THE SUNDAY OEEGONIAX. PORTLAND, APRIL 21, 1918..
Uncle Sam's Stone Sifflif
fnffSiP mdmm0B fitf Ifm-mi rate
lifem, m- Miii l i.Sapit
rVirvr1rr. 1T. bv Frank O. Carsetr.
WASHINGTON. D. C 1W. Cross
ing th ocean in great ablpa of
atonal
Sandbagging tha submarine with
cluba of reinforced concrete!
Carrying supplies by the thousands
of tona to our troopa and our allies In
vessels made of aand and cement tied
together with ateel!
Thia la one of the live experiment
that tbe Emergency Fleet Corporation
baa now under way. It la an experi
ment tbat promises much for Ita suc
cess, for It may create a new fleet tbat
will rank aide by aide with our veaaela
of ateel and wood In gaining tha victory
over the Uermans. A branch of con
crete shipbuilding baa Just been created
under the direction of Mr. Kudolph J.
Wlit. the ectentlftc expert In concrete
of the bureau of standard, and a force
of marine draftamea and of men aktlied
la tbe handling and testing of concrete
construction la already at work. Ten
tative contracts have been let for the
building; of several auch ships, subject
to full payment on the part of the Gov
ernment only upon their proving safe
aad successful for all the purposes for
which they are planned. The carrytns
out of these contracta la now under
way. and If they succeed a large ship
building programme will be Inaugu
rated In many of the porta along our
seacoast.
The shlpa contracted for range In else
from leee to Tie tone, and they are to
bo built after specifications and plana
furnished by the United States Govern
ment. The companies engaged In auch
construction are In the three cltlea of
Boston. New Tork and San Francisco.
The contract with each provldea that
tbe Government shall pay only one-half
the cost of building tbe vessel If It falls
to come up to all the requirements
when tested In all sorts of weather and
nder vartoua other conditions.
short. Vncle Sam pays only one-half
the cost of tha experiment If It should
fall to work.
But before I write more of tha Cor.
ernment plana let me rell you what
haa been done and la being done la con
crate shipbuilding In other parts of th
world. The atone ahlp la not a novelty.
Away back in Ii4. 1 years before the
world waa afflicted with the birth of
tha Kaiser, a. Frenchman named
hot made a small boat of reinforced
concrete, and this waa shown six years
later at the World Fair In Paris-
exterior and Interior taken during the
construction, wbtch show tha enormous
lse of this huge boat of atone.
It waa with the photographs before
me tbat I talked with Mr. wig. the
chief engineer of tbe concrete ship
building branch of the Emergency
Fleet Corporation, about the vessels
which Vncle Sam will construct. They
will be built after much the same meth
ods as thoee employed in making the
California ateamer and some of them
will be even greater In size. The larg
est shlpa will be about 410 feet long,
64 feet beam and 3 feet In depth, and
their draft will be X feet. These big
shlpa are to be of 7500 tona, and the
vessels It Is proposed to construct will
range from that slxa down to 3000 tons.
The ablpa will have reciprocating steam
englnea and each will be moved by
meana of a abaft and screw propellers.
Tbe largest ships will be equipped with
steam turbines and tha machinery all
told will be much the same as that or
tha fabricated steel vessels or wooden
vessels now being constructed.
The walla of the hulls will range in
thickness from four to 10 Inches. They
will be made of concrete and ateel.
the ateel being In the form of bars.
from one-half inch to one Inch and a
half In diameter. The bara are ar
ranged In a network, so that each car
ries a certain carefully estimated pro
portion of the load.
In tha building of a ahlp like this
nothing la left to guesswork. There
has to be Just so much concrete, a
mixture of gravel, aand and Portland
cement, and just so much steel, run-
that It would reach from Boston to
New York and thence on to Washing
ton. Tha larger steel rods are bigger
around than a hoe handle.
"Another advantage to the Govern
ment In building concrete ships in this
time of great need.' continued Mr.
