Evening Republican, Volume 21, Number 215, Rensselaer, Jasper County, 19 September 1918 — Page 2

Great Lakes Linked With Atlantic

Great Barae Canal of New York. Marvel of Enoineerina. Aids Wax Transportation

By ROBERT H. MOULTON.

f" |HE opening for through trafTflc of the Barge canal of NewYork, remarkable both for its picturesqueness and for the mmbi engineering difficulties overjS come in construction, which links the Great Lakes with the Atlantic Ocean was formally celebrated recently. The completion of this great Inland waterway, which required 13 years to build and involved the expenditure of approximately $150,000,000, will be a wonderful boon to wartime transportation. It will relieve the railroads of a tremendous quantity of nonperishable freight. Its capacity is estimated at ten million tons annually, which is the equivalent of half a million carloads. The canal is made up of four different channels, all of which have the same general dimensions, the depth being about 12 feet and width varying from 75 feet in earth sections of “land line” to a minimum of 200 feet in the beds of canalized rivers and lakes. These channels are: The Erie canal, or main line, between Buffalo and Troy; the Oswego, running from Syracuse to Lake Ontario; the Champlain, extending from Troy up the Hudson to Lake Champlain, and the Cayuga-Seneca, connecting the so-called “FingerLakes” with the main channel. By means of the Hudson river, New York city and the municipalities and villages south of Albany are brought into touch with the system. This new channel was constructed in accordance with principles radically different from those which governed on old canals. On these old channels the idea was to keep the hillside above the rivers and streams and to use animal power for towing purposes. In the present work, however, the practice in vogue on the Continent, where the lowwater routes available In natural streams are used, has been followed wherever practicable. In fact, the larger part of the new system consists of the canalization of the rivers and lakes. Locks and Dams Built In order to make navigation possible on the rivers and lakes it was necessary to maintain a specified minimum depth and provide what is termed “slack-water navigation.” • This was accomplished by the construction of dams and locks, the dams holding the water at a 5 more or less fixed elevation above the level of the stream and the locks permitting the barges to move from one level to another. Between Little Falls and Troy, on the Erie canal, tin dams have been constructed, which provide for navigation on the canalized Mohawk river. Two of these structures are of the “fixed type” while eight are movable. These actually make the river a series of lakes, the water between the dams being practically level and ordinarily without much current. A lock is constructed at one side of each dam to enable the barges to pass from the different levels. Many travelers across the state have wondered at the movable dams which appear to be steel bridges, yet have no approaches. This type of structure was necessary, however, because from the bridge floor of each structure the controlling works, which swing underneath, are operated. These works consist of heavy steel frames and gates which may be lowered or raised at will by operating electric winches running on the bridge floor of the dam. The particular function of the movable dam Is shat when the gates are raised, during the winter months and spring

Cattle in Forests.

V To meet the war needs of the United States sheep and cattle will be grazed on the national forests in ins creased numbers this year. Half •. million more sheep and nearly a quarter of a million more cattle will be taken care of this year than last, according to the officials of the forest sendee. This will bring the total number of stock grazed under permit to about 9.000,000 sheep, 2.300,000 head o. cattle and 51,000 swine. This increase *“ on top of an increase of 200,-

quantity of water, thus keeping each pool at its proper level. Highest Lift Locks. There are 36 locks on the Erie canal, all of which are massive concrete structures, having Inside rectangular dimensions of 300 by 44.44 feet and a lifting capacity varying from a few feet up to 40% feet At Waterford the locks are so constructed that a series of five serves to lift the barges from the Hudson river to the canalized Mohawk river, 169 feet above the level of the government lock at the Troy dam. These structures have been called the world’s greatest series of high-lift locks and their lift is double that of the locks in the Panama canal from sea level to summit One of the highest lift locks in the world is located at Little Falls, where the difference in pool elevation is 40% feet. This massive structure has concrete walls, which stand 80 feet high and are 30 feet wide at the base. The lower gate is of the lift type and is raised and lowered, instead of being swung open and shut as are the gates on other locks. In the operation of all locks the water is admitted to and drawn from the chamber by means of culverts running through the side walls, and the openings have been so designed that the filling and emptying of the chamber is only a matter of a few minutes.* The locks are all electrically operated and the chambers are filled or emptied while the gates and valves are opened or closed by simply turning a lever. Safety devices are also arranged so that, errors in operation or navigation are practically eliminated. The Erie canal is spanned by 232 bridges, of which 50 are railroad crossings. The clearance under these structures must be at least 15% feet. Guard Against Accident. In the “land line,” guard gates have been provided which are located about ten miles apart. These are steel structures, suspended from towers and may be lowered to hold the water, in case of emergency, such as might exist if an embankment became weakened or any similar accident made it desirable to unwater any section of the channel. Numerous culverts and spillways which keep the water from overflowing the banks bave been provided and a hundred million yards of earth and rock have been removed, while three million yards of concrete have been placed. Whilß the actual construction period has been about 13 years, this, considering the magnitude and ramifications of the work, is a very short time. The many structures and the nature of the territory through v\hich the different channels run has made this one of the really important engineering undertakings of the age, and. the construction details have been the most extensive, the plans alone being some of the most elaborate and complete ever drawn up for any large construction work. The cost of handling freight on the railroads, before recent Increases went into effect, varied from two to seven mills per ton per mile, the average being between three and six mills per ton mile. It is now estimated that this figure will be reduced more than onehalf on the new canal system, owing to the larger barges and the thoroughly up-to-date facilities. The method of propulsion used is by power boats driven either by steam, electricity or the internal combustion engine, and it has already been determined from trial trips that the speed which may be maintained throughout the system is considerably in excess of that main-

