to help him out, because he was a returning veteran.

The eldest son had never owned a car before the war.  So this was his first car.  When he arrived at home, he carefully washed all the dust of the dirt roads off the car.  It was the beginning of a life-long love of Oldsmobiles.  Consequently, on his first trip to Osage with the Oldsmobile, he was anxious to show his new girl friend the car and take her for a ride.  She obliged and drove around a little in the Oldsmobile before they went to the movie theater.  Movies played at Osage’s theater usually six months or more after they were initially released.  Accordingly, many of the movies they were seeing in late 1945 were movies that had been released during the war.  On this night they saw Spencer Tracy in Thirty Seconds Over Tokyo, which had first been released on November 15, 1944.  She liked it and thought the movie informative about the war.  He did not much like it.  Probably, because he had been too close to the war to appreciate a war movie.  On another weekend they saw Pan Americana (1945) which had been released on March 22, 1945.  They both liked this movie.  They also saw Gene Kelly in Anchors Aweigh (1945) released July 14, 1945.  They both also liked this comedy movie.   They also saw State Fair (1945) released on August 30. 1945.  They both liked this Rodgers and Hammerstein musical about the Iowa State Fair.

Back on the farm in Nevada Township in the spring of 1946, field work began earlier than usual due to favorable weather conditions.   The entire month of March was much warmer than normal with temperatures, almost reaching 80ºF in the last week of the month.  Oats were sown into the ground in April and the seedbed was prepared for the corn.  It looked like the corn and soybeans might be planted in May.  However a late season snow storm on the second weekend in May dropped 3 inches of heavy wet snow on the ground, but the temperatures barely got below 30ºF and in the days that followed temperatures reached up to 70ºF.  Thus, the snow lasted for no more than a day before it was all melted.  By the end of May the temperatures were unseasonably warm–85ºF.  Consequently, the temperatures of the soil kept on warming almost in spite of the late season snow.  Accordingly, both the corn and the soybeans were planted before the end of May.

As he had planned in the early spring, our Nevada Township farmer planted the same amount of acreage to soybeans in 1946 as he had in 1945.  Many of his neighbors did the same.  As a result, the total number of acres planted to soybeans in Mower County in 1946 remained the same as it had been the year before.  Although soybean prices had continued at high levels since the end of the war, he was still unsure about the future of this new crop during the post-war era.  His eldest son kept going to Osage nearly every weekend.  The eldest son worked hard during the week to leave time on the weekends for socializing with his new female friend.  He worked in the field during the week and on Saturday but still took his 1939 Oldsmobile south to Osage on Friday or Saturday night every weekend.  Our Nevada Township farmer commented on his energy.

June 1946 proved to be a wet month with a large rain of 1½ to 2 inches each week for the entire month and another 1½ inch rain in the first week of July for good measure.  Barely would the ground dry out and cultivation of the corn and soybeans get started again before another rain would force our Nevada Township farmer and his sons from the fields.  Even with both the Oliver/Hart-Parr 18-27 (dual wheel) and the Oliver Model 70 cultivating in the fields the cultivation of the corn and soybeans occupied most of the summer up until mid-July.  By that time the corn was too tall to be cultivated again and the soybeans were beginning to flower.  Any additional cultivation at this point would do more harm than good for the crops.

Right side view of the mounted cultivator for the Oliver Row Crop Model 70 tractor.
Right side view of the mounted cultivator for the Oliver Row Crop Model 70 tractor.

Following the heavy rain in early-July there was no rain at all until the end of August 1946.  This allowed our Nevada Township farmer and his sons to put up hay, and get the oats windrowed in anticipation of the arrival of their neighbor with his Oliver Model 10 Grainmaster combine to once again do the custom combining of their oat crop.

Also the weather remained bright and shiny for the Mower County Fair which was held from August 5 until August 11, 1946.   As usual the 4-H Exhibits dominated the first two days of the fair.  The Future Farmers of America or FFA Exhibits dominated the second two days of the Fair.  Accordingly, our Nevada Township farmer took his prize registered purebred Suffolk sheep to the Fair in Austin on Friday afternoon for the last two days of the Fair which was devoted to the “open class” exhibits.  Attendance at the Fair was down from the previous year.  This was a reflection of polio scare that was gripping the public that summer.  Indeed some county fairs, like the 1946 Freeborn County Fair in neighboring Albert Lea, Minnesota to the west and the 1946 Fillmore County Fair in Preston, Minnesota to the east, had been canceled altogether out of fear of the polio contagion.  Indeed, our Nevada Township farmer would not have to worry about going to the Minnesota State Fair this year since he had already heard over the radio that the 1946 State Fair was being cancelled because of the polio scare.  Accordingly, the Mower County Fair would be the only real opportunity he would have to sell some of his purebred ewes this year.

Despite reduced attendance due to the "polio scare" the 1946 Mower County Fair finished in the "black" financially as reported by Fair Borad memger, P. J. Holland in the Austin Herald newspaper.
Despite reduced attendance due to the “polio scare” the 1946 Mower County Fair finished in the “black” financially as reported by Fair Borad memger, P. J. Holland in the Austin Herald newspaper.

By the end of August, 1946, there still had been no rain.  This late in the growing season, however, no rain was needed as the crops in the field were ripening anyway.  Accordingly, our Nevada Township farmer was looking forward to a good harvest with dry crops and dry ground for the tractors and machinery to drive on.  Anticipating a good harvest in the fall, our Nevada Township farmer was again thinking about how to modernize his farming operation.  Late in August, our Nevada Township farmer noticed an auction sale bill in the Austin Daily Herald which contained a one-row corn picker.  He thought he should attend this auction and see how much the corn picker would bring at auction.  All during the war years, he had relied on custom corn picking to get his corn harvested.  Before the war, one of his neighbors had obtained a one-row corn picker made by the Wood Brothers Company of Des Moines Iowa.  This was the farmer that our Nevada Township farmer hired each year to pick his corn.  However, our Nevada Township farmer wanted to be free to do his own picking of the corn on his farm without having to wait on his neighbor to get done with his other customers.

With this thought in mind, our Nevada Township farmer attended the auction.  The corn picker turned out to be an Oliver No. 3 Corn Master corn picker.  The picker was not that old.  Consequently, the price of this corn picker soon rose to nearly the price of a new corn picker.  The end of the war had not brought enough new machinery out on the market to lower the price of used machinery at auction.  Nonetheless, our Nevada Township farmer stayed in the bidding on the corn picker and in the end became the new owner of the No. 3 Corn Master corn picker.  The price was high, but he comforted himself that the ability to pick his own corn on his own schedule would be worth the price of the corn picker.  The price of corn remained high at $1.97 as a average for the whole month of August, 1946.  The weather remained dry and it looked like a good harvest season ahead.

However, during the first week of September it seemed as though the skies opened up and dumped out rain—as a 2½ inch rain fell in the first week of September, This rain was followed by a succession of heavy rains of two ¾ inch rains on consecutive nights, followed by a 1 inch rain on the third night.  Rains continued steadily until Thanksgiving creating difficulty in harvesting the corn and soybeans.  Paradoxically, the 1946 growing season had yielded a good crop because of the sufficient amounts of rain all summer.  The first killing frosts of the season occurred in early October.  Then the rain had stopped.  This allowed the crops to dry down nicely for harvest.  However, the rains started up again and continued periodically through most of November.  At this point the crops were like money sitting in the field.  It should have been an easy matter to simply collect the money—to get the crop out of the field and safely into the shed.  However, these late season rains were making it difficult to get this money out of the field.  Tractors were, continually, getting stuck as his neighbor with the Model 10 Grain Master combine struggled to pull the large combine through the mud of the soybean fields.  Outside of a 2 inch snow which fell late in November and did not last for more than a day, there was no snow until the middle of December.  As soon as the soybeans were harvested, our Nevada Township farmer and his sons struggled to get the corn in the crib.  Because he now owned his own corn picker, he and his sons were able to get the corn safely harvested and in the corn crib before the snows came.

The corn crop across Mower County yielded 40 bushels, which was about 12% less yield per acre then usual.  This loss was almost entirely due to the difficult harvesting conditions in the fall of 1946.  However, soybeans proved to be the best surprise of the post-war era for American farmers.  Demand for plastics during the war had been so strong that soybean production had established a new nationwide record every year following 1941.  Surprisingly, even with the return of peace, and the loss of military contracts for plastics, the supply of soybeans still could not keep up with the growing new peacetime demand for plastics.  As the soybean harvest of 1946 started to come into the market in the late fall of 1946, it looked like another bumper crop of soybeans.  (Indeed nationwide soybean crop figures would reveal that the 1946 soybean crop would set another record, as 203,395,000 bushels came onto the soybean market.)

Just like the previous year, our Nevada Township farmer had made arrangements to have his soybeans combined by his neighbor with the Model 10 Grainmaster combine.  Just like the prior year, he had begun to worry that the soybeans would suffer losses in the field before he could get the soybeans harvested.  (See the second article in this series called “Oliver Farm Equipment Part II: Soybeans” contained at this website.)  Our Nevada Township farmer still felt the insecurity of having profit and loss on his crop hanging on someone else’s schedule.  This year a great deal rode on getting his soybean crop out of the field and into the shed.  The bumper crop of soybeans that was being harvested nationally should have depressed the price.  However, despite this new record harvest, the price of soybeans still continued to rise dramatically—reaching a phenomenal $3.14 per bushel in November of 1946.  So the “money” that was sitting in the soybean field, un-harvested, was substantially more than in previous years.

Right side view of Oliver Model 10 Grain Master combine
A right side view of the Oliver Model No. 10 combine.

Luckily our Nevada Township farmer’s neighbor soon arrived on the farm with the Model 10 combine and our Nevada Township farmer was able to get his soybeans out of the field.  Our Nevada Township farmer did not waste any time on hauling the soybeans from the field straight to the Hunting elevator in Lyle, Minnesota, where he sold the entire crop at the highest price he had ever seen for soybeans.  Consequently, our Nevada Township farmer added a great deal to his annual income for 1946, solely because of the soybean crop.  The soybeans more than made up for any losses he had suffered in the corn crop and for the losses he had suffered because of his limited chance to advertise and sell his purebred Suffolk sheep due to the cancellation of the Minnesota State Fair.  Thus, diversification of his farming operation had proved itself once again in 1946.

Over the summer of 1946, our Nevada Township farmer’s eldest son had gotten to know the family of his girl friend.  During the 4th of July she had invited him down to Charles City, Iowa to a family reunion at her parents house.  This was his first visit to her parents.  He got the distinct impression that they were looking him over as a future son-in-law.  He thought this was humorous because it did not fit their relationship at all.  However, he had struck up a good relationship with her father.  Her father was an employee at the Oliver Company tractor factory located in right there in Charles City.  It was fun to hear about the production of tractors, like the Model 70 that was being employed on the farm back in Nevada Township.  Her father had a hobby of woodworking.  He did this work in the basement of the house on the weekends and on holidays from work.  Indeed, he had made some of the furniture and cabinetry in their family home.

