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fCBmhi. r Frmak O. Crtnlr ) br at PhlUdclphlm Is th Ur(et ln-
T HIUADllLJ'lIIA. ft, Mrch -IrU locomotive plant in th L'nltxl
rl bT coma to rhIUdtlpbl to tU
yoo somvthlos about th mlbty
Idcomotlvca which ar carrying ou
(ood. ful and othr military tad oaval
upplu or tb counirr- At no tim
lo our httory has lha railwar locomo
ti ba so tmportaat aa bow. It ranks
ids by sida with tha ship which i
traaiporttnc food supplies and soldiars
across tha Atlantic and It Is ncaaary
to spd tha production to tha hlshc
poaaibla point. When war was decUrad
wa had about ii.Oi) locomotlvaa. Tha
lumbar was craatar thaa that of th
railway rtm of anr other nation or
paopla. but It soon fell short of tha
transportation damaada, Thar wara
Hot eoouca locomotives to haul the cars.
Tha freicht soon cloned all tha rail
ways outeida tha (raat porta and It be
ran to P'la up at Industrial camera
Tha various war boards did all they
oould lo speed up tha production and
tha Komonr experts tried to Increase
tha efficiency of tha transportation we
have. They cut down tha pauenger
travel and cUtm thereby a savmc of
omethlne' over 10.040.ouit miles In run
Bins tha enclnea. They saved millions
of miles more by maklnc each locomo
tire work harder, and at the saraa time
Shortening- the lay-offs for repairs. In
ai.ort. tb'y so Increased the efficiency
of the ti.0O engines that they claim
they are now dome something- Ilka IS
par cent mora than In times of peace.
Notwithstanding this the war demand
Increase every day and the locomotive
famine la greater than aver. It already
surpasses tha estimates of tha Inter
state Commerce Commission for the
I rolling- stock of lr-u. These were
Bade Just shortly before the war be
gan, and they Inclu.Ie tha addition of
eomethtngaiike Sl.vtlu locomotives. Wa
could usw that number sow and not
have enough. The necessities of th
war steadily grow and when peace
comes tha rehabilitation of Kurope and
tha Increased demands of this country
will call for more locomotlvaa and cars
than ever before.
As It Is bow we have tens of millions
f capital Invested In locomotive works.
end there are between 1 and u compa-
which are making steam and eiec
trte engines of one kind or another for
railway use. They are all working- at
their fullest capacity and the principal
aes are turning eut enginee at a speed
which no one deemed possible a few
years a so. During 1IT the number of
locomotives ordered from our ahpe by
this country and oar allies In turope
waa more than and of these more
thaa : were ordered by tha United
tales Government for service on Amer
ican railways In franco. Over !0 were
contracted for lo be exported to Eng
land. France and Russia, and something
like : for th Culled States and
Canada, la the first order given by
the Government a locomotive was
turned out within ! working days
after the order was placed and the
American Locomotive Company, the
lUMvn Locomotive Company and oth
ers have been poahlac their Work as
fMVer before.
Tha Kaldwtn Locomotive Company
Mates. Its output running: slds by side
with that of the American Locomotive
Company, which Is a combination of a
number, of locomotive concerns formed
In 101.' The Kaldwln company, at cer
tain times during- the past few months,
has turned out IT railway locomotives
per day. and It Is now producing at the
rate of X&00 or 1000 locomotives per
year. It has mads (I locomotives In one
week. Eighty-eight locomotives, giv
ing each enstne an Average length of
4 feat, would make a solid train reach
ing one mile, A mile of locomotives. In
six days! That la what this one com
pany has been doing- to aid transporta
tion In this time of war.
And such locomotives! They are of
all sizes and for war work of every
description. They range from the lit
tie donkey engine Died In the logg-lnt
camp to get out the wood for the shlp
yards to the great S-10-2, or centipede"
type, which aids In pushing the vast
loads of food and other materials op
grade on their way to the seaboard.