Wig, "la that the work can be done
by a class of men which is not now
employed In war work and by men
who cannot be used in the building of
shlpa of wood and steel. One of the
chief difficulties In our hurried ship
building construction Just now is the
Isck of skilled labor. We cannot find
the skilled men, and It takes time to
train them Into the work. This con
crete construction brings in a new class
of labor as well aa of material, and
thereby adds one more factor to our
side of the equation In winning the
war."
Have concrete ships any advantage
over ahipa of ateel and wood?" I asked.
They have some advantagea and
some aisadvantages," replied Mr. Wig.
but the chief reason for the concrete
ship Just now Is that we need more
vessels to withstand the submarine
warfare, and that we must have them
at the earliest possible moment."
Throughout our conversation about
concrete shlpa Mr. Wig waa very con
servative. He evidently believes that
the new vessels will do all that la ex
pected of them, but says that the Gov
ernment expects to test them out
thoroughly before entering Into any
arge shipbuilding programme. Many of
Con.'S-tfLictj'on.
ment on such matters Is worthy of where the tide cam up and the water
nine here and there through It. held the problems of the concrete ship are
togetner by the cement, and this ateel I being carefully atudled. and experl-
must be placed In Just the right spot. I ments are made to remedy the dlfficul-
It
was a success on tbe water, and as late
aa 1J was reported to be In flrst-claaa
condition.
The tutch began to build barges of
reinforced concrete 11 years ago. and
there are now barcea of & tona on tbe
Holland canal. Tbe Italians have been
using concrete barges for more than
II years, and there la one 14) feet long
and 34 feet wide which haa been em
ployed on the Wellana Canal since 110.
It la used for carrying aand and grave
aad heavy loada of atone.
We have been using concrete barges
on the ranama Canal for eight or nine
rears, and they have been making great
pontoona there for landing stagea of
i he same material. There are several
concrete scows on the Chesapeake Bay,
aad there la a concrete pontoon of 713
tona In the harbor of Sydney. Aua
trails. There are concrete boats on
the Manchester ahlp canal, and a con
crete barge waa built for use on the
laria ship canal only last year.
Today one of the chief concrete ship
building centers la Norway. Tha Foug-
ner Steel Concrete Shipbuilding Com
pany there la making ahlps varying In
sue from 2U0 tona to J000 tons, and
these are Intended to carry coal la the
pen season. So far one of COO tona
haa gone to sea, and It is said to with
itaad the storms of the ocean. I bare
efore ma a catalogue Issued by the
Vougner Company, l.i this it offers to
leliver seaworthy ships of 300 tons,
lead weight, within three or four
-oaths, and states that It will hav
ome ships of 30O0 and 4000 tona ready
for delivery this year. The Germans
hare also done something In concrete
Upbuilding, but no statistics as to
heir progress are. for obvloua reasons.
available Juat now,
Last year concrete ahlp construction
was going on la utnmtrk, France.
Kngland. Norway. Spain. Canada and
tbe I nlted States. Our Consul at Chrla-
anta baa lately described a plant at
Vorway. where concrete vessels of 100
ons displacement are being built, and
t Is stated that the Swedish Minister
f Marine bas recently ordered a llght-
r of 1004 tona of a plant where they
re now erecting ways for the building
f ships of 4tv tons.
The largeat concrete vessel ever
planned waa launched last month by
he San Francisco Shipbuilding Com
any at a California port. Thla Is i
teamer to be used in the trans-Pa
Ifio service, ft haa a displacement of
tie tona aad will carry Svoe tona of
eadwetght cargo. The ship Is 320 feet
nr. over 45 feai wide and 30 feet deep.
