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p^P^Pf?ip ,-^V;, ̂ 'vl# i 4- r^^bs^TS' ̂ ^iit^t^t'^n i o???i ;^&<~~m&ft •' • k v * t , f-^i, • *"* t»>r, •„ «•' ,„#• ,«•• «* » if«. *v • < w ™ .« « - < i •«> > * r > ,r 1 , '*.•; « & y / *, * »* * «»»n* C ,*&<* * 4 .v r <• % •':, •';•** /^fr chvr; .««*• *• - • f* ,«k. * «V> <• k ** 'j «" $ '. *1. #*•* i» A ' ' 't J* i!' . s^ j , J* .r- *V ? i 1'" fiTt nto-**- « ^Sit-vr^a#5^' V.v: *>• vi , J A. HEROIC BATTLES OF THE T J p p . O A ^ T X T ^ />//. / V ? 7 * V * "ff •'••--ii/.;<£'• _ _ -|-, . i »««# •«..• Vttt.jfc tr. ' V-'i -»«, S^S^^Ex'-S- •• w*. TV- ' * !: F YOU run through the history of the United States life saving service, you will find that, with the exception of occasional widely separated years, tho coast of Massachusetts lays claim to more disasters than any stretch of seaboard within l^B* ^ vnjppr the scope of beach patrol, Long 8^6-'" a*; Island and New Jersey not ex- y cepted. This is partly on ac count of the particularly heavy sea-traffic in the vicinity, but it Is chiefly due to Cape Cod. It Is this crooked finger of land that has beckoned a thousand ships to their doom and which in the hollows of its dunes holds many a tragic story of lives snuffed out In desperate grapple with wave and wind. The night of Tuesday, March 11, 1902, was wild and storm-etrewn. Running up along the coast, the ocean-going tug Sweepstakes was mak­ ing bad weather with her tow of the two big barges, Wadena and John C. Fitzpatrick. For boars the triple-expansioS engines of the tug had been churning her screw in the drift of the beavy head sea and shortly before daylight her captain discovered that she was making no head­ way. He then decided to lie to and, while feel­ ing about for an anchorabe in the gloom, the barges ran aground on the edge of Shovelful Shoal, off the southern end of Monomoy island, Massachusetts. When daylight came, the crew of the Monomoy life saving station boarded the barges, but finding It impossible to float them on the flood tide, took their crews ashore. It was six days later that the disaster oc­ curred. Wreckers sent from Boston were at work on the barges. The tug Peter Smith was on the ground, having replaced the Sweepstakes. On the night of the 16th the weather thickened and a gale swept in from the sea. The night passed without incident, but early en the morning of the 17th Keeper Eldridge of the Monomoy station received a telephone from the captain of the Smith asking him if every­ thing was all right on the Wadena. This alarmed Kldrldge, as he did not know any one had been left on the barge all night. He started at once for the point of the island, three miles away, to | look over the situation. The Wadena lay half * mile off shore from the point. She seemed to be riding easily on the bar, but the distress was flying from her rigging. This was a signal Eld­ ridge could not ignore. It was a terrific pull through the breakers that Toiled in across the shoals to the Wadena, but the life-savers accomplished it and put their boat under the lee of the barge at about noon. Keep­ er Eldridge then directed the men to get into the •urfboat and told thm that he would take them ashore. The rail of the big barge was a dozen feet from the water and it was here that the trouble began. The men on the barge lowered themselves over- aide on a rope, but as Captain Olsen, a very large man, was halfway down, he lost his hold and fell on the second thwart of the lifeboat, breaking It, and making it impossible for the rowers to use it. In addition, the boat was crowded and tile wind, which had been momentarily increas­ ing, was tumbling huge combers into the wind­ ward of the barge. It was Into this maelstrom of breakers that it was necessary for the handi­ capped crew of the life-saving station to pull their overloaded boat, and they made a swift and able attempt to accomplish it. At the instant the starboard oarsmen were swinging the head of the life-boat to meet the sea, a giant comber lifted cinder the quarter and dashed a barrel of water overside. That was the Bignal for a panic among the rescued men that, before it subsided,, cost twelve lives. The Portuguese wreckers, in a frenzy of fear, stood up in the boat, rocking it to and fro in their endeavors to escape the momentary inrush of water, and though the life-savers fought to force them Into the bottom of the craft, this could not be done before the next shouldering wave caught the bow of the boat, swung her broadside and turned her over. Then ensued a desperate struggle for life. A hundred yards to leeward the breakers were smashing themselves into white foam on the bar. , There was just one chance in a million that the boat could be righted before the sea carried her into them. Once she reached them it would be .all over. Hampered by the wreckers, the life- savers fought desperately in those few minutes left before the combers should be reached. Three times they righted the boat and strove heroically to bail her, but each time she was again over­ turned. They were fighting the last tragic fight when they were swept Into the smotherltig foam of the bar. At that instant seven men, including all from the \\ adeua, went to face their maker. Five of the hardiest of the life-savers still clung to the capsized boat They were Keeper Eldridge and Burfmen Ellis, Kendrick, Foye and Rogers. IJy a superhuman effon Kendrick crawled to the bot­ tom of the overturned craft, but the next sea S^ept him to join the seven who had gone a mo- JJfJL..