The John Deere Model D bearing the Serial No. 123360: The Ramona Kansas Tractor
Brian Wayne Wells
This article remains under construction. Periodically, new blocks of text will appear in the article and/or current blocks of text will be corrected.
As noted in the article called “Alfred Fulcher and the Cresco Implement Company of Cresco, Iowa” which is included as part of this website and blog, Wells Family Tractors obtained a 1935 “unstyled” John Deere Model D tractor upon the recommendation of Marilyn (Hanks) Wells, mother of the current author. Marilyn Wells had always been intrigued by the Model D because a 1931 version of the tractor had been the first tractor that her father, Howard B. Hanks, grandfather of the current author, had ever owned.
This 1931 two-speed Model D was first purchased by John T. Goff in 1931 from Beske Implement of Minnesota Lake, Minnesota. The story of this 1931 John Deere Model D is contained in an article called “Beske Implement of Minnesota Lake, Minnesota” which is contained in this website and blog. Howard and his wife, Ethel (Buck) Hanks, rented the John T. Goff farm in Mapleton, Minnesota in 1935 and continued to operate the farm until March 1, 1945, when they purchased the “Bagan farm” in Beaver Township, Fillmore County, Minnesota, near LeRoy, Minnesota.
While on the Goff farm Howard Hanks used the 1931 Model D on a near daily basis and came to appreciate power farming. Thus, in 1945, as the Hanks family moved off the Goff farm to take possession of the Bagan farm in Fillmore county, they purchased the 1931 John Deere Model D from John T. Goff and transported the tractor to the Bagan farm near LeRoy, Minnesota.
By 1950, Howard and his oldest son Fred Hanks, were farming the Bagan farm as a partnership. Fred had been pushing to modernize the farm with newer farm machinery. Thus, when Howard and Fred were on Sunday afternoon sightseeing trip in August of 1950, they saw a 1935 three-speed John Deere Model D sitting on the used tractor lot of the John Deere dealership in Cresco, Iowa, they decided to stop and look at the tractor. In the post-World War II era old steel-wheeled, two-speed tractors like the 1931 Model D with its top speed of only 3-1/4 miles per hour, were really becoming obsolete on a modern post-war farm. However, Howard loved the old Model D. While recognizing the shortcomings of the 1931, two-speed Model D, he was favorably disposed toward obtaining this newer version of the same tractor–especially a Model D with rubber tires and a 5 mile an hour top speed. Accordingly, Howard and Fred purchased the 1935 Model D from the Cresco Implement Company in exchange for the 1931 Model D and some additional “boot” money. This 1935 Model continued to be employed on the Bagan (now Hanks) farm until the 1970s, when the tractor was sent to the Francis Mims junk yard.
Statistics recorded with Counterize - Version 3.1.4
Cotton Picking in South Carolina with a
John Deere Model 630 Tractor
Brian Wayne Wells
(As published in the January/February 2008 issue of
Belt Pulley Magazine)
As noted in a previous article, Deere and Company had, ever since the late 1940s entertained great hopes that their cotton pickers would have the same overnight success that had greeted the introduction of the small combine and/or the introduction of the corn picker into the farm market. (See the article called “Cotton Picking on the Mississippi Delta” contained in the November/December 2007 issue of Belt Pulley magazine.)
When the small combine was made available to the North American farmer at the end of the Second World War, there had been a revolutionary change in which small grains were harvested. The small combine entirely replaced the stationary thresher in a period of a very few years. Similarly, the introduction of the corn picker had quickly replaced the hand picking of corn and the stationary corn shredder on North America farms.
To some degree, the expected revolutionary change did greet the introduction of the mechanical cotton picker. The cotton picker had swept the state of California by storm. Although, in 1949, only 12% of the cotton in California was harvested by machine, this figure mushroomed to 35% in 1950; then to 52% in 1952; to 60% in 1953 and up to 67% in 1956. Cotton growers in California recognized that mechanical picking of cotton cost only about $7.00 per acre, on average, as opposed an average of about $40.00 to have the same acre of cotton picked by hand. As noted in the above-cited article, however, California’s experience with the cotton picker was not repeating itself in the lower Mississippi River Valley. Statistics revealed that in 1957, while fully 67% of the cotton grown in California had been picked by machine, only 27% of the cotton of the lower Mississippi Valley was being harvested by machine.
Even more dramatically, cotton farmers in South Carolina appeared to be even more reluctant than the cotton planters of the lower Mississippi River valley to adopt the mechanical method of cotton harvesting. Only 2% of the cotton raised in South Carolina in 1952 had been picked by machine. This figure had risen to 8% in 1954. However, since that time, use of the mechanical cotton picker had actually declined—to 4% in 1955 and 1957. In last fall’s harvest, 1958, use of the cotton picker had fallen to only 1% of all the cotton grown in South Carolina. Even those cotton farmers in South Carolina that had employed a mechanical picker in the past, now appeared to be reverting, once more, to hand picking of cotton during the 1958 harvest.
Still, despite the slowness of sales of the cotton picker in South Carolina, Deere and Company remained hopeful that the change to cotton pickers would occur in South Carolina. Indeed, Deere and Company felt that 1959 might be the year when sales of mechanical cotton pickers “took off.” The Company rationalized that the decline in sales of cotton pickers in 1958 may well have been the result of the recession that had gripped the United States economy from August of 1957 until April of 1958. Thus, Deere and Company remained optimistic for the new year.
Cotton pickers continued to be produced in large numbers at the John Deere factory works in Moline, Illinois and the Company continued to send large numbers of the cotton pickers to their regional branch/warehouses in the south including the one located at 5147 Peachtree Street in the Atlanta suburb of Chamblee, Georgia. This branch/warehouse served the local dealerships in the southeastern United States including those in the state of Georgia and South Carolina.
The most popular cotton picker being offered by the John Deere Company was the Model 22. The Model 22 was a single row cotton picker that was designed to be mounted on a narrow front-end—“tricycle”—style “row-crop” tractor. The Model 22 cotton picker was only mounted on the tractor during harvest season. The cotton picker could be removed from the tractor at the end of the harvest season. Thus, the tractor would be free for other farm tasks throughout the rest of the growing season.
As part of the process of mounting the cotton picker, the cotton farmer was required to open up the transmission of the tractor and reverse a gear in the transmission. This simple procedure would have the effect of allowing the tractor’s forward working speeds and road gear to act in reverse. Once the cotton picker was mounted on the tractor, the operator would sit on special seat on the cotton picker above the normal tractor operator’s seat and facing the rear of the tractor. The steering wheel, throttle, clutch and other controls of the tractor were modified and extended to be accessible from the new rearward facing operator’s seat on the cotton picker. The same wheels that steered the tractor in its normal configuration, now steered the tractor and mounted cotton picker in its new configuration. However, these wheels were now in the rear of the machine rather than at the front. The large driving wheels were now in the front of the machine.
As noted in the previous article, the Model 22 cotton picker had been introduced by Deere and Company in the fall of 1956. (Ibid.) The Model 22 was designed to fit on any tricycle-style, row-crop version of either the John Deere Model 520, Model 620 or the Model 720 tractor. The four-plow Model 620 tractor proved to be the most popular tractor of the 20 series. During the two years of its production, 21,117 Model 620 tractors of the tricycle or row crop design, alone, had been produced and sold. (Production Log of the John Deere Waterloo Tractor Factory 1929-1972, pp. 43-44.) As noted previously, the Model 620 became the tractor that was most commonly paired with the Model 22 cotton picker.
Now in the summer of 1958, Deere and Company was introducing the new 30-series tractors which were to replace the 20-series tractors. By October, 1958, the retooling of the Waterloo plant was complete and the factory was turning out 162.17 tractors of all models (Model 830, Model 730, Model 630 and Model 530 tractors) and styles (tricycle row crop or standard “four wheel” tractors) per day. However, fully a third, or 31.2%, of all the tractors that were produced at the Waterloo facility were Model 630 tractors of the tricycle or row crop design. (Ibid.) Every day an average of 50.65 Model 630 tractors of the tricycle design rolled off the assembly line at the Waterloo plant. (Ibid.)
Although there were substantial cosmetic differences between the 20 series tractors and their corresponding models of the 30 series, the tractors, underneath these cosmetics changes, remained almost identical. Once again, it was expected by Deere and Company, that the four-plow Model 630 row crop tractor would be the tractor most often sold together with the Model 22 cotton picker. Accordingly, the Company continued to ship a large number of Model 630 John Deere tractors the cotton raising areas of the southeastern United States.
