AERONAUTICS

The largest dirigible actually in use in the United States Air Service in 1920 was the French-built airship "Zodiac," officially known as ZD-1. She was 300 feet in length and ordinarily carried a crew of 3 officers and 10 men. A somewhat smaller airship but of American construction was the United States army airship, D-2, which completed its test at Akron, Ohio, and successfully made the flight from that point to Langley Field via Pittsburgh on October 31st, a distance of 444 miles. The ship, constructed for the government by the Goodyear Tire and Rubber Company, has a gas capacity of 190,000 cubic feet. The dimensions are: Length, 198 feet; height, 58 feet; width, 51 feet 3 inches. It has a cruising radius of 550 miles, which may be extended to 790 when running at half-speed, and an altitude distance of 8500 feet. The ship was fitted with two engines of the Union vee type of 120 h.p. each and making 1400 revolutions per minute.

The D-2 was used for training purposes at Langley, and at the Aberdeen Proving Grounds for bombing work.

THE INTERNATIONAL BALLOON RACE. The annual international competition for the Gordon Bennett Trophy started from the balloon field, North Birmingham, Ala., October 23rd. The field was made up of eight large spherical balloons, including the Pilot, with representa tives of the two daily papers, and the Birmingham Chamber of Commerce balloon, piloted by Roy Donaldson. The big bags were filled with the by-product coke gas from the Sloss Sheffield Steel and Iron Company and the balloons ascended in a mild northwest breeze. The Pilot started at 4.15, and 4 to 10 minutes later the others started.

First place in the competition was achieved by the Belgian balloon "Belgica," in charge of Lieutenant De Muyter and Lieutenant Labrousse, which landed at 9.30 A.M., October 25th, at North Hero Island, Vermont. The distance covered was estimated at 1100 miles, which however, was less than the American record of 1173 miles, made by Alan Hawley and Augustus Post, in the International event in 1910. Lieutenant De Muyter, pilot of "Belgica," explained that his landing was forced because he was out of ballast. In its flight the balloon crossed over the Great Lakes, reaching a maximum height of 20,000 feet, at which a heavy snow and rainstorm was encountered.

Second place was achieved by the American balloon "Kansas City II," with H. E. Honeywell and Jerome Kingsbury. This balloon landed at Tongue Mountain, Lake George, N. Y., and its journey covered more than 1000 miles. Third place went to the Italian entry, with Major Valle as pilot, which, after forty-eight hours in the air, within twenty-six minutes of the American record, made by Clifford B. Harmon and Augustus Post in a national race in 1909, landed near Homer, N. Y.

The "Goodyear II," with Ralph Upson pilot, was fourth for distance, landing at Amherstburg, Ont., across the river from Detroit, being forced down by a heavy snowstorm encountered at 20,000 feet. Its record was 675 miles, and the descent was made at 2.10 P.M. on Oct. 25th. Fifth in the competition was the French balloon piloted by Capt. Louis Hirschbauer with Leo C. Nathan, aid. It descended at Mason City, Ill., 675 miles distant.

Sixth place went to the U. S. army balloon piloted by Lieut. R. E. Thompson, with Capt. H. E. Weeks aid. It traveled 622 miles to Charforce, Mich.

NATIONAL BALLOON RACE. This contest for 1920 was started from Birmingham, Ala., on September 25, and was won by H. E. Honeywell of St. Louis flying the balloon "Kansas City II," which accomplished a flight of 700 miles, landing at Thamesville, Ont. Dr. J. Kingsberry accompanied Honeywell as aid. The second longest flight was by U. S. Army Balloon No. 1, with Lieut. Richard E. Thompson, pilot, and Lieut. Harold E. Weeks, aid. They landed near Ridgetown, Ont., a distance of 690 miles. Third in the competition was "Goodyear I1," Ralph H. Upson, pilot, and W. T. Vann Ormann, aid, with a landing near Amherst, Ont., a distance of 620 miles. The fourth was the U. S. Navy Balloon, Lieut. Raafe Emerson, pilot, and Lieut. Frank Sloman, aid, which landed near Graytown, Ohio, 610 miles. The fifth balloon had as its pilot J. S. McKibben, and Allen O'Neill as aid, landing near Vanwert, Ohio, 550 miles away. The sixth balloon, "Ohio," had Warren Rasor as pilot and Herbert Rasor as aid, and landed near Grayville, Ill., 350 miles distant. Seventh was U. S. Army Balloon No. 4, Capt. Dale Mabry, pilot, and Lieut. G. W. McEntyre, aid, and it landed near Lewisport, Ky., 300 miles. The eighth balloon, with R. F. Donaldson as pilot, and C. T. King as aid, landed near Owensboro, Ky., 300 miles. Ninth came the balloon "Elsie Delight," A. Leo Stevens, pilot, E. B. Weston, aid, landing near Drakesboro, Ky., 280 miles. Tenth was U. S. Army Balloon No. 2, pilot Lieut. Byron T. Burt, aid Lieut. R. M. Olmstead, landing near Hanson, Ky., 275 miles. The eleventh balloon, with pilot Bernard Von Hoffman, landed near Caneyville, Ky., 275 miles.

