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he is a great reader of this class of literature,and spends much of his spare time when indoors in this manner. Music and art have few attractions for him. He has, indeed, been known to express his inability properly to appreciate the compositions of Wagner!

"When he is at work he is, however, a different man. He is phenomenally rapid, not only in his grasp of a subject, but also in his method of getting through his business. He writes far

more letters himself than is usual for a man in his position, although he still (since, that is. he has resigned the Foreign Secretaryship) retains the services of two private secretaries."

His relation to boys mentioned in the follow

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ing paragraph will come as a pleasant surprise THE English reviews are publishing com

to many:

"Of Lord Salisbury's attachment to his family it is scarcely fitting to speak during his lifetime, but it is well known that it is intense. His fondness of children is perhaps less notorious, but is none the less true. He is especially 'jolly'

with boys. There is one tiny bit of evidence in Hatfield House that the young ones are not forgotten, for a miniature children's billiard-table occupies a prominent position in the cloisters."

These sketches will be read with intense interest by men and women of all political parties, and will help to deepen the personal regard entertained for the venerable statesman.

DOES BRITAIN STARVE HER BLUEJACKETS?

THE

HE question of food for the men who man her fighting ships is becoming a burning one in England. Mr. Arnold White, after making a special investigation in Germany, states in the National Review for July that a sufficiency of well-cooked, plain, good food, equal to their necessities, is given to the bluejackets in the German, American, and French navies."

But, it will be said, was not the whole subject inquired into? It was, and certain recommendations were made, which will not be carried out until some time next year. Mr. White says:

The committee were desired to inquire into the sufficiency of the present ration. The ration was pronounced insufficient. They were desired to inquire into the question of meal hours. It was recommended that there should be five recognized meal hours instead of three, as at present, and that the time allowed for these five meals should be three hours thirty-five minutes instead of two hours thirty minutes allowed for the three meals at present. Under the present system no food is served out by the state to the British bluejacket after 4.15 P.M. If he feels hungry between 4.45 P.M. and his cocoa-time

parisons of the British with the German navy which are by no means flattering to the former. Herr Ernst Teja Meyer's 66 Los von England," a translation of which appears in the Contemporary for July, declares that, apart from the number of ships, England's navy will find a superior enemy in the marine of every great power which is abundantly provided with all that gives force at sea."

THE BRITISH FLEET "MADE IN GERMANY."

Herr Meyer passes in review the whole British fleet, and its bases, the coaling stations, etc. He maintains that in every respect the establishment, when weighed in the balances, is found wanting. In everything but numbers England's navy is inferior to those of other nations, and, Herr Meyer would have us believe, immeasurably inferior to that of Germany. England cannot build her ships without buying materials from Germany. The guns and shells are bought from Krupp and Erhardt. Steel for English bayonets comes from Solingen, brown powder from Westphalia, and new boilers for the ships are to be supplied by German workshops. It is also recommended that armor plates should be bought from Krupp. The whole British navy, so far as there is any good in it, ac-* cording to Herr Meyer, will soon have to be labeled "Made in Germany," while Germany, for her part, builds her ships from her own resources in her own shipyards, with her own workmen, and is independent of England and every other power.

A MERE PLAYTHING.

Not only are the British ships inferior in the weight of broadside and in tactic value to the German ships, but so many accidents and mutinies take place on British vessels as to reveal a state of things which recalls the sorry and deplorable condition of the Spanish navy at the outbreak of the war with the United States.

The British fleet is little more than a national plaything. Instead of naval maneuvers and squadron practice, there are holiday cruises from port to port, in which everything is subordinated to regattas and banquets. Herr Meyer maintains that the British naval officer would come out of action just as hopelessly discredited as his military brother.

"To most officers in the British navy the service is but a business. They all suffer from their hereditary complaint,-national pride, together with an inordinate self-conceit, an incredibly boorish ignorance, and a scorn of all for eigners."

BRITISH SAILORS MUTINOUS.