The centipede Is the heaviest engine
ever built. It welg-hs SSI.000 pounds,
and It can move a solid train of freight
cars almost five mllcln leng-th. These
engines Include also the small double-
headers that are now being made for
work behind tha lines and France, and
the fast passenger locomotives which
are carrying- our troops at 60 miles per
hour to the transports whirh will take
them across the Atlantic They .Include
engines for tha coal mines and those
which are carrying fuel all over the
country They Include the locomotives
which burn fuel eil, and the electric en
gines which many believe will be the
railway locomotives of the future.
They Include, In short, engines of every
description for Use not only by ou
selves and our allies, but foralmoat
every country ail over tha world.
Wa order to show you what we are
doing In building locomotives. I have
spent a day la the Baldwin shops, tro-
Inr through the plants where 20.000
men are employed, and talking with the
officials In rhsrira. I first visited the
shops In Philadelphia, and later went
by automobile to Kddystone, It miles
away, where a great factory has grown
up oo the batiks of the Delaware
Hiver. The ahopa In Philadelphia have
always been considered remarkable.
They cover It acres and that notwithstanding-
they are In the heart of the
city.
If you coula Imagine II seres of.fac-
ortes at Times square at the corner of
trnadway and rorty-second .street
New York, you would have the location
of this locomotive factory In Philadel
phia. 'bn the plant waa first started.
away back ip the times when Andrew
Jarkson waa President. It was a mile
and a half from town and was sur
rounded by forests. Now the great city
has grown up to and swallowed It. and
there are three big- high schools within
a stone's throw of where they are soak
lnar parts of steam engines.
The business has lone since out-
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g-rown Philadelphia, The Eddy stone
plant, which waa first used for the
overflow. Is now the mala factory, and
It will probably take In the Philadel
phia plant at some time In the near fu
ture. It lies In the arms of three rail
roads, and Atlantic steamers can come
to Its Wharves and load locomotives
for Europe. The plant altogether cov
era 4u0 acres and there are single shops
whose ground floor Is twice as great as
that of the Capitol building- In Waih
lngton. The erecting shop where the
engines are assembled has a roof of
steel and glass which would take in the
State, War and Navy buildings and that
of the National Library of Congress
and leave room to spare. There are
also Immense forging shops and pat
tern making shops. There are some
yards filled with finished locomotives
and others for experimenting with
them before tbey go out to the tracks
of the United Slates, to the battle
fields of France, or to the mounL&ins
and plains of other lands ever the
world. The French of late have been
having their engines carefully tested.
nd to satisfy them a trial track
like a figure eight N has been Laid te
show bow the locomotives will act upon
the shortest and most Intricate curves.
L'poa this track they make a double
loop as It were, flying around horse
shoes much smaller thaa are found In
the railroads.
The beginning of the locomotive Is
still farther away than the Eddystone
plant. It starts as a low, phosphorus
pig Iron, and this metal has to be run
through furnaces and transformed Into
castings of the finest steel. This
work Is done In a little valley In the
Allegheny mountains, not far from the
main line of the Pennsylvania railroad
from Pittsburg to Philadelphia. The
steel works are known as the Burnham
steel plant It has a capital of J16.-
000,000, and It pays out In wages
$100,000 a week, but it is a part of the
Baldwin locomotive works. The fur
naces and mills cover 160 acres, and it
has a single machine shop which la
three-fourths of a mile long. This plant
is one of the largest manufacturers of
railway wheels and tires In the coun
try. The operations are much the same
as in other of our great steel plants.
The metal goes into the furnaces and it
i3 poured out in a golden stream into
the molds where the castings are form
ed. During the process the materials
are assayed and tested, the steel of
each part being formed according to
the work It has to do and its place in
the engine. The. .castings are taken
from Burnham to Kddystone, where
they are forged and often, reshaped for
the engine.
I wish I could show you how they
make locomotives and other war mate
ria Is at the Eddystone factory. Inside
Us yards go on some of our principal
Industries for the creation of muni
tions and guns for the Army and Navy.
At one side of the grounds is- a great
factory which is making Remington
rifles. The shops were put up by the
Baldwin Locomotive Company and leas
ed to the makers of guns. Tbey cover
several acres and tbey are turning out
vast quantities of arms for the sol
diers. On the opposite side of the works.
nearer the river, there Is a plant mak
ing shrapnel and shell which covers
about IS acres. It had furnished a
supply of munitions to the allies be
fore we entered the war, and it is now
running at its fullest capacity making
these missiles of death for our Array.
