THE NENANA DAILY NEWS
Application made April 1. 1918, at the postoffice at Nenana, Alaska,
for entry as second class mail matter, under the Act of March 3, 1879
“WHERE RAIL AND RIVER MEET”
Published every afternoon except Sunday, by the Nenana Printing
Company, at First and B Streets, Nenana, Alaska.
R. G. Southworth..Editor and Manager
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MEMBER OF THE ASSOCIATED PRESS
The Associated Press is exclusively entitled to the use for re-publi
cation of ail news dispatches credited to it or not otherwise credited in
this paper and also all the local news published herein.
THE TRUTH ABOUT RUSSIA
An interesting: insight into the
views of a Russian leader on the
troubles and failures of his own
people is given by President Nich
olas B. Tchaikovsky of the Northern
Region in an article written for
the American Sentinel, the news
paper for American soldiers, pub
lished at Archangel.
Writing for the members of the
American Expeditionary Force, Pres
ident Tchaikovsky said: "It is true
that Russian culture is very recent
and lacks the brilliancy and accom
plishment that are so characteristic
of the large American cities. It is
particularly noticeable that what
we borrow from abroad does not
easily adjust itself to our founda
tions. But, as if afraid to be left
behind by our more progressive
neighbors, we have acquired this
foreign superstructure without hav
ing first properly prepared the
foundation.
“Thus we had brilliant electric
lighting in our capitals long ago.
whereas the peasants in the tillages
have only recently ceased using
wood splinters to light their huts.
Our universities and scientists are
well known throughout the world,
while scarcely thirty per cent of
our country folk are able to read
and write.
“In our social and political life,
one observes the same peculiarity
For more than fifty years we lived
under a rule of veritable slavery
to bureaucrats, imperial gendarme
and police, being deprived of the
most elementary rights of citizen
ship. But at the same time we
used to have all shades of political
and socialistic doctrine, whose ex
ponents sought an immediate answer
to the social problems and the adop
tion of ideal methods -of distribut
ing the wealth of the country.
“In a word, we have been very
anxious to absorb the latest ideas
of western civilization without -be
ing at all sure there was room for
them in our own life. We have
always been more concerned with
the affairs of the wide world than
with the crying needs and faults
of our own nation. We have actu
ally learned to be indifferent to our
own national interests and ashamed
to be patriotic.
“Unfortunately, some of our
splendid natural gifts, our achieve
ments in art, music and literature
have given some of us the conceit
that we have been called upon to
teach other nations how to solve
their most difficult and complicated
problems Thus, it is said that
Lenine, according to his own state
ment, undertook so daringly his dan
gerous experiment with our Russian
affairs not so much for our own
sake as to teach a lesson to all
mankind. Leaving aside his other
motives, it would be difficult to
find a better personification of
van:ty and conceit.”
ENGLISH LABOR PROBLEM
An economic battle is being waged
over the 1,500,000 unemployed
women of England who earned good
wages chiefly as munition workers
during the war. Some English news
papers and commentators are asking
if a sex war is one of the sinister
possibilities of the future. The>
point out that the situation is more
dangerous than when the suffra
gettes were wont to smash windows
' and terrorize the London police be
; cause the women did not then know
the full measure of their power.
Since the armistice was signed
it has become more and more ap
parent that these 1,500.000 women
workers would have to return to
private life so as to give opportunity
of employment for returning sol
diers. But they have not accepted
the situation with good grace, and
have answered the challenge of the
economic condition by strong organ
izations whose avowed intention is
to safeguard the position of woman
in industry'.
The most important of these is
Lady Rhondda’s newly inaugurated
Woman’s Industrial League, which
has opened offices in London and
sent organizers into all parts of
the country. Lady Rhondda's plans
are viewed with suspicion and some
measure of distrust bv professional
woman- labor leaders.
. Dr. Marion Phillips, chief woman
officer of the Labor Party, asserts
that the agitation conducted by
Lady Rhondda’s league is calcu
lated to lead to bitterness and sex
strife between men and women
workers.
PARIS WOMEN STRUGGLE
FOR CHOCOLATE RATION
PARIS.—Children born in France
since the beginning of the war have
iust made a glorious discovery.
They have tasted chocolates. In a
congested quarter of Paris, writes
an Associated Press correspondent,
a line stretching for more than a
hundred yards waited a chance to
enter a grocery store. Four police
men were keeping order among
the crowd and women were actually
struggling for a place in the line
“What are they fighting for?”
h policeman was asked.
"The store is selling a quarter
of a pound of chocolate to each
one,” responded the officer. “That
is the reason why you see so many
women bearing their children in
arms, they are allowed half a pound
then.”
The correspondent asked one of
the women who had with her a fine
child and was stubbornly holding
her place on the slippery, slushy
sidewalk, whether she thought it
, was worth while to risk pneumonia
' in order to get half a pound of
chocolate.
“You see,” she replied, “this baby
: has never yet tasted chocolate.”
