pastor at Wayland, Mass., in 1839-40; at Lancaster, Mass., in 1840-47; editor of the Monthly Religious Magazine in 1847-65; and after 1865 was pastor at Weston, Mass. Author of 'Regeneration' (1853); 'Pictures of the Olden Time' (1857); Christian Lyrics' (1860); The Fourth Gospel: the Heart of Christ' (1872), etc.

SEARS, sērz, Isaac, American patriot: b. Norwalk, Conn., 1729; d. Canton, China, 28 Oct. 1786. He descended from Richard Sears, who emigrated from Colchester, England, in 1630, and settled in Massachusetts. He was

in command of a privateer against the French in 1758-61, and after losing his vessel settled in New York and engaged in the West Indian and European trade. He became a prominent member of the "Sons of Liberty," and was chairman of the first committee of correspond'ence established in New York. He commanded the troop that raided the printing establishment of James Rivington, editor of the Royal Gazette. After destroying the presses, the types were carried away to be cast into bullets. He was a member of the provincial congress in 1783, and also of the State assembly of New York. Having lost his fortune, he shipped as supercargo on a merchant vessel and contracted a fever on the voyage to China, from which he died.

SEARS, Joseph Hamblen, American author and publisher: b. Boston, 1865. He was graduated from Harvard in 1889, and has since published The Governments of the World Today) (1893); Fur and Feather Tales) (1897) ; 'None But the Brave (1902); A Box of Matches (1904).

SEARS, Lorenzo, American rhetorician: b. Searsville, Mass., 18 April 1838; d. 1 March 1916. He was graduated from Yale in 1861, from the General Theological Seminary, New York, in 1864, and was engaged in pastoral duties in New England in 1864-85. He was appointed to the chair of rhetoric and English literature at the University of Vermont in 1885, which he filled until 1890, when he occupied that of rhetoric and American literature at Brown University until 1906. He has published 'History of Oratory) (1896); "The Occasional Address, Its Literature and Composition' (1897); Principles and Methods of Literary Criticism' (1898); 'American Literature in the Colonial and National Periods' (1902); 'Seven Natural Laws of Literary Composition (1904); Makers of American Literature (1904); Wendell Phillips, Orator and Agitator' (1909); John Hancock, the Picturesque Patriot' (1912); John Hay, Author and Statesman) (1914).

SEARS, Taber, American artist: b. Boston, Mass., 1870. He was educated at the Boston Museum of Fine Arts, School of Arts and at the Julien Academy, Paris, and studied under Jean Paul Laurens and Luc Olivier in Paris, as well as studying at Rome and Florence. He has specialized in mural paintings and in designs for stained glass windows. His mural paintings include 'The Spirit of Niagara' (Buffalo Historical Society); Among the Nations) (New York city hall); frieze of the Apostles (Epiphany Church, Pittsburgh), etc.

SEAS

SEARSPORT, Me., town on Penobscot Bay, five miles northeast of Belfast, and about 30 miles southwest of Bangor. Its chief industries are shipbuilding, ice-gathering, shipping hay and lumber and poultry products. It has lumber and grist mills and a spool mill. It has a high school, graded elementary schools and the Sears Public Library, opened in 1872. The national bank has a capital of $50,000; the savings bank has a large amount of deposits. Pop. 1,444.

SEAS, Freedom of, a term of international law and diplomacy employed to describe the legal nature of the high seas, in respect to the right of every nation to navigate their waters freely beyond a certain limit, usually three miles from the coast, without being subject to the control of any nation. This freedom, now SO well established, was not universally recognized in earlier times. As late as the 15th century Portugal asserted sovereignty over the Indian Ocean, and a large part of the Atlantic Ocean south of Morocco, while Spain asserted an equal right over the Pacific and the Gulf of Mexico, and the Pope supported their claims. In later times Great Britain asserted extravagant claims over the English Channel and certain great arms of the sea which washed the shores of the British Isles. Still later other nations, from time to time, asserted more or less jurisdiction over certain waters of the open seas. Thus the United States recently undertook to exclude other nations from killing fur seals in the Bering Sea many hundreds of miles from the American coast, but the question having been submitted to an international tribunal of arbitration, the tribunal decided against the American claims. Even now some nations claim and exercise jurisdiction in respect to fisheries and revenues over their littorals extending far beyond the three-mile limit, and although this assertion has occasionally produced irritation and conflict it has usually been acquiesced in. Formerly also certain nations claimed and exercised the right to control great bodies of the open sea connected by straits within their jurisdiction. The claims asserted by Denmark over the Baltic Sea were a well-known instance, and her claims were not finally abandoned until the middle of the 19th century. Grotius in his 'Mare Liberum' published in 1609 in answer to Selden's attack upon the freedom of the seas revived the doctrine of the Roman law that there could be no property in anything which could not be effectually occupied; hence the oceans were free to the navigation of all, subject to the control of no nation. Since Grotius' time the general principle of the freedom of the seas in time of peace has been universally recognized and except for the depredations of pirates and slave traders it has been generally enjoyed for purposes of navigation. This, of course, does not mean that a nation cannot restrict the maritime trade between its own continental ports or between itself and its colonies to its own citizens and to vessels flying its own flag, or that it cannot prescribe conditions under which foreign ships may enter or depart from its own ports. What freedom of the seas in time of peace means is the right of the ships of all nations to navigate freely the high seas outside the ter