It Is between these two plants which
are manufacturing supplies for the
Army that the great forges and
or
foundries - and erecting shops of the
locomotive plant are situated.
The forges and foundries are much
like those of other parts of the coun
try, but the erecting shop is where you
-sec the locomotives put together. It is
where the parts are brought and fitted
to shape. The cylinders are made in
one part of the works, the boilers in
another, and the wheels In another.
There are hundreds I might almost
say thousands of parts In a single loco
motive, and each part has to be made
from drawings and cast and forged
and smoothed to the right shape. After
that it Is brought to the erecting shop
and there assembled into the engine.
This seems an easy process until you
realize the enormous size of a locomo
tive, and the way in which the many
parts have to be handled and welded
and fitted to .shape. The size of the
larger locomotives is enormous, and
single parts weigh many tons. It takes
the most powerful machinery to handle
them, including overhead cranes so
powerful that one will lift up a whole
locomotive as ' though it were a bag
of feathers and move it back and forth
through the shop or in and qut to the
tracks on each side.
The erecting shop Is 650 feet long
and of about the same width, and
about as high as an eight or ten-story
house. If you would wall a seven
acre field of that shape with glass and
steel, and .run railroad tracks through
It yTrom one end to the other, you
might have some idea of the shell in
which the assembling plant is. You
must fill, hajwevea, the tracks with lo
comotives of various sizes and in all
stages of erection. When I passed
through it yesterday there were 17S
being worked on, enough locomotives,
if put end to end, to make one solid
train of more than two miles in length.
These locomotives were in every stage
of construction. In some the boilers
stood upon trucks, in others on wheels.
and farther down the shop the loco
motives were completed and ready to
be backed out on the track. Every lo
comotive had men working upon it.
hundreds of brawny-armed mechanics
rushed to and fro. Some carried rods
of red hot iron and others pieces of
cold steel of various shapes. They
were working on all parts of the en
gines, some on the top and Borne un
derneath and some inside, fitting the
parts. Much of the work was done by
pneumatic machinery, and " the noise
was that of a great buzzing rather than
the hammering and din of the typical
boiler shop. The immensity of every
thing was astounding. The fire box of
a big locomotive is so large that tne
ordinary narrow-gauge 'engine of the
old style could be put Inside it- , The
low pressure cylinders are so big that
man can sit upright within them.
and the heating surface of the tuttes
and flues measure more than 600
square feet. The material has to be
made so It will withstand the heaviest
weights. That on the driving wheels,
for instance, is 475,000 pounds, and
that on the truck wheels is 30,000
pounds. The largest engines now have
12 wheels on each side, with guiding
wheels at the front.
So much coal ie used in these big
locomotives that the fuel cannot be
shoveled in by the fireman. It is dump
ed Jby machinery automatically into the
lire oox. ine iireman puns only
lever and the coal is carried in from
the tender and spread evenly over the
grate.
In the center of the erecting shop,
high up under the roof, reached by
stairs, were the offices of the shop,
with a platform about them. I climbed
up and looked down upon the mighty
stable ' in which they were grooming
and polishing these huge iron horses.
In some places the engines were mov
ing out at the back, entirely complete
and ready for work. In others they
were in parts, resting on trucks. Here
they were lifted by overhead cranes
and carried high through the air to
the track outside the shop to make
room for other engines within.
There the. men were working on fire
boxes, screwing together the steel walls
of which they were made and riveting
the ends . of the screws by pneumatic
machines. Here they were putting the
scores of tubes into the boilers, and
farther over they were covering the
great cylinder which holds the hot
water with sheets of asbestos half as
thick as your fist.
