About Atlanta semi-weekly journal. (Atlanta, Ga.) 1898-1920 | View Entire Issue (Aug. 27, 1918)
4 THE SEMI-WEEKLY JOURNAL ATLANTA, GA., 3 NORTH FORSYTH ST. \ Entered at the Atlanta Postoffice as Mail Matter of the Second Class. SUBSCKU*TION PRICE Twelve months *** c Str months ’® c Three months*•• *“' c The Semi-Weekly Journal is published on Tuesday and Friday, and is mailed by. the short est routes for early delivery. ' It contains news from all over the world, brought by special leased wires into our office. It has a staff of distinguished contributors, with strong departments dt special value to the home vd the farm. Agents wanted at every postoffice BB*™ l jmu'ission allowed. Outfit free. Write K. h. .. ADI EY. Circulation Manager. The a civ traveling representatives we J ,a * e n n Pelton. C. C. Covle. Charles H. Wood liff. J. M, Patten, W. H. Reinhardt, M. H. Bevh and John Mae Jennings. We will be responsible only for money paid to the above named travel i ing representatives. . NOTICE TO SUBSCRIBERS me label UMKI for a.Mrewinr yo-ir ..•‘TJ? year voboer’ptica expire*. Br renewing at lea*t . tTe the date .n tUa Wbet you r. rsxsssr-w* ’ C Mill WEEKLY JOURNAL. AUaut*. Ga. w-w w w The Journal’s Service Flag In honor of the sixty-nine Atlanta Journal men who have entered the service of their country. The two white stars are in memory of Captain Meredith Gray and Captain James S. Moore, Jr.. Journal men. who gave their lives for our country in France. Georgia’s Bumper Harvest As round and golden as the full moon in the stretches Georgia’s horn of plenty as the days draw on toward autumn. Soon we will be in the thick of harvest time, with its fairs, sales and busy workers in the fields. And long before the frost is on the pumpkin and the fodder’s in the shock" the state will have reaped one of the most bountiful yields in its history. Reports from the state department of agricul ture. newspapers in half a hundred counties and from the United States government itself, all indi cate that Georgia has more than done its share in the production of foods and staples of all kinds, and that the state and the people of the state will prosper accordingly. Cotton rules as king as never before. With the world demand for the fleecy staple never greater, Georgia will furnish a crop estimated conserva tively at 2,250,000 bales. The prolonged drouth this summer, together with the boll weevil, has militated to some degree against the cotton crop, but damage in Georgia has been less than in prac tically all the other cotton-growing states. For almost the first time in history, Georgia will ap proach very near to the cotton production of Texas. And from its crop, considering the seed as well as the lint, a revenue of no less than $500,000,000 is expected; truly a royal sum! More reason has Georgia to be proud, however, of its food raising record. The increase in food production brings the unqualified statement from J. J. Brown, state commissioner of agriculture, that Georgia is actually feeding itself and more. Food and feed acreage is greater than at any period in the state’s history. Imports have been cut nearly in half and exports have increased in ratio. This has been done, too, without any great reduction of the cotton acreage, proving that the development in the cultivation of Georgia's lands has been something remarkable. The state's standard crops of corn, velvet beans, peas. cane, sorghum and others have been above normal. South Georgia has reaped millions from its melon and fruit crops. At the same time there has been a marked turning to crops hitherto comparative strangers to the land. In certain counties of southeast Georgia tobacco has been raised in such quantities and of such high quality that one hundred thousand pounds from Georgia were recently sold on the North Carolina market at thirty-five cents c pound. Farmers are now preparing to increase their wheat acreage in accordance with government request. It might also be mentioned in passing that Georgia honey— a sweet increasing in importance by reason of the sugar shortage—recently sold in New York at $7,000 for one hundred barrels, this from but one Georgia apiary. Time was when Georgia imported the greater part of its meats from the west. Recent years have seen a phenomenal change in this respect. In 1910 but thirty-three Georgia counties raised enough hogs to sell meat out of their own com munities. Today seventy-five Georgia counties are exporting hogs by the carload. Members of the boys’ and girls’ pig clubs are marketing pigs this fall at SSOO the pair, which cost them SSO a pair a year ago. It is estimated that the pig clubs will produce this year more than ten million pounds of dressed pork for the market. What is true of hogs Is equally true of cattle. The sandy, loamy soil of south Georgia, where the velvet bean flourishes, has