\? Foye wa* the "Good-by, That" left 3 SIT 'oUier o f foam took him. 2S& - crawled ^he^llmtoni ot Z'h'i!. ^el0Ti,im"l foot away, was the keener » tri „ i « 7' hood, A, uw rt,» of iTL*, i'VV'T - into the water .gain, p.,mV ^ 1 „ -SMS grasp on the gunwale several times, disappeared in the maelstrom of water. That left Ellis and Rogers, a big and very strong man. In this desperate moment Rogers threw his arms around the other surfman '9 neck in a death- grip. For moments, while the sea battered and the foam strangled them, they fought the last grim fight for life, Ellis to break the grip of his frenzied comrade, Rogers to,retain it. Suddenly, when it seemed that both must drown, Rogers' strength left him. His arms relaxed; his eyes glazed. "I'm going!" he gasped and sank. A moment later the boat drifted inshore of the outer breakers and for a brief space waa in smoother water. Ellis once more crawled out on the bottom and succeeded in pulling the center- board out so that he could hold on to It and bet­ ter maintain his position. Now, you will remember that at the time of the stranding of the Wadena, the John C. Fitz­ patrick, her sister barge had also gone aground. She had gone over the outer bar and was lying between it and the inner breakers. On board her was Capt. Elmer F. Mayo, of Chatham, who was in charge of lightening her. The Fitzpatrick was so far away from the Wadena that Captain Mayo, and two other men who were with him, did not see the life-saving boat go out, nor did they have any knowledge of the grim tragedy that was being enacted, until, glancing over the rail, Captain Mayo saw an overturned life-boat with a single man clinging to it. , The capsized boat was some distance from the barge, but Mayo did not hesitate. "I'll get that fellow," he announced coolly. On the deck of the Fitzpatrick lay a small twelve-foot dory, the only boat aboard, a totally unfit craft for the furious sea that was thundering across the shoals. Kicking off his boots, Mayo and the other men, who begged him not to go as it would be certain death, ran the dory overside. How the captain of the wrecking crew kept his fragile craft afloat, those who watched him from the Fitzpatrick could nover understand. But he did keep her afloat, and the set of the tide and the gale carried him down toward the capsized life-boat to which Ellis clung now with the last of his ebbing strength. The life-saver said afterward that he saw a dory thrown over the side of the Fitzpatrick as he drifted near bcr, but that a moment later tbs scud and the Bpindrlft were driven so thick and ceaselessly before his eyes that he saw nothing, until suddenly out of the mist a tiny, bobbing boat loomed a dozen feet away. Then the occu­ pant of this boat shot her skilfully alongside the swamped life-boat and the exhausted surf man top­ pled Into her. Mayo, with the half-conscious life-saver lying limp In the bottom of the dory, had kept his word to his mates on the Fitzpatrick. Necessarily, the most thrilling stories of the coast-watchers are those in which loss of life is entailed and therefore, in a measure, they are accounts of the failures of the men of the serv­ ice. But they are stories of noble failures and behind some of them lie tragedies other than those of death. Perhaps one of the greatest of these is woven about the career of Captain David H. Atkins, un­ til November 30, 1880, keeper of the Peaked Hill Bar station, Cape Cod. This man had followed the sea from boy-hood, whaling, fishing and coasting. In 1872 he became keeper of the Peaked Hill Bar station. Then came a wild day in April, 1879, and, as it appears in the chronicles of the department at Washington, "a blot fell across the record of Keeper Atkins." On this April day the Schooner Sarah J. Fort stranded near Peaked Hill Bar. A terrific sea, coupled with an onshore hurricane and a tempera­ ture very low for the time of the year, faced At­ kins and his crew as they discovered the schooner and took their apparatus, to the beach. Without hesitation the keeper ordered the surf- boat launched, but the sea waa so heavy that it was thrown back on the beach. Time and again in the twenty