making accounts of the food mollusks interesting to eaters and to cultivators, and those to whom the problem of controlling their production has biological attractions. Chapters on the anatomy of the food mollusks, and their development, and the ciliary mechanisms, introduce the subjects of oyster culture and growth in Europe. Japan and America; the implements used in gathering and cultivating; the natural eneinies of the American oyster, and bivalves in relation to disease. All the great oyster fields of the United States are described, their histories are given as far as known, and five closing chapters on the hard shelled and soft shelled clam and scallops close the work. As he was writing with a triple aim, Professor Kellogg was compelled to include many small matters not to be found in other works and the excellent index was a necessity. The eater of the oyster, the cultivator and the scientific observer should be equally satisfied. Henry Holt & Co. If the present year continue as it begins, it will be more prolific in good books than any twelve month of the last five. Following close on the new edition of the "History of Italian painting," comes "The Evolution of Italian Sculpture," by Lord Balcarres, and invites renewed study of a sister art, considering it in a manner especially grateful to the conservative and the religious, and eschewing the affectations of all the "modern" schools. The introduction dwells upon the traditions of imperial art, the decadence of old sources of inspiration, the discovery of new fountains, and the acquisition of new characteristics derived from the barbarian invaders, and the first chapter shows with what these elements were blended, the indigenous rudiments of Italian sculpture, beginning with Benedetto Antelami. Illustrating this chapter is a group of six façades pre sented in pictures extraordinarily stere ographical in quality and so clear that Ruskin would have given a volume to the statement of their beauties, and the reader finds it difficult to leave them. This presentation of groups instead of single examples is a noteworthy feature of the book and worthy of imitation by future writers. The second chapter, "The Progress of Form." the third, "Portraiture," and the fourth "Anatomy and the Nude" prepare the way for the next five, "Religious Thought All-Pervading," "Plastic Embodiments of Religious Thought,” “Seeular Thought and Secular Form," "Classical Thought" and "Baroque." and in these the duplex interest of the work, actual sculpture and its ethical development is unfolded and enforced. Biography, authenticity, all other distracting elements, are neglected for the sake of these two and the result is such a series of strong impressions as one does not often receive. It must be remembered that the author is not yet forty years of age, that he is an active member of the House of Commons, that he holds more than one important public position connected with art interests, in order to estimate the immense energy and devotion implied by this volume. The mere conception of the work might make a reputation; its execution should bring fame of no mean order. The style, no trivial detail in the literature of art, is clear and dignified, with a just assignment of ornament, and here and there that smallest touch of humor invariably accompanying imaginative power sufficient to the understanding of art. book is a thick quarto and its grouped and single illustrations all of excellent quality.number six score. The author half promises a subsequent volume examining the primitive phase by a different system of analysis and illustration. and it will be awaited with high expectations. E. P. Dutton & Co. The SEVENTH SERIES No. 3429 March 26, 1910 FROM BEGINNING CONTENTS 1. Aviation in 1909. By T. F. Farman. BLACK WOOD'S MAGAZINE 771 Greece - Renaissance or Revolution? By Spencer Campbell FORTNIGHTLY REVIEW 776 As It Happened. Book VI. Crisis. Chapter XI. Beneath the Cliffs. Chapter XII. The Judgment of God. By Ashton Hilliers. (To be continued.) IV. V. VI. Oriental Art. By Roger Fry 785 793 QUARTERLY REVIEW Ower Young to Marry Yet. By Jane H. Findlater. (To be con- The Present Position of Fiction. By A Novelist ATHENEUM 814 VII. A French Parliamentary Election. VIII. IX. The American People.. X. SPECTATOR 817 Some Old Chinese Songs. Rendered into English by David Wilson FOR SIX DOLLARS, remitted directly to the Publishers, The Living Aaz will be punctually torwarded for a year, free of postage, to any part of the United States. To Canada the postage in 50 cents per annum. Remittances should be made by bank draft or check, or by post-office or express money order if possible. If neither of these can be procured, the money should be sent in a registered letter. Drafts, checks, exprese All postmasters are obliged to register letters when requested to do so. and money orders should be made payable to the order of THE LIVING AGE Co. Single Copies of THE LIVING AGE, 15 cents. By feeble candle-light to rest I'll get And in gray dreams walk where the violet Blows sweet where once a foolish boy grew hot Lest thou, O dear and far, didst love him not: I shall not know, in dream, what age hath done, But turn to kiss a cheek for ever gone; And I, perchance, shall take thy hand and say Words whereof Death steals not the breath away. Walter de la Mare. The Pall Mall Magazine. SONG. O Love of my love, O blue, Lo, the dumb world falls remote, AVIATION IN 1909. 