In October of 1946, the eldest son reciprocated and in invited his girl friend up to Lyle for the Lyle High School homecoming game held on October 11, 1946.  Lyle was playing Lime Springs for the homecoming game.  The game itself was an exciting football game.  The Lyle Lions eventually won the game by a score of 20 to 18.  However, the eldest son was somewhat distracted from the game by the great number of his old high school classmates who were attending the game and who made a point coming over to see him.  He had fun and reminisced about the good times they had in high school.  He was glad to see that she got along well with everybody she met.  Her outgoing personality made him feel proud to introduce her to his high school classmates.  She seemed at home with any group of people.  Once again, he felt a little awkward, because most people they met assumed that they were soon to be married.  Their relationship was just not that type of relationship.

DSC07200
The victory of the Lyle High School football team over the Lime Springs, Iowa football team in Lyle’s 1946 Homecoming is reported in the Austin Herald daily newspaper.

Now that the field work on the farm was done for the year, they began to see each other more regularly again meeting in Osage, Iowa.  Sometime before Thanksgiving of 1946, she obtained a job as a bookkeeper for the Gilles Amusement Company in Osage.  The Gilles Amusement Company was owned by William and Theresa (Seibert) Gilles.  Their place of business was located in Osage, only about two blocks from the roller skating rink.  The Gilles Company marketed Wurlitzer wall boxes.  These wall boxes were usually located on the wall at tables in restaurants.  These Wurlitzer wall boxes were connected with a large Wurlitzer juke box which was centrally located in the restaurant.  The wall boxes contained a coin slot and lists of popular songs.  Patrons in the restaurant could simply drop a nickel in the slot of the wall box at their table and press the right keys indexing their favorite song and the Wurlitzer jukebox would begin playing that song.

To facilitate her new job, the eldest son’s new girl friend had moved out her parents’ home and had obtained a room in a boarding house in Osage.  She also had purchased her own car—rather she purchased the 1940 Ford Deluxe Tudor Sedan that had been her parent’s car.  Her parents purchased one of the new 1947 Ford Super Deluxe Fordor Model 73B Sedans from the Charles City Motor Company the local Ford dealership.  The new 1947 Fords were introduced in the fall of 1946 and this new car was one of the first that had been delivered to the dealership.

His new girl friend bubbled over with enthusiasm, when she told the eldest son about her new job.  Working at the Gilles Amusement Company, she had become familiar with the Billboard magazine.  This magazine tried to cover all events in the entertainment industry in the nation—including recent movies and all live shows at state and county fairs across the nation.  Mr. Gilles subscribed to this magazine and, indeed, advertised his Wurlitzer wall boxes in that magazine.  She found that Billboard magazine was fascinating and looked forward to each new issue which arrived in the mail at the workplace.  Mr. Gilles, often, did not have time to read the latest Billboard and encouraged her to read this magazine and tell him anything new that was in the magazine.

Also during the short period of time that she had been living in Osage she had already made some new friends.  One of her closest new friends was a young woman that worked as the stenographer for the Osage theater.  Another of her new friends was a woman that worked as a salesperson at the local music store.  Their employment in the local “entertainment industry” brought them together with a common interest.

She and the eldest son of our Nevada Township farmer continued roller skating on the weekends.  They also continued to see movies at the Osage theater.  In the early in 1945, back during her senior year in high school while the eldest son was away in the Pacific, she had seen the movie Janie, which had been released on September 2, 1944.  This was a movie about the adventures of Janie Conway, a small town “bobbie soxer.”   Joyce Reynolds starred as Janie Conway, the “bobbie soxer.”   She had enjoyed the move a great deal and identified with the character of Janie Conway.  Now, because of her new job, she heard that a  sequel to that movie had just made.  The sequel was called Janie Gets Married which had been released on June 22, 1946.  She wanted very much to see the sequel.  During the fall of 1946, she stayed in regular contact with her friend—the stenographer at the local theater, just to find out when the sequel would be coming to Osage.

Over Thanksgiving our Nevada Township farmer’s eldest son was able to bring his girl friend to Nevada Township to meet his parents.  It was a good time.  The Thanksgiving dinner was tremendous success with turkey, cranberries, home-grown Blue Hubbard squash, home-grown mashed potatoes and giblet gravy—Thanksgiving dinner with all the trimmings.  Thanksgiving was an anniversary of sorts.  Both sons had been home for one whole year.  With the sale of the soybeans having been so successful his father split the profits with his two sons and gave them each a nice big check during Thanksgiving.  He promised that more would come their way when he sold some Suffolk ewes in December and more money when they shelled the corn in February or March of 1947.

With the crops all harvested, our Nevada Township farmer considered his position.  He was starting to feel secure that soybeans could be a major cash crop that could be relied on even in peacetime.  However, he still felt that he needed to control the harvest.  Accordingly, in the winter of 1946-1947, our Nevada Township farmer began to think about using some of the money he had made from the 1946 soybean crop to modernizing his farming operation, once again.  If he could obtain his own combine, he would no longer have to depend on the schedule of hired combines to get his soybean crop harvested.

He was aware that, following the introduction of the small Allis-Chalmers Model 60 All Crop Harvester in 1929 (See the article on this blog entitled “Navy bean farming in Michigan Part III,” contained at this website.), a number of other farm equipment companies, e.g. John Deere, Massey Harris, and Case had introduced their own small combines.  Of course all of these combines had been unavailable during the war.  Now, however, these small combine were all becoming available again.  Furthermore he had, recently, heard that the Oliver Farm Equipment Company was introducing its own small combine—the Model 15 Grainmaster combine.

Oliver Model 15 Grain Master combine 3
The low profile of the Oliver Model No. 15 was a vast improvement over the high profile of previous Oliver combines, like the Model No. 10 combine which would require storage in a tall building with a tall doorway, whereas, the Model No. 15 combine could be stored in a smaller building with a shorter doorway.

During a visit to Thill Implement in Rose Creek in February of 1947, he had seen one of these had one of the new Oliver Model 15 Grainmaster combines in the inventory of the dealership.  Like the previous Grainmaster combines, this new Model 15 was being produced at the old Nichols and Shepherd Company Thresher Works in South Bend, Indiana.  (This Thresher Works was now designated as South Bend No. 1, to differentiate it from South Bend No. 2, the new Oliver Company engine plant.  This new engine plant was built complete with a new foundry and molding works for making the cast-iron blocks of the new Oliver engines.)

The Model 15 Grainmaster was one of the new small “straight through” style of combines that were becoming popular in the post-war era.  The Grainmaster Model 15 had a six-foot cutterbar/feeder and a full-width cylinder positioned directly behind the feeder.  The grain crop was harvested and taken directly into the combine, where it was threshed.  The grain did not have to travel through any 90º turns on its convoluted way through the combining process, as it did with the older style combines like his neighbor’s Model 10 Grainmaster.  Because of this straight thru design, the forward motion of the combine would dump the straw back onto the ground in almost exactly the same location where it had been before the whole process had begun.  Because of this simplicity, the straight-through style combines were more efficient and saved more grain than older style combines.

The salesman at Thill Implement noted that this particular Model 15 combine was one of the new power take-off versions of the Model 15 Grainmaster.  The salesman informed our Nevada Township farmer that, initially, the Model 15 combine had been offered only with its own four cylinder—an engine supplied to Oliver by the Continental Motors Company of Muskegon Michigan.   Fitted with a four-cylinder Continental engine, the Model 15 Grainmaster had a suggested retail price of $1,800.  However, the new power take-off version of the Model 15 carried a suggested retail price of only $1,360.  The particular Model 15 combine that our Nevada Township farmer saw at Thill Implement was also mounted on rubber tires.  These rubber tires added to the modern appearance of the Model 15 Grainmaster.

Our Nevada Township farmer thought of how having a combine of his own would free him from the dependence on all custom combining operations.  He would be able to harvest the soybeans (and his oats) when the crop was at the proper degree of dryness rather than have to wait for his name to work its way to the top of the list of customers for his neighbor’s custom combining operation.  Our Nevada Township farmer had other reasons for liking the Model 15 combine.  One of these reasons was the fact that the Model 15 was a combine with a “low profile.”  Unlike his neighbor’s Model 10 Grainmaster combine, the grain tank on the Model 15 did not depend on gravity to empty its contents into a wagon or grain truck.  Rather the Model 15 was fitted with a special “auger style” tank unloading elevator.  This power unloading elevator, allowed the designers of the Model 15 combine to position the 20-bushel grain tank much lower to the ground.  Consequently, the overall height of the Model 15 combine was greatly reduced from the earlier Model 10 Grainmaster combine.  Because of its low profile, our Nevada Township farmer would not have to build a special shed on his farm simply to store the Model 15.  It would be easy to store this new small combine on his farm.  Accordingly, he signed a sales agreement to purchase an Oliver Model 15 Grainmaster combine.  The sales agreement with Thill Impliment also included the purchase of a new Innes Company windrow pickup attachment.

The new Model 15 combine would not only be used for the soybean crop in the  late autumn, but would also be used to harvest his oat crop in mid-summer.  Accordingly, there was a need for a windrow pickup attachment for the combine.  Unlike the oats and wheat “out west” on the Great Plains, oats in the Midwest could not be harvested as a “standing crop.”  Midwestern states received far more rain, on average, than the western states of the Great Plains.  Accordingly, under normal conditions more grasses and weeds (green material) tended to grow up in the oat fields of the Midwest.  Combining the oats or wheat while standing would allow the “green material” to pass into the combine where the green material would tend wrap around the threshing cylinder of combine, thus, preventing efficient threshing.  The solution to this problem was to cut he grain and all the green material a day or so before combining.  This would allow the green material to dry up completely under the hot summer sun.  Once completely dry and “brown” the formerly “green” weeds and grass would no longer tend to wrap around the cylinder, but rather it would be crushed by the cylinder and then, pass harmlessly through the combine and exit the rear of the combine with the straw.

img226
Like our Nevada Township farmer, Howard Hanks, from Fillmore County, Minnesota (maternal grandfather of the current author) converted his grain binder into a windrowing machine.

Therefore, in the Midwest, farmers cut their oats and folded the oats into a narrow “windrow.”  Windrowing of the oat would begin before the oat crop was entirely ripened.  The oats would lie in narrow windrow on top of the stubble of the oat field and finish drying.  This last stage of drying in the windrow under the hot summer sum was called “sweating.”    Lying on top of the stubble allowed air to get under the windrow for a thorough and quick drying process.  Windrowing the oats would actually speed up the process of sweating.