hours of watching and battling with the storm that followed the keeper led his men into the breakers with the boat, but each time they were beaten back, drenched with the winter sea which froze In their clothing, cut and bruised from the buffeting they received. "And then," sayB the Service Report of the oc­ currence, "the last time the launch was attempted the boat was hurled high on the shore, her crew were spilled out like matches from the box and the boat was shattered. And Captain Atkins and his men, having eaten nothing since the even­ ing before, spent, faint, heart-sick, had been baf­ fled and had to endure the mortification of see­ ing a rescue effected by an un-worn volunteer crew in a fresh boat brought from the town. The Investigation revealed that the men upon the wreck might have been properly landed by the life-lines but for Keeper Atkins' failure to employ the Lyle gun which had recently been furnished the station, through a singular inapprehension of its powers." It was a bitter pill for the service--the defeat of Its ipen by a volunteer crew. The night of November 30, 1880, was clear but windy. A heavy gale was piling the surf over the outer bar off the Peaked Hill Bar station. Surfmen Fisher and Kelley left the station at four o'clock to make the eastward and westward patrol. Kelley starred from the door first. As he did so he heard the slatting of sails and the banging of blocks above the wind. At the west- ward he saw the lights of a vessel close inshore. Shouting to Fisher to give the alarm, he ran down the befich, burning his Coston light. Keep­ er Atkins glanced at the surf and ordered out the boat. The men dragged It eastward until they were opposite the stranded vessel, which proved to be the sloop C. E. Trumbull of Rock- port. The crew manned the boat. The story of what took place out there under the darkness on Keeper Atkins' last errand of rescue Is best told, perhaps, in the personal ac­ count of Isaiah Young, one of the survivors. The narrative of this man, in his own words, is taken from the Life Saving Report of 1881. It reads: "When we launched, the vessel was still some to the eastward. We went off In this manner to take advantage of the tide that was running to the eastward between the bar and the shore. Tt was low tide. The sea was smooth on the shore, but on the bar, where the vessel lay. It was rough enough to be dangerous. "We hauled up from the bpat until the bow lapped on to her quarter. Keeper Atkins called to them to jump in. "We landed four persons. This trip could not have consumed more than fifteen minutes. "When we pulled up again, after being thrown bank, Taylor stood in the bow with the line ready to heave. I cautioned Keeper Atkins to have a care for the boom. He said, 'Be ready with the boat-hook; I will look out for the boom.' I was Just taking up the hook when a sea came around the stern, threw the stern of the boat more toward the boom as the vessel rolled to leeward and the boom went into the water. "As the vessel rolled to windward and the boom rose it caught under the cork belt near the stroke rowlock and threw us over, bottom up. "We rolled the boat over, right side up, and I was the first to get into her. Others got in; I am not positive how many. She did not keep right side up more than two minutes when a sea rolled us over again. We got on again and were washed off two or three times befoi^ I struck out for the shore. I asked Mayo to strike with me, as I knew him' to be an excellent swimmer; but he said that we could not hold out to reach the shore a^nd he would stay by tho boat. Keeper Atkins was holding by the boat. "Kelley had already struck out. I heard Taylot groan near me as I started, but did not see him "I saw a gap in the beach which must have been Clara Bell Hollow, two miles from Station No. 7. When about three seas from the shore my sight began to fail and soon I could see noth­ ing; but I kept swimming. "I recollect Surfman Cole saying, 'For God's sake, Isaiah, is this you?' and of his taking me up. I knew nothing more until I found myself in the station, after being resuscitated. I should think that I remained by the boat half an hour before I struck out. The cork belt was all that enabled me to reach the Bhore. The cork belts in the boat are a good thing and should be kept on." Thus Keeper Atkins died with his boots on, as he said he would die if necessary, in the formance of hiB duty. REAR CREEPING RAILS ANGER THAT QET8 ON NERVKS OF RAILROAD HEADS. »riods of Intense Hsat or the Steady Pounding of Long Trains Are the Causes--Frequently Result In Wrecks. A railroad track, properly ballasted, bolted and fish plated, looks like one of the most solid structures In the world. That it would and can ao- tually creep for­ ward--rails, ties and all--seems al- m o s t Incompre­ hensible. Every double track