I was much interested In the boilers
of the great locomotives. These are
constructed far differently than I bad
supposed. I knew that the long cyl
inder known as the boiler was filled
with tubes, but I supposed that the
water flowed through the tubes, and
that the fire in some way kept the
tubes hot. The truth is that the long
boiler is filled with water and that fire
and gas flows through the tubes from
the fire box, thus heating the water
and making the steam. The fire box
Itself Is surrounded by walls of water
between sheets of steel, and this water
connected with the water in the boiler
itself. The ordinary locomotive takes
10,000 or more gallons of water, and
this must be kept at a temperature
which is 3S0 degrees above zero. The
ordinary locomotive burns .upwards of
12 tons of coal in a day, and a large
engine moving at its maximum ca
pacity burns three . tons of coal in
an hour. A single ton of coal will
evaporate or turn to steam 1700 gal
lons of water within that time. When
you look at ap engine you see only
the polished shell of the boiler. The
great steel pipe which holds the water
is Inside of this, with its asbestos
Jacket between to keep out the cold, or,
rather, keep In the heat. .
.But the story of the locomotive Is
one of infinite detail. Many parts of
the enormous machine are as delicate
as those in the watch of the engineer
who runs it- The whole is an evolu
tion or building up of many inventions.
starting with the discovery of steam rehabilitation of the world when peace
as a motive power. It was Richard comes.
i Trevithlck who first applied the steam!
engine to railway operation. That
was when Thomas Jefferson was be
ginning his administration as Presi
dent cf the United States. A littla
later George Stephenson made a loco
motive with four wheels and wrought
iron boiler. It was only eight feet in
length and 34 inches in diame
ter. Later he built other engines, and
among them one or two which were
shipped from England to the United
States. None was used successfully,
however, before about 1830, and it waa
at that time that Adam Hall built the
little locomotive known as the "Best
Friend" In New York City. This en
gine had a tubular boiler and two pairs
of wheels coupled together by side
rods. It was first put to work on the
Baltimore and Ohio Railroad.
At about that same time a miniature
locomotive was shown here at the
Philadelphia museum. It drew two
small cars and was run on a circular
track made of pine boards covered with
hoop iron. This engine was made by
Mathias Baldwin, the founder of the
locomotive works of which I am writ
ing. He made the museum locomotive
go and two years later constructed tha
famous locomotive known as "Old Iron
sides," which had a speed of 30 miles an
hour, carrying passengers from Phila
delphia to Germantown. "Old Iron
sides" was a four-wheeled locomo
tive modeled after those of England
that had been brought to this country.
Its wheels had wooden spokes and rims,
heavy wrought iron tires and cast Iron
hubs. The price HIathias Baldwin re
ceived for it, after considerable litiga
tion was just $3,500, or not more than
one-twentieth of what some of the biff
engines of these works would sell for
today. Mr. Baldwin was disgusted with
the trouble he had over the settlement
and he vowed that he would never build
another locomotive. Nevertheless, two
years later he had completed one for
Charleston, S. C, and be continued to
build locomotives for the rest of bis
life. The story of the works is
wrapped up in the evolution of railway
transportation, better and better loco
motives were saade from year to year
and more and more were turned out.
During our Civil War steel tires were
first employed on some engines made
ror Dom Pedro of Brazil, and in 1890
the first rack raTT" locomotive was made
for Pike's Peak'. In the same year three
Mogul narrow-gauge engines were con
structed for the Jaffa-Jerusalem rail
way and the following year similar
steam engines were constructed for
Africa. In 1895 the first electric loco
motives were built and in 1902 fuel oil
burners were made for the Southern
Pacific and other roads. Altogether the
Baldwins have built more than 50,000
locomotives of one kind or another, and
their locomotives are used in hauling
cars all over the world. They are, as I
have said, only one of the 30 or 40 lo
comotive factories of the United States,
but they are perhaps the best example
of an industry which is bound to grow
n Importance throughout the war and
which will be of enormous value in the
wiJTodein Poultry (ulfurem
Thar la a phase ef poultry
raising which raflaets tha
tamlrui and qualities of a flock
f fowla so accurately aa Inco-
btloa. If tha birds are la good
health and vigorous, and tha
feeding and housing conditions
ara aa they should be. their egra
will katca wslL If tha birds ara
ul or condition, aa tha result of
ear leas breeding. Injudicious
feeding, defective bousing and
tha like, their eggs will not pro
duce satisfactory batches. Buc-
cessful Incubation, whether arti
ficial or natural, depends largely
oa taa aelecUoa and cure of Iba
errs, as wa shall saw from tha
following article.