The bluejackets are, Herr Meyer admits, better than the " mercenary blackguards in red or in khaki" who are recruited for the army. But it would be almost an insult to compare them with German sailors, for "they lack, above all, that deep moral seriousness with which our bluejackets win hearts the world over; that unselfish devotion; that firm, I might say pious, sense of duty." The men are discontented, and rightly so. On the one hand, they are treated arrogantly and offensively; on the other hand, they are neglected. The English fleet is the only one in the world in which serious mutinies occur.

But Herr Meyer says that on the Majestic the entire crew rose because shore-leave was refused it; and in the flagship Barfleur the crews mutinied because they got nothing out of Peking plun der. Whether the men are bad or good, there are not half enough of them. The question of personnel is entirely unsolved. Therefore, Herr Meyer concludes that the navy of England is just as little prepared for hostilities as the army, and that it will fail just as much, though it is certainly incomparably better than those hordes which despise everything most needed for the welfare of a world power and a civilized state. The midshipmen should prove themselves strategic geniuses."

So says Herr Meyer, and he concludes by declaring that the English will not listen. They deride and despise plain lessons and experiences of history; the coming collapse in a war with a great European power will at last and forever demolish the old boast, "Britannia rules the waves."

A British Estimate of the German Navy. Mr. Archibald S. Hurd contributes to the Nineteenth Century for July a very good article entitled "The Kaiser's Fleet." His study is necessarily largely comparative, for while he writes of the German navy he has always the British navy in his eye. The German navy bill

of 1900, which authorized an expenditure of $365,000,000 on new men-of-war and $65,000, 000 on dockyards, in which they can be prepared, contrasts very favorably with the British Naval Defense Act, inasmuch as the German measure takes account of all the needs of the fleet which it is to create. It makes provision for every detail of the ships down to the last rivet, while the extension of the organization of the great naval ports will proceed pari passu with the construction of the men-of-war. In 1920 the German navy will consist of 38 thoroughly modern battleships and 17 older reserve battleships, making 55 in all. Behind these battleships there will be 52 cruisers. In that year the British navy will only be three battleships stronger than that of Germany. Germany will, therefore, be the second greatest naval power in the world, and her battle squadrons will exceed in value such ships as England will be able to allocate to the defense of the hear seas. The preamble of the navy bill shows that the purpose of the German fleet is to be strong enough to cope with that of Great Britain.

THE GERMAN FLEET UNDER INSPECTION.

Mr. Hurd speaks very highly concerning the efficiency of the fleet and the inspiration which it receives from the Kaiser. During the visit of Prince Henry to Ireland, Mr. Hurd had an opportunity of seeing the German ships at sea. He says that their color is the nearest approach to invisibility which can be obtained under the usual conditions. The painting of the ships is provided for out of the national funds, whereas in the British navy much of the expense falls upon the officers. One feature of the German ships is that there is no wood to be holystoned, and no brass work to be polished by the crews. From end to end of the ships there is no gleam from a square inch of metalwork, brass, or steel. The weather decks are laid with a light reddish colored cement, which can be cleansed easily by the turning on of a hose. The cement will not splinter or ignite under gunfire, and nothing can look smarter than this hard and even material. There are very few wooden fittings, and though the insides of the cabins are made of wood, these could be cleared away in a few hours before going into action. The comfort of the crews is considered more than in British ships. The vessels are ventilated mechanically in hot weather, and heated in cold weather by pipes that run everywhere. There are baths for the officers, and for the men numerous hand-basins with water laid on in comfortable airy spaces. The food is good, is supplied in excellent quality and in ample quantity. The men have a dif

ferent diet every day, and enjoy their meals; nor do they need to supplement their rations at the canteen out of their own pockets.

"In summary the German navy reveals some admirable points. It is a force which is hampered by few traditions. It exists with one object only, to fight and to win. It may be that it has glaring faults; we may be sure that it is not perfect. Its seamanship certainly is not yet as high as that of the British fleet, and probably other holes could be picked in its training; but the fact remains that it is trained with serious purpose, that all smartness for mere smartness' sake is swept away, and among the sea forces of the world it marks in several important particulars the highest state of efficiency yet attained."