rail­ road in the coun­ try, however, has to fight Just such a condition. Railroad rails will actu­ ally creep foi*ward along the ties. Solid and ponderous as they are, the steel rails are not Immune from the effects of heat or the steady pound­ ing of long trains moving over them, always in the same direction. On the railroad tracks laid down over Eads bridge this peculiar phe- nomenpn may be observed any day In the week. Rails creep Just as rapidly over this structure in January as they do in August. Many trains roar over this piece of track suspended over the Mississippi. The constant pounding of these heavy trains and heavy engines sets the track a-eneeping. Fifty feet of rail a month is cut from the east end of the east-bound track and from the west end of the track over which the west-bound trains pass. The rails travel twenty-two inches every day all the year round. In about two years a given rail would wander all the way across the big bridge. It has been necessary to put in a "creeper" device on one end and "a feed rail" on the other In order to keep the engines from coming down through an unexpected gap to the bridge floor. Heat has the same effect on a piece of railroad steel. It will cause it to elongate and press against the rails at either end. Onoe in a while there is a railroad wreck produced by just such a happening. The hot sun pours down into a cut upon a cinder road­ bed or upon the rails out somewhere in the prairie and they begin to "kink" and twist under the glare. The next train that comes alon& at- a fifty- mile an hour gait finds itself piled up in the ditch. The rails have crept until they could creep no farther and then they have tried to tie themselves into a knot. In wet weather the rails and ties on open track show the same tenden­ cy to creep as do those on the Eads bridge tracks. Under the pounding propulsion of a heavy train they begin to slide forward, but in these cases they take the ties with them. The whole track moves for many Inches and would continue to move indefinite­ ly if the section gang failed to come along and "true" things up again. Bridges and other structures actu­ ally grow longer under the heat of a summer sun and contract under the chill winds and frosts of winter. The Washington monument feels the sun's rays through all its granite structure when the sun gets hottest in summer. Experiments show that it is slightly out of plumb on every hot day. More delicate experiments show that it in­ clines toward the sun as that luminary moves around the horizon. N Largest Depot in Europe. • "Which is the largest railway sta­ tion in Europe?" is a question which every newspaper has answered num­ berless times for Inquisitive readers. From now till further notice the reply must be: That at Leipzig. Travelers who know the Fatherland have al­ ways classed the "Leipziger Bahnhof" as the most dingy and ugly in the country. For ten years artists and architect* put their heads together to make it the acme of beauty and convenience, and now for ten years the builder has been busy. It has a frontage of 350 yards; 26 lines of rail run into | it; it will see 400 trains a day; there j are 50 clocles to tell the time. The i finishing touches will take till 1915, j and by that time nearly $35,000,000 | will have been spent on it.--London I Chronicle. Finds $25,000, Gets $1 Reward. For ten minutes Edward Stone, brakeman on a St. Paul accommoda­ tion train running from Chicago to Llbertyville, was the possessor of $25,000. H^ did not know It. At the ex­ piration of that time Herbert Schoen- berg, of Morton Grove, dashed up to him and asked if he had found an old shoe box Schoenberg had left on the train. The brakeman produced the unopened box, ifhd was told it contained the money for starting a new Morton Grove bank, of which Schoenberg is prospective cashier. Stone was rewarded with $1.--Chi­ cago Tribune. Potato King" a Japanese •eorge 6hima Cultivates His Cali.* fornia Acre* Scientifically ana ' With Profit. If present indications do not fal! George Shlma, the Japanese jgrcwer of the delta Bf-ction west of Stockton, Cal., will realize aboUl one- fcalf million dollars net from teu thou *and acres this season Many other seasons during the past •lozen years have ended with Mr •Shiina many thousands of dollars ahead for his few months of activity. *Vhen it is remembered that only a few years ago this Japanese grower of today was a laborer working In the ud fields, the worth of the present grower, who *b frequently heralded as 'he "potato king," and accredited with having a corner on the market* will be more readily recognized. ! !