When fully loaded It will draw 34 feet
f water. The ship Is a monolith, or
easel of continuous atone. Her floor
four aad one-balf tnch.ee thick and
ae walls of tbe hull are four Inches
kick, with a great ateel shoe down the
Sew. Imbedded la the concrete Is a
ketry- of steel mesh, consisting or
ncavy iron bara, which weigha alto-
el her more-, than sue tona. The boat
will be equipped with triple expansion
eastnea or more than 170 horsepower.
ad it will be moved through tbe water
by a screw propeller at 10 or It knots
per noux. 1 have photograph of U
for every bit of It haa Its own work
to do. The whole Is carefully planned
by tha naval architects and designers
and everything is done according to
the plana and specifications. The first
thing that Is done ia the building of
wooden mold of the exact shape and
slxe of the outside of the vessel. The
steel bars are then laid In the exact
places set down In the plans. They
are placed In a crisscross or basket
shaped network and are tied in place
by amall plecea of wire, so that each
bar ataya where It la put.
After the whole network haa been
accurately fixed an Inside wall of
boards Is built up and the concrete
poured In. When It haa hardened and
the framea taken off It leaves the walla
of the hull inside and out aa smooth
and clean as the walls of your parlor.
The Inaide framework. Including the
partitions, tbe girders and beams, are
II made of reinforced concrete. The
steel rods are put In bent to tha ahape
the framework requires, and a box is
made around them. Into which the
concrete la poured. The cement mor
tar begins to set almost as soon aa it
is in place, and within a short time It
is aa hard as though the whole were
of stone. There ia no structural stee
In the ship. Every bit of the frame
work ia of thia concrete, reinforced
with ateel rods, and thia ia true of the
bulkheads, the decks and the hatches.
There are no rivets whatever and tha
whole ahlp la for all the world one
huge structure of solid stone, with
these steel bara running thia way and
that everywhere through It. Aa it
floats on the ocean It looks just like
one of the steel steamers, and it could
hardly be distinguished from the smal
ler greyhounds of the Atlantic.
I asked Mr. n ig as to whether these
ships would not be very much heavier
than other veaaela of the sama alxe now
on the ocean. Ho replied that tha
weight of a vessel of reinforced con
crete will be from It to 30 per cent
heavier than one of the same tonnage
constructed of steel, but that tha cost
of the concrete ship will be only two-
thirds or three-fourths aa much as that
of the ateel ships. It will take as long
or longer to build the concrete ahipa aa
steel ships, but tha plant for erecting
more quickly, and It will be much less
expensive. A steel shipbuilding plant
costs In the neighborhood of 1400,000
and upwards, whereas one for concrete
ships can be erected for f 2000 or less.
"Moreover." continued Mr. Wig, "the
materials used in making the concrete
fleet are such that shipbuilding plants
can be erected almost anywhere along
our coast. All thst we need is some
Portland cement, some steel rods and a
gravel bank, or one might nse a clay
bank and kiln and make terra cotta
instead of stone. They are now using
crushed terra cotta in the concrete
vessels being built In San Francisco.
The terra cotta If properly burned be
comes aa strong as tha atone when
mixed with cement. It la full of pores
and air spaces, and consequently much
lighter. It Is very Important to reduce
the weight of the hull as far as pos-
ible consistent with the strength of
the ship. It Is estimated that for every
pound per cubic foot that we can cut
down the weight of tbe concrete wa can
reduce the weight of the ahlp from 1
to 30 tons, depending upon the slse of
the vessel. If the weight la reduced 30
pounds per cubic foot, the ship will
arry from 3va to 400 tona more of
cargo. It la therefore important that
the concrete be made as light In weight
aa la possible."
I here asked as to the amount of steel
n the big ahipa, and waa told that each
of the larger vessels will have more
than 11.000 steel roda of the larger alxe
weighing "60 tona and an equal num
ber or more of ateel rods ranging from
one-half an Inch upward In diameter.
Each of these rode ia 00 feet long and
f all were joined together they would
make ons sreat strand ot steel ao long
ties which arise. A very Important
matter Is the durability of the ship and
whether Its life may not be lengthened.