BT ROBERT AJUISTRONil.
Ei pert Poultryaoaa and Writer.
Tl U mistake to assume that In
I rubatloa commences with placing
egga Ins l ie of an incubator or under
a Ben. If poor hatches ara experienced
It L wrong to condemn tha Incubator
r bea without first Investigating the
circumstances preliminary to tha actual
hatching process. It Is possible that the
ten ara at faait And it Is probable
that tha operator la to biama for the
evils la the itra
Strictly speaking, tha first step In
ir.cuoatioa begin la the breading pens.
Tha second step Is la tha selection ef
egars which have tha qualifications of
hatching eggs: and tha third step lies
la tne rare of tha ergs prior to hatch
ing. All of these factors have a great
ar influence thaa Is generally supposed.
Inutt af Slrkla Stark.
Common sense dictates that It Is use
less to attempt lo secure strong off
spring from anemic poorly fed. Listless,
sickly or inbred parent stock. Prime
hatching trti are lal.l by fowls In
prima condition. This Is a natural law,
Htronr. healthy, lively chicks ara
hatched froa prime) aga and bo .oth
er. Tha poultry raiser should sea to It
that bis breeding slock possesses stand
ard requirements for a given variety,
and that every specimen Is la sound
health. Until this condition Is estab
lished beyond all doubt, hatching is
gamble.
KealirVac tha Immense advantage of
being able to predetermine tha fertility
ef eggs and their sex. from lima to lime
claim ara made that this Information
can be obtained through a particular
gtystem. Instrument or secret.
a m mar e XW thaaq "Kathode"
ara all unsupported by acianUflo evi
dence. There I so theory or practice by
which It Is possible to distinguish the
sx of an egg. and It Is not possible to
mate a pen so that the sag can ba con
trolled. Moreover. It Is not possible to
determine whether an egg Is fertile
without opening the egg. All claims to
the contrary ara notions.
Tha old-fashioned Idea that round
eggs would hatch pullets and long or
pointed eggs cockerels Is entirely with
out foundation. The shape of an egg
la Influenced by tha contour of tha ovi
duct or organ la which the egg re
ceives Its albumen and shell, and this
cliaracterlsllc Is peculiar to tha Indi
vidual bea.
Tha Idea that tha position of, the air
rail Indicates sex Is equally unreliable.
And the weight or specific gravity of
tha egg I Ba Indication of sax or far
t.llty. II ew Spveetrie) Gravity Cewata,
A knowledge of tha specific gravity
of aa ttt ba certain advantage, It
tends to show which eggs have the
best chances of being hatched. For ex
ample, there seem to ba soma corre
lation between the spectflo gravity of
aa egg and tha vigor of tha hen that
laid It: but this observation Indicates a
state of health and nothing mora.
Then, too, tha specific gravity serves
to establish the age of an egg. and this
factor, of course, has much to do with
the hatching qualities. It has bean
found that the specific gravity of the
average new-laid egg Is 1.09; after 10
days it Is 1.02; after three weeks. 1.051:
and after a month 1.0JS.
Tha Importance of selecting none but
well-formed eggs for hatching purposes
cannot ba overestimated. Not only wl)
such a selectloa produoa bigger hatches
but It will result In Improvement gen
erally. Normal eggs ara almost certain
to produce chickens vUcb will lay nor
mal eggs, while tha reverse la equally
true.
IMscard all eggs which ar abnormal
ly large or small, those which ara too
long, too round, flattened on one side.
elliptical, wadga-sbaped. and those
which bava any excrescence or ridge.
As a general rule, no eggs should
b Incubated which weigh leas than two
ounces. Th Ideal egg weighs from 21
to 10 ounces to the dozen. It Is an egg-
shaped'apectmen. nicely rounded at one
end with a gradual taper to th other.
and having a firm shell of good tex
ture, free from bumps, corrugations
and rid sea-
He careful not to oa eggs with ex
ceedingly thin or very thick shells, or
tbne having invisible crack, termed
checks la poultry parlance. These
iallar UXcU CA , tWiarmlned, fcx
tapplng th shell gently with one's
fingernail or a leadpencll.