To combine the windrowed oat crop, farmers in the Midwest needed to fit their combines with “windrow pickups.”  Accordingly, our Nevada Township farmer needed a windrow pickup for his new Model 15 combine.  Oliver made their own standard equipment Oliver-built windrow pickup attachment for the Model 15 combine.  However, the Thill Implement salesman related that instead of fitting the Model 15 combine with the standard equipment pickup attachment made for the Oliver Model 15 combine, the dealership now advised farmers to fit their new combines with a pickup attachment made by the Innes Company of Bettendorf, Iowa.  (An article on the Innes Company of Bettendorf, Iowa was published in the May/June 2005 issue of Belt Pulley magazine and is now posted on the blog section of this website.)  The salesman at Thill Implement related that the Innes Company was a company devoted entirely to the production of their own patented pickup attachment which could be mounted on many modern combines.  The Innes pickup attachment was preferred by the Thill dealership rather than the standard equipment Oliver windrow pickup, because the Innes pickup was not as susceptible to the problem of “wrapping.”

An Oliver combine exhibited at the
An Oliver combine exhibited at the LeSueur Pioneer Power Show with an Innes Company windrow pickup attached.

The standard equipment windrow pickup made by the Oliver Farm Equipment Company had a series of revolving teeth which poked through a “stationary comb.”  As the combine moved ahead along the windrow, the rotating teeth would actually lift the windrow up and over the pickup and into the feeder of the combine.  Sometimes the teeth would pull some of the crop under the stationary comb where the crop would become wrapped around the axle of the pickup to which the teeth were attached.  As the combine worked through out the day, more crop might be pulled under the stationary comb until the pickup became jammed and would not work properly.  The farmer would then have to stop the combine and get down off the tractor and clean the wrapped crop out of the pickup.

A closeup of the Innes Company windrow pickup attached to an Oliver combine.
A closeup of the Innes Company windrow pickup attached to an Oliver combine.

The teeth on the Innes pickup protruded from a cylinder.  In operation, the whole cylinder of the Innes pickup revolved—not just the teeth.  Accordingly, there was no stationary “comb” which could catch the crop and start a wrapping problem.    Our Nevada Township farmer was familiar with the wrapping problem of windrowed grain crops from watching his neighbor stopping, in the field, to un-plug the pickup of his Model 10 Grainmaster combine.  Accordingly, our Nevada Township farmer consented to inclusion of the Innes pickup attachment as a substitute for the Oliver pickup attachment.  He felt that he was now set to take full advantage of oat harvest and  soybean harvest  in 1947.

Over the winter of 1946-1947, our Nevada Township farmer had been disappointed in the sale of his registered purebred Suffolk ewes.  Ever since, 1943, sheep prices at the Hormel meat packing plant, in Austin, Minnesota, had been declining.  Accordingly, farmers had been reducing the size of their flocks of sheep on their farms.  The number of sheep in Mower County had fallen steadily since 1944.  Whereas, in 1945, there had been 17,200 head of sheep in Mower County, one year later in 1946 there were now only 15,000.  (Figures for 1947 would reflect that in the coming year sheep numbers in Mower County would decline still further to 13,600 head.)  No wonder he could not sell any of his prize ewes.  Everywhere, farmers were cutting back on the size of their flocks of sheep.  The reduction in sales of ewes meant that our Nevada Township farmer did have much money to share with his sons.

Additionally, the sale of the 1946 corn crop also proved to be a disappointment.  As always, our Nevada Township farmer allowed the ear corn to dry in the corn crib on his farm all winter long.  Now in late-February of 1947, our Nevada Township farmer made arrangements with Ray Jacobson to shell his corn.  The winter of 1946-1947 had been a mild winter with snow accumulating to about 6 inches which lasted until mid-February, 1947.  The unseasonably warm temperatures of mid-February melted the remaining snow.  Accordingly, Ray Jacobson arrived on the farm one day in late February with his Minneapolis-Moline “Shellmaster” corn sheller mounted on the back of a 1941 Ford “Cab Over Engine” (C.O.E.) Model 1 ½-ton truck with a 134 inch wheelbase.  This corn sheller had also been bought through the Thill Implement dealership of Rose Creek and had been mounted on this Ford truck.  As noted in an earlier article in this series, Thill Implement not only owned an Oliver franchise, but also owned a franchise from the Minneapolis-Moline Company to sell Minneapolis-Moline farm equipment.  Indeed the major reason that John Peter Thill had obtained a Minneapolis-Moline franchise was because he wanted to sell the corn shellers that Minneapolis-Moline made.

Once the truck and sheller were positioned outside the alleyway of the double corn crib, the various sections of the “drag” line were connected to each other and extended the full length of the alleyway of the corn crib.  When the bottom of the cribs were opened, dried ear corn would begin to flow out into the drag which would transport the corn to the sheller.  The sheller itself was powered by the 239 c.i. flat-head V-8 engine in the truck.  Developing 95 hp. this engine was sufficient to power the sheller.  Ray make sure the transmission lever in the truck was in neutral.  Then he would depress the foot clutch and engage the lever directing the power of the truck engine to the sheller.  Then he would slowly release the foot clutch and the sheller came to life.  Then Ray depressed the foot throttle until the cylinder on the sheller was turning at the correct operating speed of 800 rpm. to 815 rpm.  Once he reached this speed he reach over on the dash board of the truck to lock throttle at that speed.

To shell out the entire double corn crib took all day with a break at noon time for dinner when they all went to the house to eat the large meal .  As the ear corn in both sides was shelled out, our Nevada Township farmer stored away enough shelled corn in the granary on the farm to feed the chickens and pigs for an entire year.  Depending on the current price and what he expected the future price to be, our Nevada Township farmer would either sell the rest to the Hunting elevator uptown in Lyle or he might save back more shelled corn to store in the grain bins over the alleyway of his corn crib.  This shelled might be sold at a later date when the price of corn might be higher.  This year he was carefully watching the price of corn.

Last July (of 1946) corn prices had reached a phenomenal $2.17 per bushel.  However, since that time the price had fallen to $1.35 per bushel as an average for the month of January, 1947.  Our Nevada Township farmer thought this decline in the price of corn was part of the long expected decline in all farm prices caused by the end of the war.  He expected that the price of corn would continue to decline in the long-run.  However, February of 1947 revealed a slight rise in prices to $1.49 per bushel.  Thus, our Nevada Township farmer made up his mind to take advantage of this momentary upswing in the price of corn to sell all the corn he could spare just as soon as it was shelled.  Expecting that prices would fall even more over the long term, our Nevada Township farmer felt lucky to catch this temporary increase in price.  However, the price was still not as good as he might have expected and, once again, our Nevada Township farmer did not have as much money to share with his sons as he had expected.  However, he felt sure his sons would recognize that the soybean harvest money had covered for the corn and the sheep.  However, big changes were happening in the mind of his eldest son which would affect his plans.

 

Navy Bean Farming (Part III): The Innes Company

       Navy Bean Farming (Part III): The Innes Company of Bettendorf, Iowa

by

Brian Wayne Wells

As published in the May/June 2005 issue of

Belt Pulley Magazine

As noted previously, a revolution in edible bean farming occurred in 1937. (See the article called Navy Bean Farming [Part II] in the March/April 2005 issue of Belt Pulley magazine.) The effect of that revolution can be seen in the harvest production figures for 1937. Also as noted previously, across the nation that spring, 1,911,000 acres of edible beans were planted. (From the National Agricultural Statistics Service page of the United Sates Department of Agriculture website.) In the fall of that year, 88.7% of this acreage was harvested. (Ibid.) The yield per acre was a record 934 pounds per acre. (Ibid.) This was a 23.7% increase in the average yield of 712 pounds per acre of 1936. After 1937, the average yield never again fell below 800 pounds per acre. (Ibid.) As noted previously, this dramatic and permanent increase in the average yield of navy beans was due in large part to the introduction of the small combine to navy bean harvesting in place of the stationary thresher.

The year 1948 was another revolutionary year in the per acre yield of edible beans. Nationwide, there was a nearly 11% increase in the average per acre yield of edible beans. For the first time the average per acre yield of edible beans rose above 1000 pounds per acre (1,074 pounds per acre). In 1949, the per acre yield rose another 6% to 1,134 pounds per acre. After 1949, despite some growing seasons with adverse weather conditions and mediocre harvests, the average annual yield of edible beans never again fell below 1,100 pounds per acre. If the drastic improvement in the per acre yield of 1937 was the result of the invasion of the combine into the edible bean threshing market, the further drastic improvement in yield in 1948 was the result of the small combine finishing the job of total domination of the edible bean market.

In both cases, the improvement in yield was largely due to the reduction of loss of beans in the harvesting and threshing operation wrought by the combine as opposed to the losses incurred by the stationary thresher method of harvesting and threshing edible beans. The savings in losses were twofold in nature. First, savings in loss of beans were obtained by the fact that combining edible beans resulted in much less “handling” of the beans. Secondly, combining sped up the harvest. Thus, there was less chance of the navy beans being affected by mildew and the resultant discolorization.

As noted earlier, navy beans grown in the state of Michigan composed the largest part of the United States edible bean harvest. In years past, upwards of 80% of the nation’s crop of navy beans were grown in Michigan. Within Michigan, Huron County, lead all other counties in production of navy beans.

The navy bean plant grows to only about 18 inches in height as compared to the 36“ height of a good crop of soybeans. Consequently, every pod of navy beans on the plants in the field becomes important. Thus, whereas the soybean farmer may cut soybeans off at a level 1½ inches above the ground and consider the loss of any pods attached to this 1½ inch stubble left in the field as a very negligible loss, the navy bean farmer, on the other hand, would suffer a considerable loss of yield by leaving 1-½ inch stubble in his navy bean field. Furthermore, prior to the introduction of the first hybrid bush style navy bean variety (the Sanilac variety in 1956), all navy bean varieties were “vining” plants that grew along the ground. Thus, navy beans were harvested by “pulling” the plants. The process of “pulling” involved cutting off the navy bean plants below the ground. Traditionally, this was accomplished with a horse-drawn one-row cultivator fitted with “knives” that would pass under the ground and cut the row of navy bean plants off at the root below the ground. The navy beans vines would then be left lying on top of the ground. After the navy bean crop had been pulled, the farmer would return to the field with a pitch fork and stack, or “cock” the vines into conveniently located piles spaced throughout the field. The vines would, then, await the day that the neighborhood thresher arrived on the farm before they were forked onto the wagon and hauled to the thresher and then forked into the thresher. Each handling of the vines would result in a further loss of beans as the pods either fell off or were cracked open letting the beans fall on the ground. Furthermore, additional handling of the beans occurred if a rain fell while the vines were cocked in the field, as the farmer would have to return to the navy bean field with his pitchfork and turn each pile of navy bean vines to allow the vines to dry thoroughly without mildewing.