: WOOLGROWERS TO HAVE
PROSPEROUS SEASON
SALT LAKE CITY.—A wool clip
approximating 2,000,000 pounds is
! in sight along the lines of the Den
! ver and Rio Grande railroad In Utah,
I according to E. S. Blair, division
freight agent of the road, who re
, eently completed a trip over these
■ lines. Mr. Blair anticipates an im
mense traffic in wool and sheep
this spring.
The sheep have wintered well,
reports received thus far indicate
I There has been no scarcity of feed
I and the quality of the wool is ex
I pected to be the same as in 1918.
: Growers appear to be concerned
chiefly with the market price; their
: anxiety being due to a fear that
' a surplus of wool in the hands of
the government may be thrown
■ upon the market, although govern
ment officials have denied that
■ there is any such intention.
CONCRETE SHIPS ARE
IN SERVICE TO STAY
SAN FRANCISCO.—The concrete
ship has come to stay; it is to be
a real and active competitor of the
steel ship, according to R. J. Wig,
head of the concrete division of the
Emergency Fleet Corporation, Wig
has just completed an inspection
tour of the five yards where the
United States government is turn
ing out concrete ships.
Just a year ago the first concrete
ship of commercial size was launch
ed here and was christened the
“Faith”. Shipping men and particu
larly structural engineers say that
perhaps no ship ever was the sub
ject of so many skeptical forecasts
while bing built and previous to
operation than this. Yet these mer
declare the name was a happy one
and that the faith of her builders
has been justified.
The Faith, according to last re
ports, had traveled more than 30.
000 miles, and no defects of con
struction have manifested them
selves other than her performance
has shown how better concrete ships
can be built.
Three ships are being constructed
of concrete by the government c-n
San Francisco Bay, three in Mobile
Alabama, and two each in yards
at Jacksonville. Wilmington and San
Diego. All with the exception of
two, one at San Francisco and one
at Mobile are oil tankers. The two
exceptions are being constructed for
general cargo, but every boat is of
7,500 tons capacity.
The concrete shipbuilding industry
vet is an experiment, recognized au
thorities said. Designs that seem
ingly represent the best thought and
the ultimate for at least a short
period of time may be discarded in
a day-.
One of the chief objections made
to concrete ships was that the weight
of materials going into the ship
would make the craft so much
heavier than a steel ship of like
carrying capacity that the differ
ence in propulsion costs would
make operation of the “stone ship”
prohibitive.
This was believed true until Wig
and his associates evolved a new
mixture for their concrete, the chief
ingredient of which has been likened
to puffed brick that have been pul
verized before mixing with the
binder cement. Formerly the usual
concrete mixture weighed 145 lbs.
to the cubic foot. Now the govern
ment used a mixture weighing but
100 pounds to the cubic foot.
The new mixture reduces the
weight of a 7J500 ton ship a total
of 1,600 tons.
But the lightened mixture created
another problem and forced a new
design for the ships. Designs had
been made for a ship made from the
old mixture. Lightening the con
1 crete one-third would create too
much free-board above the water
line. When empty the ship would
have the tendency to behave much
like a cork. Stresses were made
different throughout the ship. The
center of gravity was changed and
in fact the engineers say every vital
point in ship construction was in
some way affected.
Because of the new mixture the
engineers can theoretically prove
the concrete ship of 7,500 tons will
be of less weight than a steel ship
of equal capacity- However in
i practice this theory yet is to be
> proved and the engineers will not
■ stake their word that the theory
, and practice will “jibe”. But at
i least, they do say, one of the chief
• objections tothe new ship has been
■ overcome.
It is known the concrete ship
i is a better carrying medium than
: steel for the transportation of oils.
, This is because the concrete is oil
, tight, while steel is not. Oil is
[ harder to contain than water, ac
■ cording to engineers. The steel
plate joints of a steel ship allow
seepages, while the concrete is en
• tirely tight.
As an engineering problem, it is
agreed the concrete ship is prac
i ticable, but performance on the high
■' seas yet must prove its worth as
: a competitor of the steel ship in
j all lines, the engineers and build
ers said. If the concrete ship
proves heavier than steel she will
displace more water rfnd more dis
placement means more propulsion
costs. Yet this may not always
work against the concrete ship, be
cause most ships’ cargoes are of
cubic measured tons instead of by
actual weight.
Thus a concrete ship carrying a
7,500 ton cargo of manufactured
goods might still be carrying less
weight than a steel ship loaded with
steel rails or with a cargo of ore.
It has been estimated a concrete
vessel can operate in competition
with steel if cargoes are carried
which measure 52 cubic feet or
more to the ton. Statistics show
the average ton of ocean freight
entering New York harbor measures
70 cubic feet to the ton.
Opinions regarding concrete ships
differ. One expert will say the
concrete ship eventually will meet
steel ships in every kind of com
petition. Another will say the
field is limited and that never will
a great ocean liner of fast speed
for the carrying of the best pass
enger and freight trade be a success
The first expert will answer this
with the statement there is less
vibration to a concrete ship than
in a steel and that the easiest riding
ship thus will be concrete. He also
will declare the questions of speed
and decreasing costs of operation
is one engineering skill will solve
when called upon to do so after
ships now being built have been
operated long enough to learn their
faults and good features.