ritorial waters and beyond the three-mile marginal sea without being subject to the right of search or molestation by the vessels or authorities of any nation.

In time of war no such freedom of navigation is recognized. This freedom is limited by the admitted right of belligerents to intercept and confiscate articles of contraband on their way to the enemy and to prevent by means of lawful blockade all intercourse or trade in any and all goods, whether contraband or not, with the enemy. To this end, the public vessels of a belligerent may stop and search on the high seas any neutral vessel with a view to ascertaining its nationality as well as the character and destination of its cargo and, under certain conditions, both may be confiscated or even destroyed. During the late war certain belligerents, notably Great Britain, went to the length of taking neutral vessels into distant ports for the purpose of conducting the searches, against all of which neutral governments vigorously protested. Mails from neutral steamers were likewise taken in, searched, censored and detained. Many neutral vessels were also stopped and persons of enemy nationality were taken off and imprisoned. Mines were sown in the open seas, first by Germany and then by Great Britain, and a goodly number of neutral merchant vessels innocently navigating the high seas were destroyed. Germany, and to a less extent Great Britain, also declared great areas of the open seas to be war zones, "barred zones," "danger areas" and the like (see WAR ZONES). The zones proclaimed by Great Britain could only be navigated with great danger and the Germans even went to the length of deliberately sinking all ships which entered the zones proclaimed by their government. In the enforcement of their blockade measures Great Britain and France applied the doctrine of continuous voyage or ultimate destination to trade with the enemy through neutral ports and thus effectually, it was charged, blockaded neutral ports. The doctrine of contraband was extended to include nearly everything that could be carried by sea, the distinction between conditional and absolute contraband was abolished and the rule of ultimate destination was applied to both classes of contraband without distinction (see CONTRABAND). The German government went even further and systematically sunk many hundreds of neutral vessels, including even fishing vessels, hospital ships and those engaged in missions of mercy and philanthropy, in spite of the immunity which international law assures them. By these and other acts the principle of the freedom of the seas, as it has been heretofore understood, was seriously infringed upon and loud protests were made by neutrals. The German government likewise never ceased to denounce the conduct of Great Britain and maintained that it was fighting for the freedom of the seas a profession which in virtue of its own lawless conduct was more hypocritical than sincere.

While the United States was still a neutral the President denounced these infringements upon the freedom of the seas, and in an address to the Senate declared that the "paths of the sea must alike in law and in fact be free" and that "the freedom of the sea is the sine

