Fourth, plan a wagon and plan it right. Then make all the others like it. Interchangeable parts, especially wheels, save many a delay. If beds are of standard dimensions, no time is lost in figuring out a loading plan for every trip-a detail that counts.

MAINTENANCE.

As indicated above, an attractive appearance is a valuable asset. Many gardeners who care for the niceties of the business devote Saturday afternoon to washing wagons, cleaning harness and putting everything in trim. The horses deserve the best of care. Nothing contributes so much to a sleek appearance, as well as to good condition, as faithful grooming. Haste to reach market often leads to neglect in this matter-a neglect that can be ill afforded. Time can be saved in the morning by thoroughly rubbing down at night. Thus, with good bedding, little attention is required before hitching.

Frequent painting pays both from the standpoint of appearance and of preventing decay and rust. The twist and strain of the road tend to open the joints, letting in moisture and dust. Paint effectively seals these cracks and crevices, preventing the deterioration that is certain to follow upon neglect.

TRANSPORTATION BY AUTO-TRUCK.

The automobile truck has within the past few years been brought to such a state of efficiency and reliability as to give it a place among marketing vehicles. It offers the advantages of quick service with heavy loads over long hauls, at a maintenance cost but little higher than that of a good team and wagon. Nor does the auto require feeding through the winter. In view of the greatly increased loads, with little if any increase in wages, it would seem that this means of transportation must represent real economy. Some of our progressive producers are already using machines and as soon as it is evident that the motor truck can offer thoroughly reliable service at low cost, their use will become quite general. Philadelphia commission houses are in some cases taking up the work of hauling, sending huge cars to Jersey to gather loads from the growers. Figure 29 shows a oneton "Autocar" hauling a load of seventy-two peach baskets from the farm of Mr. Richard Wood, of Conshohocken, Pennsylvania, to the Philadelphia market.

TRANSPORTATION BY RAIL AND WATER.

During the last few decades, as shown in the introductory paragraphs, there has been a remarkable increase in the amount of produce that is shipped a long distance. This tendency, which has by no means ceased, has occasioned the development of highly specialized facilities for rapid transportation.

Railroad lines about New York, and to a lesser extent about other cities, establish each season special schedules for the handling of fruit and truck from the farms of neighboring counties. Cars are distributed among the sidings in the morning, to be loaded in the afternoon and evening. The train crew starts at the terminus of its route, and gathers up its load, reaching the city about midnight. Teamsters then distribute the produce among the consignees. Ir certain sections of New Jersey, Delaware and Maryland, a very few stations give an engine all it can haul. I have in mind one branch of twelve miles on which a full train is made up every evening for the thirty mile run to Jersey City. Others are still busier; stations that are ordinarily insignificant becoming veritable marts of

commerce.

With the ever-increasing network of electric lines that are penetrating almost all sections of our country, the trolley freight is destined to play a more important part in the work of marketing. Farmers will locate their packing houses by the track so that a short spur will enable a car to back up to the loading platform. Similar spurs in the wholesale centers of the cities will make possible the delivery of goods at the door of the warehouse, thus eliminating costly wagon hauls at both ends.

For comparatively short distances, the little coasting steamers offers to those who are within hauling distance of tidewater the advantages of low rates and better ventilation for the produce while in transit. Even a few hours in a close hot car are decidedly detrimental to fresh fruit or vegetables.

Mr. L. B. Hallock, of Orient, Long Island, owns a steamer with which he markets his crops. By this means he can dispose of his produce in any of the cities that lie along the coast from Boston to New York. Figure 30 shows a gasoline barge which Mr. Hallock uses for marketing during the busy season, as well as for the conveyance of supplies.

Long distance shipping requires more complicated provisions for safe carriage. Fruit or produce is no longer taken directly from field to car, but is pre-cooled in special refrigeration plants. It is then shipped in well iced cars on fast through freights which often rival passenger schedules. In hot weather, re-icing by the way be comes necessary. Fruit and truck often come North in cars that have taken meat South, thus securing better rates than if the cars had to be sent empty to the loading stations. The same cars are used ir winter as their walls are well insulated and very severe weather is required to freeze the contents.

Very little has been done by way of a study of freight rates on this class of goods. It seems that in many instances excessive charges are made, both for transportation and for special service, as