On Friday, October 3, 1958, two Model 630 tractors bearing the serial numbers 6301691 and 631692 were making their way along the final part of the assembly line in the Waterloo plant. Both tractors were of the tricycle configuration and had gasoline-powered engines. (Production Register: The John Deere Waterloo-Built “30”Series Tractors [Two-Cylinder Pub.: Grundy Center, Iowa, 2000] p. 71.) At the end of the assembly line, the tractors faced their most important test. The two tractors needed to start and be driven off the assembly line under their own power. Accordingly, a worker at the end of the assembly line jumped up into the operator’s seat of No. 6301691 and switched on the ignition and stepped down on the starter button with his right foot. Like magic the two-cylinder 321 cubic inch engine, with a 5½ inch bore and a 6 3/8 inch stroke, popped a couple of times and came to life. Giving the engine a little more gasoline by pushing the throttle ahead with his left hand, the worker shifted the tractor into gear and then grabbed the large clutch lever with his right had and eased the lever forward to engage the clutch. No. 6301691 moved ahead smoothly off the assembly line and directly out of the factory building. Right behind this tractor on the assembly line, No. 6301692 also passed its “test” and that same day both tractors were loaded up on a railroad flat car to be combined with an Illinois Central Railroad train which was headed east out of Waterloo toward Dubuque, Iowa (1950 pop. 49,671). Continue reading Cotton Picking in South Carolina→
(As published in the November/December 2007 issue of
Belt Pulley Magazine)
Though grown only in the southern regions of the United States, no other crop, grown in the United States, has had the impact on the history of the nation as has cotton. In colonial days, cotton was regarded as involving too much hand labor at all stages of its production to be considered a profitable cash crop. However, development of the cotton gin, in the 1790s, finally mechanized one stage of the raising and processing of cotton. The cotton gin provided a rapid process for the removal of the seeds the cotton bolls. Although Eli Whitney is most often given sole credit for development of the cotton gin, he had had a great deal of help along the way. In 1788, Joseph Eve developed a two-roller device to remove the seed from Sea Island cotton. Sea Island cotton derived its name from the fact that it was originally grown on the islands of the Caribbean. Sea Island cotton is a beautiful “long staple” cotton with fibers which vary from 1 ¼ inches to 1 9/16 inches in length. It is used for making fine cotton fabrics. However, since this “long staple” cotton could only be successfully cultivated on the 30 or 40 mile stretch of coast in South Carolina around Hilton Head, cotton planters over the rest of the state of South Carolina turned to growing “short staple” cotton, particularly Upland cotton. However, Upland cotton, with fibers measuring from 7/8 of an inch to 1-5/16 inches in length, was much harder to gin. The Eve gin did not work on Upland cotton. However, some un-named African slaves in South Carolina came up with a comb that greatly improved the hand process of removing the seeds from Upland cotton. Hodgen Holmes also developed a saw-tooth designed ginning device to clean Upland cotton. Eventually in 1793, Eli Whitney introduced his cotton gin which worked successful in Upland cotton.
The mechanization of ginning Upland cotton created a revolution. Whereas, a single person working by hand, all day, could tear the seeds out of about two pounds of Upland cotton, that same person operating a small gin could clean 50 pounds of Upland cotton in an average day. Replace the hand crank on the gin with water power or animal power, and the production capacity of the gin was increased to 500 pounds in an average day.
Suddenly, cotton became very profitable for planters all across the South Carolina and Georgia. Within four years after he completed development of his power gin, Eli Whitney had 30 copies of his gin working in the state of Georgia. Whereas, in 1790 only 1,567,000 pounds of cotton were raised in the whole of the United States, by 1795, just five short years later, 8,358,500 pounds of cotton were raised and that was just beginning. By 1800 cotton production reached 36,572,500 pounds, then 73,145,000 pounds in 1805 and 104,493,000 pounds in 1815.
Westward expansion of the United States brought settlers to new Mississippi Territory which had been formed in 1798 from lands stretching from Georgia’s western border to the banks of the Mississippi River. Settlers flowed down the “Natchez Trace,” a trail through the woods starting in Nashville, Tennessee and ending it the small Mississippi River port town of Natchez. Although, part of the overall “westward migration” across the North American continent, the settlement of the Mississippi Territory actually began in Natchez on the west side of the Territory and spread east and north within the Territory. The settlement became a torrent and by 1817 the Mississippi Territory was divided almost in half and the western portion of the Territory entered the union as the State of Mississippi. The eastern half soon followed in 1819, entering the union as the State of Alabama.
Settlers coming to Natchez were craving more land on which to plant large amounts of cotton. To the north of Natchez, Mississippi, the settlers found that the topography of the new state changed a great deal. The southern piney woods which seemed to cover the entire rest of the state of Mississippi, gave way to the alluvial plains of the northwestern part of the state. This area, called the Mississippi Delta, was so flat and treeless that a person could see for miles in all direction. The Mississippi Delta covers the entire northwestern part of the current state of Mississippi—picturesquely described as extending “from the lobby of the Peabody Hotel in downtown Memphis, Tennessee to Catfish Row in Vicksburg, Mississippi.”
On the Mississippi Delta, early cotton planters found everything they needed for growing cotton on a large scale—everything, that is, except for the large amounts of labor. They needed large amounts of labor for the planting, chopping, cultivation and picking of the cotton. Although the invention of the cotton gin had brought about the mechanization of the processing of cotton, neither the cotton gin nor any other modern invention had done a thing to mechanize these aspects of the cotton plantation. To fill this need for labor the cotton planters turned to a vast expansion of the institution of slavery.
This large scale expansion of slavery depended on the sale and exportation of human beings on the coasts of Africa and their importation and re-sale in the United States. Planters on the Mississippi Delta used slave labor to cultivate wide areas of the Mississippi Delta. There was another explosion in the production of cotton in the 1830s as cotton plantations sprang up all across the southern United States. Nationwide, cotton production mushroomed from 365,726,000 pounds in 1830 to 530,355,500 pounds in 1835, then to 673,116,000 pounds in 1840 and finally to 902,111,500 pounds in 1845. The boom in cotton production was also accompanied by a large scale increase in the enslaved population of the United States. In many of the counties of the Mississippi Delta the number of African slaves out-numbered the free whites.
Slavery create wealth for the planters, but the institution of slavery had a catastrophic effect on the relations between the individual states of the United States and lead directly to the War Between the States from 1860 through 1865. Following the Civil War, the legacy of slavery continued to have a corrosive effect on the social relations between the white and black Americans in the north as well as in the south. Just as, before the war, some counties of the Mississippi Delta contained more black than white people. Taken as a whole, the Mississippi Delta contained nearly as many black citizens as white citizens. In the post-war era, the plantation/slave labor system of cotton raising, was replaced plantation/share cropper system. The share cropper system was also exploitative of the free black families living on the Mississippi Delta. Rather than being bound to a plantation by the laws protecting slavery, the black families were bound to the plantation by economic ties, including a debt for living supplies at the local general store which may be owned by the same plantation owner for whom they sharecropped.
The sharecroppers and their families supplied labor for working the fields of the plantation on a year-around basis. However, in the busy times of cotton chopping and cotton picking, even more help was needed. Thus, there arose a large group of persons lived on the Delta, who lived outside the sharecropping system and received their income only for this part-time employment as a farm laborer in the spring, summer and fall. Both inside and outside the sharecropping system, life was full of poverty, disappointed ambitions and racism. As a nostrum, for these problems, many workers sought comfort in the local “juke joint.” A juke joint served intoxicating drinks. The choice of drink was usually limited to whatever “moonshine” from whatever local distillery happened to be available at the time. Drinks were served in pint or quart-sized fruit jars. Accommodations of the juke joint were rustic and the typical juke joint was hidden away in some remote and inaccessible location in the most rural areas of the Delta. Being located where they were, in a rural areas, the juke joint sought to avoid attention of local racial hate groups and local law enforcement. Fights, knifings and shooting were not unknown in juke joints and were a mere reflection of the feeling of hopelessness that permiated the atmosphere of the Delta.
However, in this environment of seeming absolute despair something beautiful arose. The juke joint became the birth place of a new form of music called “Blues Music” or the specifically that variant of the blues called the “Delta Blues.” (A typical juke joint complete with blues music and a fight is portrayed in the 1985 movie The Color Purple.) Only later, did blues music make it way north, first to Memphis, Tennessee, where W. C. Handy began transcribing, writing and orchestrating the Delta Blues. (For this work, W.C.Handy became known as the Father of the Blues.) Later, blues music made its way north to Chicago, Illinois; Detroit Michigan and Harlem in New York City. These communities also became the favored destinations for the tide of of Afro-Americans seeking a better living than they had on the Mississippi Delta in the years following World War I.
There is considerable debate over whether the mechanization of cotton harvesting and the resultant loss of jobs on the Mississippi Delta forced Afro-Americans to move out of the Delta, or whether the reverse was true—that the huge out-migration of Afro-Americans from the Delta to northern cities caused the agricultural industry to seek a mechanical means of harvesting cotton. (See the September 2001 article called “Technological Unemployment in Agriculture: Cotton Harvest Mechanization in the U.S.” written by Craig Heinicke and Wayne Grove located on the Internet.) Whatever the truth of this chicken or egg problem, development of the cotton picker in the post-World Ward II period introduced vast changes in the demand for farm labor in Mississippi. Early in the 1950s, it was the threat of these changes that created a real fear in some quarters of the South. Worrying about the social upheaval that might be incurred by the introduction and widespread use of the cotton picker in the South, the Jackson (Miss.) Daily News editorialized that the cotton picker “should be run out of the cotton field and sunk in the Mississippi River.”
Several different cotton harvester designs were being used experimentally, in the 1930s. However, only two designs were to successfully mass produced—the cotton stripper design and the spindle-type cotton picker design. The cotton stripper combed the entire cotton plant with brushes to remove the cotton bolls. Thus, the cotton stripper basically destroyed the cotton plant as it harvested the cotton bolls. Therefore, the cotton stripper would make only one pass over the cotton field harvesting the cotton. The spindle-type cotton picker on the other hand, removed the cotton bolls while leaving the unopened bolls unharmed. These unopened bolls would be allowed additional time on the cotton plant to mature and open for harvesting at a later date. The cotton stripper has become popular in the western end of the cotton belt—Oklahoma, Kansas and west Texas—where growing season was too short to allow for any more than a single pass over the cotton field.
Among all the competing designs for a spindle-type cotton picker, three patented designs drew the most attention. The first was the Price-Campbell spindle-type design. The second was the spindle-type cotton picker designed by brothers, James Daniel Rust and Mack Donald Rust. Thirdly, there was the spindle-type cotton picker patented by Hiram M. Berry of Greenville, Mississippi.