FLIGHT OF NAVY BALLOON A-5598. A free balloon flight that aroused considerable interest towards the end of the year was that of the U. S. navy spherical balloon or aërostat, A-5598, which left the naval air station, Rockaway Point, N. Y., on December 13, 1920, in charge of Lieut. Walter Hinton, a veteran of the Transatlantic flight of 1919 in NC-4, with_Lieutenants Louis A. Kloor and Stephen A. Farrel as associates. On leaving Rockaway the balloon went in a northerly direction and was last reported as sighted eight hours later on the night of its departure at Wells, N. Y., and while there were rumors of its being seen at \ other places nothing was heard positively until a dispatch came through several weeks later announcing the descent of the balloon in the St. James Bay District of Ontario, about 800 miles from the point of ascent and in a direction slightly west of north. At the time the balloon started there was only a fresh breeze blowing but as it proceeded north the wind freshened so that a gale was blowing by the time northern New York was reached. In reporting their safe descent the officers in charge stated that they were driven by a storm, late on December 13th, west by north, at lower Hudson Bay, and were forced to land 2 P.M., 12-14, about ten miles north by east of Moose Factory, Ontario, at latitude 51.50, longitude 81.00. The party of three was lost in the forest four days, but finally reached safety and

food at a Hudson Bay Co. post. The only avail. able means of transportation to railroad was by dog sled, requiring about nine days. Various searching parties had been organized to look for the missing balloon and considerable interest was aroused by its flight.

AIRPLANE PHOTOGRAPHY. During the world war airplane photography was highly developed by the aërial observers and military engineers of the various armies so that much in the way of practical experience to be used in water and land surveying and mapping was available at the close of hostilities. There were carried on in 1919 and 1920 by the U. S. Coast and Geodetic Survey in coöperation with the military and naval air services elaborate trials of the new methods and it was stated that with proper development this manner of surveying was of the greatest advantage for the rapidity, economy and minuteness of detail thus secured. In fact aerial photography made possible an early and complete revision of the shore topography in the Coast Survey Charts, and tests made along the New Jersey coast with various instruments and methods showed how readily and economically this could be done, especially on a coast where the shore line is subject to frequent changes due to the action of the sea. Experiments were also carried on in the field of aërial photo-hydrography, where conditions were much more difficult than in merely securing topography data. In the existing state of photography the results are not as promising and the photographs made from the air in the experiments supplied little positive information either as regards depths or bottoms that would give hope for the elimination of field work. However future developments in photography might result in improvements that would furnish comparative, positive, and critical data comparable with that obtained by ordinary sounding. This last work was undertaken on the Florida coast where the waters are clear and where it is desired to mark the small coral heads and pinnacles that are such a danger to navigation.

THE U. S. AERIAL MAIL SERVICE. In his Annual Report to Congress, Postmaster Burleson claimed that the Aërial Mail Service had operated during the year with increased efficiency, increased saving in car space, and greater expedition of the mail through the extension of the mail to additional commercial centres. He stated that there were on hand in the United States thousands of planes obsolete for military purposes but which could be adapted to the carrying of the mails and which would be ultimately rendered useless through deterioration in storage if not put into service by the Post Office Department. Mr. Burleson referred particularly to the creation of types to carry greater loads at less expense and with longer cruising radius, so as to eliminate intermediate stops for gassing. The greatest advance in this direction, he stated, had been made in Germany, and the Post Office Department, together with other governmental activities, had purchased some of these imported planes for thorough testing in daily operation. The planes were all metal, built of a light aluminum alloy, and would carry 1000 pounds commercial load with 240-horse power motor. They had a cruising radius of six to seven hours on low-grade fuel, as against the salvaged war planes in the

Mail Service which carried 400 pounds of mail with 400-horse power engine and had a cruising radius of three hours with high-test gasoline.

