N the Navy there is less feeling of

I

antagonism between the flying-men and the seamen, partly because of the fewer grievances, and partly because the Navy organization as a whole is more closely knit together. Army fliers live and work on fields remote from the Army, while naval aviators live on the ships or are constantly in touch with the fleet and its operation and problems. On shore they are indoctrinated with sea wisdom, with sea navigation, with sea warfare. Naval aviators expect to devote their lives to sea flying, and they are very proud to be enrolled under the glorious traditions of this Service.

Yet they too have their grievances against the authority of non-flying superiors. Under the rules of the Navy Department, the aviators must abandon flying and perform duty as ship's officers a certain number of years to obtain promotion. This absence from flying duty for a period of years destroys much of their ability as airmen-yet they are anxious for promotion.

antagonism between the Navy airmen and the Naval Board. That is over the question of the ability of battleships to defend themselves against aircraft attack. And the allotment of money to provide and maintain battleships is very large as compared with the money spent by the Navy on aviation.

What Every Aviator Knows

VERY aviator in the Government service knows that no battleship has ever been built which can defend itself or survive against airplane attack unless it is defended by superior air power. Yet the United States Navy has never permitted

There is another feeling of growing its airmen to demonstrate this claim.

Instead of turning over a battleship for a conclusive test, the old guardians of the Navy busy themselves in designing new apparatus for resisting airplane bombs. While it would be a cheap method of ascertaining whether or not any floating structure could withstand the adjacent explosion of a 4,000-pound bomb, the Navy airmen have never been permitted to make this test. When the Army airmen, by act of Congress, obtained the opportunity in 1922 of sinking the Ostfriesland, the Navy protested that the airmen under General Mitchell were unfair and that they disobeyed orders by sinking this dreadnought before the effect of each separate hit was observed. The Navy wanted this information so that it might provide further protection in future construction; the fliers wanted to sink the ship before she could be withdrawn under some subterfuge.

If battleships can be sunk by airplanes, and if their only defense is airplanes, then this fact should be definitely established by our own airmen rather than by hostile airmen in time of war.

be:

Divorce or Separate Maintenance? W

ITH equal vehemence the Navy Board testify as a unit that their "aviation is an integral part of the very fabric of the Navy." To divorce it from the Navy and place it under a separate management would be fatal to the naval defense of the Nation.

A clear distinction should be drawn between the terms "air force" and "air service" as applied to air warfare. Air service is the service accomplished by the aviator for the benefit of the other arms, such as observing and reporting; such as mapping enemy territory; correcting artillery fire by wireless; doing patrol scouting. Such contributions to the information of naval fleets or to the armies

in the field should be designated as air service. Air force is the inherent power of the airplane itself-its guns and its bombs to effect a victory over an opponent.

Thus in a contest between two hostile air forces only fighting machines are engaged. The supremacy of the air depends upon the superiority of one or the other force. Regardless of the activities of the Army and the Navy, this contest between the air forces must be decided before either the Army or the Navy can operate without fear from the air.

It is the Air Force that American aviators want divorced from its old masters. They have no desire to take away from the Navy the "aviation which is an integral part of the very fabric of the Navy." Nor do they feel so deeply indignant over the fate of the Corps Observation Squadrons which the armies in the field require for their information as to enemy movements. But they insist that the purely Air Force, which at no time has any other function than that of meeting and defeating another air force, should be selected, trained, and operated solely by airmen and not by soldiers and

The Mitchell party does not want to rob the Navy of aviation. It believes an Air Academy could select and train valuable aviators better than could West Point or Annapolis. Once graduated, these fliers would be portioned to the Navy for sea duty, to the Army for observation, or to the Air Force for fighting. The personal inclination of the pilot doubtless would go far to determine this allotment. A very different type of flier is required for observation than for flier is required for observation than for fighting. Good bombing pilots perhaps might not make either good fighting pilots or good observation pilots-their training and the allotment of funds for

must exist between all our arms to insure the best defense or offense.

But, argues the aviator, we know more about flying than you do. Let us control flying. We will turn out all the fliers for National defense. We will provide all the machines and appliances, for that is within the province of our experience, and not in yours. We will turn over to the Navy certain fliers and machines required for Navy air service. These men will always belong to the Navy. They will grow up in that service, specialize in it, become indoctrinated with sea science and sea traditions; you will have all that you now have, but it will be better than you can possibly make it for yourselves, because flying is our business, just as sea

their machines and appliances should be manship is yours. under the Air Force, and not under an antagonistic or rival service.