been found to be one of the finest cattle countries in the world. It is cheaper to maintain herds in first-class condition in south Georgia than anywhere else in the United States, according to cattlemen in this section. Altogether. Georgia begins the harvest season with glowing prospects. The chief drawback, and really the only serious problem, is the shortage of labor. The farmer, his wife and his children have toiled like beavers from sunup to sundown. ’Facing a greater task than any they have yet met—the task of gathering the great yield which they have made possible- they find themselves tremendously handicapped. Only by the granting of furloughs to as many farmer boys as possible in the army and by the diverting of all non-essential labor from the city to the country, can Georgia put into her coffers the wealth of the fields that awaits her. THE ATLANTA SEMLWEEKLY JOURNAL, ATLANTA, GA, TUESDAY, AUGUST 27, 1918. Germany 1 s Jungle Laws, If there be any still reluctant to believe the stories of German atrocities, they are referred to the War Book of the German General Staff, as quoted by Floyd W. Parsons in the Saturday Evening Post. Here we have not an excuse but an explana tion of the crimes of the German army, which be gan from the first day the Huns invaded Bel gium. When details of German horrors were first revealed to the civilized world, people were loth to credit them, for the simple reason that they seemed incredible. Can such things be? they asked themselves, unable to understand the cold savagery of mind that could not only tolerate but encourage such practices. But listen to this, only a few of the instruc tions which German officers are taught: "Can an officer compel the peaceful inhabi tants of an invaded country to give information about the strength and disposition of their na tion's forces? Yes, it is regrettable but neces sary.” “Should such people be exposed to the tire of their own troops? Yes, it may be indefensible, but its main justification is that it is successful.” "Should prisoners of war be put to death? It is always ugly, but sometimes expedient.” “May one hire an assassin, corrupt a citizen or incite an incendiary? Certainly; it may not be reputable and honor may fight shy of it, but the law of war is less touchy.” “Should the women and children, the old and the feeble, be allowed to depart before a bom bardment begins? On the contrary, their pres ence is greatly to be desired; it ipakes the bom bardment all the more effective.” “War,” continues the book, “is an act of vio lence which in its application knows no bounds. If the necessity of war makes it advisable, every sequestrian, every appropriation—temporary or permanent —every use, every injury and all de struction are permissible.” Is it any wonder that a nation into whose sol diers such principles are inculcated as part of their military training is a nation of frends? They have no laws of war but the laws of the jungle and with the tools of the jungle must they be met. The South and War Industries. The whole-hearted support with which the in dustrial interests of the southeast have taken to the plans of the government for increasing pro duction of war materials is proof not only of their patriotism, but of their wisdom and farsighted ness as regards their own interests. Since the inauguration of the Resources and Conversions section of the National War Indus tries Board in Region Number Twelve, which is the Atlanta region, covering the four states of Georgia, North Carolina, South Carolina and Florida, southeastern manufacturers have re sponded with the utmost enthusiasm to the calls sent out for their co-operation by Edward H. In man, regional adviser; T. K. Glenn, regional chairman, and R. R. Otis, regional business man ager. It needed only an explanation of the plan to convince them of its tremendous w : orth. Through these regional headquarters, one in every section of the country, the government is able to get au thoritative information and to get it quickly on in dustrial resources of any part of the nation. At the same time, industries in the various groups are always in direct touch with Washington in a way that would never otherwise be possible. The benefits of such a system are apparent on the face of it. Not only will the government be able to speed up its war program as never before, but manufacturers heavily loaded with contracts will be relieved, others now at low level will be set working at full capacity, while some facing fail ure as non-essential industries by putting their case before the board, will be saved through an easy conversion to war work. Particularly does the South stand to gain by the new scheme. It has long been felt that Dixie was woefully lacking in industrial development, al though her natural resources were second to none. The deflection of war