THE EASTERN GATE.

Gisborne Times, Volume XLV, Issue 4155, 4 February 1916, Page 5

THE EASTERN GATE.

DANGER TO THE ALLIES.

(Times and Sydney Sun Services.) (Received Feb. 3, 5.5 p.m.) Feb. 3. Tile “Daily Mail” spy concludes his articles ap follows: .. “There i& a great consolation in opening the eyes of Britain to a strange Eastern, migration of Germans, Avith tho certainty that unless the Allies obtain a smashing victory, the occupation of Asia Minor will threaten England’s hold on India and Egypt and Russia’s security in the Caucasus, and open to Germany a vast granary and completely destroy the effect of the British blockade and alter tbe Avhole history of the Avorld.”

NEED FOR SCIENCE.

AWAKENING OF BRITAIN

LONDON, Feb. 2. The Scientists’ Committee' recommends Government assistance,, for

scientific research in ind istry. Although British manufacturers and Avorkmen have not always appreciated it, scientific Investigation or technical training in German technical institutions has given, valuable assistance. The committee believes an extensive scheme of State aid for industrial research Avhich tho Privy Council Committee recently established will he of great value if manufacturers cooperate. Large funds ivill be needed. The. evidence disclosed widespread dissatisfactioi at the British railways. Germany’s State system has advanced her export trade. Tho German Government subsidised firms, enabling them to carry out big engineering works in British Dominions, Avhicli British firms, if similarly assisted would le equally able to undertake.

MUNITIONS FOR RUSSIA.

A FASCINATING STORY

It is doubtful if many of us, concerned as we Avere Avitli the constant retreat of the Russian armies, realised the difficulties confronting that Government in trying to supply its armies Avitli guns and shells. In “The World’si Work” for November, Mr James Armstrong tells the fascinating story of hoAV the greater part of Russia’s munitions are carried for 13,000 miles from the factory to the battle line, across the United States, across the Pacific, and finally to t-ho Trans-Siberian and Manchurian railways on tho Pacific coast. Thanks to Japanese co-operation, Russia is excellently served Avith railways on the Pacific seaboard. The distances betAveen the various ports and Moscoav, Avhence the supplies may be delivered to serve any section of the battlefront, are approximately the same. The most direct route is from Vladivostock-, via Ketrizevo, Pogranichanya and Harbin, 5261. But, as already mentioned, the fact that Vladivostock suffers from being ice-bound during the Avinter renders the route possible only for a feAV months. During the closed season dependence must be placed upon Fusan, or Port Arthur and Dalny, which are approximately 5343 and 5852 miles respectively from Moscow. The point must not be overlooked that the whole issue depends upon the maintenance of the long railway arm reaching out from Europe to the East. Fortunately in Russian Asia there is practically no risk of the line suffeimg interference although in the extreme East where German influence is somewhat pronounced frantic efforts have been made to cut communications. But owing to the vigilance of the Japanese there have been no delays from this cause. The benefits accruing from the double tracking of the Trans-Siberian Railway are being experienced at the present critical moment. By subjugating all other traffic to the needs of the military it is possible to move the supplies from the Pacific ports to the front in about 12 to 14 days. Indeed the crossing of the mighty Russian Empire, notwithstanding tbe greater mileage to be covered, is more expeditious and easier than the traversing of the United States. But one Avill readily see that the smooth, regular and rapid transportation of munitions and other supplies form the factories of eastern America and Canada calls for prodigious effort in organisation and management. Yet it is doubtful whether .the Journey from the Avorkshops to the battlefrono can be accomplished under the most favorable conditions within less: than six weeks. The average may probably be set down at a couple of months, and during the journey from the factories to the battlefield the munitions cover a round 13,000 miles.

ROUMANIANS HOLD THE KEY.

FROM THE IRON GATES TO THE BLACK SEA.

The possibility of Roumama siding against the Allies is attended with the. danger of the Teutons using the Danube "to push submarines and destroyers into the Black Sea. The Danube is navigable from Vienna to and through the Iron Gates for vessels of 100*) tons draiving not more than ten feet of Avater. The Iron Gates are at the junction of the Hungarian and Roumanian frontiers. For a distance of sixty miles before reaching the Iron Gates the Danube passes through the narrow defile in the Transylvania Mountains. , . At the exit of this defile is a senes of rapids, Avhicli until 1896 barred the passage of all craft. These rapids were denominated the Iron Gates. In 1896, however, a ten-foot passage, navigable for 1000-ton craft, was effected through the Iron Gates and this piece of engineering connected the Black Sea not only with Vienna bait with Prague and the entire system oi the German inland waterways. • Below the Iron Gates tho Danube deepens, until a depth of 18 feet is a - tamed as high up as Braila. Just below Braila is Galate, an nnpo tant shipbuilding point, and one to nine vessels of 7000 tons are accessible. The lower reaches of the Danube, that is, below Galatz, are kept open to weep-draught craft by constant dredging. This dredging is necessary, s ; nC( f the sivift and turbid Avaters which flow from the north frequently form large shoals with great rapid'q’he Austrians have maintained for many years a fleet of monitors on the Danube but owing to the neutrality S Roumania it has not been possible to pass these vessels through tha portion of the Danube lying below the Iron Gates. If Roumania sides with tho Teutons, it may reasonably be ex needed that the Germans would mak« use of the Danube to reach the Black Sea Avith undersea craft, and even armored monitors.