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quá non of peace, equality and co-operation." As one of the 14 conditions of peace which he announced to Congress on 8 Jan. 1918 was the following: "Absolute freedom of navigation upon the seas, outside territorial waters, alike in peace and in war, except as the seas may be closed in whole or in part by international action for the enforcement of international covenants." It was pointed out at the time that the seas were already free in time of peace and his proposal must, therefore, apply only to the freedom of the seas in time of war. There was a difference of opinion as to the exact meaning of the proposal for "absolute" freedom of navigation and it was the subject of much discussion. Literally interpreted it would mean the abolition of the belligerent right of blockade, at least of commercial blockade, the right to seize contraband of war going to the enemy, the surrender of the right to prevent unneutral service and perhaps of the right to capture enemy private property at sea and to destroy enemy merchant vessels. Great Britain and France in their replies to the President's proposals accordingly stated that since the point relating to the freedom of the seas was "open to various interpretations," some of which they could not accept, they must, therefore, "reserve to themselves complete freedom on the subject when they enter the peace conference." It is obvious that a freedom of the seas which would deprive a belligerent of these weapons would amount in effect to a prohibition of naval warfare altogether and would place a naval power in a position of great disadvantage in comparison with a military power. It is well known that the exercise of these rights contributed more than anything else to the defeat of the Confederacy during the Civil War and it is doubtful whether without them the Allies could have forced Germany into submission during the late war. There seems little likelihood, therefore, that the great naval powers, including the United States, will be willing to pay such a price for an absolute freedom of the seas. Much may be said and has been said in favor of the immunity of private property from capture at sea and even in favor of the abolition of purely commercial blockades. The British government even went to the length of proposing at the second Hague Conference that contraband be entirely abolished and that neutrals be allowed to carry without molestation what they will to belligerents, and this proposal received the support of 26 states. But as yet no agreement has been reached and it does not seem likely that as to some of the proposals any agreement will be reached in the near future. As the term is now understood, therefore, freedom of the seas in time of war means nothing more than the liberty of neutrals to trade with belligerents subject to the long-established restrictions in respect to blockade and contraband. To be sure, these restrictions should be more precisely defined and limited so as to prevent in the future such grave infringements as were committed upon the rights of neutrals during the late war. As to the rights of belligerents to sow mines in the open seas beyond their territorial waters, to assert control over great areas of the sea under the name of "war

zones," and to destroy systematically and generally neutral merchant vessels, they should be forbidden altogether. These measures would not ensure "absolute" freedom of the seas but they would remove the most irritating sources of controversy, which is probably all that can be expected for the present. Consult Grotius, Hugo, Freedom of the Seas'; Ormond, S. W. T., The Law of the Sea'; Corbett, Sir Julian, "The League of Peace and a Free Sea'; Woolsey, T. S., 'Freedom of the Land and Freedom of the Seas' (Yale Law Journal, Vol. XXVIII, p. 151); Hays, A. G., 'What is Meant by Freedom of the Seas) (American Journal of International Law, Vol. XII, p. 283); Anderson, C. P., Freedom of the Seas (in Annals of the American Academy of Political and Social Science, July 1917). JAMES W. GARNER,

Professor of Political Science, University of Illinois.

SEASHORE, Carl Emil, American psychologist: b. Mörlunda, Sweden, 28 Jan. 1866. He was graduated at Gustavus Adolphus College in 1891 and from Yale University in 1895. He was assistant in the Psychological Laboratory at Yale in 1895-97; and from 1897 was associated with the faculty at the University of Iowa, where he has been professor of psychology since 1902, head of the department of philosophy and psychology since 1905 and dean of the Graduate School since 1908. He invented many psychological instruments, among them being the voice tunoscope, spark chronoscope, pyscherogograph, audiometer, sound perimeter and multiple recorder. He is editor of the University of Iowa's Studies in Psychology; joint editor of the Journal of Educational Psychology; and consulting editor of the Psychological Review. Author of 'Elementary Experiments in Psychology (1908); Psychology in Daily Life (1913); The Psychology of Talent (1917), etc.

SEASICKNESS, an affection attended with nausea and other disagreeable sensations produced by the motion of a vessel. Its causes and etiology are as yet imperfectly understood. Some refer it to causes dependent upon the altered or affected functions of the nervous centres; others to the regurgitation of bile into the stomach; and still others to irritation of the liver by the unusual movements of the body, increased secretion of bile being secondary. Probably each of these views contains something of the real explanation of the disorder.

When a landsman goes to sea, the movements of the ship, and the shifting lines and surfaces, unsettle his visual stability, as the different inclinations of the plank he stands on unsettle his muscular sense. The consequent derangement of these faculties reacts upon the nervous centres and through the latter upon the viscera, thus producing nausea and vomiting. Recollection of the disturbing sensations, together with the emotional state which they originally excited, may itself become an efficient cause, at least in individuals, of peculiarly irritable stomachs, or of highly sensitive nervous systems; for this plays downward upon the sensorial centres in such a manner as to excite in them the same condition as that which was originally produced through the medium of the

sensory nerve. This may explain why certain individuals show all the symptoms of seasickness on going aboard a vessel perfectly at rest. So, no doubt, imagination is a potent and important factor in the case. The fact that visual impressions predispose travelers to seasickness suggests that a susceptible individual, when on deck, should shut the eyes.