contracts from congested parts of the east to the south will have an imme diate effect in booming the wheels of southern in dustries, w’hile the flow of government trade to this territory is almost certain to bring a strong following of non-government industry in its wake. Moreover, it is generally understood that the plans of the War Industries Board are designed not alone to meet war conditions. The battle for world trade after peace is declared, the establishment of an American Merchant Marine, the marketing of of American products in South America, the Orient and other ports, all are considered by the War Industries Board in its outlook. Southern manufacturers, by putting themselves heart and soul into this plan now, stand to reap a double measure of profit in the future. Another “Big Bertha? 11 There is much significance in the cryptic utter ance which Paris dispatches state has been pub lished in prominent type in the newspaper L’Heure: “Will the echo to the great Bertha soon be heard? Will that echo have a Yankee accent?” Os course, the “big Bertha" referred to is the German long-range gun which bombarded Paris. And, of course, there is no other inference to be drawn from this hint but that the United States wrill put on the firing line a weapon of similar proportions. No indication has been given as to where L’Heure gets any basis for its paragraph, but it is not at all beyond the realms of possibility that America should produce a “big Bertha” of its own. Ever since the beginning of the war we have been looking to Yankee ingenuity to evolve just some such coup as this, and if ever the time was ripe for it, it is now. The long-range gun with which Germany shelled Paris was a costly and cumbersome weapon, mounted only with extreme difficulty and firing only a nine-inch shell. But Germany has also used long-range guns shooting sixteen-inch shells to harass Dunkirk at a distance of twenty two or more miles, and the newspaper Petit Pari sien states that Ludendorff's army advancing on Paris was equipped with similar guns with which the Kaiser intended to destroy Paris it, he couldn’t capture it. Whether or not the Allies turn a “big Bertha” against German defenses, certain it is that the Kaiser has forfeited long ago any claim to exemp tion from its shells. The man who approved the launching of the shot that wrecked a Paris church can not expect anything less in return. Big Bertha, with your “Yankee accent,” good luck to you, wherever you are! Germany Gets the Truth. The Prussian government at last has been forced to admit the overwhelming presence of American troops in France and the waning hopes of the German cause. Notices have appeared in practically all news papers of the German press, admitting that Secre tary Baker is correct in his estimate of nearly a million and a half American troops in France. There is no doubt that this statement was made with official sanction, reluctant though it may have been given. Simultaneously, Admiral von Hintze, the Ger man foreign secretary, is quoted as saying, “Our cause is an exalted one, but it is in great danger.” How pressed, indeed, must the Hun war lords have been to allow free publicity to the facts and to permit such statements as the foreign secre tary’s! How widespread must have been the truth already among the German people! And with what feelings must they receive this admission! For more than a year the German people have been fed on such pap as this: “Americans are afraid to fight. Our submarines will make it im possible to send a single American troopship to France. America can never get prepared in time to save France and England from destruction. America, bah!” If the German people did not realize the truth before, they have it now from their own masters. They must know that the triumphant victory they were promised this summer has been snatched away from them by those very Americans they af fected so to despise. They must know’, too, that this same American army, plus thousands more every month, is arrayed against them. They have been told lie after lie before; will they believe the statement with which the German editors tone down their admissions that Americans are in France, the statement that only four hundred thousand Yankees are prepared for battle? No, they must realize the truth and the truth can only mean to them despair. TRAVELETTE—By Niksah ALBUQUERQUE The California-bound tourist, who always stops in Albuquerque about twenty minutes, sees a large sprawling hotel, built out of cement in imitation of the Southwestern missions; a group of thrifty Indians bent on selling pottery and grapes, and all of the smoke, dust and confusion that go with a railroad town the United States over. If he strays away from the station, he will be still more disappointed in his hungry hunt for local color. Most of it, in the form of