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The blue-ribbon incentive is often talked about in plans for stimulating scholarship. Phi Beta Kappa and other honor societies, prizes, fellowships, positions of honor as offered for high standing-all promote a competitive spirit in student bodies. For these guerdons, however, the competition is an individual affaireach man for himself.
Last week, a new vehicle for the blue-ribbon incentive was brought forward by one Robert S. Hale, Chairman of a committee of Harvard Phi Beta Kappa which has been investigating scholarship in secondary schools. Mr. Hale reported and his society adopted a plan for the establishment of an Interscholastic Scholarship Cup, to be contested by teams of students from every high school and academy in the U. S. The award-a bronze plaque-will go to that school whose team passes the = seven highest college board exami
nations each June. The school winning most often in the next seven years will place the plaque permanently in its "trophy room."
Urging his plan, Mr. Hale pictured school study-teams going into training, employing coaches, receiving their schoolmates' support (vocal and otherwise), "fighting" for the national scholastic championship as they would for a football title.
His plan adopted, Mr. Hale proceeded to write to 2,500 headmasters and principals, suggesting that they call their boys together, tell them to hold the Scholastic Trophy on a par with the football championship.
In the Bouwerie
Maidens in "gowns of a flimsy character," dancing, prancing lightly in the nave of St. Mark's-in-the-Bouwerie, glorifying God and the American girl, with Matthew, Mark, Luke and John looking on. They are gone. The famed "eurythmic ritual," so notable a feature of the afternoon services in the Manhattan church last year, will be dispensed with this season, announced the Rector, Dr. William Norman Guthrie. His reasons for discontinuing the dances described by Dr. Guthrie as "rather physical than spiritual." The difficulties of their preparation, together with the necessity for cutting down the Church's budget, has made it unwise to keep them up.
The dances, it is said, were never supported by the older parishioners. When, last Easter, A. Van Horne Stuyvesant went to inspect the grave of his ancestor, Peter Stuyvesant (TIME, June 23), he and his family departed without leaving their individual checks for $900 at the Church. The eurythmic ritual also brought upon Dr. Guthrie the Episcopal admonition of Bishop William T. Manning. "In disregard of my counsel... you used eurythmic or other dancing in said church. . . . Therefore I hereby notify you that I decline to visit the congregation and parish of St. Mark's (TIME, Apr. 7). Bishop Manning was shown in a cartoon quoting the words of a once popular music-hall melody:
The things they do and the things they
In the Bowery, the Bowery! But I'll never go there any more.*
For five years the First Presbyterian Church of New York City has had a queue of people waiting at its doors long before church time. For five years its pews have been jammed, its aisles utilized wherever possible. Yet not for five years has a Presbyterian preacher been the regular occupant of this popular Presbyterian pulpit. The occupant has been a Baptist all this time, a member of the Faculty of Union Theological whom the Seminary, Manhattan,
church invited in 1919 to serve as
But Bishop Manning did visit St. Mark'sin-the-Bouwerie last week. A member of the Stuyvesant family (Miss Catharine E.) died; and, at the request of the Stuyvesants and of Dr. Guthrie, Dr. Manning officiated at the funeral.
special preacher. The Baptist's name is Dr. Henry Emerson Fosdick. Vigorous, vauntless, straightforward, this man is as eminent and respected a teacher of men as might well be found today in any church of Christendom.
Last week Dr. Fosdick returned from a five-months' vacation to find his than congregation huger There were the usual faithful flock and in addition newspaper men, noted theologians, a visiting Bishop. Aside from being glad to have Dr. Fosdick back, these attentive hundreds were keen to hear what he was going to say upon a situation that arose last May between him and the General Assembly of the Presbyterian Church, a situation that might render this sermon his last in the First Presbyterian Church of New York.