Mr. Burleson believed that such new types of airplanes offered a solution for commercial work by reducing the cost of operation probably 50 per cent. Their introduction into the United States already had turned the attention of American manufacturers to the building of planes of greater economy of operation, and their tests by the air mail had furnished information that would enable the Post Office Department to utilize some additional discarded war-training planes. The salvaged war planes being prepared for the mail service would carry 600 pounds of mail with 240-horse power motor and have a cruising radius of five hours. The utilization of these planes would cut the operating cost about 40 per cent.

Postmaster-General Burleson also reported that in addition to the direct operation of the transcontinental air-mail route, referred to below, and its feeder lines, the Post Office Department had let a contract for carrying the mail by seaplane between Key West and Havana and by land plane on the following three routes:

(A) Between New York and Atlanta, via Washington, Raleigh, and Columbia, a distance of 815 miles.

(B) Between Pittsburgh and St. Louis, via Columbus, Cincinnati, and Indianapolis, a distance of 600 miles.

(C) Between New York and Chicago, via Harrisburg, Pittsburgh, and Fort Wayne, a distance of 735 miles.

It was claimed that the mail in each of these cases would be expedited by from 12 to 16 hours, and the contracts for the land routes on advertisements for bids were let at prices within the amounts that would be saved on transportation of these mails by railways. A contract was let from October 15, 1920, to June 30, 1921, for an airplane mail route from Seattle to Victoria, British Columbia, to connect with the steamer leaving Vancouver on the previous day for the dispatch of between 12,000 and 14,000 letters to the Orient with a saving of time equal to the elapsed time before the departure of another steamer.

The Post Office authorities found that the establishment of air mail routes would result in a great saving of time but in many cases the cost of transportation would be greater than by train. The Postmaster General recommended that in the interest of improved service the law should be amended so as to permit the making of contracts for carrying mail by airplane, even at increased cost over train service, considering the commercial benefits to be derived from the greater expedition of mail. In addition to amending the law so as to permit

of a more liberal contract service Mr. Burleson urgently recommended that the system of government air routes be extended as follows: Boston to Detroit, via Buffalo; Chicago to Los Angeles, via Kansas City; St. Paul-Minneapolis to Seattle; and St. Louis to New Orleans, via Memphis.

Congress, however, had provided in its legisla tion that the cost of transporting mail by airplane must not exceed the expense of train carrying and this restriction, it was claimed, prevented

AERONAUTICS

the expediting of the mail over a number of important proposed commercial routes.

In connection with considerable advance made in the aërial mail service in 1920, it may be remembered that regular service had been car ried on only since May 15, 1918. The first route was between New York and Washington, a distance of 218 miles. The routes between Cleveland and Chicago, and New York and Cleveland, were established in 1919, the route between Chicago and Omaha on May 15, 1920, the route between Chicago and St. Louis on August 16, 1920, and the route between Chicago and Minneapolis on September 1, 1920. In the two years and three and a half months ended September 1, 1920, the U. S. Air Mail operations covered 957,108 miles of flying. In that time it carried 38,027,440 letters. The cost of operation, including interest on investment, total or partial wrecking of planes, replacements of damage to planes, death and injury compensation, etc., had been $1,147,926.26 for 24 years, or $1.18 per mile. More than one-third of this cost of operation was not cash expenditure but represented the original cost to the army and navy of surplus war material which the Post Office Department put to use in carrying the mails. By the aërial service first-class mail had been advanced in delivery to the public 18 to 24 hours. At the end of 1920 there were about 35 mail planes in the air each day.

TRANS-CONTINENTAL AËRIAL MAIL. The first trans-continental aërial mail flight, marking the inauguration of regular service, began on September 8th, when a mail-carrying airplane left Mineola Field, New York. The trip was completed when airplane No. 151 of the United States Aërial Mail Service landed at Marina Field, near the Presidio, San Francisco, on September 11th. The last 250 miles of the trip from Reno, Nevada, were accomplished in one hour and fifty-eight minutes, and thereby broke all previous records for the same distance. As soon as the pilot landed, the six bags of mail were put on an automobile truck for distribution at the main post office at San Francisco. Two bags of aërial mail left were forwarded on the four o'clock train for Washington, and one for Oregon, while the other three remained in California.