Mr. Wig thinks it can. and his judg-
great consideration. In connection with
the bureau of standards here at Wash
ington, he has been engaged for a long
time investigating all matters relat
ing to concrete and its durability. It
was not long ago that he was sent by
the Navy Department to Inspect the
concrete construction along the At
lantic and Pacific coasts of this coun
try and Canada. He also visited all
the ports and examined the concrete
harbors of the West Indies Islands.
During this work he found that the
concrete was greatly affected by the
salt in sea wafer, a matter which Is
Important In making these ships to
sail over the oceans. He found that
wherever the concrete came in contact
with the aalt air it was deteriorating
and disintegrating, and that the dete
rioration was much greater in some
places than in others. For instance.
he examined a series of concrete plat
forms erected on concrete piles in the
Cape Fear River from Wilmington.- T.
C to the sea. The platforms were
built bv tbe lighthouse service to hold
the beacon lights outlining the chan
nel. At Wilmington, where the water
was fresh, it was found that the con
crete was almost as good as when it
was made, and that the steel used to
reinforce It was clean and free from
rust. .A little further downstream.
was brackish, the suit water had eaten
Into the iron, forming rust, while at
tbe mouth of the river so much rust
had been formed upon the iron that
it had swelled and caused the stone
posts and platforms to crumble to
pieces.
From these and other observations
Mr. Wig reported that sea water has a
bad effect upon concrete. He believes,
however, that certain methods of treat
ment may be used which will prevent
the salt water from reaching the iron.
This may be done by galvanizing or
painting the rods before they are put
in. This is being done In the ships now
upder construction.
It may be possible also to paint the
hulls of the ships so that the sea water
or moisture cannot go through the con
crete. As it is now, when the vessel
is completed, it is practically impervi
ous to sea water, because the cement,
when It sets, covers the outside with
a skin of limestone, which sea water
does not penetrate. This protects the
hull until it is abraided or broken, at
which time the salt moisture comes In.
The problems that enter Into the de
signing and building of a ship of this
kind are puzsling. The man who knows
nothing of concrete and the action of
metal upon it would naturally suppose
that If the steel rods in the concrete
rusted holes might be created through
which the moisture could seep. The
fact is, the rods swell with the rust
and break the artificial etone in just
the same way that the old Egyptians
used to break great blocks of granite
by drilling holes and driving in wooden
pegs, which they then soaked with
water. The water caused the wood to
swell and this broke the granite. In
the same way the particles of rust take
more room than the solid rod and break
the concrete.:
In fact, everything connected with a
vessel of th:.s kind is a matter of scien
tiflc study and experiment. Its build
ing must be carefully watched, for any
flaws that may occur during the con
struction are hidden in the concrete
after the ship has- been poured. This
is not the case with ships of wood or
steel, where the construction can be
examined, when the ship is completed.
For this reason the inspectors and su
perintendents must be men of more
than ordinary ability, and they , will
probably command as high, if not high
er, wages than similar men employed
on the steel and wooden fleet. Uncle
Sam will have his own Inspectors on
the Job all the time. It will be on the
common laborer that the saving will
come.
Among the factors to be considered
in building the concrete ship is the
stress that the hull will have to un
dergo in riding the waves. Thebuilders
must consider the fact that in times of
storms the great vessel of stone often
rests on two wavea with no support in
the center, and that thia tends to bend
up the ends and force down the center. '
Or the ship may be riding on the crest
of a wave with Its prow and stern in
the air, in which the tendency is to pull
down the ends and bend up the center.
In short, a continuous motion is going
on in the atoms of which the stone
construction is made. The men have to
know, all about thts motion; they muBt
understand' the elasticity of concrete
and how it compares with the steel rods
within it. I am told that they have as
certained that the stretch of the con
crete is just 10 times as great as that
of the steel.' In other words. If a cer
tain weight attached to a concrete post
suspended in the air. will stretch that
post, say, ten-one-thousandths of an
inch, which is, perhaps, the thickness of
a horse hair, the same weight attached
to a steel post of the same size would
stretch it only about one-thousandth
of an inch, equal to the thickness, per
haps, of a silky hair of your baby. 'At
any rate, tbe stretch of the steel would
be only one-tenth that of the concrete.