000 sheep and 100,000 cattle made last year, when it was recognized that the country’s need for beef, mutton, wool and hides called for the fullest possible use of the national forest ranges. Through conservative handling of these ranges for more than ten years their productiveness has been steadily rising.

Should Stimulate Thinkers.

The British government has decided to offer a prize of SIO,OOO for a process of making a mixture of dehydrated

THE EVENING REPUBLICAN. RENSSELAER. IND.

tained by ordinary freight trains, either in normal times or under present conditions. Transportation Problem Acute. It Is admitted that the transportation facilities of our country, as well as our transoceanic shipping, underlie our ability to carry the present war to a successful conclusion.. The war has, indeed, brought us face to lace with a problem in transportation that is vital and critical. There is not a business community from one end of the country to the other that is not dealing with the question. A congestion has arisen that has affected almost every factory In the United States and even extended to our homes. The New York Barge canal offers a solution to many of our transportation problems. This waterway —and it may be called the most Important canal in the United States —has been thrown open at a time when its usefulness can be fully appreciated, and when it can fulfill a mission not dreamed of by its original projectors. It can easily carry a total of ten million tons of freight and this is as much as can be carried on one-fifth of all the freight cars on all the rail lines in the United States. It is equivalent to what could be carried on a string of freight cars which, if placed end to end, would extend from Denver to New York city.

Color and Horse Character.

An old cavalry officer says that one may judge the constitution and character of a horse from its color. Bright chestnuts and light bays are high spirited, but nervous and delicate. Dark chestnuts and glossy blacks are hardy and good tempered. Rich bays have great spirit, but are teachable. Dark and iron grays are hardy and sound, while light grays are the opposite. T >ans, either strawberry or blue, are the hardiest and best working of all, even tempered, easiest to train, taking kindly to everything. Rusty blacks are distinguished for their pig-headedness. A horse’s “white stockings” give another clew to character. A horse with one white leg is a ba<j one, with two its temper is uncertain, with three it Is absolutely safe, with four may be trusted for a while only.

Why Indeed?

If we may judge by the recent and determined intrusion of spirits into authorship, heaven bids fair to be stacked with printing presses. One of’ their number, ipdeed, the “Living Dead Man,” whose publishers have unhesitatingly revealed (or, I might say, announced) his identity, gives high praise to a ghostly library, well catalogued, and containing millions of books and records. With such resources at their command, with the universe for inspiration, and the uncounted dead for readers, why should disembodied spirits force an entrance into our congested literary world and compete with the living scribblers who ask their little day?—Agnes Repplier, in the Atlantic.

Selling Money a Business In China.

In China dealing in money is a business, one of the flourishing industries of the country, says World Outlook. There are shops that deal in nothing e l se —money exchange shops. You will find one in nearly every twisted little street In every city, often merely little holes in the wall, where a skull-capped proprietor sits behind a brass railing with little piles of money on each side of him and swiftly fingers his counting board. Here you go shopping for money, just as you go for white flannel, suits, eggs, green jade djpd Canton silk—and you bargain J ust g s I ® n « and just as hard in the oblique and devious ways of the Orient A, na " tional currency system there is not The coins, like the dialects, change as you go from city to city.

coal tar with mineral petroleum oils suitable for admiralty use as fuel oil. This will be awarded to the first competitor submitting a successful' process which must be capable of ready and economical application without undue absorption of material and labor.

Good Money for Day’s Work.

It Is said that a boat with five fishermen went out seining from Orr’s island, Me, for herring recently and received SSOO for their day’s work, Sharing SIOO each.