Hence we find that our naval airmen are not boisterous in their dissatisfaction, but they are quite generally united under the banner flung aloft by Mitchell. General Mitchell, they know, was reduced in rank because of his temerity in criticising his superior officers. They are not going to run the risk of openly backing Mitchell in this revolt, because Mitchell may not win. They have their families to support and they desire to be promoted in due course. The less they offend their superiors, the more sure they are of their promotion. But the Navy fliers agree with the Army fliers in the main. On one proposition all fliers are united-flying should be under the sole control of fliers.

This is the keystone of the aviators' rebellion. This is the meaning of Colonel Mitchell's charge of "criminal incompetence" against the Army and the Navy.

Neither the Army Staff nor the General Board of the Navy are willing to surrender control of flying to the fliers. They claim, with some justice, that the United States has produced the best machines in the world under present conditions. We have won most of the air records and our war planes are distinctly superior to those of any other nation. What more can be desired?

Furthermore, it is obviously essential that fliers be trained to co-operate with land forces and with the fleet in preparation for war. A separate Air Service would injuriously affect this liaison between the several arms of the Service.

The Navy Board insists that airplane service is an integral part of the Navy. To separate it would be fatal to National defense.

There can be no question as to the validity of these claims. No flying-man denies them. The fullest co-operation

To the Army we will assign certain necessary units of flying service which will live with the Army and will be a part of the Army. The Army will command their various functions, but the fliers will perform those functions in their own way, not in your way. Fliers know the flying game better than landsmen know it. Let us alone to develop our own peculiar science as we know it should be developed. When airplane meets hostile airplane, only experienced fliers know what to do. Give us complete control of our own element and we will leave you in control of your own.

Well, the Marine Corps Works

THE problems of promotion and of

liaison are incidental and of little importance compared with this broad problem of bettering our National defense. The Marine Corps serves both the Army and the Navy. It has its own appropriations and its own commanding officers.

Yet the Marine Corps does efficient work and has a deservedly high reputation with the Nation. How much more necessary is the independence of aviation a highly specialized science known only to its devotees!

As the years pass fliers accumulate discretion and wisdom. In due time graduates of this flying school must appear, competent and experienced. The aviators believe that time has now arrived. The problems of aviation cannot adequately be handled by non-fliers. If the Nation wants the best that can be produced in aviation, it is the part of wisdom to turn aviation over to the aviators unhampered by the restrictions of unsympathetic masters.

The gravity of the situation is this: unless the experts on National defense agree, this confusing problem will be

T

HE old Countess of Dufferin sleeps in the green gardens of the "C. P. R.," just across the street from the stately Winnipeg station of the Canadian Pacific Railway and its mansion-like Royal Alec Hotel. She sleeps very soundly in the late evening sunshine of northern summer latitudes, her cowcatcher, her guards, and her capacious coal-tender full of brightly growing petunias and geraniums. Her tender is forever coalless now, no more steam engenders in her ancient boiler, her whistle is silent, her bell without a tongue, and no more at night will the old kerosene lamp in her reflector headlight feel out the long steel trail across the continent.

Silently, as though not to disturb her slumbers, four shirt-sleeved employees of the railroad are bowling on the green. Without one sound the balls roll across the turf from end to end of the marked

distance, while with enormous intentness, but without a word, the four bowlers watch their course, make slow gestures with their hands, and sedately exchange their positions at the end of each game.

Forty years ago only forty years ago the predecessors of those peaceful bowlers-on-the-green fired and drove the Countess of Dufferin across Canada to the Pacific terminal port of Vancouver. She was the first steam-actuated lady to make that transcontinental journey, and that is why she is now allowed to sleep among her flowers, metamorphosed from a locomotive to a monument.

The Countess of Dufferin's forty-odd years of life cover the growth of the city of Winnipeg and the primary reason for its growth. Following the steel trail she first traveled to the Pacific, immigrants and colonists have peopled the western provinces of Manitoba, Saskatchewan, Alberta, and British Columbia, making

of their almost boundless square miles of fertile soil the greatest granary of the world. For a great many years this grain formed the life-blood of Winnipeg. Nearly all of it flowed in multiplying volume each year into the city's grain elevators and warehouses. Banks and brokerage offices and a wheat pit grew as rapidly as the crops which brought the money into the city. Winnipeg became the great distributing center of western Canada, multiplying railroad lines centered there, big hotels and emporiums followed the population. Winnipeg boomed and boosted, like a hundred other American cities on the continent, and blossomed on the flour of the wheat.

And, like other booming, boosting communities, Winnipeg became inflated. It juggled with its population figures until they soared to an estimated number close to three hundred thousand. It be

gan to talk a Canadian patois of Los Angelican. The war came along, and called away the flower of its young men, but it still further boosted the price of the raw products of western Canada. And after the war Winnipeg-just like many another municipal joy-rider across the border-kept booming right ahead on high. There was plenty of money, and everybody had a good time. Not a golf course or a bathing beach within a radius of fifty miles that hadn't a good macadam road to it. The farmers wore silk shirts and everybody bought a motor car. Then things began to happen-one thing of cardinal import to Winnipeg. Wheat began to move west to the Pacific.