Since 1880 Angus Campbell of Chicago, Illinois had been working on a spindle-type cotton picker. In 1912, Campbell joined with Theodore H. Price to form the Price-Campbell Cotton Picker Corporation. In the mid-1930s, the International Harvester Company purchased the Price-Campbell patents. In 1940, Chief Engineer for the International Harvester Company changed the Price-Campbell cotton picker from a pull-type machine to a cotton picker which mounted on the rear end of a row-crop tractor. The tractor and mounted picker was designed to move across the cotton field in reverse while picking cotton. In 1942, the International Harvester Company successfully tested this spindle-type cotton picker. Because of the wartime economic restrictions, the International Harvester Company could not get the cotton picker into production. Finally, in 1949, the Company completed its new facility on the north side of Memphis, Tennessee and began mass production of the cotton picker.
Meanwhile, the Rust brothers who had been born in Texas moved to Memphis, Tennessee in the mid-1930s and began work on their own spindle-type cotton picker design. All spindle-type cotton pickers removed cotton from the hulls of the cotton plant by snagging the cotton fibers of the boll with rotating spindles. The rotating spindles on the Price-Campbell design and the Hiram M. Berry design were barbed spindles. The barbs on these spindles snagged the cotton fibers. The Rust brothers cotton picker featured smooth spindles which were slightly moistened as they rotated. The moist spindles snagged the cotton bolls as effectively as the barbs. In 1936, the Rust cotton picker was successfully demonstrated at a public exhibition at the Delta Experiment Station near Leland, Mississippi. After the successful exhibition of their cotton picker the Rust brothers continued to make improvements to their cotton picker all through the Second World War. In 1949, the Rust brothers signed an agreement with the Allis Chalmers Manufacturing Company to allow Allis Chalmers to mass produce a two-row cotton picker based on the Rust patents. The manufacturer’s suggested retail price was $17,500 for this two-row cotton picker.
Meanwhile, the John Deere Company had been working on various cotton stripper and cotton picker designs since the 1920s. In 1931, the Company suspended all work on cotton harvesting equipment. However in 1944, the company purchased the Hiram M. Berry patents and soon began manufacturing the single-row Model No. 1 cotton picker which could be mounted on any of the full-sized John Deere row crop tractors. In 1951-1952, the John Deere Company built a warehouse/branch house at 2095 Lantham Avenue in northern Memphis, Tennessee (1950 pop. 400,000), specifically to aid in the distribution of the new cotton picker and the other John Deere tractors and farm equipment to all the local John Deere dealerships in Mid-South area—western Tennessee, eastern Arkansas and northern Mississippi. In the fall of 1956, the John Deere Company announced that the Model No. 1 mounted cotton picker would be replaced with the new improved version, Model No. 22 cotton picker for the 1957 season.
Also in the summer of 1956, Deere and Company announced a new line of tractors for the 1957 season—the 20 series tractors. These new 20 series tractors were, on average, 20% more powerful than their predecessors. For an example, when the new Model 620 row crop tractor was tested at the University of Nebraska on October 10-15, 1956, the new tractor was shown to deliver a maximum of 48.68 horsepower (hp.) to the belt pulley and 44.16 hp. to the drawbar. This compared with the 41.57 hp. to the belt and the 36.94 hp. to the drawbar of its predecessor—the John Deere Model 60 row crop tractor. With this increase in horsepower, the Model 620 was advertised as a full four-plow tractor. The suggested retail price of the basic Model 620 tractor without any optional equipment was $2,640.00 Continue reading Cotton Farming on the Mississippi Delta→
The Mankato Implement Dealership (Part 2 of 2 Parts):
Wilmar Thrun 1937 John Deere Model B (Short Frame) Tractor
Brian Wayne Wells
As published in the May/June 2002 issue of
Belt Pulley Magazine
In the spring of 1937, a farmer living in Rapidan Township in Blue Earth County, Minnesota, started working in the fields of his 80-acre farm with his newly purchased John Deere Model B tractor bearing the serial number 34081. Just the previous February he and his family had attended the annual open house at the Mankato Implement Company the local John Deere dealership located in Mankato, Minnesota. (See the March/April 2002 issue of Belt Pulley Vol. 15, No. 2, p. 16 for the history of the Mankato Implement Company dealership and story of the 1937 open house.) At the open house, our Rapidan Township farmer had acted on a dream that had occupied his thoughts for some time. He had purchased his first farm tractor.
Being a tractor that was manufactured prior to Serial No. 42200, No. 34081 was one of the “short frame” John Deere Model B tractors. Our Raidan Township farmer found that No. 34081 was a vast improvement for his farm in all seasons. However as time passed he found that some improvements were needed to the tractor. As noted in the earlier article in this series, our Rapidan Township farmer replaced the seat on No. 34081 with an after-market Easy-Ride seat. The Easy Ride seat was made by the Monroe Automobile Equipment Manufacturing Company of Monroe, Michigan and was composed of a large coil spring and a Monroe shock absorber. The Easy Ride seat was much more comfortable than the original John Deere seat—especially on a tractor with steel wheels and 3” high lugs. As noted in the earlier article in this series, International Harvester had begun installing the Easy Ride seat on its Farmall tractors in 1939. The seat was a factory-installed option and became such a commonly requested option on the Farmall “letter-series” tractors—the Model M and Model H etc.—that the Easy Ride seat might just as well been standard equipment.
Although no evidence exists that the Monroe Easy Ride seat was ever a factory-installed option for John Deere tractors. However as noted previously, a surprising number of un-styled and early styled Model B tractors were fitted with the Monroe seat. Accordingly, it is not surprising that our Rapidan Township farmer had No. 34081 fitted with the Easy Ride seat which he purchased from a third-party short-line farm tractor parts business in Mankato. When he purchased the Monroe seat, he found that the seat had already been painted green in color for John Deere buyers. The Monroe Easy Ride certainly made No. 34081 much smoother to ride.
When the United States became involved in the Second World War, our Rapidan Township farmer found that prices for his farm products rose higher than he had ever remembered. No. 34081 sped up his ability to complete the field work on his farm. Because of this increase in efficiency, he was able to take full advantage of all the arrable land on his farm planting from “hedgerow to hedgerow” for the war effort. He even was able to add a couple of cows to his milking herd of Holsteins. With a modern tractor-powered and, by now, electrified farm our Rapidan Township farmer was well positioned to take full advantage of the of the rise in prices which accompanied the nation’s attempt to feed the armies around the world. The John Deere Model B, now with rubber tires on the front wheels worked very well for him all through the Second World War. During this period, he found that the tractor allowed him to complete much more field work each day than in the past and he was still able to get the milking done at a decent hour in the evening.
By his figuring, in the new environment of higher farm prices, our Rapidan Township farmer figured that the tractor had paid for itself many times over by the time that the war ended. Now, with the return of peace in 1945, he, like the rest of his neighbors, now thought of trying to upgrade the tractor further by putting rubber tires on the rear of the tractor.
The most popular way of converting the rear wheels to rubber tires was to have a local blacksmith shop cutting the flat spokes of the steel wheels and removing the steel band on the outside of the wheel and then welding on a new rim designed for rubber tires. Local blacksmith shops all across the Midwest were doing a brisk business in the post-war era in cutting down steel wheels and welding on tire rims. Indeed, just seven miles south in Good Thunder, Minnesota, the welding shop owned by Dick Scheur was doing a good deal of this work. To our Rapidan Township farmer having the steel wheels cut down seemed the most prudent way to mount rubber tires on the rear of his tractor. Consequently, in the early spring of 1946, just as the last traces of snow left in the ditches and shady areas, our Rapidan Township farmer placed No. 34081 securely up on blocks and removed both rear wheels. He loaded the steel wheels into the back of his new 1946 Chevrolet pickup and headed out his driveway and down the township road toward County Road No. 9. It certainly wasn’t cold enough for the heater to be turned on. Indeed he reached up and turned the little crank o the center of the dash board that opened the bottom of the windshield. He opened the bottom of the windshield just a crack to let in some fresh air. His new pickup was one of the “Art Deco” Chevrolet pickups which had a great deal of chrome running up and down the front grill. It was a design that had appealed to him ever since these Art Deco trucks had been introduced in 1941. Continue reading The Willmar Thrun 1937 John Deere Model B (Short Frame) Tractor (Part II)→
The Mankato Implement Company (Part 1 of 2 Parts):
Wilmer Thrun 1937 John Deere Model B (Short Frame) Tractor
Brian Wayne Wells
As published in the March/April 2002 issue of
Belt Pulley Magazine
As has been noted on previous occasions most farm equipment dealorships grew out of the traditional small-town general store or hardware store. (See the article “The Grams & Krautkremer Hardware: John Deere Dealor in Jordan Minnesota” in the July/August issue of Belt Pulley Vo. 13, No. 4, p. 16 and the article “Ray Christian/Easterlund Impliment of LeSueur, Minnesotaand the Wagner/Wacker 1947 John Deere A” in the September/October 2000 issue of the Belt Pulley Vol. 13, No. 5, p. 18.) These early “dealorships” sometimes held the franchises to multiple competing farm equipment companies. (Regular readers will remember the fact that the Miles Supply in the small settlement in Clear Creek Township in Eau Claire, Wisconsin had both a John Deere franchise and an International Harvester franchise. (See the article “The Rosenthal Cornhusker Company of Millwaukee, Wisconsin [Part IV]: the Cornbine” in the November/December 2001 issue of is Belt Pulley Vol 14, No. 6.) Indeed, some small towns would have two franchises from the same company. Two John Deere dealors in the same town would create as much competition between John Deere and John Deere as it would between John Deere and International Harvester within that town. Barbara Marsh, A Corporate Tragedy: The Agony of International Harvester (Doubleday: Garden City, New York, 1985) p. 99.) This situation was not conducive to the efficient sales network that the farm equipment companies wished to establish.