Indian blankets, baskets and bracelets, is for sale in little shops. For the rest, he will see the prosperous business section of a town of twenty thousand, full of au tomobiles, well paved and well lighted. Usually, that is as far as he gets. Having pur chased a bow and arrow’s —guaranteed not to *jhoot —a bracelet for his wife, a Sombrero for hixiself, which he will never have the nerve to wear, ami a New York newspaper, he will climb back on his Pullman with a renewed realization that the world is everywhere surprisingly uniform in appearance after all. But if he had just gone a mile farther, into that section of the city known as “Old Town,” his longing for sights would have been amply sat isfied. Old Town was all of Albuquerque, in those sleepy days before the railroad came. It is a village of squat, brown adobes about a public square; of old, spreading cottonwood trees; ol sunshine, silence and peace. Mexicans repose on the shady sides of the houses, smoking their tiny brown cigarettes. Wagons drawn by scrawny ponies creak through the streets, bringing loads of wood from the mountains. All is surprisingly much as it was half a century ago. For the rail road, disdaining to go to this huddle of Mexican houses, built its station a mile away. “New Town” of course, grew up around the station, leaving Old Town to its meditations and its an cient ways. • • • EDDYSTONE Great buildings of framework steel painted a glaring red, the rumble of a thousand derricks, sputtering locomotives, lines of freight cars back ed on sidings, swarms of men and women moving about, a few dozen guards armed to tne teeth, and off in the distance a pretty little creek with pleasant trees overhanging its banks. That is Eddystone, in Pennsylvania, one of the great munitions centers of the eastern United States. Its growth has been of the mushroom variety, which has marked the development of most munitions manufacturing towns. Originally, Eddystone was a modest, even isolated community, taken under the placid guardianship of the Dela ware, with no more pretention to note than a couple of woolen mills and a boathouse or tw’o. Most of its inhabitants were English mill workers, or the descendants of emigrant weavers from Not tingham, who founded the colony in the eighteenth century, and a few boatmen living in the cottages by the river front. A few years back, the Baldwin Locomotive Works established a plant at Eddystone and brought to the hamlet a drove of its mechanics and laborers. Some time after the outbreak of the European war, the plant was turned into a muni tions factory which led to a still further influx of workmen from Philadelphia, Chester, Wilmington and other places. Then the Remington Arms company built its factory there, to be followed shortly by the Midvale Steel corporation, and the transformation of Eddystone was complete. QUIPS AND QUIDDITIES “I want to have a tooth drawn,” announced the small boy with the steel gray eye, “and i want gas.” “You’re too young to have gas, my little man,” said the dentist. “Besides, I’m sure you aren’t afraid of being hurt. Sit still and be a man.” “It isn’t that at all,” said the boy, “but I’m afraid I shall not be able to help giving a bit of a squeal when it comes out.” “Well, that won’t matter at all,” said the den tist. “I’m sure 1 shall not mind.” “No, but I shall. Look out of that window.” The dentist looked and saw a lot of grinning lads standing under the window. "They’re all the kids I’ve fought and whacked,” said the customer, “and they’re come to hear me holler.” « • • Speaking at a recent dinner Senator Henry C. Lodge, of Massachusetts, referred to technical au tomobile terms and told the following story: One afternoon some time ago two young girls were sitting on the veranda knitting for soldiers, when one of them turned the conversa tion to an auto ride she had the evening before. “Mr. Jones’ ability in running an automobile is simply wonderful,” declared the pretty one. “I never dreamed that it was possible to go quite so far without machinery.” “Co without machinery?” was the wondering rejoinder of the other. “Do you mean to say that such a'thing happened?” . “Yes,” promptly replied the first. “We must hav<J gone at least twelve miles before Mr. Jones discovered that the engine was missing.” • • • “It says here that a wealthy western man has left $500,000 to the woman who refused to marry him twenty years ago,” said Mrs. Gabb as she looked up from the newspaper she was read ing. "That’s what I call gratitude,” commented Mr. Gabb. NATURE’S POLICE FORCE—By H. Addington Bruce HAVE you made any study of the wonderful police force nature has organized to aid man in getting rid of dangerous pests? Are you always careful to discriminate between na ture's police force and the marauders it tireless ly hunts? Certainly most people do not discriminate. To