TH

THE CASE AGAINST BRITISH PROTECTION. HERE is a characteristic free-trade article by M. Yves Guyot in the Contemporary Review for July. M. Guyot, of course, is a free

who are not isolated in compartments by customhouse barriers. It is not the tariffs that have built up American industries,-they have only served the trusts; and in lessening the power of purchase of a portion of the Americans they have only impeded their rise instead of favoring it.

M. Guyot gives some remarkable figures to show the effect of state interference upon the price of food. In Austria-Hungary, export sugar is worth 21 crowns at Trieste, and sugar for home consumption 84 crowns at Prague. In France, the French consumer pays for 100 kilos of sugar more than 65 francs, 36 of which go into the treasury in order to promote the production of more sugar. M. des Essars has made a comparison between the retail prices in Lon. don and in Paris of forty-six articles of gro cery. The total of the French prices came to 109.95, that of the English only to 89.09.

SPEED RECORDS ON AMERICAN RAILROADS. TATEMENTS that American express trains

trader as regards all countries, but he is in par- Share run at the rate of 75, 100, or even 120

ticular convinced that the continuance of the freetrade policy is an essential for England.

He begins his paper by pointing out that this is not the first time there has been a scare over British trade. A book on "The Decadence of England" was published in 1851, on the eve of a development of prosperity of which the most optimistic could not have dreamed. Englishmen living in a free-trade country are so used to its blessings that they do not notice them. Much of the protectionist advocacy is based upon the fallacious doctrine of the balance of trade. In the past the clear-sighted policy of Englishmen was adjusted to the progress of industry, while the political economy of the Continent aimed at annihilating it.

The protectionist nations are guilty of a monstrous self-contradiction when they establish telegraph lines, build railways, and subsidize ships, and at the same time neutralize this machinery by measures designed to prevent the entry of foreign goods. The logical protectionist must regret the good old times, when six or seven hundred thousand American Indians lived where seventy-six million inhabitants now dwell in peace and activity. The protectionists complain that the Americans are making themselves selfsufficing economically. But the Indians were still more self-sufficing, yet England had no trade with them. English protectionists cannot wish to close English ports against foreign raw material.

The example of the United States is an argument in favor of free trade. Among the nations in an advanced stage of evolution it forms a group of nearly eighty millions of individuals

miles an hour have been repeatedly circulated in Europe, and in Germany the state railway management has been severely criticised for its failure to equal these alleged records of speed. Writers in the German periodicals, on the other hand, have challenged the accuracy of the state.. ments, and, in some instances, have convicted their authors of gross exaggeration of the facts. The discussion has at least shown the lack of well-attested records of such performances. In the Journal of Political Economy for June, Mr. George G. Tunell analyzes a recent attempt in the Archiv für Eisenbahnwesen, an official publica tion of the Prussian ministry of public works, to disparage the claims of American railroads as to the speed of trains.

Whether or not the Prussian authority successfully impeached the value of the records in dispute is a question of minor importance. Mr. Tunell is himself skeptical as to the accuracy of the extreme records quoted. He would not, he says, accept any statement of speed in excess of 85 miles per hour over level track, unless it was satisfactorily vouched for. This admission indicates the writer's cautious habit. The significant passages in his article are his statements regard ing speed records which he regards as satisfactorily attested. The most recent instance cited by him is the following:

HIGH SPEED ON A WESTERN ROAD.

"During April and May of the present year (1902) some tests were made on the Chicago & North-Western Railway to ascertain the speed

between stations of their fast mail trains running between Chicago and Council Bluffs. The tests were made by Mr. Robert Quayle, the superintendent of motive power, who was assisted by Mr. Percy H. Batten and Mr. Horace H. Newsom, both of whom have had considerable experience in taking records. The speed recorder used was carefully adjusted and tested in the shops, and, after being placed on the engines, was checked with a stop-watch over stretches of track that had previously been carefully meas ured. On many occasions a speed of 75 or more miles an hour was recorded, and on one trip a speed of 82, on another a speed of 86, and on another a speed of 89 miles per hour was attained and held for a short distance.