Now, a ship in action has a continuous
motion going on in the wear and tear of
the particles composing it. and, in a
solid mass like that of the concrete
ship, the effect of this motion must be
understood and accurately provided for.
These seem little matters to the ama
teur, but they are of great importance
to the scientific expert and the ship
engineer.
The work of investigating the prob
lems of the concrete ship is not con
fined to Washington. The Emergency
Fleet Corporation is seeking informa
tion from every part of the country, it
is in communication with and has en
listed the assistance of the experts
in cement-and concrete construction
throughout the United States, and all
are doing more r less work in study
ing the problems at hand. The cor
poration is also in touch with the work
that is going oil along the same lines
in various parts of Europe, and the re
sults of this work are being carefully
watched by the whole shipbuilding industry.
Half of the yearly egg supply
Is produced in March, April. May
and June. It is the season of
over-production, when more eggs
are laid than are consumed.
Back-yard poultry raisers and
others should take advantage of
this situation, and store the sur
plus eggs against the period of
under-production. It is just as
practicable to preserve eggs aa
It ia to preserve fruits and vege
tables, and a whole lot easier.
Now Is the time to do this, when
prices are low.
BT ROBERT ARMSTRONG.
Expert Poultrymaa and Writer.
FEW weeks ago. the wholesale
prices on fresh eggs dropped 22
cents a dozen In one day's trading
In some of tbe large Eastern cities; In
six days th prices dropped over 30
cents a dozen. Why? Because It was
the opening of the season of over-pro-
A"
ductlon. There had been a spell of mild
weather, the hens started to lay freely,
and aupplies came into the wholesale
markets in large quantities. Shipments
came In faster than they could be ab
sorbed on the basis of Winter prices.
bids fell off. and the prices sagged
heavily; result, a break In the egg mar.
ket. According to the reports it was
the sharpest break in prices ever . re
corded for such a brief period.
A similar situation takes place every
year. Egg production is not uniform,
and it never will be equally distributed.
Spring is the natural period for egg
production, and for about four months,
commencing with the first week in
March, half of our yearly supply - of
eggs Is produced. For the balance of
the year production is light, and during
the Fall and early Winter months it is
almost nil. Then it is that the prices
on fresh eggs soar. Farmers produce
practically no ezgs during cold weath
er; the available supplies are mostly
from commercial poultry plants..
So long as eggs are traded In on the
basis of the law of supply and demand,
prices are going to be low in the Spring.
BEARDED GOLDEN POLISH.
HESE races of Polish fowls were J white-shelled eggs, so that for a home
I first known as tha Crested Dutch.
-A- i. a. neie.hi that they came from
Italy to the Netherlands, thence to
Western Europe, and later to America.
The first of these varieties was the
White Crested Black: and from these
the Dutch breeders obtained the silver
and golden Polish, some with crests
only, and others witn iwin crests ana
beards. Tha Golden Polish, as shown
above, are of the latter variety, and
they have Immense crests and beards
which almost hid their eyes. Their
Blumaae la generally golden tan In
color, each feather laced or edged with
brilliant black.
The hen ar excellent layers or large
flock that will be a delight to the eye,
as well as a producer for the table, the
Golden Polish will be found both pleas
urable and profitable. The hens are
nonsetters, hence their eggs must be
hatched by other hens or by artificial
means. The chicks are rather delicate
unless kept dry. Damp ground or
damp coops ar fatal to young Polish.
In size these fowls compare with the
Leghorn and weigh about the same.
They are very fine-honed and carry a
larger proportion of desirable meat.
The legs are blue, or. in old specimens,
white; the skin is white, and each fowl
has a round protuberance on Its skull,
from which the feather of the crest
grow. -
The markets' are then glutted with
eggs, so to speak, and to find 'an outlet
for them the bulk of the shipments
must go into storage.