Both International Harvester and the John Deere Company began to change this situation. John Deere initiated a plan for “key dealorships” program. Realizing that farmers in the 1920s were willing to drive further (over the increasing number of newly paved roads) to find large dealerships which would serve their entire farm machinery needs, John Deere sought to establish larger dealorships in larger towns–especially county seats of the various counties across rural America. Ibid.
One such county seat was Mankato, Minnesota (1920 pop. 12,469), located on the Minnesota River on the northern edge of Blue Earth County. Because John Deere had no franchise holder in Mankato, the Company decided to establish a Company-owned dealership in Mankato–Mankato Implement Company. (This was not Mankato’s first experience with a company-owned dealership. International Harvester had established a company-owned dealership at 301 So. Second Street in Mankato in 1905. Later this company-owned dealership was moved to 426 No. Front Street where it stayed for nearly 60 years. Long-time readers of the Belt Pulley will remember that in the article “Deering and McCormick Grain Binders” in the May/June 1995 issue of Belt Pulley Vol. 8, No. 3, p. 21, was accompanied by a small reproduction of a poster from the International Harvester Company dealership located at 426 No. Front Street in Mankato, Minnesota. It was implied in that article the John and Mary Depuydt 10 foot McCormick-Deering grain binder had been purchased from that dealership in the 1940s. Additionally, readers may remember that in the article “The Wartime Farmall H” contained in the July/August 1994 issue of Belt Pulley Vo. 7, No. 4 p. 14, it was noted that Fred and Bruce Hanks had made their way to Mankato for some shopping in the winter of 1944-1945. There they purchased a pair of new drop center cast iron wheels and matching rims for the 1942 Farmall H they had just purchased. Although the name of the dealership was not mentioned in that article, the wheels and rims for the Farmall H were purchased at the International Harvester company-owned dealership in Mankato.)
In 1930, John Deere also decided to establish a company-owned dealership in Mankato, Minnesota, originally it was planned that the dealership would also serve as a “branch house” or a distribution center for the other smaller John Deere dealerships around southern Minnesota. For the purposes of establishing this dealorship/block house, John Deere sent Joseph Rolstad to Mankato in the spring of 1930. He took a room at a boarding house located at 328 Center Street and served as the first general manager or “branch manager” of the new company owned dealership which became known as the Mankato Implement Comany. A building was purchased at 212 North Front Street and the new dealership was initiated. Later the premises next door, at 210 North Front Street were also acquired and merged with the dealership and the address of the Mankato Implement Company dealership was officially changes to 210 No. Front Street. Later it was decided that the branch house for the entire state of Minnesota would be the Deere and Webber Company distributorship located at 800-828 Washington Avenue North in Minneapolis, Minnesota. Thus, the Mankato Implement Company lost its destination as a branch house and became a straight dealership.
It had never been the intent of Joseph Rolstad to serve as the permanent manager of the new dealership. He was merely assigned the duty of coming to Mankato to get the dealership up and running and then move on to another assignment as soon as a permanent manager had been hired. A couple of permanent managers were tried but eventually, in the spring of 1934, Lore E. Smith was hired as permanent manager of the Mankato Implement Company. Lore and his wife, Marie, moved into a house at 918 No. Second Street in Mankato. In addition to the new dealership at 210 North Front Street, John Deere had purchased a building at 1101 North Broad Street in Mankato to serve as their warehouse. Continue reading The Willmar Thrun 1937 John Deere Model B (Short Frame) Tractor (Part I): The Mankato Implement Company→
The first edition of this article was published in the
November/December 2000 issue of
Belt Pulley Magazine
However, since the article has been brought to this website new information has been added to the article that was not part of the oringinal article in the Belt Pulley version. Furthermore, this article remains under construction as new information continues to be added to the article.
Along with the celebration of V-J Day which brought an end to the Second World War in 1945 was the anticipated ending of rationing of new farm machinery. During the war, farmers had been called upon to raise crops from fence-row to fence-row in order to meet the needs of the nation. In addition, farmers had been expected to operate under the restrictions of having to keep their old pre-war farm machinery functioning. Most of the iron, rubber and other raw materials which would have gone into the production of new farm machinery had been diverted into war production. Now, with the end of the war, there was a tremendous demand for new farm machinery. This demand created new opportunities in sales of new farm equipment. Among the businesses that felt this change was the Nicollet County Hybrid Seed Company of St. Peter, Minnesota (1940 pop. 5870).
St Peter is another of the small communities on the Minnesota River, located 29 miles up river from Jordan, Minnesota, the home of the Grams and Krautkremer Hardware store (see the article on page 16 in the July/August 2000 issue of Belt Pulley), and 10 miles up river from LeSueur, Minnesota, home of the Ray Christian/Easterlund Implement dealership (see the article on page 18 in the September/October 2000 issue of Belt Pulley). St. Peter is a beautiful town with wide main street (Minnesota Avenue) and its Minnesota Square Park betraying the marks of its early, well-planned development when it was anticipated that St. Peter would be the capital of the entire state. That anticipation, however, was thwarted in 1857 when the territorial legislature reconfirmed that St. Paul would be the capital of Minnesota when the state entered the union in 1858, and St. Peter had to content itself with being the county seat of Nicollet County.
Nicollet County stretches westward from the Minnesota River. Thus, although St. Peter is the county seat, the town is situated on the very eastern edge of the county. Across the Minnesota River to the east of St. Peter lies southwestern LeSueur County.
Served by a main branch of the Chicago Northwestern Railroad running along the east bank of the Minnesota River from Mankato, Minnesota, through St. Peter and on through the small towns of LeSueur, Belle Plaine and Jordan before arriving in Minneapolis/St. Paul, St. Peter was connected with the rest of Nicollet County to the west by a branch line of the Chicago Northwestern Railroad. Although now abandoned, the branch line ran out along Ninth Street just below the hill from Gustavus Adolphus College before leaving St. Peter to the northwest, arching around and heading off to the southwest, passing through the small village of Nicollet, Minnesota (1940 pop. 434), before passing over into Brown County at the German settlement of New Ulm (1940 pop. 8,743).
From its location on land leased from the Chicago Northwestern Railroad just south of the current location of South Elementary School, the Nicollet County Hybrid Seed Company had expanded over the years. Early on, it had obtained a franchise for selling Chrysler/Plymouth automobiles and a franchise for selling John Deere farm equipment in addition to hybrid seed. The Nicollet County Hybrid Seed Company was owned and operated by Lyle Churchill. Now, with the huge explosion of demand for new farm equipment, Lyle Churchill suddenly found that the business he was operating had become too large and unwieldy to be operated as a sole proprietorship. Further complicating his business affairs was the fact that he also owned the Arlington Implement Company of Arlington, Minnesota (1940 pop 1,222), approximately 30 miles to the north, which was the John Deere dealership franchise for that community. Therefore, some simplicity was needed to run the business efficiently. Consequently, in 1946, Lyle Churchill sold off the hybrid seed part of the Nicollet County Hybrid Seed Company, which then moved to a new location on the corner of Third Street and Broadway in St. Peter and continued under that name. Further, Lyle and his wife also sold off the Chrysler/Plymouth franchise part of the dealership, which was then relocated in a building at the corner of Broadway and Minnesota Avenue, and it became St. Peter Auto Sales. Retaining what he felt would surely be the most lucrative part of the business–the John Deere dealership franchise–Lyle Churchill then moved across the Minnesota River to the LeSueur County side.
Because of its location on the Minnesota River, some of St. Peter’s development spilled over into LeSueur County, on the east side of the river. This location had special appeal to Lyle because of its close proximity to the main north and south tracks of the Chicago Northwestern railroad and the Chicago Northwestern freight depot. Also located on the east side of the river were Hanson Silo Company, the Cargill grain drying and storage facilities, the Hormel livestock buying station, and the large Peavy Company grain elevator. These businesses brought a heavy amount of rural farm customers to this particular area of St.Peter; especially, the Peavy grain elevator which bought a great deal of the farm products–including sugar beets–grown in the rural St. Peter area during this time. It was the vacant lot between the elevator and Highway #99 that caught Lyle’s eye. This location was sure to be convenient for the farm traffic which was headed to the grain elevator. Thus, he purchased the lot for the new John Deere dealership which he was to name the St. Peter Implement Company.
Because there were no buildings at the new site, a new one had to be constructed. Even though he had sold off two parts of his St. Peter business, Lyle Churchill soon found that his ownership of the Arlington Implement Company as well as the new St. Peter dealership stretched his resources near the limit. In Arlington, although he owned the Arlington Implement Company together with Jack Barnard, Jack was working full-time as an agronomist for the Green Giant Canning Company in LeSueur, Minnesota, and served only as a “silent partner” with Lyle in that business. As a silent partner, Jack had invested some of the capital that was needed for the dealership, but left the day-to-day management to the active partner–Lyle Churchill. Now finding himself in need of more capital for the St. Peter dealership, Lyle turned again to Jack, who agreed to put up the additional capital needed to buy the land and construct the building. Once again, Jack would serve as a silent partner and leave the active running of the affairs to Lyle. Continue reading St. Peter Implement Company& the Holmberg/Weyl John Deere Model G Tractor→
Ray Christian/Easterlund Implement of LeSueur, Minnesota,
and the Wagner/Wacker 1947 John Deere A
Brian Wayne Wells
As published in the September/October 2000 issue of
Belt Pulley Magazine
LeSueur, Minnesota (1920 pop. 1,795) is a small town located in the colorful Minnesota River valley, where canning of corn and peas has long been a part of the economy. LeSueur is famous for having been the location of the corporate headquarters of the Green Giant Corporation. Readers familiar with advertising of LeSueur brand peas and Green Giant peas and sweet corn will remember the musical jingo, “+*…in the Valley of the Jolly (ho ho ho) Green Giant *+.” The Minnesota River valley around LeSueur is known as the Valley of the Jolly Green Giant.