SKIRTS ARE TO SWEEP INSTEP

New York.—lt is difficult to talk of economy and conservation in respect to a brand-new fashion that is hurled at us out of the blue. Yet the combination Js not only possible but oftentimes satisfying. What is called the new skirt was advanced last December in America by American designers, and it had been exploited here for house gowns six months before, so it is not new-; recites a fashion correspondent. It might be called a purely American design, although the house that exploited it for the evening is under the strongest French Influence. However, it was an independent, action and nad nothing to do with Inspiration from Paris. The second American house that started the long skirt for the street acted in an independent manner. This skirt was not taken up, although it was constantly worn by the woman who designed it. We are rather slow to catch on to a new fashion, but when we do like it we overdo it Therefore it is likely that the long skirt will become an accepted thing, in mass, before Thanksgiving. This prophecy may be wrong. It is no time to forecast anything in any quarter of life. But the propaganda for the long skirt is sinking deeply into the hearts of women and spreading itself far over the continent. Mind you, these skirts are not according to the lines that we have worn. Sometimes they are straight, but often they are slightly draped upward at the back, and there IS a growing tendency to make a skirt, exceedingly narrow and sweeping the instep, and then a draped tunic, which is a quick reminder of the pullback skirt of other days. So, you see, the designers are kind to us after all. They provide a new skirt and a s new silhouette, but they do not compel you J®., buy a new gown. She who has money and little leisure will purchase the new garment; she will find it possible to arrange the new idea through the combination of an old frock draped into a tunic and a new skirt narrowly cut at the hem. Conservative women are delighted. They abhor the short skirt, which, through our usual extravagance in overdoing things, has resolved itself into Scottish kilts. Facing the New Season. August is a serene or stormy month, as you look at it. You may determine tp wear “whatever” clothes, faded and shabby, until the first frost demands

Broad silk Hercules braid is used in conventional lines across the front of this skirt of thin blue serge. The sides are treated In an unusual manner. They are slightly full from armholes to waist; are held down by braid over the hips, and then flare Into plaitings, a-warm frock; but if you do this you are not making the best of things. You will find that all about you women are extraordinarily keen about their appearance today. Those who were sloppy have become careful;; those who were shabby have become smart; those who were unstylish have pulled themselves into the picture of the hour. Clothes have undergone the same transformation as everything else In America- Economy and conservation are the keynote of dressing, but only the very indifferent or the overburdened and morbid woman is careless ofherappearance. . - - The word “morale” has become the foundation stone of this war, and

women, who are keenly emotional, hold on to it as to a life rope. They must not be morbid and they must not be shabby. Optimism must shine from their faces and their clothes. This is a part of their burden, and

Unusual cape In black and white satin. It hangs loosely over the figure and is pulled upward In folds, sarong fashion, and fastens at the waistline with a loose girdle. .It is lined and piped with white satin, and the unusual cape Is also of white satin. The deep cuffs are fastened with Jet links, the mass of women have risen to it, as women can be depended upon to do in any national emergency. Capes Attract the Popular Fancy. There is small hqpe for a topi coat these days. Its career was abruptly ended when capes became the fashion. Foresighted women indulged In the loose, picturesque cape two years ago and clung to the theory that it was the comfortable and suitable type of covering for a frock or a suit The shops finally took up the theory and offered loose wraps at all prices, from sls to $l2O. There Is no diminution in the fashion. The economical woman finds that a fresh new covering can hide a faded or dusty goWn and give one a feeling of self-respect in public places. The new capes are suitable for coat suits as well as frocks, and their fabrics run the gamut. Satin, georgette crepe, all the heavy Chinese silks, striped and plain taffeta, broadcloth, velour and chiffon are chosen. Now the top coat has become a part of a costume, and it even' permits a cape to be worn over it It is rather fascinating as a redlngote. It resolves itself into this kind of garment but when it is of crepe de chine or extra soft satin it is slipped over a severely plain chemise frock of another color and forms a polonaise.

These new topcoats follow the path blazed by the jackets that belong to suits, In that they do not fasten In front. In fact, they do not pretend to even meet in front. They are broad enough to reach across the chest and waist, but the fashionable trick is to push the fronts back until they are almost under the arms, in order that a broad expanse of the frock may show. -Do not run over this item as an insignificant one. It is a fashion that was begun in Paris five months ago, when the first warm weather broke into being, and it has ruled since then. In America we are just beginning to take it up with any enthusiasm, and by the time we have established it as a fashion our cold weather will make us bring the fronts of our.coats together and fasten them snugly from collarbone to hips. If one uses a long or short, as a redingote the need for fastening will not present Itself, for the cold weather will bring in the cape of cloth or fur, with Its huge collar, and one may wear any kind of costume beneath it Herein lies its value to the economist. The Pompeian black and white combination is brilliantly done in capes that are worn on the street as well as to evening affairs. The body of the cape is of black satin, and the decorations are of white satin. The weather Is hot enough to permit these thin fabric capes to be worn during all the waking hours. They cover a multitude of bad. details in a gown that could not do service if exposed to the searching sunlight (Copyright 1918. by the McClure Newspaper Syndicate.)