"On April 28, train No. 10, between Carroll and Boone, in Iowa, ran six miles, five of which were consecutive, at a speed of 76 or more miles an hour, and for one-half of a mile maintained a speed of 82 miles per hour. The speed over the five-mile stretch was as follows for the successive miles: 76, 78, 8.15 (.5 of this mile being at 82), 78 and 76. On May 1 the record of April 28 was surpassed, 10.5 miles, 7.5 of which were consecutive, being run at a speed of 75 or more miles per hour. On this run a speed of 86 miles per hour was attained, but was held only for a very short distance, scarcely one quarter of a mile. The speed over the 7.5-mile stretch was at the rate of the following miles per hour for the suc cessive miles or parts thereof, 75 (for .5 of a mile), 77, 78, 81, 84 (for 1.3 miles), 86 (for almost .25 of a mile), 83 (for.5 of a mile), 80, and 77.5. On May 10, the record of May 1 was surpassed by train No. 9. Of the 202 miles between Clinton and Boone, 82.5 were covered at a speed exceeding 70 miles per hour, 13.5 at a speed exceeding 80 miles per hour, and 4 miles at a speed exceeding 85 miles per hour, a speed of 89 miles per hour being reached and held for about one-fourth of a mile between the stations of Mt. Vernon and Cedar Rapids."

These runs were made with four cars, by locomotives having 19 by 26 inch cylinders, 80inch driving wheels, and a steam pressure of 190 pounds, the total weight of each engine being approximately 133,800 pounds.

THE "LAKE SHORE RECORD OF 1895.

Mr. Tunell also refers to the famous run made by the special train of Dr. W. Seward Webb over the Lake Shore & Michigan Southern Railway on October 24, 1895. The official timekeepers of this run were Mr. H. P. Robinson, editor of the Railway Age, and Mr. Willard A. Smith, sometime chief of the transportation department at the Chicago World's Fair. Note

worthy records made on this run were as follows:

A distance of 510.1 miles at 65.07 miles an hour.
A distance of 289.3 miles at 66.68 miles an hour.
A distance of 181.5 miles at 69.67 miles an hour.
A distance of 85 miles at 72.92 miles an hour.
A distance of 71 miles at 75.06 miles an hour.
A distance of 59 miles at 76.08 miles an hour.
A distance of 52 miles at 78.00 miles an hour.
A distance of 42 miles at 79.04 miles an hour.
A distance of 33 miles at 80.07 miles an hour.
A distance of 8 miles at 85.44 miles an hour.

The train was composed of two heavy Wagner parlor cars, each weighing 92,500 pounds, and Dr. Webb's private car Elsmere, which alone weighs 119,500 pounds. All the engines used in this relay race were built by the Brooks Locomotive Works, after designs furnished by Mr. George W. Stevens, of the Lake Shore Railway. The first four engines, which drew the train as far as Erie, were of the American type, or eight wheelers, comparatively light, but built for fast running. These engines weighed only 52 tons, had 17 by 24 inch cylinders, and 72-inch driving wheels. The last engine was of a different type, being a ten-wheeler, with three pairs of coupled drivers and a four-wheeled swiveling truck. weighed 56.5 tons, its cylinders being of the same size as those of the other engines. Its driving wheels were only 68 inches in diameter.

FREIGHT RATES ON ARGENTINE WHEAT.

IT

It

T was only a few years ago that the Argentine Republic gained recognition as a serious competitor with the United States in the supply of wheat for European consumption. The fact that among all the transoceanic sources of wheat supply for western Europe Argentina now ranks second only to the United States has attracted the attention of statisticians, and efforts have been made to ascertain the causes of this rapid and unheralded development.

The cost of transportation is, of course, one of the most important elements in the situation, but heretofore there has been no serious attempt to compare the freight rates from the farms of Argentina to European ports with those from the wheat belts of the United States to the same ports. Such an attempt has recently been made, however, by a Washington statistician, Mr. Robert R. Kuczynski, and the results of his investigation appear in the current number of the Journal of Political Economy (University of Chicago Press).