Green Giant Corporation began in the James Cosgrove Harness Shop at 106 South Main Street in LeSueur. On April 2, 1903, James Cosgrove and his brothers C.N. and John R.S. Cosgrove and C.N.’s son Robert H. Cosgrove gathered with others to form the Minnesota Valley Canning Company. From this very inauspicious start, the company grew into a large concern known as the Green Giant Company. (Margaret Block et al., LeSueur:Town on the River [Walsworth Publishing Co.: Marceline, Miss., 1977] p. 148.) In 1903, the company used the crops from a mere 200 acres of the surrounding community; twenty-five years later, in 1928, the company was contracting with area farmers for the crops from 20,000 acres. Ibid. The effect the Minnesota Valley Canning Company (later the Green Giant Corporation) would have on the progress of farming in this area was pivotal. Many farmers in the northwest corner of LeSueur County and eastern Sibley County grew large quantities of sweet corn and English peas for Green Giant. Contracts between Green Giant and area farmers for growing sweet corn and peas supplied a financial floor, of sorts, on which LeSueur area farmers could bank as they risked the expense of new farm machinery.
C. N. Cosgrove came to LeSueur in 1872 at the age of 18 years, and that same year he opened a hardware store at 112 North Main Street. C.N. had always been interested in modern farming methods. Consequently, from a very early date, his hardware store had sold farm implements. (A 1910 picture clearly shows that the Cosgrove Hardware Store was the local dealer for Kentucky grain drills.) C.N. did well enough at selling horse-drawn machinery that in 1890 he built the first of the “Cosgrove” houses in LeSueur. (This historic house, located at 228 South 2nd Street, is currently owned by Wayne and Marilyn Wells and is operated as a bed and breakfast.) C.N.’s interest in progressive agriculture led to his appointment to the Minnesota State Fair Board where he served for many years. (Visitors to the Minnesota State Fair will note that the street on the east side of the fairgrounds, in front of the Administration Building, the 4H Building, the Educations Building, the Creative Activities Building, and the Fine Arts Building, is named Cosgrove Street in honor of C.N. Cosgrove.) In 1918, C.N. took on additional community responsibilities with his election to the Minnesota State Senate. C.N. continued to serve on the board of the Green Giant Corporation and would eventually become president of the corporation in 1925. In order to devote adequate time to his other responsibilities, C.N. Cosgrove sold his hardware store/implement dealership to R.T. Bryan in 1919. In 1924, after just five years of ownership, R.T. Bryan sold the hardware store/implement dealership to a young man by the name of Ray Christian. Continue reading Ray Christian/Easterlund Implement in LeSueur, Minnesota→
General stores have a unique place in the history of small town Americana, where people would gather to hear the news of the community and beyond. A visit to a general store would not only supply people with their material needs, but would also nourish their spirits with good neighborly discourse and interaction while they were there. This was so, because outside of the livery stable, train depot, and church on Sunday, there were precious other locations for people to gather. What’s more, anything a person could possibly need could be obtained from the general store. If the exact product were not available, the storekeeper would simply try his best to order whatever the customer wanted. Hopefully, the product would arrive in some future delivery, aboard a train or on a Wells Fargo wagon or an Overland stage. Chances are the slogan that hung in many a small town general store was more than apt: “If we don’t have it, you don’t need it.”
As small towns grew, however, grocery stores sprang up to specialize in food products, dry goods stores specialized in clothing, and lumberyards were started as independent businesses. All of these businesses offered the public a much larger selection and variety within their particular economic market than did the old general store. Usually, in the course of this small town diversification, the general store, stripped of all other products, was left with the hardware business, e.g., nails, bolts, pipes, plumbing supplies and hand tools. Needless to say, customers of the hardware store still found the old fashioned comradeship and neighborly atmosphere in most small town hardware stores. For travelling salesmen, this atmosphere was a welcome environment, with a potbellied stove pouring out heat in the wintertime and an overhead Casablanca fan offering cool refreshing breezes in the summer.
At first, in most communities, farm machinery companies sold their grain binders, plows and cultivators through the general store. Later, specialized hardware stores became the natural outlet for farm machinery. In the beginning, all farm equipment companies, as well as automobile manufacturers, would share the same hardware store in the small town, where Overland-Willys’, Studebakers, and Chevrolet and Ford cars and trucks might all be sold together with Case steam engines, Buffalo-Pitts threshers, and horse-drawn farm wagons from the Bain Wagon Company of Kenosha, Wisconsin, or from the Brown Manufacturing Company of Zanesville, Ohio. Later, as the farm equipment business became more competitive, companies like International Harvester and Allis-Chalmers began to offer only exclusive franchises to retail outlet stores. Pursuant to these exclusive franchise contracts, the “franchisee” would agree to sell only the farm equipment products of the franchisor company. In exchange, the company agreed not to establish any other franchise dealer in that town or in the surrounding community.
In many a rural community, a chance to get into the farm equipment business offered a real opportunity to many hardware (general) stores that were looking for ways to avoid the decline they were headed into as they lost their exclusive market to food products, dry goods, lumber, etc. In the mid 1920s, as farmers created more and more demand for new farm equipment, the prospects of doing well in the farm equipment business appealed to many an ambitious young man. Two such young men were Joe Grams and Herman Krautkremer from Jordan, Minnesota (1920 pop. 1,106). Jordan, a flourishing German-American village, was the economic hub for west-central Sand Hill Township and for the area immediately across the Minnesota River in southeastern Carver County. Sand Hill Township and neighboring Carver County were part of the rich black soil area of the lower Minnesota River Valley, with small, diversified farms. Year after year, the soil consistently produced good harvests. In other areas of the state, the insecurity of growing crops on poorer soil compelled farmers to expand their landholdings and forced them to take on large amounts of debt to pay for additional land and any modern farm machinery they might need to farm these larger tracts of land. Here in the lower Minnesota River Valley, however, farms could remain small and still provide a good living.
Farmers in this area were conservative in nature. Recognizing that the black soil could yield a family a good living if the farmer did not overextend himself financially, modern farm machinery was slow to be accepted by the farmers in townships like Helena Township and Sand Creek Township in Scott County. However, in the mid-1920s, it was hard to resist the temptation to borrow money so as to buy more land and grow more crops. Still, older farmers remembered that just after the Great War of 1914 to 1918, there had been a sharp depression which caused many farmers to go into bankruptcy. Nevertheless, by 1923, the worst of the post-war depression was over and the farm economy had once again started to rise. By 1928, optimism was in the air and it was infectious. Joe Grams and Herman Krautkremer were among those people who looked hopefully to the future. It was in this spirit and time of optimism that Joe Grams and Herman Krautkremer decided to go into business for themselves. Continue reading The Grams and Krautkremer Hardware: John Deere Dealer in Jordan, Minnesota→
Fredericksburg, Iowa (pop. 1,075), is a small town located in southeastern Chickasaw County, about six miles south and five miles east of New Hampton (pop. 3,940), the county seat of Chickasaw County. The mere name “Fredericksburg” in and of itself breaths the town’s German ancestry. Among the many German-American settlers in the rural Fredericksburg area were Fred and Mable (Johnson) Fulcher. Fred and Mable had four daughters–Ada, Amy, Hazel and Mildred–and four sons–Vernon, Lester, Everett and Alfred Lee.
Alfred Lee Fulcher was born on November 12, 1891 and raised on the farm. Like most farm boys, he was very much interested in farming for himself when he came of age. As part of growing up, farm boys’ thoughts diverge only temporarily from farming–when they discover girls. So too did the thoughts of Alfred Fulcher when he met Julia C. Lensing and fell in love. At the age of 24, Alfred figured he had been a bachelor long enough, so he asked Julia to marry him. On August 15, 1915, they were married at St. Mary’s Church in New Hampton. Al and Julia immediately started farming in the New Hampton and Charles City area. On November 17, 1917, a daughter Delores was born. Delores was followed by three sons–Al J., Raymond and Donald.
During the United States involvement in the First World War, farming the basic staples was good. “Food will win the war!” was a popular slogan. Leland Sage in his book titled History of Iowa stated the following regarding those times: “Government spokesmen urged the farmers in Iowa and other states to produce to the limit, and bankers begged them to borrow money and buy more land for this purpose. Experts showed them how to increase yields and urged them to plow under pasture-lands and roadsides and put them into production. The government announced guaranteed minimum prices for wheat, corn, cotton, and other products needed for the war effort. No one could lose.” (Leland L. Sage, History of Iowa [Iowa State University Press: Ames, 1974], p. 253.) Nobody much cared that the price of land went up to $800 to $1,000 per acre. With wheat prices as high as $3.60 per bushel and corn at $3.00 per bushel, it certainly would not take long to pay off any debt that might be accumulated by buying more land. (Ibid.)