Backyard poultry raisers and farm
ers will find it to their advantage to
enter this field, if only to meet the de
mands of the home table. Why sacrl
flee your eggs at low prices in a glutted
market, when you might just as well
store them at home, and use this sur
plus later on? The professional egg
dealer find It profitable to store eggs,
why not get in on this ga'me? Very
little equipment is required, and the
risks are small, providing certain pre
cautions are taken.
It is not necessary to store the eggs
all at once; you can put them down a
few at a time every day, as you get
them. Preserving eggs is as simple as
preserving fruits. And where is there
a woman who -does not take pride in
displaying a storeroom or cupboard
filled with rows of Jellies, jams and
other goodies? She regards preserving
as a part of good housekeeping, much
the earn as cooking and cleaning.
The home preservation of eggs is by
no means a new practice: it bas been
observed for years. Unfortunately, only
a lew housewives have taken advan
tage of this opportunity to make a
worth-while saving. The chief reason
for this oversight is that the average
housewife does not know about it; or
if she has heard of it. she regards it
with -skepticism, or as being difficult to
carry out. These fears are groundless.
as we snail see.
Principles of Preservation.
To fully understand the keeping qual
ities of eggs, one should have some
knowledge of their structure. When an
egg is laid it is practically free from
the bacteria which cause decomposition.
but it is very susceptible to these micro
organisms, which gain their entrance
through the pores In the shell. The
chief source of infection is dirty or
damp nests.
Ekks resemble milk, in that tney oner
an excellent breeding place for bacterial
development; they spoil readily when
exposed to insanitary conditions. The
shell of the egg Is porus to admit the
passage of air when the egg is hatched,
so that the embryo may breathe; but
this shell is coated with a mucilaginous
substance, sometimes spoken of as the
bloom" of an egg, whicn prevents tne
entrance of bacteria unless the coating
Is verv old. wet. softened by moisture.
or rubbed off by careless nanaung.
Obviously, it is a poor practice to
wash eggs, or to hold them in damp
places: and it Is equally bad to expose
them to heat, or to handle them more
than necessary. Most of us appreciate
the fact that eggs are highly perish
able; yet the majority regard this per
ishability as having to do with the
fragile nature of the shell, whereas,
moisture is one of the greatest foes.
quite as destructive as heat.
There are several ways of preventing
bacterial development: One is by shut
ting out th micro-organisms, another
is by cutting off the supply of oxygen.
and a third method consists of lower
ing the temperature below the point
where this growth will develop, which
is commonly called cold storage. .
The housewife canrtnt hope to con
duct an individual cold storage plant,
but she can operate a system of ei-
luding the causes of deterioration, by
immersing the eggs in a liquid pre
servative, such as lime water or water
glass, which is another name for sodi
um silicate or potassium silicate.
Water Glass Treatment.
Some 20 or more methods have been
tried out in the preservation of eggs,
embracing every conceivable treatment,
from standing tbe eggs in brine to
coating them with shellac Only three
methods gave perfect results, and these
were: First, eggs coated with vase
line; second, eggs packed in a solution
of lime water, and third, eggs stored
in a solution of water glass.'
It was found, however, that the lime
treatment sometimes communicated a
distinct ordor and flavor to the eggs.
The vaseline method was too trouble
some. Because of these facts, the water
glass treatment is to be recommended;
it has given satifactory results under
various circumstances for a number of
years.
Water glass, or soluble glass, is com
monly sold in two forms; a thick,
syrup-like liquid of about the consis
tency .of molasses, and in the form of
a powder. Both forms are sold by lead
ing druggists, though the liquid glass
la probably the most popular. Usually
a considerable saving can be made by
ordering the material direct from the
manufacturers at wholesale prices.
According to the test conducted by
the leading agricultural stations, a
solution of the desired strength may
be made by dissolving one part liquid
water glass in ten parts water. If the
powdered glass is used, a slightly smal
ler quantity of the silicate may be
employed.