But perhaps the chief causes of seasickness may be summed up thus: (1) Effusion of blood to the brain; (2) disturbance of the digestive system; (3) over-eating, and also under-eating. Many preventive measures referring to the construction and arrangement of vessels have been tried with little success; yet experiments with vessels having a swinging saloon, designed to preserve equilibrium in any sea, and vessels with a breadth intended to minimize the rocking motion, show that nautical men and shipbuilders are becoming alive to the interests and comfort of travelers. Preventive measures regarded from the patient's point of view are practically limited to the regulation of diet before a voyage. The diet for some days previously should be plentiful, but of light and nutritious character. Above all, the bowels should not be constipated and food should not be taken for at least five or six hours before going on board, although a cup of strong coffee just before embarking will prove beneficial as a slight stimulant. On the ship a position as near the centre as practicable is to be preferred. It is best when lying down to lie on the back, with the head and shoulders very slightly elevated. As a comfortng measure during the attack of nausea and vomiting, some form of alcohol and ice in small doses has been recommended. A bandage moderately tight, across the pit of the stomach, or an ice-belt or even cold compresses all along the spine may afford relief; while some are benefited by sipping frequent drafts of lukewarm or cold water, though a glass of hot milk may be better. The presence of any harmless fluid in the stomach tends at least to prevent the disagreeable sensations of retching. Three or four drops of chloroform on lumpsugar may prevent vomiting and a suitable dose of bromide of soda and antipyrine will often give further relief. Many medical men consider that if drugs must be taken, the best all-around remedy is chlorobrom (not chloroform), a compound of chloralamide and bromide of potassium, while some prefer five grains of bromide of ammonia.

SEASONS, the four grand divisions of the year. Spring is from the vernal equinox, when the sun enters Aries, to the summer solstice; summer is from the summer solstice to the autumnal equinox; autumn is from the autumnal equinox to the winter solstice; winter is from the winter solstice to the vernal equinox. The earth's axis is inclined to the plane of the ecliptic at 661⁄2 degrees, and as the earth moves round the sun in the course of a year, the northern hemisphere is turned to the sun in summer (most so at the summer solstice); at the equinoxes the line of light and shade on the earth passes through the poles, and at the winter solstice the northern hemisphere is turned from the sun. It is evident that the characters of the seasons are reversed to inhabitants of the southern hemisphere. See AUTUMN; EARTH; SUMMER; SPRING; WINTER, etc.

SEASONS, The, a poem in blank verse by James Thomson (q.v.), which has been characterized as "the classic of descriptive poetry." The evolution of the poem is traced in Winter, published in 1726; 'Summer, 1727; 'Spring,' 1728; and ‘Autumn,' 1730. In 1744 the poet issued a new edition with extensive additions and alterations as "The Seasons.' Departing from the severe classic style of Pope and his school, Thomson relied solely on an appeal to the external beauties of nature, and by simplicity and truthfulness inaugurated a new era in English poetry which gathered strength in Gray and Cowper and culminated in Wordsworth. Not only in England was he imitated by his contemporaries, notably by Goldsmith in The Deserted Village,' but numerous translations appeared on the continent of Europe, while in 'Les Saisons,' SaintLambert (1716-1803) copied Thomson in a poem praised by Voltaire, and which was popular for half a century.

SEATON, SIR John Colborne, 1ST BARON OF. See SIR JOHN COLBORNE.

SEATON, William Winston, American journalist: b. King, William County, Va., 11 Jan. 1785; d. Washington, D. C., 16 June 1866. He engaged in journalism at 18 and edited various newspapers until 1812 when he became associated with his brother-in-law, Joseph Sales, Jr., with whom he was editor and owner of the National Intelligencer at Washington. From 1860, until just prior to his death, he was sole editor and manager. In 1812-20 Seaton and Gales were exclusive Congressional reporters, one attending the sessions of each house. Their publications are highly authoritative and of great historical value. They include 'Annals of Congress, Debates and Proceedings of the Congress of the United States from 3 March 1798, till 27 May 1824) (42 vols., 1834-56); 'Register of Debates in Congress from 182437) (29 vols., 1827-37); American State Papers (21 vols., 1832-34). Consult the 'Life' by his daughter (1871).

SEATTLE, Wash., largest city of Pacific Northwest, county-seat of King County, and a seaport important in coastwise, Alaska and Oriental trade, is situated between Puget Sound on the west and Lake Washington_on the east; 865 miles by water north of San Francisco, Cal., 185 miles by rail north of Port-. land, Ore., 123 miles by rail south of Canadian boundary. The city area is 94.47 square miles, of which 35.91 square miles are water.