In the introductory part of the paper there is a table giving for the last two quinquennial periods the average yearly wheat crop of all the countries

ferent diet every day, and enjoy their meals; nor do they need to supplement their rations at the canteen out of their own pockets.

"In summary the German navy reveals some admirable points. It is a force which is hampered by few traditions. It exists with one object only, to fight and to win. It may be that it has glaring faults; we may be sure that it is not perfect. Its seamanship certainly is not yet as high as that of the British fleet, and probably other holes could be picked in its training; but the fact remains that it is trained with serious purpose, that all smartness for mere smartness' sake is swept away, and among the sea forces of the world it marks in several important particulars the highest state of efficiency yet attained."

THE

THE CASE AGAINST BRITISH PROTECTION. HERE is a characteristic free-trade article by M. Yves Guyot in the Contemporary Review for July. M. Guyot, of course, is a freetrader as regards all countries, but he is in par

ticular convinced that the continuance of the freetrade policy is an essential for England.

He begins his paper by pointing out that this is not the first time there has been a scare over British trade. A book on "The Decadence of England" was published in 1851, on the eve of a development of prosperity of which the most optimistic could not have dreamed. Englishmen living in a free-trade country are so used to its blessings that they do not notice them. Much of the protectionist advocacy is based upon the fallacious doctrine of the balance of trade. In the past the clear-sighted policy of Englishmen was adjusted to the progress of industry, while the political economy of the Continent aimed at annihilating it.

The protectionist nations are guilty of a mon. strous self-contradiction when they establish telegraph lines, build railways, and subsidize ships, and at the same time neutralize this machinery by measures designed to prevent the entry of foreign goods. The logical protectionist must regret the good old times, when six or seven hundred thousand American Indians lived where seventy-six million inhabitants now dwell in peace and activity. The protectionists complain that the Americans are making themselves selfsufficing economically. But the Indians were But the Indians were still more self-sufficing, yet England had no trade with them. English protectionists cannot wish to close English ports against foreign raw material.

The example of the United States is an argument in favor of free trade. Among the nations in an advanced stage of evolution it forms a group of nearly eighty millions of individuals

who are not isolated in compartments by custom. house barriers. It is not the tariffs that have built up American industries,-they have only served the trusts; and in lessening the power of purchase of a portion of the Americans they have only impeded their rise instead of favoring it.

M. Guyot gives some remarkable figures to show the effect of state interference upon the price of food. In Austria-Hungary, export sugar is worth 21 crowns at Trieste, and sugar for home consumption 84 crowns at Prague. In France, the French consumer pays for 100 kilos of sugar more than 65 francs, 36 of which go into the treasury in order to promote the production of more sugar. M. des Essars has made a comparison between the retail prices in Lon. don and in Paris of forty-six articles of gro cery. The total of the French prices came to 109.95, that of the English only to 89.09.

SPEED RECORDS ON AMERICAN RAILROADS. TATEMENTS that American express trains

have run at the rate of 75, 100, or even 120 miles an hour have been repeatedly circulated in Europe, and in Germany the state railway management has been severely criticised for its failure to equal these alleged records of speed. Writers in the German periodicals, on the other hand, have challenged the accuracy of the state- . ments, and, in some instances, have convicted their authors of gross exaggeration of the facts. The discussion has at least shown the lack of well-attested records of such performances. In the Journal of Political Economy for June, Mr. George G. Tunell analyzes a recent attempt in the Archiv für Eisenbahnwesen, an official publication of the Prussian ministry of public works, to disparage the claims of American railroads as to the speed of trains.

Mr.

Whether or not the Prussian authority successfully impeached the value of the records in dispute is a question of minor importance. Tunell is himself skeptical as to the accuracy of the extreme records quoted. He would not, he says, accept any statement of speed in excess of 85 miles per hour over level track, unless it was satisfactorily vouched for. This admission indicates the writer's cautious habit. The significant passages in his article are his statements regarding speed records which he regards as satisfactorily attested. The most recent instance cited by him is the following:

HIGH SPEED ON A WESTERN ROAD.

During April and May of the present year (1902) some tests were made on the Chicago & North-Western Railway to ascertain the speed

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