them every little creeping, crawling or flying creature should be put out of the way as a nuisance, if not a potential enemy of mankind. But myriads thus slaughtered are man’’s friends, mem bers of nature’s efficient police force. As 1 step out of the door of my summer home I almost tread upon a curious looking beetle. His hardshell back of many colors gleams won drously in the sunshine. But the variegated coat he wears is his only claim to beauty. He is, in fact, a lumbering hulk of a beetle, of truly formidable appearance. He carries his head thrust forward threateningly. His bite, one feels, must be a serious matter. So it is —for certain destructive caterpillars’ hunted by him with tireless zeal. I would not dream of killing this ungainly in sect. He is the calosoma beetle, whose special mission it is to check the depredations of the gipsy and browntail moths. Other beetles, whom all should learn to know, belong to nature’s police force. So do most of the spiders, for whom so many of us feel a positive abhorrence. The toads that haunt our gardens, the frogs in our ponds, have police duties to perform. They may not appeal to our esthetic sense, but we should at least leave them in peace. Nature also has aviator policemen innumer able, from dragon-flies to birds. The dragon-fly THE EMBATTLED FARMERS—By Dr. Frank Crane The report that comes from the Americans fighting in the advance northward from the Marne is significant in that it shows that their quality as fighting men is no less than that of the trained sol diers. These Americans, taken from the shop and farm, and subjected to a short period of intensive training, have proven their ability to stand against the picked soldiery of Prussia. They have fought hand to hand with the select troops of the Prus sian Guard, and have come off victorious. They have shown themselves as contemptuous of death and wounds, as intelligent in military tactics, and as resourceful in strategy as those trained men who have been soldiers all their lives and whose fathers were soldiers. The language of one of the French communi ques is: “The young soldiers of the United States give each day a fresh proof of their spirit of Initiative and audacity, as well as of their perfect adaptabil ity to present conditions of warfare.” Every one of the more responsible military critics has highly praised the quality of the American troops. The Germans have been amazed at the military efficiency of these Americans —clerks and farmers. It has been a sort of gospel among them that after they have bombarded with high explosives and deadly gases the enemy should be terrified and sur render. Their frightfulness, however, does net TRANS-ATLANTIC FLIGHT —By Frederic J. Haskin WASHINGTON, D. C., August 23. —Can Amer ican airplanes be delivered in France on their own power? This is a question which is now receiving serious consideration by the v. ar department, by European aviation officials and by aviators in general. * * » The shipment of large quantities of air planes to France requires a tremendous amount of tonnage which can ill be spared at the present time, and which could be saved if the machines could be flown across the Atlantic. Most aviation authorities are convinced that it can be done, and while the American aircraft board has refused to make public its secret thoughts on the matter, it is consistently rumored that an experimental flight will be made some time in September. • • • Giovanni Caproni, inventor of the big Caproni triplane, declares that he will undertake to deliver President Wilson’s orders to General Pershing in 48 hours by airplane. "A trip across the Atlan tic can be accomplished with the present-day ma chines during July, August and September, and probably October,” says Caproni. “For the rest of the year the weather would be unfavorable.” Caproni points to the prodigious development in aeronautics since the war began, and declares that nothing which the future may bring forth should surprise us. Constant improvements are being made in airplane motors. At the beginning of the war the largest bombing machine had only 100 horse power; today, the largest bombing ma chine is 1,000 horse power. Now Caproni pre dicts that “airplanes carrying 100 men and equip ment, with engines equal in power to those in a medium-sized steamship will be developed within three years.” Major General William S. Brancker of the British Royal Air force, and considered one of the foremost authorities on aviation, also believes that a flight across the Atlantic is perfectly prac tical. He points out that in 1914 the flight across the British channel was thought an extremely hazardous undertaking, whereas now, in 1918, all British airplanes are being delivered in France by that method. Only one casualty has resulted in thousands of flights across the channel, he de- General