Even the navy beans which successfully, made it through the harvesting process were not necessarily saleable. Once delivered to the grain elevator, the navy beans were inspected by hand. All discolored navy beans were removed. Only the pearly white beans that passed inspection were then marketed. Generally, the farmer would “buy back” the discolored, or “cull,” beans from the elevator. Usually, the cull beans were fed to the pigs or other livestock on the farm. The farmer’s purchase of the cull beans paid for the process of hand inspection of the total bean crop. All over Huron County, Michigan, the inspection of the navy bean crop was done by workers hired by the grain elevator. These workers sat at specialized machines designed to allow navy beans to flow past the eyes of the worker. The cull beans would then be removed by worker one bean at a time. (These machines have since been discarded in favor of faster more efficient automatic machines. However, some of the old machines are kept as antiques of a by-gone era. One such machine is, currently, owned by Dave MacDonald of Bad Axe, Michigan. The machine is kept in his garage and is used to entertain visiting children and grandchildren. Today, instead of separating cull beans from good beans this old machine in the MacDonald garage is used to separate red marbles from white marbles.)

The inspection of navy beans at the elevator had serious consequences for the navy bean farmer . A navy bean farmer could find that 50% of his crop was lost through discolorization. Discolorization was caused by mildew. It was bad enough that the navy bean vines grew so close to the ground, but the hand cocking of the navy beans in the field left the vines lying on the ground and susceptible to mildew. A rain falling on the cocked beans would add even more exposure to mildew.

No wonder then that the combine became so popular in the navy bean fields. The harvesting process was reduced to “pulling” the beans two rows at a time with a tractor. The tractor mounted bean puller would fold the two rows into a single windrow lying on top of the ground. After pulling the entire field of navy beans the farmer would then return the next day, or maybe even the same day to combine the navy beans. As a result there was very little “handling” of the beans. Additionally, after the navy bean vines were “pulled,” the vines spent very little time on the ground in a windrow, exposed to rain and weather, before being threshed by the combine. Thus, mildew and discolorization would have less chance to form on the navy beans.

As noted earlier, the Allis Chalmers All-Crop harvester was the pioneer small combine that led the way in crowding the stationary thresher out of the navy bean field. (See the article called “Navy Bean Farming in Huron County [Part II]: The All Crop Harvester” contained in the March/April 2005 issue of Belt Pulley magazine.) The All Crop Harvester was introduced in 1935. Although by 1947, the suggested retail price of an All Crop Harvester had risen to $885.00 farmers continued to flock to their Allis Chalmers dealers to purchase the little orange combine. The Allis Chalmers Company was turning out 150 All Crop Harvesters per day at the LaPorte, Indiana plant, just to keep up with the huge demand. This was the peak year of production for the All-Crop Harvester. Allis Chalmers had a 40% share of the small combine market. (From the 1954 Allis Chalmers promotional movie called “The All-Crop Story” available on VHS video tape from Keith Oltrogge, Post Office Box 529, Denver, Iowa 52622-0529. Telephone: [319] 984-5292.)

Just one indicator of the role the All Crop Harvester played in this revolutionary change in farming in Huron County, Michigan, was the number of Allis Chalmers dealerships that sprang up all across Huron County. First was the H.A. Henne & Son of Bay Port, Michigan. As noted earlier, although addressed 8982 Henne Road, Bay Port; the Henne dealership was actually located in McKinley Township, 1½ miles east of the city limits of Bay Port. (See the article, cited above, called “Navy Bean Farming in Huron County [Part II]) Henry A. Henne and his son, Floyd, organized this Allis Chalmers dealership business in 1932.

Meanwhile, the privately owned grain elevator in the small town of Ruth, Michigan, had re-organized itself as a farmer owned co-operative elevator in 1933. In 1938, the Ruth Cooperative Elevator also obtained a franchise to sell Allis Chalmers farm equipment and Roman Booms began his long tenure as the chairman of the board of the cooperative. (Roman Booms is mentioned in this capacity in the book called Plow Peddler written by Walter M. Buescher [Glenbridge Pub. Ltd.: MaComb, Illinois, 1992] p. 100.) Over the years, the machinery dealership side of Ruth Co-operative employed a number of local citizens including LaVern Hanselman as service manager and Earl Edwards as parts manager. Also in 1938 Harold Leese obtained an AllisChalmers dealership franchise. Harold established the dealership on the 60 acre farm that he and his wife, Gertrude (Champagne) Leese owned in Gore Township. Located on Kaufman Road, near the village of Port Hope, the Leese farm was just one mile north of the country school/Gore Township Hall on route #25. In 1940, Al Bowron and his son, Harold, started the Al Bowron and Son dealership in the county seat of Huron County—Bad Axe, Michigan. These new dealerships and, indeed, all the Allis Chalmers dealerships in Michigan were served by the AllisChalmers warehouse and branch office at Toledo Ohio. Personnel from the Toledo Branch Office including Ed Howe, Branch Service Manager, often traveled to the individual dealerships to provide any assistance required by the new dealerships.

The post-World War II era, brought forth a new generation of farmers who had new ideas about farming. One of the young farmers walking into the Henne dealership to inquire about the an All-Crop Harvester in 1947 was John Prich. John was the second son of George Prich, of rural Bach, Michigan. As noted earlier, the 80 acre Prich farm was located in Brookfield Township in Huron County. (See the article, cited above, called “Navy Bean Farming in Huron County [Part II].) John’s older brother, George Jr., took over the farming operations from their father, George Sr., on the home farm. Although he continued to live at home, John Prich struck out on his own and started renting and farming what land he could find in the neighborhood. He raised wheat, oats, sugar beets and of course, navy beans. In addition to the horses, John and his brother George Jr. shared ownership of an unstyled model A John Deere tractor as a source of power in their respective farming operations. The tractor had rubber tires and, thus, the Model A could be driven down the public roads to the fields that John rented in the neighborhood. For planting his wheat and oats John and his brother used a 9-foot grain drill made by the Ontario Drill Company of Despatch, New York. This grain drill contained fifteen planting units. By closing off some of the holes in the bottom of the grain box of the drill, John could also use the Ontario grain drill to plant his navy beans in 30-inch rows.

Just like their father, both John Prich and his brother, George Jr., employed the Kuhl family for threshing their crops. Bill Kuhl Sr. lived on a farm north of Bath, Michigan in Huron County. Along with his sons, Bill Jr., Floyd, Don and Robert, Bill Kuhl owned a 36” x 62” Keck and Gonnerman thresher which they used to do custom threshing in the neighborhood. To power the large Kay-Gee thresher, the Kuhls owned a 30-60 Model S two-cylinder Oil Pull tractor manufactured by the Advance-Rumley Thresher Company of La Porte, Indiana. (The Kuhl family has continued to maintain an interest in Oil Pull tractors to this day. Carol Kuhl, daughter of Floyd Kuhl, later married Duane J. Deering, now of Unionville, Michigan in Huron County. Duane purchased, restored and currently owns a 1929 Model X 25-40 Oil Pull tractor.)

However, in the late fall of 1947, John Prich was able to withdraw from the hand labor and responsibilities involved in stationary threshing when he contracted with Heene Implement in Bay Port, Michigan, for the purchase of an Allis Chalmers All-Crop Harvester. Thus, John Prich became one of the 20,825 purchasers of an Allis Chalmers Model 60 All Crop Harvester combine in 1947. The combine purchased by John Prich was not fitted with any windrow pickup at all. It was too late in the season to use the All-Crop Harvester for the harvest of 1947. Consequently, John returned to Heene Implement in the summer of 1948 to purchase a windrow pickup for the new combine. From their experience the Heene Implement dealership knew that the Innes pickup made by the Innes Company of Bettendorf, Iowa , was superios to any of the Allis Chalmers windrow pickups. Therefore, John purchased a new Innes stiff finger windrow pickup from Heene Impliment in the summer of 1948 for the price of $95.00. (John Prich still has the receipt from this purchase made more than 55 years ago.

By 1947, the Innes name was becoming quite well known in the navy bean farming areas of Michigan. The Innes Company of Bettendorf, Iowa, actually began in 1914 in Philadelphia, Pennsylvania as the brainchild of George Innes. George and his wife, Edith, were happily living in Philadelphia which at that time was a bustling city of 1,549,008 (1910 census). Thus, Philadelphia was, at the time, the third largest city in the United States. George Innes was of Scottish ancestry and had an inquisitive mind. He could not stop thinking about how to improve things. Toward this end he used his ability to think in mechanical terms to try many new inventions. On December 12, 1914 a son, Donald, was born to George and Edith. The Innes family would eventually have three boys with the addition of Robert and Brainard Innes to the family.

Perhaps it was the restlessness of George’s inventive mind or the social changes that were being wrought on the United States economy in the post-World War I era, but in 1923, George and Edith moved out of Philadelphia to settle in the town of Bettendorf, Iowa (1920 pop. 2,178). Bettendorf is the smallest of four cities which all border each other at the confluence of the Rock River and the Mississippi River. These four cities, Rock Island and Moline, Illinois, and Davenport and Bettendorf, Iowa are commonly referred to as the “Quad Cities” because of their close proximity to each other. Adapting himself rather quickly to the rural Midwestern community to which he had decided to settle, George was soon at work on a new invention.

As noted earlier, combines, especially small combines, were just making there appearance in the Midwestern part of the United States. (See the article called “Navy Bean Farming (Part II) in the March/April 2005 issue of Belt Pulley magazine.) The “combine” had originally developed in California. A big bulky apparatus, the combine was profitable for use only in the “horizon to horizon” farming of the western states. Use of combines in the diversified farming areas of the Midwest, had to await development of the small combine, starting with the Allis-Chalmers All-Crop Harvester. (Ibid.)

Unlike the western states, combining of oats and other small grains in the Midwest could not easily be accomplished by harvesting the grain as it stood in the field. Generally the grain needed to be cut and laid into windrows to allow the grain to “sweat” as it would in the shock and to allow any extraneous “green” material to wither and dry up and pass through the small combine in an easier manner. (Jeff Creighton, Combines and Harvesters [Motorbooks International: Osceola, Wisc, 1996] pp. 69 and 113.)