The situation was this: In May, the Presbyterian General Assembly (at Grand Rapids) pointed out to the Presbytery of New York that, while he remained a Baptist, Dr. Fosdick "ought not to continue in a Presbyterian pulpit." The Assembly indicated that the logical way to remove "the cause of irritation" was for Dr. Fosdick to enter the New York Presbytery. Whether or not the Assembly expected Dr. Fosdick to do this, could not be guessed, but the Assembly well knew that no such assertions as those Dr. Fosdick made two years ago in the Modernist-Fundamentalist controversy could be held compatible with the Presbyterian Confession of Faith. One of these assertions was that a belief in the virgin birth was not essential to Christianity.
Since being informed of the Assembly's message, Dr. Fosdick, away, had had no opportunity of replying. In his sermon this first Sunday home, he referred to the question not at all.
His answer, a letter to the New York Presbytery, appeared in the October issue of that body's monthly publication.
Said Dr. Fosdick: "... I must in all honesty set my longstanding and assured conviction that creedal subscription to ancient confessions of faith is a practice dangerous to the welfare of the Church and to the integrity of the individual conscience . . . I sincerely regret ... so much uproar . . . I am sending . . . my resignation.
"I must not do what for me would be a disingenuous and fictitious thing, under the guise of taking solemn vows. I am sure you would not have me do it."
One morning last week, the countenance of William R. Timmons, Executive Secretary of the Greenville (S. C.) Chamber of Commerce grew stern. He had viewed the doings of Mutt and
BUD FISHER Stupid?
Jeff as reported one morning by the fecund pen of Artist Bud Fisher in The New York World. Mutt was seen abed, sleeping off the effects of a strenuous evening. Little Jeff was up, dressed, eager to explore the city in which they had stopped. Artist Fisher had indicated clearly that it was a city, not a town. He had indicated, moreover, that it was a city noted as a cotton center. That was what Little Jeff was going to investigate-cotton. Artist Fisher had named the city, too. "Greenville, N. C.," he called it and that was why Mr. Timmons' face had grown stern.
Mr. Timmons sat down and wrote a letter to The World, explaining that Mutt and Jeff had indubitably visited Greenville, S. C., not Greenville, N. C. Upon looking the matter up, The World found Mr. Timmons to be perfectly right. Greenville, N. C., is a mere town, on Tar River, noted only for tobacco, cotton not at all. Greenville, S. C., is a city with a cathedral, several collegiate institutions, cotton mills no end. Said Mr. Timmons: "I am wondering if you could not call the attention of your readers to the fact that this error has occurred. You may not know it, but Greenville has between 500,000 and 750,000 spindles."
Said The World: "Imagine a man like Bud Fisher not being cognizant of the vast difference between two such
Some time ago, Dr. William F. Koch of Detroit announced that he had found a cure for cancer. He said at the same time that he had no intention of making his cure public. For this he was expelled from the American Medical Association. Now he promises, through Cancer, a publication of the American Association devoted to the Study and Cure of Cancer, to give the details of his method in a forthcoming article. His theory is that the disease is caused by a germ which can be killed by the action of a chemical antitoxin in the body. This is a reasonable, almost a trite hypothesis. It is the formula of his synthetic antitoxin which is of absorbing interest to the medical world.
Dr. C. Everett Field, Director of the Radium Institute of New York, states that he has treated 78 cancerous cases with the Koch syrum. Said he: "Twelve cases are in the process of cure. Nineteen have died. Of those who died, it can be said that they were all in a class that presented the limits of lost vitality."
The "greatest medical centre in the world" (to cost $20,000,000) is to be erected jointly in Manhattan by the Presbyterian Hospital and the Columbia College of Physicians and Surgeons. Plans for this project were announced last week by Dean Sage, President of the Presbyterian Hospital. The section to be occupied by the Columbia College will cost $3,000,000, which has already been subscribed; the Presbyterian Hospital section will cost $7,000,000, $4,500,000 of which is still to be raised. The joint administrative board is headed by William Barclay Parsons and Dr. C. C. Burlingame. James Gamble Rogers is the architect.