Location.- Seattle has a beautiful natural setting with the snow-capped Olympic Mountains and Puget Sound on the west, while on the east are Lake Washington and the Cascade peaks, including Mount Baker (10,730 feet) and Mount Rainier (14,408 feet). Lake Washington, 22 miles long, four miles wide, 225 feet maximum depth and a shore line of 80 miles, has been recently connected with Puget Sound by a ship canal more than eight miles long, built by local and State appropriations. The canal, 150 feet wide and 36 feet depth of water, joins lake and sound through Lake Union, in the heart of the city, two miles long by threequarters of a mile wide. The level of Lake Washington and Lake Union is the same, while one set of locks (cost to United States

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government, $2,275,000) connects the fresh waters of the latter with the salt waters of Puget Sound. These locks have one chamber 80 X 825 feet in dimensions and another 30 X 100 feet, with a depth of water from 36 to 42 feet. The larger chamber requires 25 minutes and the smaller 15 minutes to pass a ship through. The canal, opened in July 1916, has extended Seattle's waterfront area from 40 to 140 miles, adding a fresh water, non-tidal harbor, unique in the world. At the south end of Elliott Bay another artificial waterway has recently been completed by the straightening of the Duwamish River through local appropriations. The Duwamish waterway, five miles long, 300 feet wide and 30 feet deep at low tide, taps a level district rapidly coming to the front as a manufacturing section.

The general contour of Seattle is hilly, ranging from sea-level to 500 feet on the West Seattle crest. Queen Anne Hill, a prominent residence district, is 464 feet high. The valleys have a north and south trend and the prominent hills include Beacon Hill, First Hill, Renton Hill, Capitol Hill, Queen Anne Hill and Madrona Hill. Cable lines running east and west serve the higher hills direct, while the electric lines follow winding routes to the various parts of the city. Regrading in recent years has torn down some of the hills which obstructed business and has filled in the hollows creating a level area. More than 34,000,000 cubic yards of earth have been removed, largely by the hydraulic process, and hills 130 feet high have been leveled. While business houses occupy the lower, level areas, the general residence districts are on the slopes possessing perfect drainage and a wealth of sunshine, fresh air and scenery. In addition to Lake Union and Lake Washington there is in the north central part of the city adjoining Woodland Park, a small lake about a mile long and half a mile wide. The waters of these lakes are clear and pure and do not freeze as the average winter climate in Seattle is 40° above zero.

Climate. The equable temperature of the Puget Sound region, ranging from 40° to 64° (the high summer average) is due to the effect of the Japan current and has much to do with Seattle being the healthiest city in the world. The death rate in 1918 was 6.80 per 1,000. The city has the best of water, sewers, pavements and sidewalks. Seattle has no extremes of heat, cold, floods, nor drought (annual rainfall, 29.2 inches). There are 622 miles of watermains; 495 miles of sewers; 282 miles of paved streets.

Banks. There are 31 banks with deposits aggregating about $170,000,000 and clearances of about $2,000,000,000.

Communications.- The terminus of several transcontinental railroads, Seattle is reached by the Great Northern, Northern Pacific, Chicago, Milwaukee and Saint Paul and Union Pacific (Oregon-Washington) railroad companies over their own rails, while through transcontinental trains are operated by the Canadian Pacific (over Northern Pacific tracks), the Chicago, Burlington and Quincy (over Northern Pacific tracks), and the Southern Pacific (over Oregon-Washington tracks). There is a short line local railroad- the Columbia and Puget Sound. The Grand Trunk Pacific and Canadian Pacific operate their steamships from Canadian