No one now will attempt to fore
cast the next design for concrete.
It is not known whether it is best
to build the sides without stress
or design them so stress by weight
shall be borne partly by the side
walls. Neither is it known whether
the ships would be most efficient if
built longer and with the same or
less width or whether shorter and
wider or decrease should be made
in depth.
Only two designs are now being
used, one for all the oil tankers
and the other for the cargo boats.
All are being constructed to the
dimensions 340 feet long. 31 feet
deep and 46 feet wide. An oddity |
of their construction is that while
the walls of a concrete ship are
four inches and thicker and the
walls of a steel ship but five-eighths
of an inch, the concrete ship has j
greater carrying capacity when the |
ca»go space is measured.
Captain Harold D. llynds is in
charge of the concrete shipbuilding i
opera*tons at San Francisco. He,
said:
“Every day every one in touch
with the building of concrete ships j
becomes more optimistic concerning;
Ah- p;s: iDilities and future ”
Captain Hynds and otneis be
lieve that if designs are perfected
that allow economy of operation,
the "stone” ships have a great
future. Today they point out that
while steel ship construction costs
an average of $210 a ton in the
United States, concrete ships can
COLES AIR TIGHT
HEATERS
RANGES
OF ALL DESCRIPTIONS
Yukon Stoves and Drums
Air Tight Heaters
Any Thing in the Sheet Metal, Plumb
ing or Heating Line
Tanana Sheet Metal Works
WANT ADS1
FOR SALE AT A BARGAIN—Vic
j trola Xo. 10 with fifty records;
' Singer sewing machine; all prac
I tically new. Inquire News office.
: be built for an average cost of
SI50 a ton.
Labor is another big item in con
crete ship construction So is
j speed in building. Very few highly
j skiled men are required to build
a concrete ship against practically
all skilled workers on steel con
struction. But a fraction of the
time required to build and launch
a steel ship is required to put a
concrete ship into the water.
__ i
DISTANCE TABLE
NENANA TO TALKEETNA
—
Talkeetna is the end of steel on
the coast division.
From Xenana to Xo. Miles
Xenana rrossing (by rail).43
j Lignite . 52
Riley Creek . 70
| Jack River . 90
Broad Pass Summit .110
' Sullivan's . 128
Indian River . 162
Dead Horse .182
Talkeetna .. 202
The distances given are approxi
mate.
,ws.s.
* "WiX SAVINGS STAMPS
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Membership List
Nenana
Commercial Club
Anderson, Herman
Allred, Mrs. Clara
Bergman, Charles
Brown, Jess
Berggren. Ernst
Browne, F. D.
Bresnahan, E. D.
Blanlcfield, D.
Bowen, J. R.
Blair, Roy
Brooker, Ed
Bennett, J. F.
•Ball, I. B.
Brown, Erie
Bums, R. E.
Coutts, \V j.
Calderhead, It. \y.
Campbell, N. J.
Coghill, W. A.
Cooney, M. J.
Doner, Frank
Diven, R J.
Douse, Fred
Davis, Harry
Ekeland, Alf
Dunk, A B.
Finlayson. K A
Fisher, Joe
Flower. J. H.
Foster, Steve
Gagnon, Wm.
Ghezzi, Alfred
Head, E. A.
Haslem, H. G.
Hagan, James
Hill, L. W.
Hagen, Hans
Hoey. Andy
Gray, E. B.
Gilcher, W. H.
Hyland, Mike
Isabel, L. C. —
Irvine, A. J. - •,
Johnson, A. G. •
Jones, Frank
Julian, W. J.
Johnson, Joseph
Jepson, Peter
Joseph, H. B.
Koland, Knut
Ketooroky. John A.
Laughlin, E. L.
Lund, E. E.
Lehr, Q F.
Markus, George
Mortensen, Peter
Myers, R. R.
Moore, Frank B
Miles, J. H.
McDonald, R. S.
Martin, G. S.
Morris, R. c.
Mash, Martin
Owen, Harry
O’Keefe, Larry
Parks, S. E.
Pennington, G. W
Palfy, Paul
Packer, W. L.
Ryan, W. A.
Rosburg, Herman
"Roth, Andy
Rodigkeit, Wm.
Sborgia, William
Shaw, Harry N\
Stol, Mels
Schmidt, Carl
Schaeffer, M. A.
Slippern, /. A.
Simson, Lipman
Scott, J. H.
Sellander, C. J.
Stone, A J.
Schmidt, Pete
Smith, Chas.
Smith, George A.
Southworth, R. G.
Spira, Frank
Taylor, Frank
Tunison, B.
Thompson, Theodore
Toussaint, J G. K
Tyler, M. V.
Taylor, Wm. J.
Verhaeghe, Cyriele
Van Orsdel, J. C.
Woods, Geo. W.
Williams, E. A.
Waechter, R. I.