Brancker does not think that the flight should be attempted without, a thoroughly reliable motor, however. He advocates the use of the English motor, the Rolls-Royce, which has proved its power in other sustained flights. The American Liberty motor, he says, is very efficient, standing up under all the tests of European avia tors, and at its present rate of development should be able to make a trans-Atlantic flight by next year. In considering the proposition of flying air planes across the Atlantic, many factors must be considered. It is not a matter to be disposed of lightly, as some enthusiastic but inexperienced aviators seem to think, but one requiring elabor ate study. Numerous pilots are not only willing but eager to make the attempt, but the govern ment is loth to authorize it until it feels sure of success. Good pilots are too valuable to lose now, and if the flight proved a failure the news would greatly encourage the German government which is believed to be also planning a trans-Atlantic aerial act. Unfortunately, the principal factor in such a flight is a thing over which man has never been able to exercise any control —the weather. Flights across the Atlantic could be made only when the weather was favorable, and any sudden and un foreseen storm would prove highly disastrous. For this reason a route must be chosen which lies through a fairly reliable weather area. Thus, the route favored by most authorities is from New foundland to the Azores (1,195 miles) and from the Azores to Portugal (850 miles). From Portu gal it would be but a short flight to France. More direct routes have been suggested. For example it would be much shorter to fly from New York to Ireland via Greenland, but much more hazard ous on account of the dense fogs that occur along this ioute at various intervals. For the same rea son. a direct route from Newfoundland to Ireland would be impracticable. So important is this weather factor that a sys tem of weather signals would have to be establish ed along the route, and all those signals would have to be favorable before an airplane could set forth. The Newfoundland-to-the-Azores route has one conspicuous drawback, however. According to au thorities who have investigated the matter, many difficulties would be encountered in establishing is undeservedly unpopular with humans. As Frank E. Lutz points out in his “Field Book of Insects”: “The dragon and damsel flies have been called ‘Devil’s darning needles,’ and accused of sewing up the ears of bad boys; ‘snake doctors’ or ‘snake feeders,’ on the theory that they administer to the needs of reptiles; and ‘horse stingers,’ on the equally mistaken notion that they sting. As a matter of fact, they are dangerous only to other insects.” As to the birds, particularly the song birds, it may be laid down as almost axiomatic that the great majority are policemen especially assigned to safeguard human interests. Destructive insects, caterpillars, grubs, noxious weeds are sum manly arrested by the bird-police men. Swallow and oriole, kingbird and peewee, nighthawk and v o ip-poor-will, flicker and cuckoo, all in their seveial ways patrol a world-wide beat. In the stoma, h of one yellow-billed cuckoo the ornithologist Ch; pman found “the partially di gested remains < f forty-three tent caterpillars.”- Writing of the annual destruction of weed seed by the junco bird 'u the state of lowa, F. E. L. Beal tells us: “Upon the basis of one-fourth of an ounce of seed eaten daily by each bird, and supposing that the birds averaged ten to each square mile, and that they remained in their winter range two hun dred days, we should have a total of 1,750,000 pounds, or 875 tons, of weed seed consumed by this one species in a single season. Large as these figures may seem, they’ certainly fall short of the reality.” Surely it is worth learning just who nature’s policemen are, and treating them always as among the best friends man can have. seem to affect the Americans, who come out into the open, often rashly and unnecessarily, to meet the worst they have to offer. "We could not take the village, because the Americans were where they had no business to be,” said a German prisoner, captured at Xivray, on the Toul sector. “They came right through the bar rage, and it wasn’t right.” Asked why it was not right, the German replied naively, "They might have been killed.” Without boasting, it may be claimed that a finer and fitter body of men never went to war than those that now form the American’contingent in France. They may not be experienced sol diers, but they have superb health, a high quality of intelligence, which is better than the, courage of custom and obedience. And they have what is better—an indomitable spirit. It is the spirit of a righting democracy. They are not giving their lives for a king, nor a system, but for an idea and an understandable principle. They have the courage of intelligence, which is better than the courage of custom and' obedience. Every common, soldier among them knows as well as the general commanding, what he is fighting for. and what the conflict means in its larger issues. In the end it will be spirit and intelligence that will win. Organization is good, and military strategy is good, but the thing that finally de termines victory is “the spirit of man. which *l3 tne candle of the Lord.’ ” an aerodrome on the coast of the islands, and a good landing place is one of the prime essentials in the business of aviation. Its psychological ef fect on the aviator alone is by ao means negligi ble. Imagine the nervous strain involved in a trans-Atlantic flight, the long hours of vigil, the discomfort of the pilot who must guide his ma chine for hours occupying one position. The landing—his destination —is always in mind for he knows that his endurance must last until then. A bad landing, with its additional strain upon the pilot, is, avia tors say, a depressing infiuenee which lasts throughout the voyage. Since the route to the Azores is favorable in other respects it has been suggested that hydro-airplanes could be used for the intial flights—until a proper site could be found for the building of hangars and other equip ment. It would not be difficult for hydro-air planes to land in the water upon reaching the is lands. • • a It is doubtful if any of the hydro-airplanes now being built could keep up a sustained flight of nearly 2,000 miles, but with ships stationed at in tervals—say about every 300 miles—along the route to supply them with fuel, they could easily make it, it is believed. Small boats such as traw lers and schooners could be used for this purpose. * ♦ * That the airplane in its present stage of de velopment is capable of a long and sustained flight has been proven by expenditlons that have been made in this war. most conspicuous of which was the flight made by four British airmen in a bi plane equipped with two 270 horse-power engines from Hendon, not far from London, to Constanti nople—a distance of over 2,000 miles. Descents were made at Paris and Pisa to obtain supplies, after which the machine flew over the Albanian Alps to Saloniki. Here a landing was made, the machine overhauled, and once more it took up Its flight, this time armed with bombing apparatus. Needless to say, no landing was made at Constanti nople. The airplane remained long enough to drop several bombs on the Turkish war office, playing havoc with its Oriental dignity, and man aged to get back to Saloniki on one engine and with bullet holes in twenty-six different places. Two of these, having endangered important mechanism, had been cleverly stuffed with a good, grade of American chewing gum. In the past year the allies have made rapid progress in developing their high-power bombing planes. In the early part of the war the Germans: claimed and are admitted to have had the advan tage in the air. The Zeppelins were undeniably successful. But the Germans, either through lack, of material or false optimism, have remained sat isfied with a few standard makes and have allow ed the allies to get ahead of them. Since the Ger man offensive at Picardy on March 21, the allies have held the advantage in the air. Their ma chines are better, their fighters better trained- This is because they have not stuck to a few mod els; they have constantly built new ones. . So rapid has been the development in aeronautics in the allied countries tnat one type of airplane be comes obsolete in a single year. What the allies know about aeronautics they are teaching us. Members of the Italian aviation corps are in this country showing American manu facturers how to make Italian war models; plans of the newest French types have been turned over to the American government, and a new British mo tor, which carries a machine to an altitude of 29,- 000 feet and gives it a speed of 150 miles an hour at 3,000 feet has just arrived in this country. In addition to these ready-made facilities at our dis posal, Americana are applying their own inventive genius to the manufacture of aircraft. In ths next six months hunureds of planes will be ready for shipment, but will there be sufficient shipping space? There seems to be a great dea? of doubt concerning this, but apparently very little concern ing the of a trans-Atlantic flight. If the war lasts through another summer we may yet deliver American airplanes in France on their own power. 1 | NAMES IN THE NEWS DUMEZIL SHELLS are a special form of shell used to demolish barbed wire defenses. They are discharged from trench howitzers at a distance of about 1,200 feet. The force of the explosion of one shell is capable of clear-, ing an are? of about 100 square feet in a net-, work of wire.