Da Nt fVash Egg.
If eggs Intended for hatching are so
badly soiled that th poultryman Is dis
posed to wash them, this apparent ne
cessity should bar them as desirable
batching eggs.
By all means avoid washing - eggs,
because to do so destroys the muscllag
enous coating or "bloom, which la In
tended to protect the egg against undue
evaporation, and the entrance of germs
through tha pores In th shell.
Badfy soiled eggs ar not likely to
hatch well, because of th soiled matter
clinging to the shell. In which case
washing might prove somewhat bene
ficial: but, as previously mentioned. It
were better not to us such eggs at all
If they ar used, and washed. Immerse
th eggs in alcohol, and then allow
them to drain and dry of their own ae
cord. Do not rub them with a cloth.
Aa a precaution against disease, egg's
ar sometimes dipped In a mild disin
fectant. Alcohol may b used for this
purpose.
Fresh Eartw Ar Beat.
Needless to say. eggs Intended for
hatching should be set as soon as pos
sible after tbey ar laid. Not alone be
cause th new-laid egg hatches earlier
than the egg which Is kept a couple of
weeks, but because the longer an egg Is
held the more evaporation takes place.
which subtracts from Its vitality.
Furthermore, In holding eggs there
la always th danger of unfavorable In
fluences.
For Instance. If th eggs are stored
In too low a temperature the chilling Is
likely to Injure them. If they are stored
where It Is too warm, the development
of th germ la apt to start and later
dl. A temperature of from 50 to 65 de
grees has been found to be the best, and
wherever possible the eggs should not
be held over-two weeks.
In cold weather hatching eggs should
b gathered several times a day to pre
vent chilling, and In hot weather they
must be gathered often to prevent heat
ing. Do not allow the eggs to remain
In the nest for long periods, during
which time they are covered by a suc
cession of laying hens, since each hen
contributes warmth, which starts the
development of th embryo.
When eggs ar held mora than two
or three days. It Is well to turn or alter
their position one a day. This Is done
to prevent th yolk from gravitating to
th membrane tinning th shell and ad
hering to It.
The yolk of a new-laid egg floats In
about th center of th albumen, which
is rather a dens mass, supporting the
yolk by means of this density. Unless
th jo lit rauUaa this central position
until hatching time, tne life germ which
adheres to the yolk cannot be expected
to develop properly.
Revolving egg cabinets are made to
hold eggs for hatching and they are
very convenient to use. The same re
sults are obtained by packing tha eggs
In cartona or egg crates, and turning
the container over gently each day. Do
not allow the eggs to stand in a direct
draft, or exposed to steam or fumes of
a deleterious nature. Remember, the
shells of eggs are exceedingly porous,
therefor they are susceptible to the
slightest outside influence.
Shipping- Lang Distances.
If eggs are purchased from distant
points and It ha been necessary to
ship them by express, or If for any rea
son the egtrs have been roughly han
dled, some authorities claim that It Is
advisable to allow them to rest for
about 13 hours before placing them In I
the Incubator or under hens.
This resting period la intended to
give the embryos time in which to ad
Just themselves to a normal position be-
for incubation Is started.
The writer feels that this precaution
Is unnecessary, in that there is nothing
to prevent tha eggs from resting in an
incubator or under hens quite as well
as In any other place. Moreover, con
siderable time is saved thereby.
In selecting eggs for 'hatching there
Is a tendency for breeders to take
chances on setting all kinds of eggs.
Presumably, the assumption is that
there Is very little loss even if Bome of
the eggs fall to hatch. Such reasoning
Is altogether wrong.
Your aim Is not merely a question of
trying to hatch the greatest number of
chicks from a given number of eggs.
You want to hatch chicks of quality,
of stamina, which will guarantee the
productiveness of future generations.
And to secure such chicks, you must
have prime hatching eggs.
11 iiissawslrs'snMpfssjs
erM-s.aa avj.