To allow the grain to sweat and dry properly, it was generally suggested that grains be cut into wind rows, leaving stubble 6” to 8” tall. (From the “Operating Manual for the John Deere 12A Combine,” p. 80.) “A stubble of this height will allow free circulation of air under the windrow.” (Id.) With stubble of this height and with the windrow resting on top of the stubble, the feeder unit of the combine containing the cutter bar, could easily be slid under the windrow and the harvesting of the grain could be accomplished without the need of any special pickup attachment. However, in reality the stubble would not always be of this height and, in reality, the windrow might well be resting on or near the ground and on top of the stubble. Thus, need required the invention of a windrow pickup attachment. (J.R. Hobbs, writer for the Green Magazine has written a nice history of the development of windrow type of grain harvesting and the development and patenting of the “traveling combine” and the pickup by the Hovland brothers of Ortley, South Dakota in 1907, and the in the article called “Amber Waves of Grain Laid Down by John Deere Windrowers.” J.R. Hobbs also reflects on the improvements that were made to the technology of the windrow style of combining in 1926 and 1927 by Helmer Hanson and his brother. This article is contained in the July, 2003 issue of Green Magazine.)

Typically, before mounting the windrow pickup to the feeder unit of the combine, both the reel used in standing crops and the sickle in the cutter bar were removed. The most common pickup attachment that evolved and became universalized throughout the industry generally consisted of rows of wire teeth set on an axle. The teeth protruded through slots in a stationary piece of sheet metal. The teeth would pick up the windrow and raise it up into the feeder unit. The stationary piece of metal would “comb” the windrow off the pickup attachment and allow the windrow to proceed into the feeding unit of the combine. The combing action of the stationary portion of the pickup was intended to prevent the teeth from hanging on to the straw in the windrow and causing the windrow to wrap around the axle of the pickup attachment. Despite the partial success of the combing action of the typical windrow pickup, “wrapping” of the windrow around the pickup attachment remained a problem. This is problem that caught George Innes’ attention.

Sometime after moving to Bettendorf, Iowa, George began working on a new type of pickup attachment. The Innes designed pickup consisted of a metal cylinder which contained a number of holes. Inside the cylinder was a shaft to which stiff metal teeth were attached. Because the shaft was not located in the very center of the cylinder, but rather was located “off-center” to the front inside the cylinder, the stiff teeth attached to the off-center shaft emerged and withdrew from the slots in the cylinder as the cylinder turned. Both the axle to which the teeth were attached and the metal cylinder in the Innes designed windrow pickup would revolve at the same speed. With each revolution of the cylinder the teeth would protrude out of holes of the cylinder to full extension to pickup the windrow and then withdraw back into the cylinder as the cylinder continued to revolve bringing the windrow up to the feeding unit. Combing action in the Innes designed windrow pickup was eliminated by this extension and withdrawal of the teeth into the cylinder as the cylinder revolved. Thus, the Innes design greatly reduced “wrapping” of the grain around the pickup. The design of this cylinder style of windrow pickup was and would remain George Innes’ greatest invention.

George Innes, determined to mass produce and market his new pickup for the farming public. In this endeavor, George received some help from his son, Donald. Donald Innes graduated from Augustana College located in neighboring Rock Island, Illinois and in 1937 joined with his father in an attempt to manufacture and market the new pickup in mass numbers. Toward this end George and Donald Innes, incorporated the Innes Company in 1938 to manufacture his new pickup attachment. Although located in the state of Iowa, the Innes Company was incorporated as a Delaware Corporation to take advantage of the tax benefits and other benefits traditionally accorded Delaware corporations. (Harry G. Henn and John R., Alexander, Laws of Corporations (West Pub.: St. Paul, Minn., 1983) pp. 187-189.) Incorporation under the laws of Delaware was a common practice for many corporations. However, since the corporation’s manufacturing facilities were to be located in Bettendorf, George filed Articles of Business Activity with the Iowa Secretary of State’s Office on February 7. 1938. On this original document the Company reported $10,000 as initial “startup” capital. About a year and a half later, on September 7, 1940 the company was reporting capital of $84,000. The Company obtained a manufacturing site located in rural Bettendorf. The new company was thus able to take advantage of the excellent railroad connections that the Quad Cities enjoyed—especially the Chicago, Rock Island and Pacific Railway which served the Quads to the east and to the west. The new Innes factory site came alive with activity. The Company chose dark blue as their trademark color. Soon the dark blue Innes pickups were pouring out of the factory. Each pickup was carefully packaged up and loaded onto waiting boxcars for shipment to all parts of the nation. Continue reading Navy Bean Farming (Part III): The Innes Company

The Wisconsin Motor Manufacturing Company of Milwaukee, Wisconsin

The Wisconsin Motor Manufacturing Company

by

Brian Wayne Wells

As published in the September/October 2004 issue of

Belt Pulley Magazine

            As the 1890’s drew to a close and the new twentieth century began, there was a feeling in the air that everything was “new.”  (George E. Mowry, The Era of Theodore Roosevelt [Harper and Brothers Pub.: New York, 1958] p. 2.)  Technology had invented a new, efficient source of power—the internal combustion engine.  This new source of power was to revolutionize industry and agriculture.  The public was demanding ever-newer more efficient power sources.  In answer to this growing demand, development of the internal combustion engine evolved from the large bulky engines to engines that were small, efficient and simple to use.  In first years of the new century, a young man from Milwaukee, Wisconsin, by the name of Charles H. John, was intrigued with the idea of designing an engine that would meet the power needs of a broad masses of the public.  As opposed to the single-cylinder “hit and miss” engine which were then being popular, Charles favored the multiple cylinder style of engine.  Thus, he set out designing this own version of this type of engine.

Charles H. John was aided in the development of this engine by A. F. Milbrath.  Following the development of a prototype of their engine the two partners sought to incorporate and on March 12, 1909 they received a corporate charter from the State of Wisconsin which legally incorporated the Wisconsin Motor Manufacturing Company.  (C.H. Wendel, American Gosoline Engines Since 1872 [MBI Pub. Co.: Osceola, Wisc., 1999] p. 557.)  A.F. Milbrath became the Secretary of the new company.  However; because, like Charles John, A.F. Milbrath preferred to work with his hands he also occupied the position of Mechanical Engineer for the Wisconsin Motor Manufacturing Company.  In this position, A.J. Milbrath would continue his inventive ways.  In 1916 he would be granted a patent from the United States Patent Office for a magneto coupling that he designed and built.

The Wisconsin Motor Manufacturing  Company operated out of a shop in North Milwaukee, Wisconsin.  However the Company would soon outgrow this facility.  By 1911, the Company was required to purchase a 6-1/2 acre site at 53rd and Burnham Street in West Allis, Wisconsin.  On this new site the company built one of the most modern engine manufacturing plants in the world at the time.  By 1912, the Wisconsin Motor Company was employing about 300 people in this new facility on both day and night shifts making engine to fill purchase orders that were flowing in to the Company.

At first the Wisconsin Motor Manufacturing Company found that the largest market for their four (4) and six (6) cylinder engines was for installation in heavy construction equipment.  The Bucyrus-Erie Company of Milwaukee, Wisconsin (formerly [prior to 1893] of Bucyrus Ohio) installed Wisconsin engines in the large cranes and power shovels which they manufactured.

 

An Erie-Bucyrus Company dragline crane working in Erie, Pennsylvania, probably fitted with an engine from Wisconsin Motor Company.

 

Indeed, seventy-seven (77) of these Wisconsin-powered Bucyrus shovels were used on the largest and most famous construction project of the time i.e. the Panama Canal which was completed on August 15, 1914.  (David McCullough, Path Between the Seas: Creation of the Panama Canal 1870-1914 [Simon & Schuster: New York, 1977] p. 609.)  Wisconsin Motor also supplied engine to the Marion Steam Shovel Company of Marion, Ohio.  Marion was the manufacturer o large power excavators, draglines and shovels.  As their name suggests the company relied primarily on steam as a power source for their construction equipment.  (From the web page on Marion, Ohio, located on the Roadtrip America website on the Internet.)  However, the efficiency of internal combustion engines, supplied by Wisconsin Motor eventually won out over steam power.  By the late 1920’s, the Marion Steam Shovel Company had changed its named to the Marion Power Shovel Company to reflect modern realities.  (Ibid.)  The Marion Company also supplied heavy Wisconsin powered shovels and excavators to the United States Corps of Army Engineers for the mamouth Panama Canal project.  Thus, Wisconsin engines were seen every where on the Canal project under at least two different company names—Marion and Bucyrus-Erie.

 

Former President Theodore Roosevelt at the controls of one of the large Erie-Bucyrus Company cranes in the Panama Canal during his 1909 trip to Panama.

 

The role played by Wisconsin engines in the construction of the Panama Canal, was glamorous and the connection with this huge construction project was used by the Wisconsin Motor Manufacturing Company for advertising purposes.  Nonetheless, the contracts with construction equipment manufacturing companies were small in comparison to the mushrooming market that was soon to occupy nearly all of the production capacity of the Wisconsin Motor Manufacturing Company.  This was the automobile market.

The vast number of automobile companies that sprang up in the early 1900s had no time to develop their own engines.  They appreciated the smooth running engines that Wisconsin Motor had available.  Thus, many small, but up and coming, automobile manufacturers looked to Wisconsin as an outsource supplier of engines for their automobiles.  Supplying this new burgeoning market, propelled the Wisconsin Motor Company into period of rapid expansion.  Automobile engines proved to be the most popular market for the Wisconsin Motor Company. Continue reading The Wisconsin Motor Manufacturing Company of Milwaukee, Wisconsin