A site has been selected-the old American League baseball grounds. No more peanuts, no more pop; beds will occupy the space that once contained bleachers; rubber gloves will replace the old saliva-oiled mits; and the palisades of the Hudson, that once echoed to the roar of ten thousand fans, will hear not a whisper,
The Presbyterian Hospital was founded in 1872 by James Lenox. I cares for thousands "without regard for race, creed or color." Over 65% of its ward service is given free When Lord Lister, about 50 years ago, brought forward his theory of antiseptic treatment in operations, the Presbyterian was among the first hospitals to adopt it, as it was also among the first to introduce medical social service and visiting nurse work Its present abode, antiquated and in
He announced the plans
adequate, was erected in 1892. Now it will launch a drive-the first public appeal it has ever made-to complete the building fund. Members of the committee in charge of this fund are: Thatcher M. Brown, Cornelius Agnew, the Rev. Dr. George Alexander, Robert W. Carle, Henry W. de Forest, Samuel H. Fisher, W. E. S. Griswold, Johnston de Forest, Dean Sage, William Sloane Coffin.
Are you one of the thousands he has made more successful?
OME twenty years ago a man stood in the Grand Central Station in New York, wondering where to go and what to do. He was sick, discouraged, ready to give up. By chance he picked up a little pamphlet and read it through. He left the station a new man, with
a new grip on life and a new belief in himself. Today he is the owner of his own business-happy, prosperous and a growing power in his community.
The little pamphlet he had picked up was Elbert Hubbard's famous "Message to Garcia."
What is there in "A Message to Garcia" to account for this amazing influence? It is the same thing that is to be found in all of Elbert Hubbard's writings. It is Inspiration.
This is the quality that has made Elbert Hubbard more than a great writer. It has made him a power for good in the lives of countless thousands of men and women. The most abject failures have turned to him for courage to build anew. The greatest captains of industry have nourished their spirits on his words.
Where do you get the inspiration for your daily work? Do you know the magic that Elbert Hubbard breathed into the printed page? Have you
experienced the rare exhilaration of contact with his dynamic personality? Have you drunk of the wisdom of his brilliant mind and caught the courage of his great heart? Have you found the happiness that lies in his sane philosophy of living?
If you know Elbert Hubbard you will understand the love that has inspired the Roycrofters to create a memorial to their founder in the form of The Memorial Edition of his immortal "Little Journeys to the Homes of the Great." No more fitting tribute could be conceived than to bring together in one beautiful set those unforgettable gems, recognized as Elbert Hubbard's masterpieces, that take us among the men and women of shining achievement in many fields. All of the one hundred and eighty-two "Little Journeys," written over a period of fourteen years, are contained in The Memorial Edition.
Introductory Price to be withdrawn December 31, 1924
Only a limited number of the Memorial sets will be available at the very low introductory price and on easy terms, as this offer will be withdrawn soon-not later than Dec. 31st, 1924. Those who are fortunate enough to obtain these sets will do themselves a lifelong service. Full particulars of the special low price and easy terms, together with an interesting monograph on Elbert Hubbard, and his famous "Message to Garcia" are yours for the asking. You can do nothing more important today than to mail the coupon below.
THE ROYCROFTERS, East Aurora, N. Y.
I shall be pleased to receive, without obligation on my part, a copy of Elbert Hubbard's "A Message to Garcia," and further information about the Introductory Price of The Roycrofters' Memorial Edition of "Little Journeys to the Homes of the Great."
Over a great, rolling plain near Dayton, Ohio, a winged creature appeared, skimming down low through. the dusk. As it alighted, another skimmer stole swiftly by-then another and another. The next day and the third day, more winged creatures came, swarming down into the field from all parts of the horizon or dropping hawk-like out of the high heavens. They were not swallows nor blackbirds nor wild grey geese, these creatures, but flying men in all sorts and conditions of craft, migrating to Dayton's fifth international air meet.* By the opening day the swarm numbered about 350 commercial, military and amateur or "gypsy" fliers. Thousands of groundlings flocked also, for there were to be exhibits to stare at, races to gasp at, "stunts" to make one marvel.