At the end of the war in 1918, Europe was devastated and faced with mass starvation of its citizens. Thus, President Woodrow Wilson appointed an Iowa native, Herbert Hoover from the town of West Branch in Cedar County, Iowa, to head the American Relief Administration (A.R.A.) in an attempt to avert a catastrophe. Under Hoover’s direction, the A.R.A. shipped 19 million tons of food and supplies worth $3.5 billion to Europe. (Joan Hoff Wilson, Herbert Hoover: Forgotten Progressive [Little Brown and Company: Boston, 1975], p. 46.) To support this post-war effort, the United States government left the war-time price supports on farm commodities in place during 1919 and into 1920. Wheat was particularly profitable for United States’ farmers. With government supports, the price of wheat ran well over $2.00 a bushel for all the wheat a farmer could produce. (John D. Hicks, Republican Ascendancy: 1921-1933 [Harper Bros. Publishers: New York, 1960], p. 18.) By this quick action, a disaster was averted and it looked by early 1920 that Europe would be able to stand on its own. Consequently, on May 31, 1920, the United States Government announced that the price supports for wheat were being removed. The price of wheat fell immediately, and started dragging all other farm commodity prices downward also. By July of 1920, the index of farm prices was ten points below the June level. August brought another 15 point drop, and September meant yet another drop of 15 points. By the end of the year, wheat was selling for 67¢ a bushel. Bankruptcies and foreclosures exploded into an avalanche, as 435,000 farmers lost their farms in the economic collapse. (Ibid. p. 19).
For Alfred and Julia Fulcher, this time was an extremely bitter time. They had been farming well together and raising their family since 1915. They had managed to make some improvements to their farming operation and had even put aside some assets. However, they too finally had to quit farming, as the economic crash swamped the fruits of five years of hard work. Suddenly, with growing family, Alfred and Julia not only had to face the problem of an uncertain future, but the more immediate problem of finding housing for their family. Toward this end, the family moved back into New Hampton, Julia’s home town. After a long while of looking for a mere opportunity to work, Alfred found employment as a welder at the Hart-Parr/ Oliver factory in nearby Charles City, Iowa.
In late 1920, Alfred and Julia and their family moved to Charles City to be closer to work, and rented a house at 607 South Iowa Street. In 1925, they moved to a house at 708 Freeman. Later, in 1928, they moved to yet another rental house at 1808 Bailey; and still later, in 1931, they rented a house at 1203 Waller.
The Hart-Parr Company was an old and established company in the farm equipment industry–having been the first developer of the gasoline powered tractor. Alfred continued to work at the Hart-Parr/Oliver plant in Charles City throughout all the 1920s and 1930s as a welder. Because he was working in the farm equipment industry, Alfred was in an excellent position to notice the increasing demand for farm machinery. Consequently, Alfred became intrigued by the possibility of going into business for himself in the retail end of the farm equipment business. A opportunity arose, in 1939, for Alfred and Julia to start a business in Cresco, Iowa, (1930 pop. 3,890) selling John Deere farm equipment He was given the chance to start the implement dealership in Cresco as a partnership with R.L. Atkinson of New Hampton, Iowa.
Cresco was the county seat of Howard County, located in northeastern Iowa, with Chickasaw County on its southern border and the Iowa-Minnesota state line on its northern border. After some investigation into the tractor market and the town of Cresco, Alfred and R.L. Atkinson had determined that Cresco and the Howard County area would be fertile ground for a new tractor dealership and welding business where Alfred could employ the welding skills he had learned at the Hart-Parr/Oliver plant in Charles City. Together the partners leased the DeNoyelles building in downtown Cresco which had formerly housed the Caward grubber factory.
One clue as to just how fertile the market was in Cresco for farm tractors was indicated by the anticipation with which the Cresco public watched the negotiations and the establishment of the new business. Every Wednesday the Howard County Times reported the local events of the Cresco area. The January 11, 1939 addition reported that during the week of January 2-6, 1939, A.L. Fulcher and R.L. Atkinson had been in Cresco making arrangements for the start up of their business. The article noted that the business would be selling Case tractors and would feature repair of farm implements with both electric and acetylene welding. Legal possession of the DeNoyelle building would take place on January 15 with the first shipment of tractors to take place on January 20, 1939. When asked about their housing arrangements, the article reported that both partners intended to move to Cresco as soon as they were able to secure suitable locations.
The partners decided to call their new business the Cresco Implement Company. Alfred and Julia moved their family to Cresco. The March 8, 1939, Howard County Times carried the announcement that the John Deere Plow Company had contracted with the Cresco Implement Company to sell the entire line of John Deere equipment, examples of which would be arriving soon according to the announcement. Even before the announcement to the public, the John Deere Company had been aiding Alfred Fulcher in getting the new dealership off to a good start. The annual dealership open house called “John Deere Day” was traditionally held at all John Deere dealerships across the nation in the early spring. The John Deere Company walked Alfred through the process of organizing his first open house celebration by shipping an inventory of tractors, machinery and promotional literature to Alfred’s dealership even before the doors of the dealership were open for business.
Meanwhile, the announcement extended to the public extending a free invitation to all farmers for John Deere Day in Cresco to be held on Tuesday March 14, 1939, just five days after the official opening of the dealership. Activities would begin at 10:00 AM on the 14th of March, with an educational program and “Hollywood Comedy” movie to be shown at the Cresco Theatre. A free lunch was to be served at the Cresco Implement building one block south of Highway No. 9 in Cresco.
The Hollywood comedy feature movie shown at “John Deere Day” in 1939 was the “The Tuttle Tugger” (This movie is currently available on VHS video tape No. 89-3 from Two-Cylinder Magazine, P.O. Box 10, Grundy Center, Iowa 50638-0010, Tel.  345-6060.) Additionally, the educational program would have included the fourth annual film of the line of Sheppard family films called “The Sheppards Take a Vacation” This movie featured the John Deere Model No. 11A pull-type combine which was purchased by the fictional Sheppard family which allowed them to get their small grain harvested quickly thus freeing the family to take their first summer vacation they had taken in years. (This movie is also currently available on VHS tape No. 89-7 from Two Cylinder.) Also shown as part of the educational program in 1939 was the movie “In the Field with the Model L” which advertised the smallest of the John Deere line of tractors–the newly styled 8 horsepower Model L tractor. (This film also is available on VHS video tape No. 90-2 from Two Cylinder.)
The really big news in 1939, of course, was the fact that the Model A and B tractors were improved with more horsepower and were available as “styled” tractors complete with a sheet metal hood and grill. Regular readers of the Belt Pulley will remember that sales of the popular John Deere Model D tractor had saved many a John Deere dealership in the 1920s, e.g., the Beske Implement Dealership of Minnesota Lake, Minnesota. (See Part I in this series: “Beske Implement of Minnesota Lake” in the March/April 2000 Belt Pulley.) However, by 1939, not only had the tractor market grown much larger, but it had moved away from the standard designed four-wheeled tractor toward the tri-cycle designed tractor with capabilities of handling row-crop work on the average farm as well as heavy plowing and other field work. The tricycle John Deere Model A and B tractors did not disappoint the company or their dealerships. The Cresco Implement Company sold many of these new improved tractors.
The dealership did relatively well in the short period of time prior to the United States’ entry into the Second World War. However, once the United States government began buying large amounts of food products for the armed forces overseas, farm commodity prices sky-rocketed. Suddenly farmers were creating a heavy demand for tractors which made for brisk sales volume at the Cresco Implement Company. Generally, the John Deere Company of Waterloo, Iowa, served as the blockhouse (distributing warehouse) for all the dealoships across the entire state of Iowa. However, because the Cresco Implement Company was so close to Minnesota it was served by Deere and Webber at 800-828 Washington Avenue North in Minneapolis. Deere and Webber was the distributor of John Deere farm equipment for the entire state of Minnesota. To be sure, Al Fulcher became well acquainted with the personnel at Deere and Webber as he attempted to obtain the farm equipment which was now so much in demand by the farmers of Howard County.
When the Fulcher family had first moved to Cresco they had rented housing as they had in Charles City. By 1943, they were secure enough to purchase a home. After years of renting the family was finally able on to move into their own home and invest the former rental payments into their own property. On May 13, 1943, they purchased a house in the Baldwin Addition in Cresco from R.J. and Maude Fiske. Some time during the war Alfred Fulcher bought out R.J. Atkinson and became the sole proprietor of the Cresco Implement Company.
Upon the conclusion of the Second World War, the restrictions on production and sale of farm machinery were lifted and this released a flurry of purchasing by the farming community. Not only were the veterans returning home from the war and adding to the farm public, but the world after the war was a different world than it had been prior to the war. Horses were uniformly replaced tractors on the farms all across the nation. Whereas, before the war the farmer had fed himself and ten others, after the war he was producing enough to feed himself and 17 others. Therefore, it was not the small tractors in the John Deere line that sold, rather it was the larger row crop tractors. Symbolic of the demand for more horsepower was the fact that in 1946, sales of the Model A tractor surpassed sales of the popular Model B tractor for the first time in the history of the two tractors. (J.R. Hobbs, “Taking a Look at the Late Styled Model ‘A’ 1947-1952,” Green Magazine [Vol. 12, No. 7, July, 1996], p. 23.) Recognizing this trend for more powerful tractors, John Deere again improved both the Model A and B tractors by giving them even more horsepower. The Model A tractor now allowed many farmers to move into full four-row capability on their farms. (One such farmer who purchased a new Model A in 1947 will be the subject of a later story in this series.)
Indeed, nationwide, all tractors were selling faster than the Waterloo works could make them. Many of the new John Deere Model A and B tractors were sold by the Cresco Implement Company. Many of these sales involved a “trade-in” of a used tractor. One such trade-in was a three-speed 1935 John Deere Model D with 7.50 x 18″ factory rubber tires in the front and cut-down steel wheels in the rear which had been fitted with 28″ rims and 13.5 x 28″ rubber tires. This particular tractor was sitting on the used tractor lot at the Cresco Implement Company one Sunday in August of 1950 when it was spotted by Howard Hanks and his son Fred.