On September 10th, the first transcontinental postal airplane for the East, with 700 pounds of mail, cleared from the Marina Field, San Francisco, at 6.15 A.M., being due to arrive in Salt Lake at 3.31 P.M., mountain time, the same day, and at the Mineola Field, New York, at 4 P.M., September 12.

With the inauguration of the through Transcontinental Air Mail the American Air Mail Service was extended over 1463 miles of new territory, with the practical advantage of reducing the transit time of mails between New York and San Francisco from 91 hours to 57 hours in the winter months, and to 54 hours in the summer. Preparations were being made for night flying over the plains between Chicago and Cheyenne, and this would reduce the time of transit of the Air Mail to 45 hours against 91 hours by rail.

The Trans-continental Air Mail Service as arranged during 1920 started daily from New York and San Francisco simultaneously at 5.30 A.M. local time on the summer schedule, and 6.30 A.M. winter basis. The equipment con

sisted of J. L. metal monoplanes with a cruising radius of 10 hours at 90 miles an hour between New York and Omaha, flying with a single stop for gassing at Chicago, and of De Haviland-4 planes for the remainder of the trip. These airplanes with four hours' fuel and oil, at 80 miles per hour, were used between Omaha and San Francisco, and gassing stations were provided approximately 200 miles apart.

As showing the satisfactory progress made in actual flying in the air mail service it may be stated that on December 2nd all records for flying between Chicago and New York were broken. On the eastern trip J. T. Cristensen, leaving Chicago at 6.55 A.M., flew to Cleveland, 319 miles, at the rate of 117 miles per hour, and W. L. Smith flew from Cleveland to New York at the rate of 151 miles per hour, arriving there at 1.25 P.M. The actual flying time between Chicago and New York, 742 miles in a direct line, was 5 hours and 31 minutes, and an average speed of 131 miles an hour was maintained. The fastest train time was 20 hours. In these flights De Haviland singlemotored planes were employed, a change of plane being made at Cleveland.

HELICOPTERS. This type of machine for aërial flight, where lofting screw propellers revolve about a vertical axis, the idea of which dates back to the time of Leonardo da Vinci, attracted interest during the year 1920 in both America and Europe. Experiments continued on the Hewitt-Crocker Helicopter, referred to in the YEAR BOOK for 1919 under Aëronautics, and on August 24, 1920, U. S. patents. Nos. 1,350,454, 1,350,455, and 1,350,456 were issued. The inventors claimed that a lift of more than 20 lbs. per horse power was obtained in their experimental machine and that this was adequate to make the helicopter successful for general as well as special aërial service. The experiments described in some detail will be found in the Aerial Age Weekly for Nov. 22 and Nov. 29, 1920.

Experiments with the Helicopter were not confined to the United States and late in the year it was announced that a machine on which Mr. Louis Brennan, the inventor of the monorail gyroscopic train, has been experimenting at Farnborough, with the aid of the British government, for more than a year was to be officially tested.

It was rumored that Mr. Brennan would receive an unprecedented reward if his invention proves successful.

With such work in progress it was not strange that when a French inventor, M. Demblanc, read a paper on the helicopter before the British Royal Aeronautical Society it should arouse much interest. Mr. Demblanc stated that increased safety would be secured inasmuch as in case of engine trouble the propellers could be detached to operate as an air brake. In addition experiments on helicopters with government aid were reported from Italy.

AEROPLANE. See AERONAUTICS. AEROSTAT. See AERONAUTICS. AFGHANISTAN. A country of Asia between parallels 29° and 38° north latitude and 61° and 72° east longitude, with a long narrow strip extending to 75° east longitude. On the west is Persia, on the east tribal districts under the Government of India, on the north Russian territory and Bokhara, and on the south