Remember that Winnipeg was builtnot inflated-on the substantial basis of wheat. Wheat was the reinforcement on which the concrete municipal structure was built up. The most supportable of Winnipeg's many superlatives was "biggest grain center in the world."

Very well then; somebody-some big shipper of wheat-discovered the Panama Canal, and he and his co-discoverers found a use for the superabundant shipping which the war hatched like salmon spawn on the rivers and bays of the American continent. It was found that wheat could be moved more cheaply from the Canadian Northwest to Vancouver, and thence by cargo steamer through the Canal to Europe and the Atlantic seaboard than by rail through Winnipeg eastward to the Atlantic ports. Through the Pacific port of Vancouver alone last year more than fifty-five million bushels of Canadian wheat were shipped. Other millions of bushels found their way by specific gravity over the Canadian National Railways to their more northern Pacific port at Prince Rupert. The trend of the grain fields of Alberta, Saskatchewan, and western Manitoba is now towards the Pacific, where, in addition to the cheaper competitive haul to Europe and the eastern seaboard of the United States, the markets of both the east and west coasts of South America and those of the Orient hold out tempting prospects.

On a map of Canada Winnipeg will be found almost exactly on the middle line of longitude between Vancouver and Prince Rupert on the Pacific and Montreal on the St. Lawrence estuary, the largest Canadian port on the Atlantic seaboard. Its situation has made it until recently the normal and natural distributing center for trade moving east and west. Its growth and prosperity followed the tides of this latitudinal trade. Eastward of Winnipeg the great mineral wealth of Ontario finds its nat

ural outlet through its own ports on Lake Superior or by rail either to the Maritime Province of Quebec or to the markets of the eastern United States. The tariff on Canadian grains protectively imposed by the American Congress shuts off former bulk shipments southward through Winnipeg to the big milling centers of Minnesota and the Middle West. And now, with the drift westward away from Winnipeg of Canada's biggest marketseeking commodity, the city has found itself in a fair way to become economi

On his way across the American continent George Marvin found few men as interesting as Winnipeg's war hero Mayor. This is R. H. Webb, a man who reads the signs of Winnipeg's prosperity in the

northern skies

cally marooned in the very midst of plenty.

This phase in the life of the Chicago of Canada is rather amusingly symbolized by the old Countess of Dufferin asleep among her flowers. In the late summer she seemed to set the tempo of the town. An aftermath of flags and bunting told of the recent passing of bunting told of the recent passing of Field Marshal Haig, and the City Hall was nightly lit up with festooned electric lights of many colors strung there in devices to do him honor. But, by contrast to Vancouver and Calgary, Seattle, or Minneapolis, the town seemed weary of shows, tired of oratory, sunk in a lassitude which contrasted agreeably with the vainglory and fret of other more booming localities. There are just two streets in

Winnipeg: Main Street and Portage Avenue. On or adjacent to those two thoroughfares, intersecting at right angles, the commercial life of the city concentrates. A hundred yards off either one of them you might be in Sardis or Pompeii; the buildings are intact, but no human beings enter or leave or tenant them and the atmosphere is archæological. The two main arteries of business are decorously busy by day, but at night they are as nearly deserted as the huge manorial hotels and the spacious memorial stations of the two great trunk railroads which have built, and are still building, western Canada. Early in the evening, when The Outlook's representative transferred his kit from the Canadian Pacific to the Canadian National Railway, with some time to spare, he was making his way on foot through the moonlit silence of Main Street, "whence all but he had fled." On this silence broke the even clumpety-clump of horses' feet smacking the asphalt, and, looking up, expecting to see the carriage of some personage, he beheld his own luggagetrunk, grip, and typewriter-sitting solemnly in banc, very snobbishly and entirely alone, driving in triumph to the baggage-room.

So much for the Countess of Dufferin. Requiescat in pace.

The door to the office of his Worship the Mayor of Winnipeg is locked; but an efficient, first line of defense secretary has his instructions, and in Winnipeg an appointment is an appointment. Beyond the outer defenses, manned and womaned by clerical and secretarial helpers, the Mayor sits in his official sanctum working on specifications which he will have to sign or reject that afternoon. A snow-drift of papers covers the table, the high windows are open on the green lawn of the garden, and his Worship, coast and waistcoat discarded and sleeves rolled up over a pair of mighty arms, bends over his job of waking up Winnipeg.