Regular readers of the Belt Pulley will remember that John T. Goff had rented his farm in Mapleton, Minnesota to the Howard and Ethel (Buck) Hanks family from 1935 until 1945 and that John T. Goff had sold the Hanks family some of his farm machinery–including a 1931 John Deere Model D and a 3-bottom John Deere No. 5 plow with 14″ bottoms. (The story of the 1931 Model D tractor was carried in the previous article in this series.)
Even after the Hanks family moved off the Goff farm, the Hanks family had kept in touch with their old landlord–John T. Goff. Thus, one Sunday afternoon in August 1950, John T., John’s new wife, Blanche, and Maud Hamp, John T.’s widowed cousin who now lived with John T. and Blanche in Mapleton, drove down to the Hanks farm for a visit. To show the Goff’s and Maud Hamp some of the surrounding countryside, Howard and Ethel invited everybody along on a road trip in the Hanks family’s new 1949 Chrysler. Howard’s oldest son, Fred Hanks, drove so that Howard could talk with John T. In the rear seat of the spacious Chrysler sat Ethel, Blanche and Maud Hamp. The trip took the group through Cresco, Iowa. While driving along, Fred happened to notice the 1935 rubber-tired John Deere Model D at the Cresco Implement Company dealership. He hesitated to interrupt the conversation that was going on in the car, but he finally mentioned the tractor to John T. and his father. It being Sunday, a day of leisure, they all agreed to stop and look at the tractor.
Recognizing the limitations of the two-speed Model D, the John Deere Company had, in 1935, introduced a new three-speed John Deere Model D. The new Model D had speeds of 2½ mph in first gear, 3½ mph in second gear, and 5 mph in third gear. (C.H. Wendel, Nebraska Tractor Tests [Crestline International: Osceola, Wisc., 1993], p. 90.) Although 5 mph was still too slow for the average farm in the post-war world, it was nonetheless an improvement over the two-speed Model D. When introduced, the 1935 three-speed Model D was available only on steel and really could not have a faster speed for safety reasons. Then, early in the production year of 1935, the Model D was made available to the public with 7.50″ x 18″ rubber tires in the front. Later that same year, beginning with serial No. 123,099, the Model D was available with 12.75″ x 28″ rubber tires in the back. (“The John Deere Model D Tractor [1931-1938]” Two Cylinder Magazine November/December 1997, pp. 28 and 32.) A great number of 1935 Model Ds were sold with factory-installed rubber tires in the front and steel wheels in the rear. As time went by, however, many of these Model Ds were altered by having the rear wheels cut down and fitted with rims for rubber tires. The 1935 Model D that Howard and Fred saw at Cresco Implement in August of 1950 was one of these altered tractors.
Not only were Howard and Fred impressed by the tractor’s rubber tires, they were also impressed with the three-speed transmission. Furthermore, the tractor appealed to Howard because this 1935 Model D was merely an improved version of the 1931 Model D. Consequently, they made a deal with Al Fulcher to purchase the 1935 Model D, and the dealership agreed to take the 1931 Model D in on trade. Thus, the Cresco Implement Company truck delivered the 1935 Model D to the Hanks farm located 25 miles away to the northwest, across the state line in Minnesota. Once the 1935 John Deere Model D was unloaded at the Hanks farm, the old 1931 John Deere two-speed was then loaded up and hauled back to Cresco.
Following the harvest that year, Howard put the 1935 Model D to work in the fields doing the fall plowing. Pulling the John Deere No. 5 three-bottom plow with 14″ bottoms in the soil on the Bagan farm, Howard found that the 1935 Model D was just like the 1931 Model, except the rubber tires offered a much smoother ride and the third gear allowed the tractor to drive out of the yard and down the road to the field considerably faster. The only fault with the whole fall plowing was that, as the cold weather moved in, plowing became an uncomfortable task. Thus, Howard, who had, as previously noted, inherited a skill in woodworking from his grandfather, set about making a cab for the Model D. The high, square, wheel fenders on either side of the driver invited the building of a cab for the tractor. The cab that Howard built was a three-sided affair made from plywood, with Plexiglass plastic windows on the front and both sides. Not only did the cab on the Model D make fall plowing more comfortable and pleasurable, but Howard found that by removing the windows in the summertime, the cab would also provide relief for the hot sun. This benefit would soon be very much appreciated, as the family would find an unexpected summertime use for the Model D in the years immediately ahead. Cabs were popular homemade additions that were added to many John Deere Model D tractors. (A picture taken in July of 1936, showing a Model D tractor with a homemade cab performing road work, can be seen in the article “The Model DI tractor” by J.R. Hobbs on page 25 of the December 1997 Green Magazine. Additionally, two Model Ds, complete with cabs, can be seen performing seed bed preparation work in the horizon-to-horizon wheat fields of Montana in the 1949 movie Big Operations in Wheat Country, available on tape No. 91-4 from the Two Cylinder Magazine.)
Ordinarily, the Hanks family patronized the John Deere dealership in LeRoy, Minnesota–the dealership owned by the LeRoy Farmers Cooperative which also owned the lumberyard and the grain elevator. (This dealership was only one of two dealerships in the State of Minnesota owned by a cooperative.) Therefore, it was the LeRoy Cooperative dealership rather than the Cresco Implement Company that the Hanks and Wayne Wells families turned to when, as previously noted, in the summer of 1956 they traded in their old 1948 Case NCM baler on a new John Deere 14T baler. (See “The Family’s First New Tractor” in the March/April 1999 issue of Belt Pulley Magazine, p. 47.)
The John Deere 14T baler purchased by Howard and Fred Hanks and Wayne Wells was a PTO driven baler. John Deere had introduced this new baler in 1954 as the new “in-line” self-tying twine baler for the average farm. (See the article by Ralph Hughes called “Four New Balers Ended the Era of Two-Cylinder Tractors” in the February 2000 issue of Green Magazine, p. 13.) The only problem with the new baler was to find an effective power source. Although in 1951 the Hanks family had purchased a new Massey-Harris 44 which, of course, had a PTO, the 44 usually spent haying season carrying the mounted 4-row cultivator and was thus unavailable to power the new 14T baler. The same was true of Wayne Wells’ new 1950 Farmall M. The Hanks family had also acquired a Massey Harris 22. However, this tractor was just a little undersized to power and pull the baler complete with a wagon load of hay bales over the sometimes gently rolling hills of eastern Mower and western Fillmore Counties in Minnesota. The 1948 Ford 8N was seen as too small a tractor to power the new baler and, anyway, it had been traded off with the Case baler on the purchase of this new John Deere 14T baler. Therefore, the only tractor left with power enough to pull the baler was the 1935 John Deere three-speed Model D tractor.
Unlike the 1931 two-speed Model D tractor which the family had previously owned, the 1935 Model D came with no factory equipped PTO. However, John Deere offered an attachable optional PTO shaft kit which could be installed as an after-market item. This attachment was an attempt to bring the pre-war configuration of a John Deere Model D into the modern post-World War II era. In the case of the Hanks’ 1935 Model D, the addition of the “quill” housing and the PTO shaft kit brought new value to the tractor.
During the crush of field work during haying season, use of the Model D on the new 14T baler would free up the other tractors owned by the Hanks family for cultivating the row crops and allow for simultaneous mowing, raking and hauling of hay bales to the barn during the hay harvest. This attachment extended the useful life of the 1935 John Deere Model D well into the 1950s and 1960s. Indeed, the Hanks family felt secure enough about the continued usefulness of the John Deere Model D that on April 9, 1957, they bought a used Model 55 three-bottom plow with 14″ bottoms from a neighbor Earl Jacobson to replace the old No. 5 three-bottom plow which the family had brought with them from the Goff farm.
Thus, the 1935 Model D, an anachronism from an earlier time, continued to be used on the Hanks farm and continued to create memories in a whole new generation of children–the grandchildren of Howard Hanks. Indeed, the earliest memory of Neil Hanks (son of Fred Hanks born on July 31, 1956) was of riding on the 1935 John Deere Model D in the spring of 1959. Not yet three years of age, Neil went for a ride on the tractor with his grandfather, Howard Hanks, out to the field to do some seed bed preparation work with the John Deere No. 10 field cultivator. Once in the field, with the tractor and digger put to work, Howard started singing to himself as he habitually did while working. The rhythmic sound of the two-cylinder tractor and the singing of his grandfather soon lulled young Neil to sleep. To accommodate the sleeping toddler, Howard arranged a collection of old coats and blankets on the spacious transmission cover, ahead of the driver’s seat and behind the gas tank. In this ready-made “bed”, toddler Neil slept, apparently oblivious to the loud howl of the transmission gears. The words and melody of the song sung by his grandfather were deeply imprinted on Neil, and years later, when he was in grade school at Ostrander, Neil would discover the song in his song book–a Scottish folk song called __ The Darby Ram _. However, on this particular spring day, however, a sudden rain ended the field work, and Howard and the now awake Neil beat a hasty retreat for the machine shed and the farm building site.
Whereas, the children of Howard Hanks, including Marilyn Hanks Wells, mother of the current author, have strong memories as school age children of the 1931 two-speed, steel-wheeled John Deere model D tractor, it is the 1935, three-speed John Deere Model D with rubber tires mounted on cutdown steel wheels that became the source of loving memories of the grandchildren of Howard Hanks. and was being revived to a new life on the Hanks farm,
Changes were also occurring at the Cresco Implement Company. In the post-war farm equipment market, Alfred Fulcher found that he was selling a lot of farm equipment. He and Julia watched with pride as their children grew up and struck out on their own. Their daughter Delores had graduated from Immaculate Conception High School in Charles City in 1935 and had gone on to nursing school at Mercy Hospital in Mason City, Iowa. There she met and married James E. Johnson of Mason City on April 21, 1944. By the 1950s, they had a beloved daughter Patricia, who remembers with relish all of her visits to Cresco where Grandpa Fulcher would take his grandchildren for a ride in his Packard car. Events, however, intruded into this beautiful domestic scene when Al Fulcher was diagnosed with cancer and was persuaded that he should retire. Casting around for a buyer of the Cresco Implement Co., Al and Julia found an interested party–George Hansen.