The Use of Fringe.

Fringe is much in evidence for trimmings and is very effective in some instances. But one must admit that the flowing capes, bordered by long, sweeping fringe, which have been much on view this season, are far from artiMtla.

SOT THE BANANAS

Patriotic American in Bordet Town Did Extra “Bit” How Marching Boy* In Olive Draft Got Delicacy Almoat Under the Eyes of the Discipline* Loving Sergeant It is midnight In the border town across the river the populace has gone to bed. The streets are deserted and silent save for the measured tread of the occasional policeman on his nocturnal rounds. But the lights are still glowing in the railway station on the water front, their brightness intentfled by the enveloping gloom, j A train of Pullmans rumbles in from the ferry dock with a great jangling of bells and creaking of wheels as the brakes take hold. In the stillness of the night the racket is magnified a thousandfold, but the town slumbers on. Above the incessant clang of the locomotive bell and the hiss of escaping steam there comes to the ears of the wayfarer from the States a sound that instantly claims his attention —the rhythmic tramp, tramp, of feet, hundreds, thousands of them it seems, as the faint staccato becomes a muffled roar. There is no resisting its lure. The wayfarer turns in his tracks and

waits. “Left—turn!” rings out the crisp command close at hand and, with wheel-like precision, a column of marching men in the familiar olive drab rolls into view around the corner. “Yanks, sure as I’m alivel” exclaims the man from the -States as he falls into step and follows along the sidewalk. Yes, Yanks —Uncle Sam’s own doughboys on their way to Berlin via the western front, and out to limber up and get a breath of fresh air while a new engine is being hooked up. * On they come, alert, keen-eyed fellows fresfi from the training camps, splendid Americans all, and eager for a brush with the Hun. Still the town slumbers —It is accustomed io such sights; but to the American, taken unawares, it is an inspiring thing.

Far up the street an oasis in the black desert of night, a friendly light beacons. As the. column approaches the boys recognize the familiar outlines of a fruit stand. The enterprising merchant knows all about these midnight “parades” and is prepared. A thousand pairs of eyes turn hungrily to bunches of yellow bananas dangling from their hooks, but the trim young sergeant is looking straight ahead. They are all business, those sergeants. The man from the States has seen it all; it is his chance. A crisp American bank note quickly changes hands and presently there is an empty hook where a bunch of bananas hung a moment before. Magically, it seems, the coveted fruit has found its way into the rear ranks. Like a cork in a rough sea the bulky thing is tossed along from line to line, growing constantly smaller until the bare stalk is thrown into the gutter, leaving a hundred bulging pockets in its wake. Thus did ene patriotic fund subscriber do an extra “bit” for the boys of the olive drab. At any rate, he wore the patriotic fund emblem on his coat

Get Complete Family Record.

Sugar records now being kept in grocery stores are causing some perturbation on the part of grocery men. Since the food administration limited the amount of sugar a family can Use per month, the grocers have had to keep track of the amount sold to each customer. For this purpose they use a sort of book, or ledger, in which the customer’s name and address, and other information pertaining thereto, are recorded. Since most of the purchasers are women, it can be imagined that the grocers’ task, sometimes, is not so easy, but the women, realizing that the information must be-given, have gracefully accorded it. Nor-is that all. Grocers do tell that they get more Information than they have any need for. Here’s how it is: ‘They insist on telling me all about little Johnny, and what little Susie Is doing today, and—why, say, since, we started this here sugar record, we know the complete family history of all our customers.” Now what do you know about that? —Washington Star.

Modern Armor.

The soldiers of old went forth to fight, clad in cumbersome and expensive armor, which, while serving as a protection, nevertheless hindered them from putting forth their best fighting strength. Today Martin Jelalian, an inventor of Rhode Island, has made it possible for a soldier to be protected by armor. He 18 one of several dozen inventors who have reinvented the coat of mail. The device is a bulletproof metallic structure, which surrounds the body and extends from the top of the shoulders to below the thighs. This steel coat consists of two like parts held together across the chest by means of straps. Hooks attach the coat to semi-cylindrical pieces of metal which fit closely about the upper part of the leg and are fastened behind by straps. The inner surface of the armor is padded. The head is protected by a lined mask composed of the sama metal.--Popular Science Monthly.