1909 has been so eventful in aviation that at its close the French Government was able to offer the citizens of the Republic consolation for being surpassed by Germany in steerable balloons by the announcement of its determination to keep the lead in aerial locomotion with the heavier than the air, destined in its opinion to drive all the military dirigibles off the aerial battlefield. Were the progress in aviation to continue as rapid as it has been during the last twelve months, the day would be fast approaching when the steerable balloon would be at the mercy of the little aeroplane. But whether it is wise for a nation to discount the perfecting of the heavier than air by neglecting the lighter than air as a military auxiliary is quite another question. It is, however, interesting to note what the aeroplane has already done, and can do to-day, and to examine what it must be able to achieve to become an instrument of practical daily utility in time of peace, and to perform all the services expected of it in war. In 1908 the aeroplane had just done enough to convince the thinking world that aerial locomotion with the heavier than air would be an acquired addition to the already existing means of civilization within a more or less distant or near future. At the end of that year few people thought that future would be near, and now the progress has been so formidable that many persons look forward to a yet more rapid development of aerial locomotion than that which characterized 1909. At the end of 1908 the only aeroplanes which could fly were the Wright, the Voisin, and the Blériot, and this last named machine has done so only spasmodically; and the only aviators who had piloted them were Wilbur Wright, Or ville Wright, Henry Farman, Delagrange, and Blériot. A great many inventors had built other flying machines, but none of them had remained in the air even five minutes. It is difficult, if not impossible, for any one to state correctly the number of aeroplanes of all descriptions which have been constructed in 1909, or the number of men who have learned to pilot them. However, there are still few types of flying apparatuses which can be relied on to ascend into the air and remain there even in fairly calm weather till their pilot may choose to descend, or be constrained to do so by the exhaustion of fuel for the motor. The most renowned amongst them are the Wright, the Voisin, the Henry Farman, the Maurice Farman, the Curtiss, and the Cody biplanes, and the Blériot, the Antoinette, and the Santos Dumont (La Demoiselle) monoplanes. Most remarkable feats have been achieved with those machines, all of which are being constructed in large numbers, to satisfy either the ambition of sportsmen to taste the sweets of flight, or that of men anxious to win some of the prizes at aviation meetings. Wilbur and Orville Wright and the pilots of their machine have flown long and high. Orville Wright has circled round the statue of Liberty at the entrance of New York harbor; and Tissandier on his Wright biplane has flown from Juvisy to Paris and back to Juvisy, after doubling the Eiffel Tower at the altitude of about 1400 feet; Paulham on a Voisin machine flew in a gale at Bétheny; the same aviator on a Henry Farman biplane repeated that feat at Blackpool, and astonished the world by his performances at Brooklands, and his cross-country flight from Bouy to Chalons and back, during which he rose to the altitude of 1900 feet; Henry Far The man himself remained in the air at de Chalons, in the course of which he Bétheny 3 h. 4 m., and carried two passengers with him on his biplane in a flight of 61⁄2 miles, and in the month of November at Camp de Chalons he travelled a distance of 1444 miles in 4 h. 17 m. 54 s., and Sommer at Doncaster won most of the prizes, and carried a large number of passengers one after the other on his Henry Farman machine for flights of various distance and' duration. Curtiss, by capturing the Gordon-Bennett Cup, and by winning the speed race at Bétheny, demonstrated that his biplane was a very swift and reliable apparatus, and Cody's performances in England showed that his machine was not a quantité negligéable. Maurice Farman has till now abstained from appearing at aviation meetings, and has not competed for any prize, but he has with the biplane of his invention earned the unofficial record for cross-country flight by travelling from Buc to Chartres, and from Chartres to Orleans, to say nothing of his previous cross-country flights in a circuit round Buc, in the course of which he on one occasion covered a distance of more than fifty miles. He thus inaugurated veritable aerial tourism. As for Blériot's monoplanes, the small cross-Channel type has been so often described that it is only necessary to state that its inventor has since his historic flight from Calais to Dover achieved much more remarkable feats with it than the crossing of the English Channel. Hubert Latham has proved that, steered by a skilful pilot, the Antoinette monoplane can weather a gale just as well as the Henry Farman biplane, and that it can rise into the air with as great facility as an aeroplane. Indeed if Paulhan on his Henry Farman biplane attained the altitude of 1968 feet, measured by military officers using theodolites, Hubert Latham holds the officially controlled world's record of altitude by his flight over the Camp rose to the height of 14591⁄2 feet. Since |