•"] Shlma is not a speculator--he Is a producer. He has good business sense and sells when the market is high, rather than when glutted and low. He ! takes advantage of the season by stor- I ing his yields when prices are poor j and hastening them to market when ! quotations are in his favor. | He chooses good lands, cultivates ' them scientifically and uses brains and i industry In everything that he does. Between his potato crops he gets more ; out of the land than others, because, \ wit hintelligent effort, he plants beans, onions and other rotating crops, and so conducts his vast acreage that every minute of the year it is income property; and while he is getting all out of the soil that it will produce by Bcientiflc methods of cultivation he at no time impoverishes tt, A Parados. "There is one thing I certainly do I not understand." [ "What is that?" When a man is too deep for peopls. they say he Is over their heads." An Idea. Church--There are five kinds of in­ sects that ruin ofllce records in India, viz., white aunt, fish bug, water bug, cockroach and borer. Gotham--Why not bring a few over here and Introduce 'em to the phono­ graph records? Impossibilities. **I don't see how that family can be as good as people say they are and yet keep an automobile." •'What's the difficulty about that?" "They can't be In the odor of sano» tity, can they, and yet ride in a gaso­ line car?" For Economy In Fuel. With a view to economizing fuel the Japanese government has adopt­ ed for Its railroads a German type of locomotive with cylinders but fif­ teen inches in diameter. Veteran Locomotive at Work. A locomotive that originally was built In 18*? has been reconstructed and given light work to do by as Eng­ lish railroad. PUSE-BRED CATTLE A To Be Successful Little Details Must Not Be Overlooked--Keep Up Records of Animals. • well-selected breed of pure-bred cattle is a source of much pleasure as well as profit, but to be snccessful de­ tails must not be overlooked. Many breeders and beginners are too care­ less. They keep no accurate records of births, neglect their cattle, fail to keep up the records, do not take prop­ er care of their cattle in winter, and are often caught /with a lot of surplus and unmerchantable%ulls on hand and no buyers. Let me add that the only way to dispose of surplus stock is by Judicious advertising in some good i farm and stock paper, says a writer in an exchange. Kee£ your herd in nice, healthy con­ dition, ao you will not be ashamed to show your stock to prospective buyers. Mak$ a yearly exhibit at a few leading state and county fairs and present your stock in the most attractive form at home, as well as at the fairs. In de­ scribing your sale stock to prospective A Pur«-Bred Hereeford. buyers by mail or otherwihe, never overestimate the merits of an animal. Make good every statement, and make every buyer a friend. It is cheaper to retain your old customers than to hunt new ones. There is no b«ftter way to restore or keep up the fertility of your soil than by keeping a herd of beef cattle, sav­ ing and applying the manure. A lib­ eral supply of both grain and rough feed should be grown and consumed by the cattle. They should be kept well-bedded In the barns and all straw- stacks converted into manure and re­ turned to the soil. A well-bred animal will not consume as much food as a scrub, and^wlll always sell at a profit, «even If sent to the butcher. The best Individuals will bring a fair profit to the owner when sold for breeding pur­ poses. SAVE GRAIN IN FEEDING HOGS Two Troughs Conveniently Arranged That When Corn Is Devoured More Will Follow. Make two troughs six or seven inches wide and two and one-half feet long. Fit these troughs together so they will cross in the middle, writes J. E. Spencer of Mount Pleasant, Tenn., in the Missouri Valley Farmer. Make a chute five feet high, large at the top and six Inches square at the bottom, H0L0 ON TO GOOD BREEDERS Pit* Large-Bodied, Old Bwm Number Mere and Often Double . In 81** When Farrowed. (By J. W. mOHAM.) Sows should be retained for a nun» b*r of years until their places can be fl led with their equals. > It is well known that the progeny from mature parents are superior to those descended from young progeni- tors not fully developed. Boars sows for breeding should be kept la a good thrifty condition but not faL The writer has always been trou­ bled to keep his breeding sows from becoming too fat and consequently farrowing a small number of scrawny Pigs. I once took a large BOW to fatten for one-half the pork. I did not know she was with pig and fed her all the corn meal and wheat middlings she would eat. Imagine my astonishment and vexa* tlon when she had three little dwarfed pigs--not only smaller than pigs usual­ ly are when first faxTowed, but ema­ ciated. Sows for breeding should not be al­ lowed to run with the fattening hogs fed on com but kept in a pasture by themselves and given a plentiful sup­ ply of slop made of equal parts of wheat shorts, corn meal and wheRt bran. Most young sows will breed