terminals at Prince Rupert, British Columbia, and Vancouver, British Columbia, respectively, to the Grand Trunk and Central Pacific railroad docks in Seattle. The several important steamship lines having their headquarters in Seattle give the most frequent service to Alaska of any Pacific Coast port, thus supplementing Seattle's geographical position as the natural trade gateway to the North country. The Alaska Railroad Commission, building a government line from Seward to Fairbanks, has its office in Scattle. Practically all the gold from Alaska and the Yukon Territory is received here and the United States Assay Office established in 1898 has since received about $265,000,000 worth of gold. Among the leading Alaska steamship. lines operating freight and passenger vessels from Seattle are the Alaska Steamship Company, the Pacific_Alaska Navigation Company, the Pacific Coast Steamship Company, the Humboldt Steamship Company, the Northland Steamship Company, the Border Line Transportation Company, the Westward Navigation Company, the Canadian Pacific and Grand Trunk Pacific. Many of these companies also operate coastwise to California ports and utilize the Panama Canal to reach Atlantic Coast ports. Being 1,250 miles nearer Oriental ports by the Great Circle Route than by any of the steamship lines operating from California, Seattle is naturally an important figure in the Far Eastern trade. Great liners operate from this city to Japan, China, Siberia, Hawaii, the Philippines, Straits Settlements, Australia, Mexico, South America, Europe, and, in fact, to every part of the world. Seattle is both the commercial and industrial centre of the Puget Sound Customs District, which leads every other district on the Coast in value of imports and exports. In 1918 the net tonnage of vessels entering Elliott Bay, Seattle's Harbor, was 20,418,247 tons. The foreign exports in 1918 (harbormaster's report) totaled $212,501,489; foreign imports, $368,306,395. Seattle has a large fleet of steamers owned locally and operating to ports on Puget Sound and adjacent waters. A fleet of steamers operates with freight and passengers on Lake Washington. The total water-borne commerce of Seattle in 1918 (including foreign, coastwise and local) was valued at $792,120,736. Leading articles of export included wheat, flour, lumber, fish, coal (from mines in vicinity of Scattle), hay, fruit. livestock, dairy products and general merchandize, a large part of which is produced in the vicinity of Seattle or in Washington. The leading imports were silk, rice, tea, coffee, sugar, spices, indigo, curios and Oriental products of various kinds.

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Public Buildings.- Seattle has more than 300 churches, including Chinese, Japanese, Finnish, Jewish, Scandinavian, German and Russian, and is the See of the Roman Catholic bishropic of Seattle (formerly Nesqually). Among the attractive religious edifices are Saint James Cathedral, First Baptist Church, First Church of Christ Scientist and First Presbyterian Church, the last-named seating 3,000 in the main auditorium. Among the other buildings worthy of note are the following: 42-story L. C. Smith Building (highest office building outside of New York City), the cost

of which was $1,500,000; Metropolitan Building (White-Henry-Stuart), cost $1,500,000; Providence Hospital, cost $1,000,000; Washington Hotel, cost $970,000 (with ground and furnishings, $1,500,000); Hoge Building, $700,000; Alaska Building, $700,000; Cobb Building, $600,000; City and County Building; Carnegie Library, Oregon-Washington and Union depots, Arctic Club, Sunset Club and Rainier Club. Among the leading theatre buildings are the Metropolitan, Moore, Pantages and Orpheum.

Industrial Activities. The cheap water and hydro-electric power obtainable in Seattle have aided in making it the most important manufacturing, as well as commercial city of the Pacific Northwest. The municipal electric plant represents an investment of $6,660,000. Seattle is said to be among the best lighted cities in the world. Private power in large quantities is also sold at rates from one-half cent per kilowatt hour up by the Puget Sound Traction, Light and Power Company. A recent industrial census showed 1,811 industries in Seattle, an increase of 588 plants over 1909, or a percentage of 57.4. Among the important industries are the following: flour, $15,000,000; lumber products of the State of Washington, $120,000,000; canned salmon and preserved fish handled at Seattle, $80,000,000. The shipbuilding industry is also of great and increasing magnitude in Seattle.

Parks, Recreation Centres, etc.- The parks and boulevards are unusually complete for a city of the age and size of Seattle. There are 1,815 acres under the jurisdiction of the park commissioners, including 44 improved parks and 24 equipped and supervised playgrounds. Connecting the thickly forested parks in the various parts of the city by winding drives with easy gradients, now skirting the Lake Washington shore or overlooking the waters of Puget Sound and the mountains, the scenic boulevard system of 31 miles within the city limits is one of the most attractive in the United States. It will be 50 miles long when fully completed, practically encircling the city and touching all the more sightly elevations. The sum of $5,089,606 has been spent on park extensions and improvements. These figures include the pavilion and bathing facilities at the municipal beach at Alki Point and the municipal golf links at Jefferson Park. Other improved parks include Seward (198 acres) on Lake Washington; Woodland (179 acres) adjoining Green Lake in the north part of the city and embracing the zoological department, athletic field, recreation and picnic grounds, boating, bathing, fishing and concert facilities; Ravenna Park, including Sulphur and Mineral Springs, immense trees, water falls and natural ravine; Washington Park, a large tract of natural wood bordering Union Bay of Lake Washington, and containing city speedway; Volunteer Park on Capitol Hill overlooking both Lake Washington and Puget Sound has statue of William Henry Seward by Richard Brooks, Municipal Conservatory filled with exquisite blooms the year 'round, formal gardens, concert facilities, and a public observatory 460 feet above sea-level; Alaska-Pacific-Yukon Exposition Grounds on University of Washington Campus containing formal gardens; Schmitz