Mayor Webb is the antipodes of the Countess of Dufferin. Countess of Dufferin. He is entirely awake. In 1914 he volunteered in the first overseas contingent, and was promoted to lieutenant-colonel of infantry. After nearly five years of service, he came back to his home in Montreal without his right leg, but with the D. S. C. and four other decorations on the left breast of his uniform. The war veterans of Ontario and Manitoba are for him to a man. Less than three years ago, when in the general business depression one of the largest hotels in Winnipeg was about to go on the rocks, a group of stockholders persuaded Webb to take charge of it.

In less than two years that caravansery. was paying dividends and Webb had almost revolutionized the hotel-service standards of the city.

In 1919 a severe strike accentuated the hard times in Manitoba and, partly as a result of industrial unrest, a radical Labor candidate was elected to the Mayoralty. During his two terms of office things took no decided turn for the better in Winnipeg, and at the last election R. H. Webb, the new hotel salvager from Montreal, was put into the Mayor's office on a constructive, readjustment platform. Webb is not responsible for all the waking up that is going on in Winnipeg to-day, but he is identified with most, if not all, of the projected renaissance of a city which persists in considering itself the Chicago of Canada. Formerly the city grew and enriched itself on the meeting of east and west within its trade gates. The new Winnipeg that Webb is championing, keeping what it can of its strategic value of position along degrees of latitude, is looking now towards development north and south; southward to the Twin Cities of Minnesota and as far as Chicago and the central Mississippi Valley; northward to Port Nelson, on the shore of Hudson Bay.

In order to demonstrate the neighbor hood of Minneapolis and St. Paul and, at the same time, direct general attention to the advantages of the new international highways built and building by the State of Minnesota and the Province of Manitoba, Webb got a number of prominent business men together and made a record motor-car foray across the border. Leaving Winnipeg at 3 A.M. of a July morning, they got into St. Paul at 2 P.M. that same afternoon-altogether too fast for comfort, as some of them had to admit. About two weeks later a delegation from the Twin Cities, including the Mayor of St. Paul and the Governor of Minnesota, returned the visit, still further emphasizing the new route and the new reciprocity.

Webb and Winnipeg and Manitoba want United States attention. They want tourists, immigrants, and investors, and they are getting all three. But Webb's big project, in which the neighboring United States will have an interest, his big dream, is northward. On school maps of the North American Continent the district "North of 53," a vast region of land and lake greatly exceeding the combined area of the United States and Alaska, is charted blank without detail. And in the minds and imaginations of those who can visualize geography at all the Hudson Bay regions remain a

blank expanse of white, corresponding to the ice and snow under which they are currently believed to be buried.

His Worship, limping over to the big wall map in his office, points out the actual facts graphically represented by actual facts graphically represented by the most recent and accurate cartographers. There runs the solid red line of the Hudson Bay Railroad from the lakes northwest of Winnipeg to a point on the Nelson River, where a continuing dotted line indicates the ninety miles of survey which intervene between rail-head and the northern terminus of the line at Port Nelson, on the shore of Hudson Bay. From Port Nelson the red dotted line continues on across the salt inland sea that is called a bay and out through Hudson Strait to the North Atlantic. And printed in neat red type on the deep blue water, parallel with the dotted line, runs the legend: "Port Nelson to Liverpool 2,966."

"Of course the water is actually blue," says his Worship. "Hudson Bay is never frozen over. Port Nelson is an open port all the year round!"

With the school-book geography frozen waste of white etched in deep by years of hearsay evidence, you are incredulous of the animation traced on the Mayor's big map. But he has accredited history, governmental records, and his own personal experience to back up his

statements. For two hundred years the Hudson Bay Company has been provisioning its posts in the Northwest Territories and Canada by ship through the bay that bears its name, and last year, in the work of building up at Port Nelson a rail and sea terminal, the Dominion Government sent thirty-eight heavyladen steamships through the straits and across the great bay to the mouth of the Nelson River without mishap. The tide drops thirty-two feet from flood to low ebb along the shores of Hudson Bay, and the only man who tried to cross the mouth of the Nelson on the ice last win. ter fell through.

The significance of those little red numerals on the blue is explained by the Mayor. They mean that the wheat fields of the three western provinces and the Northwest United States, the inex haustible mineral wealth of northern Minnesota, Ontario, and Manitoba, and the railroad and distributing center of Winnipeg are 1,500 miles nearer to Liv erpool than is the port of Montreal or any one of the United States ports on the North Atlantic seaboard.

On the many other reasons for Winnipeg's reawaking importance in the whole American scheme of things his Worship is fluent. On this dream of Winnipeg as a seaport and of Manitoba reborn into a maritime province he is eloquent. There