Only pure water should be used in
making the solution, and to be sure of
the purity, the best plan is to boll the
water for about 20 minutes, then allow
It to cool before adding the silicate. In
the case of powdered glass, stir the
liquid' vigorously to prevent the forma
tion of lumps. The water glass is
heavier than water, and -will go to the
bottom unless thoroughly mixed.
Stone Crocks Are Bent.
Almost any sort of a container will
do for packing the eggs, but It Is best
to use one of wood, glass or crockery
than one of metal. Large earthenware
crocks which have a glazed or vitrified
surface re preferable. They are
easier to clean and will not absorb the
solution. Five-gallon crocks fitted with
covers are most desirable.
Thoroughly scrub and scald the con
tainer before it Is used, and then store
the filled receptacle In a clean, cool
place, such as a cellar. If kept too
warm, excessive evaporation is likely
to happen, in which event the silicate
Is apt to leave a slight deposit on the
shells of the eggs. All eggs must be
completely covered by the solution as
long as they are in storage. If some of
the liquid evaporates, add to it from
time to time.
If the eggs are carefully packed in
the vessel, on end and close together,
a gallon of water glass diluted in the
proportion of one to ten, will cover
about 60 dozen eggs. Endeavor to
keep two Inches of the solution over
the top layer of eggs at all times.
It is not necessary to pack the eggs
all at once. In the case of small flocks,
this would mean holding the eggs too
long: The eggs should be placed In the
preservative the same day they are
laid. The quicker they- are safeguard
ed against contamination the better.
As the eggs are gathered from the
nests place them in the solution.
It is essential, of course, that the
eggs be strictly fresh, and it has been
found that sterile eggs keep better
than fertile ones. Never use cracked
eggs; they are sure to apoiL
Since high-grade eggs are vital to
the success of the. work, it is best to be
on the safe side and test them before
they are placed- in the solution. This
is easily done by holding them before
a candle, to determine their freshness. -and
to detect the presence of btood
clots.
When we consider that one or two
spoiled eggs may break and render the
entire container unfit for food, it be
comes apparent that care at the begin
ning is paramount. '
The inethod as outlined is not- in-,
tended to keep eggs indefinitely, but
for a period of six to ten months, which
is sufficient to carry the operation overi
to the following season of heavy pro-'
duction.
GERMAN NAMES UNDER BAN
i
Australia Indicates Dislike for Kai
ser in Recent Ruling.
MELBOURNE, Australia. March 20. '
It has been decided by the Parliament
of South Australia that all towns in
the state bearing names of German
origin are to be renamed. Among the.
names are Verdun, Mount Kitchener,
Beatty, The Somme, Tbe Marne, Cam
brai, Jellicoe, Jutland, Sturdee and Al
lenby. The government announces that the
new names are selected with a view
to impressing on the minds of children
and others a knowledge of events con
nected wtih the war, particularly events
in which Australia played a large part.
GET RID 17 A T
0FTHAT V I
Free Trial Treatment on B9
quest. Ask also for my ''pay
when -reduced" offer. My
treatment has often reduced at
the rate of pound a day. N:
dieting, no exercise, absolutely
safe and sure method.
Mrs. E. Bateman writes: Have
taken your treatment and it is
wonderful how it reduces. It
does just as you say. I have
reduced a pound a day and feel
line.
Mrs. Anns Schmidt write,: I weighed 17S
pounds before I started your treatment and
I now weigh 138 pounds. You : may print
this it you like.
These are just examples of what my treat
ment can accomplish. Let me aend you
more proof at my expense.
DR. B. NEWMAN, Licensed Physician. -286
Fifth Avenue New Tork, Desk K-301.
To SAVE LITTLE CHICKS
and help them to crow into big,
tronf. healthy birds. FEED
III
Diamond Chick Food
Ask for Poultry Supply II
Catalogue and "Buckeye"
Booklets. l
f
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