when three months old if allowed to run with a boar, but eight or twelve months is as young as is judicious to breed them. The pigs from large-bodied, old sows will be more in'number and frequently double the size of pigs from young sows when farrowed, and this with the same feed and care and will frequent­ ly weigh 50 per cent more at a year old. Not only this, but it stunts or dwarfs the growth of such young things permanently and they never at­ tain good size. GOOD FEED-RACK FOR SHEEP Grain Trough Placed Beneath Saves Chaff and Leaves, Most Nourishing Part of Feed. (By J. W. GOODWIN.) | The rack is made with a pole for the bottom rail and a piece of 2x6 inch scantling for the top rail. The crossbars are pieces riven from an old piece of timber. These crossbars are four feet long and about one and one-half inches in v\\v\\\W^ Feed Rack for Shesp.x diameter, shaved smooth with a draw­ ing-knife. The holes in the top and bottom rails are made with an Inch-auger. The crossbars are trimmed to fit the holes and then wedged to hold them The bottom rail is held in place against the side of the barn by two strips of heavy sheet-iron which has been bent to fit around the pole. The top rail is secured by a piece of half-inch rope which passes over a pulley located In a hole in the wall above the rack, a weight beings at­ tached to the outside end of rope, serving to always keep the rack against the wall. When the hay is put in, the rack is drawn down, and when filled Is pushed back against the wall, holding the hay in place closely and kept In place by the weight. ' The grain trough placed beneath and in front of the rack serves as a receptacle for the chaff and leaves of the hay--the best and most nourish­ ing part of the feed which would otherwise be pulled under foot and lost as food. 8elf-Feeder. to fit into the cross of the troughs, leaving it three inches from the bot­ tom of trough. Shell your corn and pour into the chute. As the hogs eat the corn in the trough more will fall down. The- hogs' feed is clean, and no corn is wasted. Weaning Pigs. Before the pig is taken away from its mother to be weaned, it should have the eating habit well developed. It should be developed so well that, taking away the mother will not in­ terfere In the least with the pig's grewth. Of course a pig knows well enough when his mother is gone, and he cannot nurse but must get his feed in his trough. It is a fact that yhen they know how to eat, and are* fed regularly, taking the mother away will annoy the pigs for about one day, and the trouble is all over. Raising Early Lamba. The sole object in raising early lambs is to produce a fine animal of good sise and flesh and get him to 3arket at the earliest posible mo-ent To do that requires good feed­ ing, good care and good management from the time he Is born until he Is Bent to market. Shelter for Swine. Swine like a little sunshine but they ought not to blister in the sum­ mer glare for want of a shed or some shelter on the hottest days. Such a shed should have a good tight roof, too, and should not be turned into a slimy wallowing place. Gentle Work for Mare. Gentle work for the mare with foal Wfll not harm her, but she should not he worked for a week before foaling. Watch Unshod Colts- Unshod colts need inspection of the feet occasionally, as they are likely to grow more on one side than the other, or to develop too much toe. A very little rasping will keep the feet lev. eled. Value of Corn 8llage. Corn silage is no less valuable for carrying stockers and feeders through the winter months than for fattening and finishing beeves. LIVE: S Good cattle require good care and feed. Pick out a side with a good dis­ position. Pigs should be grown on pasture as nearly as possible. Never raise a colt from a naturally vicious-tempered mare. A couple of sheep in the front yard are as good as a lawn mower. IJog cholera in Kansas is under con­ trol, at least for the present. Cough affecting young pigs very often is due to dusty bedding. Never save a sow for a breeder un­ less she has a large number of teats. It is absolutely necessary that the stallion should have plenty of exer­ cise. Pasture and exercise develop a strong frame that responds quickly to feeding. The boar should be an ounstanding individual, possessing all the mark­ ings characteristic of the breed. Some q^ners of land in the far west claim they can raise 14 sheep to the acre on alfalfa and beet pulp. The stable that has plenty of pure air and is well flooded with sunshine is most comfortable and healthful A pure bred ram of the coarse wool breed crossed with Merino ewes pro­ duces a good lamb for early fat­ tening. The flesh con<ii lon of a sheep can­ not be judged by looking at it. Al­ ways go over a sheep with the fingers, examining every part of its anatomy, before sending it to market.