Exhibits. The name of the swarming place was Wilbur Wright Field; and the program of events was dedisated to both the pioneering Wright brothers.† Orville Wright, on the scene, mused: "As I stand . . . where our earlier experiments were conducted and see how the principles of flight we used 21 years ago are still being used, I am extremely proud." Nearby stood the first airplane hangar erected in the U. S.; and in it the machine, a biplane with a 12horse motor and antique arm controls, in which the Wrights effected the first heavier-than-air flight at Kittyhawk, N. C., in 1903. Scores pilgrimaged to this aeronautical shrine, the door of which was blotted in the shadow of the huge threewinged Barling bomber, Exhibit Z in aviation history, the last word in size with its three Liberty motors and 43,000 lbs. of weight.
In other sheds, other curiosities. From Detroit had come Designer William Stout's all-metal "Pullman" passenger plane, equipped with standard railroad Pullman seats convertible for sleeping, a bathroom, electric kitchen, facilities for seven passengers, pilot, baggage. There was a yellow "aircab," of mien similar to its earthly cousin, with a taxi-meter for clocking the miles flown. Chicagoans are soon to see this type in daily service. Races. Up to midnight before the
*International air meets began in 1909, on the plains of Bethany, Belgium, near Rheims, to decide among the nations who had the speediest airplanes. Thereafter the meets lapsed for eleven years. In 1920, the Pulitzer brothers of New York, owners of The New York World, instituted a speed trophy, asked the National Aeronautic Association of America to administer it. The meet, however, is no longer properly termed "international." At Dayton this year, no foreign nations entered planes; were represented only by aviation attachés.
tWilbur Wright, died of pneumonia May 30, 1912.
opening day, late arrivals by air hurried to the judges' quarters with their flight logs. There was a prize for the "On to Dayton" race (held to encourage civilian fliers), any
coming 200 miles or more being eligible. The log of Charles S. ("Casey") Jones, of Garden City, L. I., was judged to record the most efficient trip among 69 entered; he received $1,000 cash.
Whizzing around a triangular 90mile course, Walter Lees of Dayton won the $1,000 in Liberty Bonds offered by the National Cash Register Co. for low-pressure commercial planes. Lees flew a Hartzell F-C-1, averaged 97 m.p.h.
Fourteen commercial passenger machines took off for a 120-mile race, soared about the pylons, were led home by the "On to Dayton" winner,
Curtiss-Oriole, averaging 125.05 m.p.h. Another $1,000 for Jones.
Eleven Army pilots, all in De Haviland planes, competed for the Liberty Engine Builders' Trophy. Lieut. D. G. Duke, the winner, averaged 130.34 m.p.h. for 180 miles.
Races the second day of the meet were for toy models, light commercial craft, large-capacity craft and light planes guided by civilians.
drove his SV-A three-seater at 111 m.p.h. and won the Detroit Aviati Town and Country Club's priz Jones Curtiss-Oriole led this ra until forced down near the finish The Yellow Air Cab took second.
Seven huge Martin bombers raced Lieut. D. M. Myers of Phillips Fiel taking the Dayton Chamber of Com merce Trophy with a speed of 109.8 m.p.h.
Five tiny pleasure planes, home made and equipped with motor-cyc engines, showed what can be done in the air at a low cost. J. M. Johnson of Dayton won, going 64.10 m.p.h. a little yellow bug with a single, un derslung wing on each side. Etienne Dormoy of Dayton flew his cher ished "flying bathtub" 50.01 m.ph for second prize. H. C. Mummert of Garden City won another low-powered event with his 18-horse HarleyDavidson special.
Then the big events-the Pulitze Cup race and the John L. Mitchell Trophy race. Eleven army pilots competed for the latter, flying Cur tiss PW-8 planes with 480-horse en gines. They went in a roaring bunch around the triangular course, flirting about the turns so closely that one man's wing-tip severed a guy wire supporting a pylon. Lieut. Cyrus Betts, winner, made 175.43 m.p.h for the 124.27 miles raced.