Massey-Harris Farming (Part III): The Clipper Combine

      Massey-Harris Farming (Part III): The Clipper Combine

by

Brian Wayne Wells

As published in the July/August 2004 issue of

Belt Pulley Magazine

Civilized man has grown plants for consumption since 8000 B.C.E. (Before the Common Era).  This change from the hunting and gathering stage of human development to the growing of food products is referred to as the agricultural revolution.  One of the first crops planted by civilized man was a form of wheat grain.  Processing of wheat into flour was so common among civilizations around the world that bread became known as the “staple of life” and wheat became known as the “shaft of life.”  The processing of wheat involved a lot of manual labor.  Since the earliest of times, the grain was harvested after it had turned golden amber color under the hot summer sun.  However, even at this stage the grain contained moisture.  Harvesting or reaping would sever the plant from its roots and allow the grain to “sweat” and dry completely.  This sweating generally occurred after the grain had been gathered together in bundles and placed in “shocks” in the field.  Once the grain had thoroughly dried out, the bundles would be gathered up and threshed by hand.  Then the grain had to be winnowed or separated from all the chaff that may be left in the grain following threshing.  Thus, harvesting and threshing and winnowing of the grain remained three separate time-consuming hand operations for the processing grain.  This method of processing grain remained unchanged for centuries. In 1831, on his family farm in Virginia, Cyrus McCormick took his first big step toward mechanical grain harvesting with his reaper.  Improvements to the reaper, eventually, allowed the machine to automatically bind the grain into bundles.  Mechanization of the threshing process was also accomplished by the development of a threshing machine in the 1860s.  However, this threshing machine was a stationary unit and the bundled grain had to be brought from the field to the thresher for threshing and winnowing of the grain.  Originally steam engines were used as power sources for these stationary threshers.  By 1877, the Buffalo-Pitts Company was able to advertise a thresher/separator, that would not only thresh, but would also winnow the grain. Development of a small portable thresher-separator that would combine the operations of harvesting, threshing and winnowing in one single operation was carried on in the Central Valley of California by three different corporate concerns—the Stockton Combine Harvester and Agricultural Works; the Daniel Best Agricultural Works and the Stockton Wheel Company.  (After 1892, Stockton Wheel became the Holt Manufacturing Company.)  In 1925, these three companies would merge to form the Caterpillar Tractor Company.  The early combines produced by each of these three companies were of mammoth proportions and required 24 to 40 horses to pull the machine across the field.  A separate auxiliary power source was need to power the machine itself. California’s steady weather allowed the grain to be harvested while it was still standing in the field rather than being cut and dried out in a windrow.  Likewise, all across the western United States and the western provinces of Canada, grain was harvested while standing.  In these western states grain was raised in fields stretching from horizon to horizon.  Thus, the Great Plains became known as the bread basket of North America.  Only in large-scale grain farming areas like the Great Plains were the huge combines profitable. In the Midwest, farms were much smaller—generally only about 160 acres.  Furthermore, the arable land of the average farm was often shared with other crops and with pasture for animals.  Usually only about 30 to 35 acres of grain would be raised on a typical 160-acre farm in any given year.  A big combine was not profitable in this type of farming operation.  Farms in the Midwest had to await development of a small combine. Development of the small combine for use on the small farms of the Midwest took a circuitous route and some early attempts were not entirely successful.  One early attempt to develop a small combine began with Curtis Baldwin and his brothers, Earnest and George, who formed the Baldwin Manufacturing Company (later to become the Gleaner Manufacturing Company) of Nickerson Kansas in 1915.  The efforts of the Baldwin brothers resulted in a Fordson-mounted combine in 1923.  This combine was named the “Gleaner” combine.  The popularity of the Gleaner combine was tied directly to the popularity of the Fordson tractor.  In the early 1920s, the popularity of the Fordson made the Gleaner mounted combine a popular sales item, but later in the late 1920s,  when the Fordson declined in popularity, so too did the popularity of the Gleaner.  The Gleaner mounted combine ceased production altogether in 1927. In the 1930s, the Baldwin Company went into bankruptcy.  New owners bought the company from the Baldwin brothers and changed the name of the company to the Gleaner Manufacturing Company of Independence, Missouri. The new Gleaner Company began designing and producing a series of pull-type combines.  Revealing the company’s long-time ties to the Ford Motor Company, early versions of these pull-type combines were powered by Ford Model A industrial engines.  However, these attempts at producing a pull-type combine were not successful over the long run.  Gleaner pull-type combines proved to have design flaws and never became popular with the buying public. Only after 1951, the Gleaner Company became successful for the combines they produced.  However, this success was not based on development of a pull-type combine.  Rather Gleaner became famous for the development and production of its line of self-propelled combines. The most successful small pull-type combine was the 3,000 pound All-Crop- Harvester developed and manufactured by the Allis-Chalmers Manufacturing Company of West Allis, Wisconsin (a more complete story of the All-Crop Harvester was published in the March/April 2005 issue of Belt Pulley magazine and is also exhibited here on this website).  The All-Crop Harvester was first introduced to the public in 1929.  Following in the train of the success of the All-Crop Harvester, other farm equipment companies began producing their own version of a small pull-type combine.  Most of these other companies adopted a “straight through” design for their small combines.  The straight-through designed cut the grain (or picked up the grain from a windrow) threshed and separated the grain from the straw and then deposited the straw on top of the same stubble at the rear of the combine in roughly the same location where grain had been cut or picked up.  In this way, the straight-through combines avoided the sharp left turn the chaff and straw would take as it progressed through the All-Crop Harvester. One of the farm equipment companies to develop a straight through combine was the Massey-Harris Company of  Toronto, Ontario, Canada.  Starting with a design by E. C. Everett, Massey-Harris introduced their small straight-through combine in 1938.  his combine was called the “Clipper” combine.  Although the Massey-Harris Company was a Canadian company and maintained most of its manufacturing facilities in Canada, virtually all Clipper combines were made in the United States at the company’s Batavia, New York facility.  The 3,000 pound Clipper pull-type combine was marketed with either a 6-foot or a 7-foot cutter bar model.  Both models featured a 5-foot cylinder and a 5 foot wide separating table.  In its first two years of production (1938-1939), the simplicity, small size and low price of the Clipper made the combine a sales success.  In those first two years the Clipper cut well into the market share dominated by the Allis-Chalmers All-Crop Harvester. Right from the start of production, the Clipper combine was available only on rubber tires.  Like many farm equipment companies before World War II, Massey-Harris contracted with the French & Hecht Company of Bettendorf, Iowa, to supply round-spoked wheel rims for these rubber tires on the Clipper.  After the war, Massey-Harris switched to disc-type wheel rims for their rubber tired wheels for the Clipper combine.  Like most companies in the post-war era, Massey Harris obtained these disc-type wheels from the Electric Wheel Company of  Quincy, Illinois.  Because of this abrupt change of contract, “pre-war” Clipper combines are distinguishable from the Clipper combines manufactured in the post-war era. Concurrent with the start of Clipper combine production, Tom Carroll, an engineer for Massey-Harris began to work on a self-propelled combine.  By 1942, Carroll had completed a design for a self-propelled combine that would become the Massey-Harris Model 21 combine.  This was the world’s first truly self-propelled combine.  The Model 21 combine was ready for production, but wartime restrictions prevented its manufacture.  Massey-Harris set about convincing the United States War Production Board that the Batavia, New York factory should be allotted sufficient steel and other raw materials to produce a limited number of Model 21 combines.  Massey-Harris sought to build sufficient Model 21 combines to conduct extensive field tests on the combine.  These field tests would, the Company felt, convince one and all that one-man-operated self-propelled combine could harvest much more grain with less investment and in money and manpower “than any other machine or combination of machines in existence.” The War Production Board was persuaded and Massey-Harris was allotted enough materials to produce 500 Model 21 combines.  These combines were sold to custom harvesters in March of 1944.  The new combines would begin harvesting in Texas and move north across the Great Plains to the Canadian border, combining nearly 1 million acres and threshing 15 million bushels of grain in the 1944 harvest season.  This became known as the Massey-Harris Harvest Brigade and served as an excellent advertising promotion for the company.  The Harvest Brigade was so successful that it was expanded for the 1945 harvest season. The Harvest Brigade attracted public attention at the time and has attracted the fancy of fans and restorers of Massey-Harris equipment ever since.  Thus, as the 60th anniversary of the Brigade approached more and more restorers expressed interest in participating in a reenactment of the original Harvest Brigade.  Thus, on September 22, 2001, a large number of Massey-Harris tractors and equipment were brought to a 130-acre plot of land in rural Chillicothe, Illinois, to plow, prepare the seed bed, and plant winter wheat on the plot of land.  This event, organized by Dale Lawrence, was dubbed the “Great Planting.”  The wheat formed a good root system over the fall of 2001 and then went into a dormant stage over the winter.  With the arrival of spring, the wheat started growing again and by early summer in 2002, the wheat was ready to harvest.  Harvest Day was planned and was called the “Great Harvest.”  A collection of Massey-Harris combines owned by Wes Armstrong, Gary Emsweller, Vernon Winterroth and Ray Swanson gathered together to harvest the wheat at the Great Harvest Day.  (See “A Massey Connection” by Cindy Ladage in the July/August 2003 issue of Belt Pulley magazine.) At the annual show held on the grounds of the LeSueur County Pioneer Power Association in rural LeCenter, Minnesota on August 26 through 29, 2003.  This annual show was to feature the same Harvest Brigade combines as had participated in the Great Harvest Day the year before in Illinois.  In anticipation of this field demonstration, some of the grain that is usually planted on the grounds and which is usually cut and bundled for threshing during the annual show, was left standing uncut.  This grain was left standing in order to be harvested by the Massey-Harris combines at the show in another re-enactment of the Harvest Brigade. Throughout the summer of 2004 a continuation of the celebration of the Harvest Brigade took place in many locations across the Great Plains.  One particular celebration began in March of 2004 when Lenwood Holo of Omaha, Nebraska and Eau Claire, Wisconsin loaded up his newly restored Model 21 self-propelled Massey-Harris combine on his 1949 Dodge 2-ton truck truck and set out for Texas to retrace the route of the Harvest Brigade—following the harvest north from Texas to Langdon, North Dakota. While the self-propelled Massey-Harris combine and the Harvest Brigade captured all the attention during the war.  After the war, when the wartime economic restrictions on civilian industrial production were lifted, Massey-Harris’ pull-type Clipper combine came back into prominence.  Indeed the Clipper combine became a very big seller for the Massey-Harris Company.  Clipper combine production resumed after the war.  The post-war Clipper combine was offered to the farming public in a power take-off version as well as an engine-powered version.  The engine used for the auxiliary-powered version, was the Wisconsin Model VE-4 air-cooled engine.  (An article on the history of the Wisconsin Motor Company was published in the September/October 2004 issue of Belt Pulley magazine and is reproduced at this website.)  Despite the fact that power take-off was a common feature of post-war tractors and despite the fact that the 1-3/8th inch containing six (6) splines had become universally accepted as the standard power take-off, there still, nonetheless, seemed to be more auxiliary engine-powered versions of the Clipper combine manufactured than power take-off versions. Of particular interest for this particular article are two post-war Clipper combines, both equipped with the Wisconsin VE-4 air-cooled engine, which were delivered to two separate Massey Harris dealerships in southern Minnesota.  The first of these two Clipper combines arrived in Amboy, Minnesota (1940 pop. 576) some time in the early summer of 1948.  The combine arrived on board a flat-bed car attached to a Chicago and Northwestern train.  The flat-bed railroad car carrying the Clipper combine and some other Massey-Harris equipment originated from the Massey-Harris Company branch house located in Minneapolis, Minnesota.  In Amboy, the Clipper combine was unloaded from the railroad car and was taken to the W. J. Nelson Dealership in Amboy.  (A history of the W. J. Nelson dealership was carried in the second article of this three part series of articles on “Massey-Harris Farming” published in the May/June 2004 issue of Belt Pulley magazine.  The article is also reproduced on this website under the name “Massey-Harris Farming: The Arno Schull Model 30 Tractor.”) Continue reading Massey-Harris Farming (Part III): The Clipper Combine

Deering and McCormick Grain Binders

Deering and McCormick Grain Binders

by

Brian Wayne Wells

As published in the May/June 1995 issue of

Belt Pulley Magazine

            Recently, LeSueur Pioneer Power member, Loren Lindsay, arranged for the donation of a late-model McCormick-Deering 10-foot binder to the Pioneer Power Association.  This binder was purchased new by the late John Depuydt and his wife Mary (Seys) Depuydt in the 1940s, and was employed on the Depuydt farm in rural Mankato, Minnesota, for its entire life.  The binder is being donated to the LeSueur Pioneer Power Association in memory of John by Mary and their son, Greg Depuydt.