British Baluchistan. The boundaries on the east and south, however, are uncertain, though the basis of settlement in respect to them was reached in 1893. The area is estimated at 245,000 square miles, and the population at 6,380,500. Capital, Kabul, with a population of about 150,000. Other large cities: Kandahar (31,500) and Herat (20,000). The dominant race is the Afghan, whose two chief tribes are the Durranis and the Ghilzais, the total number being variously estimated at from 2,200,000 to 3,200,000. Lesser groups are the Tajik, Hazara, Aimak and Uzbak. The languages are Persian and Pushtoo and the predominant religion is Islam, most of the people and the ruler belonging to the Sunnite division of Mohammedans. Despite the wide extent of mountainous country, there is a considerable area of cultivation, the numerous plains and valleys being very fertile. Agriculture and grazing are the chief occupations. There are two harvests. The chief products are wheat, barley, millet and other grains; a great variety of fruits which are produced in abundance and also a plentiful growth of the castor-oil plant, madder and the asafetida plant. Fruits supply the food of the people and are to a considerable extent exported. The raising of sheep is very important. There is an abundant and singular variety of fat-tailed native sheep, the tail being of immense size and weight and containing large stores of fat. This sheep supplies the chief meat diet and abundant grease which is used as a substitute for butter, while the wool and skin are used for the making of wearing apparel and are also exported in considerable quantities. The mineral wealth includes copper, lead, iron, gold, and precious stones. The copper is reported to be abundant in the north. The lead deposits are scattered throughout the country. Other industries include the production of silks, carpets, felts and goods of camels' and goats' hair. In addition to these which are the chief industries, there are other manufactures for local consumption and for the army, and there is a considerable manufacture of sheepskin coats. According to Indian statistics in 1918-19 the exports into India were £1,194,000 and the imports from India were £2,020,000. The imports and exports from and to Bokhara were reported to amount on the average, respectively, to about 4,000,000 rubles. The trade with India showed a steady increase since 1914-15, owing chiefly to the removal of the heavy duties which formerly restricted it. There have been no railways and commerce takes the line of certain routes which admit only transport by camel and other pack animals, and there are scant means of water communication. Afghanistan is under a monarchy, the executive power being in the hands of the Ameer, an hereditary prince who formerly received a subsidy from the Government of India, under the treaty of 1893, but owing to the developments during the war, it was discontinued. By the peace treaty its ar

present. The control of foreign policy is entirely in the hands of the British Government of India. The ruler in 1920 was Amanullah Khan, who came to the throne on the assassination of his father, Habibullah Khan, Feb. 20, 1919. He was born June 1, 1892.

AFRICA. For discussion, see articles on the respective countries and territories of Africa, including ABYSSINIA, Egypt, Morocco, ALGERIA, TUNIS, SUDAN, BRITISH EAST AFRICA, SOUTH AFRICA, UNION OF, etc.; also ANTHROPOLOGY and EXPLORATION.

AFRICAN METHODIST EPISCOPAL CHURCH. See METHODISTS, COLORED. AGRICULTURAL COLLEGES. See AGRICULTURAL EDUCATION.

AGRICULTURAL CREDIT. See AGRICUL

TURE.

AGRICULTURAL EDUCATION. During the year 1920 the agricultural colleges of the United States began to resume somewhat of a normal status which had been rather noticeably affected during the World War. The enrolment of students had been restored to more than normal, in many instances far exceeding that of any previous year. The University of Minnesota reported that the College of Agriculture had an attendance of 650, while the school of agriculture had registered fully 700 as compared with 250 a year before. The Oregon College reported that the registration of the school of agriculture during the past year was almost 100 per cent greater than ever before. The entering class at the Kansas College exceeded that of any previous year. The Georgia College enrolled the largest number of students in the history of the institution. Relative increases are noted in other institutions of this character. There was, however, an alarming condition in the personnel of the faculty of the agricultural colleges, many of the best men and their assistants having gone into commercial or other positions. There were few men in training to fill their places. Low salaries in the colleges and experiment stations, the small increases which were offered to offset the greatly changed scale of living cost, and the increased demand for experts in industries were responsible in part for this situation. Many of the States have begun to see the inevitable result of this practice, and State legislatures have provided for increased appropriations for instruction, enlargement of the faculty and substantial increases in salaries.

To the New York College of Agriculture at Cornell University was granted the largest appropriation ever granted any State college of agriculture. It received an increase of $300,000 over the previous year for salaries and running expenses, $500,000 being immediately available for new buildings, while $2,500,000 more was authorized under the building plan. The total State appropriation for the college for the year would come to about $1,800,000.

The Louisiana legislature made a tax levy on the natural resources of the State which according to estimates would yield about $3,000,000 per annum. While a portion of this fund went to the support of various State institutions, it was estimated that about $1,000,000 was for the development of the College of Agriculture.

The State legislature of Maryland recently enacted a law combining the Maryland State

AGRICULTURAL EDUCATION

College of Agriculture with the University of Maryland School of Medicine under the name of the University of Maryland. An appropriation of $42,500 per annum was made for the medical school for the ensuing biennium, and $186,476 for 1921 and $165,416 for 1922 for the other departments of the university, while $203,000 was provided for buildings and equip ment. A new agricultural building was erected at the University of Tennessee costing approximately $250,000.