Only four entrants set off, at intervals of 10 seconds, to fly the Pulitzer speed test. The Navy, winner last year, went unrepresented, having had no appropriation from Congress. Lieut. W. H. Mills in a VervilleSperry racer, Lieut. W. H. Brookley in a Curtiss R-6, and Lieut. Rex Stoner in a Curtiss PW-8-A were the first three to fly to a point ten miles behind the start and ascend in the customary "tower" from which the racers plunge down to the starting pylon at maximum speed. Last to leave the ground was Captain Burt E. Skeel, his 520-horse Curtiss R-6 leaping up with a great burst of power. Said the crowd: "There goes the winner!"
With the fliers out of sight, the crowd watched the west. The broadcaster droned: "Here comes Mills." Then: "Here comes Skeel. Note his speed." Down from a great height swooped the plane, catapulting toward the starting line in a wide arc. Then tragedy. The machine was seen to disintegrate, like a cardboard toy. A wing broke completely away, fluttered down. The crippled fuselage spun, dove precipitately behind a row of trees. a Flying sticks and clods of earth, visible to the crowd a mile and a half away, told of Skeel's instant death-the first fatality in all five years of the Pulitzer velocity tests.
Robert V. Jaros, 18, Illinois University student, brought forth model monoplane, driven by twisted rubber bands, that broke two world's records by staying in the air 10 min. 14 sec. and covering a mile and a half.
Basil L. Rowe of Alben, N. Y.,
Lieut. Mills' time of 216.55 m.p.h. was 27.12 miles slower than the
- A., in the latter's plane; had ed out land-marks-where he hunted buffaloes, where fought ins-along the Oregon Trail.
sentee. Though his works were ywhere present, his name on y man's lip, the face and figure Flenn Hammond Curtiss were not evidence at Dayton. At least yother plane of those assembled = a Curtiss motor. Not one plane bore some evidence to the contions he has made to mankind's wledge of the air and his agility
1905, it was Glenn Curtiss who gned the motor of U. S. dirigible
1 and assisted Captain Thomas dwin in trial tests. In 1907, Glenn tiss collaborated with Dr. Alexer Graham Bell (telephone man) the work of the Aerial Experint Association, as motor expert Idirector of experiments.
e Bug, designed and built in 1907, eived The Scientific American's phy of 1908. He won the Gordonmnett speed trophy at Rheims, ance, in 1909; and, in 1910, was reent of The New York World's ,000 prize for a flight from Albany Manhattan. His was the world's st amphibious plane, which went m land to water and from water ck to land in 1911. The multitored seaplane was his invention, ginning with the America (1914), Iminating with the NC-4 (1919), st craft to make a trans-oceanic ght, going from Rockaway, L. I., Plymouth, Eng. During the War, s company built large numbers of anes-after 140 different modelsr the U. S. and other Governments. is flying rating is suggested by the ct that he holds license No. 1 of e Aero Club of America and liense No. 2 of the Aero Club of rance. He is active today as head the Curtiss Corporations at Garden ity-sky-writing being one of his ecent departures.
In Hammondsport, N. Y., where Curtiss was born, they used to call im "handy at fixing things." Also hey would say: "I knew he could lo it." Ingenuity, mechanical skill, persistence, enterprise, daring-these were Glenn Curtiss' qualities as early as the days when his bicycle was the speediest, his sled coasted farthest, nis motor-cycle a wonder of the day, his skate-sail unique, his birds'-egg collection largest and rarest of all his comrades. His appetite for speed has always been insatiable. Now 46, he still ponders engine construction, streamline, weight reduction in hopes of leting man move faster.
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TEST OF TIME
GREAT part of the value of TIME is its continuity. Every issue is a chapter in the greatest of all stories, the History of the World.
TIME is more than something to read, and more than a discussion of this or that event or subject. It is a service, a news-service. And the test of its value is:
Does it WORK?
Evidence that the news-magazine, TIME, works is enthusiastically presented by thousands of active Americans who have already adopted it. Newton D. Baker, for example declared that "there is no other equally adequate survey of the news." James Wallen states professionally that "TIME is the greatest innovation in publishing since Benjamin Franklin's Saturday Evening Post." And Meredith Nicholson simply remarks: "I couldn't keep house without it."
A Cycle of Twelve
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Detroit was first among U. S. cities to see the possibilities of the automobile and to bring the new industry