The binder is complete and does operate, but the binding mechanism has been temporarily disabled to convert the binder into a windrower.  This was a popular modification made to old binders when farming operations were changed from threshing to combining.

McComick-Deering binders were the result of a blending of all of the best features of four different binders, e.g., Plano, Champion, Deering and McCormick binders, as the result of the merger of these four companies to form International Harvester Company in 1902.  Following the merger, Deering and McCormick binders continued as separate product lines until 1937 when these two lines were discontinued in favor of a single line of McCormick-Deering binders.  (C.H. Wendel, 150 Years of International Harvester, [Crestline Publishing: Sarasota, Florida, 1981], p. 163.)  Even during the period of time from 1902 until 1937, while  Deering and McCormick binders continued to be manufactured as separate lines within the same company, the binders gradually became more and more similar as time passed.  By 1923, the two binder lines had adopted enough of the best features of one another that the Deering and McCormick binders were already basically the same binder. (Ibid., p. 160.)

The Depuydt binder will no doubt remind many people of binders owned by their families in the past.  one such binder, an 8-foot McCormick binder, was owned by John T. Goff of Mapleton, Minnesota in the 1920s.  By the time that the Hanks family moved to the Goff farm south of Mapleton in 1935, the binder had been converted for use behind the Goff 1931 John Deere D.  The Hanks family rented the Goff farm from 1935 until 1945.  During that period of time they purchased much of the John Goff machinery, including the 1931 John Deere D and the McCormick binder.  The grain binder was used every year during threshing season until 1944 when the Hanks family purchased a 1938 John Deere No. 7 combine for harvesting their small grains.

The 1931 John Deere Model D tractor that was purchased John T. Goff pulling the John Deere McCormick grain binder
The 1931 John Deere Model D tractor that was purchased John T. Goff pulling the John Deere McCormick grain binder

As related earlier, the Hanks family transported the McCormick binder, the No. 7 combine and all their other machinery and moved to the newly purchased 400-acre Bagan farm five miles east of LeRoy, Minnesota, on March 1, 1945.  (Belt Pulley, “The Wartime Farmall H,” July/August 1994, Vol. 7, No. 4, p. 13.)  By the summer of 1948, Howard and Ethel (Buck) Hanks were starting to develop confidence in their economic position.  This was quite different from the extreme uncertainty which they had felt the previous year.  (For the story of the year 1947, see Belt Pulley, January/February 1995, Vol. 8, No. 1, p. 31.)  They were now into their fourth growing season on their farm.

Many changes had also occurred in the family since the previous year.  The family was smaller now.  Daughter Lorraine had married Robert Westfall, and together they rented a farm near Stewartville, Minnesota.  Son Bruce and his new bride Mary (Keller) had been living on the Tony Machovec farm 1/2 mile to the south of the Hanks farm.  During the summer and fall of 1947, he had been working on the Hanks farm every day to earn money to enter seminary school; however, on January 1, 1948, he and Mary had moved to Chicago to attend Moody Bible Institute.  Also, daughter Marilyn had married Wayne Wells.  Although she lived only two miles away on the Wells farm, and although Wayne Wells did cooperate with the Hanks family during corn planting and haying seasons, she too was not around the Hanks farm on a daily basis anymore.  Only eldest son Fred, 18-year-old daughter Hildreth, and 12-year-old John remained on the farm.

In a large family, each child comes to cherish those occasions when they have the undistracted attention of one of their parents.  With sudden reduction in the size of the Hanks family, Hildreth and Johnny noticed that they now enjoyed this opportunity on a more frequent basis.  Hildreth had just graduated from LeRoy High School in June of 1948.  She intended to spend the summer on the farm and then go to Moody Bible Institute in Chicago to further her education.  During her senior year in high school she had been active on the school newspaper.  Hildreth’s boyfriend recognized that the Hanks family enjoyed photography, and so he gave Hildreth a camera as a graduation present.

img228
18 year old Hildreth Hanks sits on the seat of the binder while her father, Howard Hanks, uses her new camera to take this picture.

During the summer of 1948, Hildreth was haunted by the feeling that after she left the farm in the fall to go to college her life would never be the same.  All that summer she used her new camera to take pictures of everyday activities around the farm.  She wanted the pictures as remembrances of her farm life while she was away at school.  She especially wanted to remember the times that she had spent with her father working in the fields.

It was July and the oats were ripe.  Howard was busy preparing the old McCormick binder for the field.  Since the Hanks family purchased the big John Deere No. 7 combine in 1944, the McCormick binder had been modified by disconnecting the bundling mechanism so that the cut grain would flow out in a continuous stream.  The McCormick binder had thereby been converted into a windrower.

Since 1944 the Hanks family had combined their oats. Thus the McCormick binder had been converted into a windrower.
Since 1944 the Hanks family had combined their oats. Thus the McCormick binder had been converted into a windrower.

The day before windrowing the oats in July of 1948, Howard Hanks pulled the binder out of the machine shed.  He then took the rolled up canvases for the binder down from the wire hooks hanging from the rafters in the machine shed.  The canvases had been suspended from these hooks all winter to be safe from the mice.  He installed the canvases on the rollers on the bed, and also on the upper and lower force feeder of the binder.  He could perform this operation without switching the binder out of its length-wise transport position.  Thanks to a square fitting on the drive shaft of the binder, he could use the crank that came with the binder to slowly turn the drive shaft and check the operation of the binder.  Next he greased the binder with the grease gun at all of the Zerk locations.

The next morning, with his eldest son Fred already in the fields with the new 1948 Ford 8N cultivating with the Ford rear-mounted two-row cultivator, Howard finished the milking and other chores.  Then he backed the 1942 Farmall H out of the alleyway of the corn crib, drove down to the machine shed and hitched the tractor to the 8-foot McCormick grain binder.

Before heading to the field, Howard stopped by the house to get his youngest daughter Hildreth, since she had expressed interest in helping her father today.  As she ran out of the house, Hildreth grabbed her new camera.  She jumped up onto the seat of the binder for the ride to the field.  The H and the binder, riding on its steel transport wheels, then headed down the driveway and out onto the dusty little township road for the short drive to the field of ripened oats.  Over the winter the Hanks family’s dog Ginger had had a litter of puppies.  Two of these partially grown pups now followed the tractor and binder to the field.

Following the disasterously wet year of 1947, the oat crop of 1948 was a tall thick and abundant crop
Following the disasterously wet year of 1947, the oat crop of 1948 was a tall thick and abundant crop

The sweet smell of new mown hay is familiar to many people.  Less familiar is the smell of ripened oats.  It has a much fainter fragrance than hay.  During hay season, the smell of hay becomes so common that it passes unnoticed after a day or so to the workers who are working with the hay.  The fainter smell of ripened oats is noticeable for only a few hours after the start of the oat harvest.  This smell is at times captured in a straw bale.  This fresh smell of summer sunlight and warmth will sometimes be noticeable in the winter as the straw bale is opened up and the straw is spread around a calf pen.  It stands out as a very faint reminder of summer in the middle of winter.  Calves must smell it, too.  Sometimes they will bury their noses in the straw bale, butt their heads on the bale, and then run and jump around as the straw is being shaken out in their pen.

This fragrance has been approximated in a new cologne called “Fahrenheit” by Christian Dior.  The advertisement alleges that the fragrance is the smell of sunshine.  It smells like ripening oats or like fresh oat straw.  Actually, sunshine is a pretty good definition of the fragrance–oat straw really is sunshine in a bale!  A little bit of summer preserved in a bale to be enjoyed in the middle of winter.  No wonder the calves would spirit around the pen when they smelled fresh straw.  This smell was in the air as the H and the binder reached the field.

Howard Hanks driving the 1942 Farmall Model H pulling the McCormick grain binder in the 1948 oat harvest.
Howard Hanks driving the 1942 Farmall Model H pulling the McCormick grain binder in the 1948 oat harvest.

Once across the road/field access and through the narrow gate and into the field, Howard used the binder crank to lower the bull wheel and raise the binder off of the transport wheels.  The transport wheels and their stub axles were removed from the square holes in the axle supports on each side of the binder.  The wheels were then stored next to the field gate, and the binder crank was used to lower the binder into the proper operating height.  Then Hildreth helped her father turn the binder 90 degrees to its operating position.

Although there was no need for an extra person to ride the binder, Hildreth enjoyed coming along to the field.  It was simply a good time for a father and daughter to be together while they accomplished some work on the farm.  Hildreth jumped up into the seat on the binder and reached down with her right hand to twist the clutch lever to put the binder in gear.  Then Howard started the Farmall H on the first counter-clockwise revolution around the oat field.

Because the binder had been converted to a windrower, Hildreth had only to watch the oats flow by on the upper and lower force-feed elevator and then to watch it fall on the ground in one continuous swath as her father drove the H around the oat field.  As she sat there she realized that this was the last summer of her childhood.  In the fall she would be headed off to college in Chicago.  The occasion was not lost on Hildreth.  This was an opportunity to enjoy all of the sights and sounds of the farm and even the smell of ripened oats being harvested.  This opportunity might not be repeated again in the near future.

After a few rounds, they stopped, and Hildreth took a few pictures with her new camera.  Howard was impressed by the height of the oats, and so Hildreth took some pictures of the binder against the oats to show the height of the crop.  She also took pictures of the two puppies that had been frolicking along behind the binder.

Hildreth took these pictures to college with her.  However, chances are good that while in college Hildreth did not admire and analyze the pictures as closely as they are scrutinized today by other family members who are interested in the restoration of old farm machinery.

