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From the painting by Mr. C. M. Hardie, exhibited in the Royal Academy 1895 THE REVIEW OF REVIEWS. VOL. XI. NEW YORK, MARCH, 1895. No. 3 A Cold Winter and Its Victims. THE PROGRESS OF THE WORLD. The months of January and February, 1895, will be memorable for the severity and wide extent of their storms, which took the form of great cyclonic disturbances accompanied by heavy snowfall and by almost unprecedentedly low temperature. Earlier storms had spoiled the prospect of the orange crop in Florida, and the later visitations of King Boreas completed the work. The "balmy" resorts of the South-European as well as American-have for once known something of the rigors of a northern winter, without being equipped with northern means of protection. In certain portions of the West the suffering from long weeks of extreme cold and of heavy snow has been the more intense on account of the failure of the last season's crops, and the consequent lack of means to buy sufficient supplies of winter clothing, fuel and food. The precise truth regarding the amount of suffering in western Kansas, western Nebraska, and parts of the Dakotas, has been hard to obtain. Suffice it to say, we are assured that those states deem themselves entirely able to cope with their own local emergencies and to provide adequate relief. In Kansas and Nebraska, if not in other western states, the immediate demands for relief have been met by gifts from all directions. Georgia and other parts of the South responded with quick sympathy to the reports that food was needed in the sparsely settled counties of Nebraska. Chancellor Canfield, of the Nebraska State University, has informed the country that Nebraska as a whole is in no stricken condition, that the state has a vast area, and that the suffering on account of last season's drouth has been confined to a few counties which are very scantily inhabited and whose people are for the most part recent comers from the East. Seed grain will be provided in the spring through the agency of the state and county governments. Fortunately, the industrial conditions in our great population centres are much improved in comparison with last year, and while public and private charity has a heavy task devolving upon it, there is no such appalling demand for emergency relief as existed one year ago. It has been a good winter for the experiment of helping one's poorer neighbors in the items of fuel and rent. The plan may be safely continued in March. ful. Only one boat availed anything for rescue purposes. Twenty people by means of this boat reached the British coast in safety, only one of these being a woman, and nearly all of them being members of the ship's crew. Although harsh criticisms have been called out by the fact that seamen rather than passengers escaped, it should be remembered that practically the whole force of officers and sailors went down with the brave captain. It does not appear from the testimony of survivors that Captain Von Goessel came short of his duty in the few moments that remained after the collision, or that the sacrifice of the few that escaped would necessarily have resulted in the saving of any other lives. Collisions and the Road. If the collision had taken place in a dense the Rules of fog it would have seemed nevertheless to have been avoidable with the proper use of sirens, fog-horns, and fog-bells, and with the reduction of speed that prudence always requires when lights are not clearly visible. But this accident seems unquestionably to have occurred when there were no exceptional conditions of fog or storm, and when each of the colliding vessels must have been perfectly aware of the approach of the other. So far as now appears, the accident was solely due to a misunderstanding as to the rights of the road, or to an unwillingness on the part of one navigator to alter his course for the accommodation of the other. The facts as to these matters must all come out in the admiralty courts in connection with suits at law for the recovery of damages. It happens that a new treaty which has been signed by the United States and a number of the principal European countries,-although not yet signed by Great Britain,-goes into effect on the first day of March, and deals with signaling at sea and with many matters affecting what may be called the rights and usages of the road. In view, however, of the frightful object lesson presented by the loss of the Elbe it is evident that public opinion will demand a more exacting code than has ever yet been devised, in order to reduce to the lowest possible minimum the chances of collision at sea. gers involved in stormy weather at sea are no longer considered by experienced navigators as particularly formidable, in the case of well-built modern ships. The experience of La Gascogne of the French line has given a fresh illustration of the staunchness of the typical transatlantic liner. La Gascogne left her French port on January 26 and was due at New York on February 3. Owing to the exceptional storms which had prevailed, her tardiness excited little anxiety for two or three days. But her protracted failure to put in an appearance, and the lack of any information about her from vessels which in going one way or the other might have been expected to sight her, at length created a feeling of uneasiness that grew more intense from day to day and from hour to hour. Finally, however, on the afternoon of February 11, La Gascogne came slowly within signaling distance of Sandy Hook, and a few hours later was safe in the shelter of New York Bay. The enthusiasm in New York over her arrival surpassed all precedents. She had broken an essential part of her machinery of propulsion, and her engineers had experienced great difficulty in maintaining a sufficient state of repair to enable the engines to |