The report of a subcommittee on college instruction in agriculture, issued by the Bureau of Education, indicated progress in the improvement of the four-year course for agricultural students. Many agricultural colleges were planning extensive changes in the agricultural curriculum; entrance requirements were being modified; certain alterations in the elective system were under advisement and considerable attention was being given to improvement in college teaching and the equipment for this work. Among the influences found to be affecting this movement was a desire that the institution should be fully of standard college grade; to train students to meet more fully the requirements of the particular pursuits for which they were preparing; to meet new conditions in the secondary schools; to improve and strengthen the college and its relations with the preparatory schools; to observe the limitations of field practice, visual instruction, lectures, text, etc.; to test the new views of educators with regard to the development of instruction in the fundamental and related sciences from courses in practical agriculture so constituted as to create a desire in the student to know underlying facts and principles and to lead him on to study of the sciences, rather than beginning with sciences and basing instruction in agriculture on the scientific facts and principles previously acquired by the student; and to broaden the agricultural curriculum to include not only agricultural production, but also rural economics and sociology and for certain students, pedagogical training.

There was general agreement among the college authorities interviewed that during the first two years in college students should be required to take general basic courses, includ ing a technical knowledge of what the farmer needs to know in order to carry on his work intelligently. The specialization through group courses could be undertaken at the beginning of the junior year. A great variety of arrange ments in the curricula of the colleges was found as regards required and group courses and free electives. In general, a considerable limitation was placed on the student's choice of studies. The group elective system is quite common. Under this system the student is required at a certain period in his course to decide on his major subject, usually with advice from the faculty.

The committee deemed it advisable that there should be in the organization of these colleges a general officer, subordinate to the dean, who would act as a supervisor of teaching and be of coördinate rank with the directors of the experiment station and extension work. Some progress has already been made in this direction.

At the agricultural college of California, under new plans effective with the opening of the

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1920 session, fewer subjects were required of all students, some work in agriculture being offered each semester and a closer relation established between the subject matter in the fundamental sciences and in agriculture. Three new courses dealing in a broad way with general principles in agronomy, animal husbandry, and horticulture, respectively, were added as electives. new required course in botany was to be offered in which plant physiology would be emphasized, and changes would be made in the subject matter of the courses in zoology, agronomy, animal husbandry, and horticulture. The College of Agriculture of the University of Missouri organized a department of rural life in which were offered the subjects of rural economics, rural sociology and farm management.

Owing to the demand for colored county agents and teachers of agriculture since the passage of the Smith-Lever and Smith-Hughes Acts, an agricultural course of college grade was introduced at the Hampton Normal and Agricultural Institute, beginning September, 1920. Fifteen units of secondary work and two years of actual farm life and experience are required for entrance. The new course requires three years of 12 months each instead of four years of nine months each.

VOCATIONAL AGRICULTURAL EDUCATION. Encouraging progress in the development of vocational agricultural education during the year was evidenced by liberal State appropriations, the largely increased number of schools offering courses in vocational agriculture, and a deeper interest on the part of the students taking this work. The several States were taking active interest in vocational agricultural education.

During the past year 36 States employed fulltime State supervisors; 12 States employed supervisors for part time, the increase in the number of supervisors over the previous year was 16. The total fund allotted for 1920 to the States for vocational agriculture was $889,886.31. There were 1375 all-day vocational centres, having a total enrolment of 31,301 pupils. There were also a number of short course centres and evening classes comprising a total enrolment of about 4000 pupils. The number of teachers of vocational courses in agricultural schools was 1570. There was a shortage of teachers for vocational agriculture and with the constant changing of teachers each year it seemed evident that special attention should be devoted to the training of teachers for this kind of service.

In 1920 there were 64 institutions giving courses in teacher training for vocational agriculture, through 393 teachers and to 2310 students. In most instances the required qualifications of teachers of vocational agriculture were graduation from a four-year college course in a standard agriculture college and a certain amount of practical farm experience. Not all States have been able to maintain the above standard owing to a shortage of teachers for this type of work. The amount of Federal money expended by the States for teacher training for agriculture for the year ended June 30, 1920, was $250,664.24.

The land-grant colleges in order to carry out the provisions of the Smith-Hughes Act were making progress in building up efficient departments of agricultural education. They had also assisted secondary schools in planning and