The Depuydt McCormick-Deering 10-foot binder brings back memories of the Hanks 8-foot McCormick binder.  Similarity, the current restoration of a 5-foot Deering binder by Donald Wells of Mercer Island, Washington is reviving memories of the 7-foot Deering binder that he used on his parent’s (George and Louise Wells) 160-acre farm near LeRoy, Minnesota, was about two miles west of the Hanks farm.  The 5-foot Deering binder currently being restored by Donald Wells was originally purchased by George Lawson of San Juan Island, Washington in about 1917.  It was used on the island to harvest wheat.  When Donald Wells found the Deering binder on San Juan Island, it was owned by Etta Egeland, grand-daughter of George Lawson.  The binder, which had been sitting in the field exactly where it was last used, was in need of extensive restoration.  Therefore, this project continues to be on-going.

As both the Depuydt McCormick-Deering binder and the Lawson/Egeland Deering binder are brought back to operating condition, it is hoped that more memories of old binders of the past will be stirred.  These restoration projects serve as a memorial to all those people who manufactured and used these farm machines of a by-gone era.

A 1950 Massey-Harris Model 22

  Today Last 24 hours Last 7 days Last 30 days Total
Hits 267 811 5581 15937 446551
Pages views 178 565 4311 11548 332807
Unique visitors 167 440 1641 5496 107028
Unique visitors ‪(1h interval)‬ 189 559 2392 9129 241324
Unique visitors ‪(30 min interval)‬ 192 572 2454 9328 249822
Hits per unique visitor 1.6 1.84 3.4 2.9 4.17
Pages per unique visitor 1.07 1.28 2.63 2.1 3.11
Forty Years with the Massey Harris 22

by

Brian Wayne Wells

As published in the March/April 1994 issue of

Belt Pulley Magazine

Volume 7, Number 2

Massey-Harris 22 in parade at Racine, Minnesota 1993

As was noted elsewhere (The Belt Pulley, January/February 1994, Vol. 7, No. 1), the Howard B. Hanks family moved to the current Fred J. Hanks farm in LeRoy, Minnesota, in 1945.  In those days, the 400-acre farm was known as the “Bagan farm.”  As mentioned in the above-cited article, one of the restored tractors which are still used on the farm is a 1950 Massey-Harris 22.  (Serial No. GR6729).  Of all the tractors on the farm, the 22 has been there the longest time.

The 22 was purchased as a used tractor by the Hanks family from an International Harvester dealership in Austin, Minnesota, in 1954, and was put to immediate use.  At that time, the farming operation included three other tractors:  a 1935 John Deere D (pictured on the back cover of the January 1993 issue of Green magazine, Vol. 9, No. 1); a 1951 Massey-Harris 44 (The Belt Pulley, July/August 1993, Vol. 6, No. 4, p. 26); and a 1948 Ford 8N.  The farm was operated by Howard Hanks and his two sons; Fred, who had returned to the farm in June of 1947 from military service in Germany as a Second Lieutenant in the United States Army, and John, who had just graduated from LeRoy High School in 1953.

The daily tasks for the 22 included (and still includes) hauling of grain and manure.  During hay seasons, the 22 was and continues to be very busy hauling hay from the field.  Because the author’s father, Wayne A. Wells, cooperated with the Hanks family (his father-in-law and brothers-in-law) during hay season, the author, as a youth, had occasion to use the 22 to haul many of these loads of hay from the field himself.  Field work was generally limited to cultivating corn and soybeans with the two-row cultivator which came as part of the purchase package with the 22.  However, in the fall of 1956, some unusually hard plowing conditions existed and the 22 was hitched to the 1951 Massey-Harris 44 to give assistance with the plowing.  The stiff hitch connecting the two tractors was made of two 2 x 4 oak boards bolted together.

img268
The 1950 Massey-Harris 22 provides some additional help to the 1951 Massey Harris 44 in plowing in the fall of 1956 on the Hanks farm in Beaver Township, Fillmore County in Mower County, Minnesota.

A special task for the 22 evolved in the mid-1950s.  About this time, farmers began to make use of herbicides on their crops.  Anticipating this trend, the Hanks family’s 22 was fitted with a mounted sprayer purchased from Sears, Roebuck and Company.  This sprayer looked identical to a mounted sprayer pictured in the 1949 advertisement by Massey-Harris included with this article, except that the Sears sprayer was not fitted with the optional drop nozzle attachments offered by Massey-Harris.  In the advertisement, the Massey-Harris sprayer is shown mounted on a 22.  Although no pictures have yet been found of the Hanks family’s 22 showing the front-mounted spray booms, the picture from the Massey-Harris advertisement looks identical to the Hanks’ 22 during those summers when it was employed for spraying herbicides.  As shown in the advertisement, the booms are located on the front of the tractor ahead of the driver.  The tank was mounted on the rear of the tractor.  The spray was pressurized by a pump connected to the power take-off.  The booms could be folded into an upright position for transport.

Because the Hanks family had always performed custom combining and baling in the neighborhood, it was almost inevitable that the sprayer, too, was employed for custom work.  This custom spraying became the domain of my Uncle Fred Hanks.  Each June and July in the late 1950s, we would see Uncle Fred on the 22 riding down some dirt road headed to another job.  Tractor tire marks evenly spaced across some immature oat field was sure evidence that Uncle Fred had recently been there!  Sitting in the back or our 1957 Plymouth, riding down the neighborhood roads, we children would scan our neighbors’ oat fields for any small scattering of yellow which would indicate an infestation of wild mustard flowers.  This would draw a comment from us.  “They better had give Uncle Fred a call.”  (A generation later we might have used the phrase “Who you gonna call?” from the movie Ghostbusters!).

Mustard is grown as a crop, however, in an oat field its persistent volunteer growth becomes a yield stealing menace.

The 22 was ideally fitted for this type of work.  The large rear wheels and high revving engine allowed the 22 to really scoot down the road.  A high transport speed was important for custom work so as not to waste time.  The large rear wheels were a selling point for the 22 in 1950.  (See A World of Power, a 1950 Massey-Harris promotional movie available from Keith Oltrogge, Box 529, Denver, IA 50622-0529, Telephone: (319) 984-5292.)  The large rear wheels allowed the 22 to reach a top speed of 13.02 mph.  (C.H. Wendel, Nebraska Tractor Tests [1985] p. 145.)  However, this was at the 1500 engine rpm level.  The 22 had Twin-Power which had been available on earlier Massey-Harris models.  Twin-Power was a feature which reserved a special high range on the throttle control (from 1500-1800 rpms) to be used for belt work.  (Michael Williams, Massey-Ferguson Tractors (1987), pp. 46-47.)  The cast-iron quadrant for the throttle control lever behind the steering wheel on the 22 had a little block built into the quadrant which was intended to prevent the lever from being pulled down into the special 1500-1800 rpm range.  However, the throttle control lever could be lifted up and over this little block easily.  (C.H. Wendel, Massey Tractors, (1992) p. 67.)  The operator’s manual for the 22 warned against use of the 1500-1800 rpm range for drawbar work.  (Operating Instructions and Service Manual for the Massey-Harris 22 and 22-K, p. 5.)  Pulling a full load of hay at a speed of 16 mph down a narrow township road with steep ditches on either side could get a bit scary.  As youngsters, hauling loads of hay on the road from the fields to the barn, we were told not to experiment with the throttle in the range from 1500-1800 rpm on the 22.

We estimated, at the time, that the speed developed at 1800 rpm must have reached up to 20 mph.  This was twice the speed of the small rear-wheeled Farmall B, owned by the Wells family (See Farmall B and Equipment, a 1939 International Harvester movie), which often worked together with the 22 during hay seasons and, therefore, was the natural counterpoint for comparisons with the 22.  This 1941 Farmall B is featured in the story “The Family’s Second Tractor,”  The Belt Pulley, November/December 1993, Vol. 6, Issue 6, p. 30.  The B operated at the slower top engine speed of 1400 rpm which was common to most Farmalls.

img266
Wayne A. Wells drives the Massey-Harris 22 pulling three full loads of hay on the Hanks farm during haying season of 1956.

Looking back now with the benefit of research materials, we can see that we may not have been too far off in our estimates of the speed of the 22 at 1800 rpm.  Both the 22 and its predecessor, the Massey-Harris 81, were powered by a Continental engine.  The 81 could develop a top speed of 16.0 mph at 1500 rpm.  The 81 also had the Twin Power feature for belt work up to 1800 rpm.  (Nebraska Tractor Tests, p. 136.)

Image result for massey harris 81 tractor

Larger Massey-Harris models offered contemporaneously with the model 81, like the Massey-Harris models 101, 201, and 101 Junior, were powered either with the 4-cylinder Continental MFA engine or the 6-cylinder T-57 503 Chrysler engine.  These models, too, could develop 1800 rpm; however, their top speed was 17.4 mph. (Nebraska Tractor Tests, pp. 113, 117 and 131.)  This was fast, even for the 1950s!  For the period of time from 1939 to 1946 when the 101 and 201 were manufactured, this speed must have been far in advance of the quality of the rural roads and the technology of brakes.  It may have been that the Massey-Harris company realized this and therefore made a conscious effort to gear the later models down so that even at 1800 rpm the tractor would not move so fast in road gear.  During this time, other tractor makers were busy increasing the range of speeds for their tractors.  With Massey-Harris decreasing their road speeds and other manufacturers increasing their road speeds, a happy common ground appears to have been reached in the 1950s which did not change substantially until the mid-1960s.

The Continental Motor Company of Muskegon, Michigan supplied a great number of engines to the Massey-Harris Company for installation in various Massey-Harris tractors.

            Massey-Harris used to advertise the 101 and the 201 as “fast tractors.”  Indeed, there is a scene from a 1941 Massey-Harris promotional movie which shows a Massey-Harris 101 Standard hauling a load of wheat to the grain elevator.  The tractor and wagon passes up a car which is pulling off onto the shoulder of the road. (Mechanized Agriculture Meets the Challenge, (1941) available from Keith Oltrogge, noted above.)  During this scene, the narrator notes that “the motorcar driver courteously yields to the fast-moving tractor.”  We often thought that the “motorcar driver” may not have been so much courteous as scared after seeing a ton-and-a-half load of grain and a 5700 lb. tractor bearing down on him at 17-18 mph.  He may have been justified in this fear, given the length of time required to stop that load!

The 22 continues to play an active role on the Hanks family farm, even after forty years of service.  In 1989 it was restored and repainted.  Since that time, the 22 has been exhibited and paraded at local tractor shows in the summer.  One such show is the Root River Antique Power Association Show held in mid-July of each year at Racine, Minnesota.  At the time of the repainting of the 22, the hubs of the wheels were mistakenly painted orange.  Current plans include returning these hubs to their original yellow color.

The 22 continues to be a fun tractor to drive and carries with it a lot of memories.  We hope its restoration will guarantee that this fun will be carried on to future generations.