George Hansen had experience as an operator of a dealership, as since 1945 he had been a partner with Lester Lund in the John Deere dealership located in Walcott, Iowa. Now he recognized that this was an opportunity to become a sole proprietor of his own dealership. Thus, after some negotiations, George and his wife Violet (Hoffmann) Hansen purchased the Cresco Implement Company in 1954 and moved with their family–Norma, Helen (nicknamed Bootie), and Harold–to the Cresco community to establish their new home.
Alfred and Julia Fulcher lived on in retirement in Cresco. Alfred was, medically speaking, a “cancer survivor,” as he continued to live more than five years after his first diagnosis of cancer. Indeed, he lived an additional eleven years–until May 22, 1965–when he died from a heart condition. Selling the dealership when he did in 1954 was a good move that yielded Julia and Al a secure and comfortable retirement. Having purchased the dealership before the Second World War when the farm tractor market was still in its relative infancy, Alfred had seen the dealership grow in value, as (1) the end of the depression brought recovery to American agriculture and (2) the demand for food in the Second World War really gave farming a boost. Furthermore, Alfred had seen the dealership grow even more in the post-war period when tractors sold faster than they could be obtained. By 1954, this market had about reached its peak, and this was the exact time that Alfred and Julia sold their business. Farm consolidation would follow the end of the Korean War boom, as would consolidation of farm equipment dealerships. Small town dealerships would give way to dealerships in bigger towns servicing a broader area. Also, tractors and combines became bigger and more expensive, thereby creating difficulty for the small dealerships to carry a good inventory of machines.
George and Violet Hansen guided the Cresco Implement through these years of consolidation. In 1965, the same year that Alfred Fulcher died, Violet Hansen also died. In 1966, George closed the dealership, sold the building and moved to Bolan, Iowa. George lived on until August of 1999, just as the present author was beginning to research this article. His daughter Bootie (Hansen) Kapler still lives in Cresco and works at the Union Savings Bank.
Delores (Fulcher) Johnson’s daughter Patricia followed her mother into nursing. Currently, Patricia (Johnson) Sheldon is the director of nursing in Rockwell, Iowa. This is the same nursing home where Delores spent her last few years and where she died on November 19, 1999, just days before the present author called to talk to her about this article. Thus, the current author narrowly missed the opportunity to include the memories of Delores (Fulcher) Johnson, the daughter of George and Violet into this article.
Consequently, it is an ever-present fear of this author that information will not be gathered and written down before the passing of the main players. As can be seen above, this particular article is a case in point. Not just one, but two of the major players with very sharp memories died just before they could be questioned with regard to this article. This is a regrettable loss and requires the researcher to turn to publicly-held records to resurrect the history of a particular tractor and all of the people associated with that tractor.
As noted above, the children of Howard Hanks have fond memories of the 1931 John Deere Model D that was used and later owned by the Hanks family from 1935 until 1950 and the grandchildren of Howard Hanks have similar fond memories of the 1935 John Deere Model D. As a result of these fond memories, a desire to obtain and/or restore a John Deere Model D tractor was instilled in the surviving children and grandchildren of Howard Hanks. Accordingly, in July of 2015, Marilyn (Hanks) Wells acted on this desire by purchasing a John Deere Model D from Chris Wyman of rural Chaska, Minnesota. This Model D bears the Serial Number–123360. The serial number certificate ordered from the Two-Cylinder Club reveals that this particular John Deere Model D was shipped out of the Waterloo, Iowa tractor plant on June 17, 1935.
No. 123360 had been placed on a Great Western Railroad flatcar and attached to a Great Western train. The freight train with no. 123360 headed southwest, through DesMoines, out across southern Iowa and into Missouri. The Great Western train reached the end of the Great Western line at St. Joseph, Missouri. In St. Joseph, the flat car carrying the John Deere D bearing the serial number 123360 was transferred to a Chicago, Rock Isand and Pacific Railroad (the “Rock Island” Railroad) freight train headed for end of its line in San Diego and Los Angeles, California.
At St. Joseph, the train crossed the Missouri river and proceeded west into Kansas and then turned south toward Topeka, Kansas. More cars were added to the freight for the trip to California and the Rock Island train pushed on southwest through the small towns of Kansas. Eventually, the train stopped in Ramona, Kansas (1930 pop. 240) located on the northern border of Marion County, Kansas. Here in Ramona, No. 123360 was unloaded at the depot and some of the staff of Tatge Implement picked up the tractor and took it back to the dealership.
Although, Ramona, Kansas was served by the “branch house” located in Kansas City, Missouri, No. 123360, was being shipped straight to the small town of Ramona, pursuant to a request for a John Deere model D tractor which had been submitted by the Tatge Implement John Deere dealership. Tatge Implement was owned by two local farmers and brothers, Edwin J. and Harlan H. Tatge. They had purchased this dealership located on Main Street of Ramona in 1927 as a way of diversifying their income. They both recognized the great future that tractors and mechanized farming held for the American agriculture.
In the years between 1927 and 1935, Tatge Implement sold a great number of John Deere Model D tractors. Indeed, despite, the introduction of John Deere model C tractor with its three row-cropping system in 1925, and the introduction of the first tricycle style GP (General Purpose) model tractor with its two-row cultivator, following the more conventional two-row cropping system that was currently being used by horses, the Tatge brothers found that the standard-type four-wheel John Deere model D continued to be their most popular selling tractor.
The Production Log of the Waterloo Tractor Works states that 5,980 individual John Deere Model Ds built in 1935. In June of 1935 the Production Log indicates that 631 tractors were produced. Over the course of 1935 many significant changes were made to the John Deere Model D. There is no way of knowing the serial number of the 1935 Model D tractor purchased by Howard Hanks in 1950. However, many of the features of No. 123360 indicate that the Howard Hanks Model D was very close serial number production to the Ramona, Kansas Model D bearing the serial number 123360. Most significantly, all John Deere Model D tractors after serial number 124193 were made with a 12-spline rear axle. All Model D tractors prior to that time were made with 10-spline rear axles. No. 123360 has a 10-spline axle and so too did the Howard Hanks 1935 John Deere Model D.
Proof of this fact in contained in the fact that when the 10-spline axle was discontinued, so too was the decorative nut that was screwed onto the hub at end of the 10-spline axle. Use of the decorative nut at the end of the axle was discontinued at serial number 124193. The decorative nut had a “J-D” script on the front. In the picture of the Howard Hanks’ Model D pulling the John Deere Model 7A combine located at the top of this article clearly shows the decorative nuts on the center of the rear wheels. The Ramona John Deere Model D also has the decorative nut at the end 10-spline axle on both rear wheels. Thus the Howard Hanks Model D could not have had a Serial number larger than 124193.
The Parts Book for the John Deere Model D indicates that the clutch control lever at the right side of the steering wheel was changed at serial number 114692. It was made heavier and was fitted with a bushing in the pivot hole. Obviously, No. 123360–the Ramona Model D–was fitted with this heavier clutch lever. However, so too was the Howard Hanks 1935 John Deere Model D. Clearly, then, the Howard Hanks Model D John Deere D had a serial number among the 9,501 between No. 114692 and No. 124193 and thus was close to the Ramona Kansas John Deere D bearing the serial number 123360–proof that both tractors were made at about the same time in the summer of 1935 .
As published in the January/February 1994 issue of
Belt Pulley Magazine
Volume 7, Number 1
The enclosed picture (on the back cover) has some links with the past. In the foreground are two of the “beauties” which we have restored and plan to preserve. Another “link with the past” is the grand old maple tree in the background.
We have lived on this farm in Southeastern Minnesota for nearly forty-nine years now. However, to some people, the farm continues to be known as the “Bagan place.” The Bagan family moved here over one-hundred years ago. During their first years on the farm, they planted a series of trees in the front yard.
During the time that we have lived here, Bagan family descendants have recounted the story of a neighbor who stopped by with their team of horses and buggy, to pay a visit to the Bagan. In the course of the visit the team succeeded in breaking off the trunk of one of the young saplings. Undaunted, the branches of the broken sapling re-sprouted below the break in the trunk and the tree continued to grow. Today the tree has become a giant. This is the maple tree that you see in the background of the picture. The wound created by the broken trunk is still evident today.
All of the machinery currently in use on our farm is John Deere with the exception of a 1950 Massey Harris 22 (Serial No. GR 6729, pictured on the cover of the February, 1993 issue of Fastline, Minnesota edition, Vol. 6, No. 7) and a newly acquired 1951 Massey-Harris 30 (serial number 15095, the purchase of this tractor is the subject of an article in Wild Harvest May/June 1993, Vol. 10, No. 3). Though the John Deeres pictured along with the two Massey-Harris tractors are collector items, they continue to be used on the farm on a regular basis in haying season and for grain and manure hauling.
The 1958 John Deere 630 (serial number 1692) was purchased in 1972 and has been used on the farm since that time. The 1957 John Deere 620 (serial number 10752) was purchased in 1987. The 620 has dual hydraulics and an air stack. The 620 came with a 3-point hitch which can be transferred to the 630 as required.
We are very much excited about another restoration project purchased at an auction in September of 1992. It is a 1943 John Deere H (serial number 46683). It has an electric starter, lights, hydraulics, and fenders. We hope to restore it to show-room condition so that it can join our other units at shows and parades.
These tractors as well as the old maple tree are truly survivors!
Belt Pulley Magazine Articles by Brian Wayne Wells