M
The rich buttoiniUc
rtrrtmffthens and tone up
thm Mnrtitl ttiTMit4Ti crY.n
Hld i?etwit t-VI-iHw Oi
9mm. lb truxturv of cm an.
bsalsvivd grmim -arta ctucka
OCT THE ORIGINAL
nd watch tb ctucx grow. Ccj
k U d.fft-rwot frtsToa mil hraltav
tjoM. BoiMat rntroo. atardy
cbicka tftat rr
btar layara.
Coat ealy Sa to feed a chick eight
weeks buy a bag ask your dealer.
Cenkay'a Poultry Tonle keeps
bens laying. 30c and 60c
Carttv1! namsSii mipiila seem.
tj Just pat it la Um drinking aatar.
Boutledge Seed Floral Oa.
1-147 beeand Street.
littPo aviAsia Osta,
HSMf
Jiev foul try Supply Catalogs Ere.
PAPER TROUSERS LATEST
Germans Forced to "Hooverlze" Be
cause) of War.
AilSTERDAM, Feb. 23. Paper troua
era are now being worn by a large pro
portion of the male population of Ger
many. Whole suits for men are being
sold which contain practically no fab
ric except paper, but the demand for
paper fabric far exceeds the supply.
Collars are now selling in Berlin for
nearly 75 cents each, and shoe laces of
paper yarn are la cents a pair.
. Leather Is becoming almost unobtain
able. Boots with wooden soles are worn
even by the better class and fully 40
per cent of the soldiers at the front are
wearing wooden-soled boots. The
"Standard" shoes that are sold contain
only 10 per cent leather. In many cases
the uppers are made out of old ships'
sails, tent awnings and impregnated
burlap. Paper for ordinary purposes
has become so scarce that some provin
cial newspapers are using low-grade
colored papers.
Eskimos Aid lied Cross.
NOME, Alaska, March 1. Eskimos, of
White Mountain, a village near here,
recently gave the Red Cross 100 from
a fund they had gathered for the pur
pose of a community sawmill. The
fund was raised last year, but was not
enough to purchase the mill. When the
natives were told of the war and tha
Red Cross they held a meeting and de
cided to withdraw the $100 from their
total. In addition contributions of 3i
were made by Individuals at the meeting.
Poor Woman Given Aid.
COTTONWOOD FALLS, Kan.. Feb. 28.
In order that she and her family of
small children might be well supplied
with wood in the cold weather, 19 of
Mrs. William Evans' neighbors spent a
day recently hauling and sawing fire
wood for her.
BUY A QUEEN
Incubator and Brooder
We can avfaow yon why they are
the beat. If you can't call, write
Ponlrry Soppllea aad Foods
Illrds. Cages. Remedies
Rabbits. KJttena, Popple
SEEDS OF ALL KLDS
Our 160-page com plat catalog
No, 184 tells all.
Special Bird Cage Catalog No. its.
Itf"""
145. 147 2D ST, PORTLAND, OR.
SEEING' IS BELIEVING
i-'- . ' " H-jaS- 1Y7E WANT TO PROVE TO
Mpe - iSj
QsvSemSsKs-eOtoutnEgg
tou that Buckeye Incuba
tors really do hatch more chicks
and better chicks than any other
incubator.
rOU are invited to come and see them hatching at our store
come any day, any time.
We are hatching chicks in Buckeye Incubators and
brooding them In Buckeye Brooders, showing you how
easy it is to hatch and brood chioks the new way.
DIAMOND CHICK
FOOD
saves little chicks
and helps them to
grow quickly into
big, sturdy fowls.
No other food necessary.
it
See the new
Buckeye" Mammoth
ft
2440 Eggs you can fill it one
time or set a tray every day; it
is a CONTINUOUS HATCHER.
Takes a floor space of only 6
feet square and burns but two
, quarts of kerosene in 21 hours.
Osur Poultry Supply Catalngrae The Buckeye and Lee Booklets osi
Request. Asia. FOB. CATALOG LK ISO. 362.
Southeast
Corner
FRONT AJTD
YAMHILL
STREETS.
-
i ia hi m in irriii m m rci m in m n m n i m m m m w n iu 111 aa
Telephones
JIAI.'V 4040,
A 1251.
JAja,i,-. ' '