The growth of our merchant marine is slow, and is in no sense commensurate with our phenomenal advancement in manufactures and commerce. At the same time, it is a fact worthy of note that the documented tonnage of the United States on June 30, 1903, for the first time in our history exceeded 6,000,000 gross tons register, comprising 24,425 vessels of 6,087,345 gross tons. These figures do not include 1,828 yachts of 74,990 gross tons. The total shipping of the United Kingdom for 1902 was 20,258 vessels, of 15,357,052 gross tons (vessels of British colonies number 15,533 of 512,268 net tons). On January 1, 1902, the total shipping of the German Empire was 6.024 vessels of 3,503,551 gross tons. The shipping of the United Kingdom and Germany is largely employed in developing foreign trade. The shipping of the United States is almost wholly a part of our domestic transportation system. On June 30, 1903, 5,141,037 gross tons were engaged in transportation and coastwise trade, 879,264 gross tons were devoted to foreign trade, and 67,044 to fisheries. The distribution of our tonnage on June 30, 1903, was: Atlantic Ocean, 3.157,373 gross tons; Pacific Ocean, 812.179 gross tons; the Great Lakes, 1,902,698 gross tons; Mississippi system, 215,095 gross tons. Our shipping on the Pacific has increased more rapidly than on the Atlantic. In regard to motive power, 3,408,088 gross tons were propelled by steam, and 1,-965,924 gross tons were sailing vessels, and 713,333 gross tons of canal-boats and barges were variously propelled. As regards the materials of construction, 2,440,247 gross tons were of iron and steel construction, and 3,-647,098 gross tons were of wood. The following table shows the geographical distribution, motive power, and material of construction of American shipping June 30, 1903.

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During the years 1902 and 1903, nearly 100,000 tons of large ocean-going steamers have been added to our registered fleet.

The subject of the losses of vessels from various causes is a most important one. During the year ending June 30, 1903, 487 vessels of 107,084 gross tons were reported. The number and rig of vessels lost is shown by the annexed table:

The very heavy percentage of loss of steamers by fire discloses unsatisfactory attention to duty in the hold or insufficient fire apparatus, or both. The table given includes lost American vessels of ail sizes on the rivers and lakes of the country, as well as salt water. For comparison of the relative losses of the merchant shipping of the United States and foreign nations, the most complete figures are those of the "Bureau Veritas." They cover only sea-going steamers of over 100 gross tons and sea-going sail vessels of over 50 net tons. The proportion of foreign vessels on the ocean is so great and of American vessels so small that the figures do not clearly disclose the relative security of navigation under various flags and laws. Figures show that American sea-going vessels from 1896 to 1903 have been less liable to accident but more liable to total loss than foreign steamers, while American sea-going sail vessels have been more liable both to accident and loss than foreign sea-going sail vessels. The losses of both steamers and sail vessels of all nations are due, of course, more to stranding than to any other cause, as it accounts for 47 per cent, of the losses of American sea-going steamers and 53 per cent, of the losses of American sea-going sail vessels. The losses of foreign steamers are 44 per cent., and the losses of foreign sail vessels 46 per cent. There is a special reason why American vessels are more liable to stranding than the vessels of other nations which conduct the world's deep-sea trade. American vessels are seldom found in midocean on long voyages. Their course is usually along our own coasts in the domestic trade, or in trade with nearby countries. The excellent lighthouse system of the American coast and care in navigation have, however, overcome liability to accident from the nature of our trade along the coasts. Collision differs totally from stranding in that, for its prevention, one must look to the navigating officers. The figures show that superior care and intelligence are possessed by the navigating officers of American steamers.

The third cause of loss and accident in the order followed by the "Bureau Veritas" is fire. The element of direct human responsibility in the case of fire is considerably greater than in cases of collision, where fog and the fault of the second party to the collision may produce disaster, and is much greater than in cases of stranding, where fog, defective charts, and an inadequately lighted coast add to the perils which stress of weather always creates. Afloat or ashore fire seems usually to be a peril to life and property, to be guarded against only by a higher degree of men's watchfulness or by better extinguishing appliances. Each vessel is separated usually by the water from every other vessel as buildings ashore are not separated, so that extra precautions should produce better results with ships than with buildings. The American steam fleet contains a considerable proportion of wooden hulls, while foreign steamers are usually steel. Still it is not pleasant to notice that while the loss of 18 per cent, of lost American steamers may be charged to fire, the loss of only 4 per cent, of lost foreign steamers is charged to this cause; that while 8 per cent, of damaged American steamers suffered from fire, only 5 per cent, of foreign vessels came from this cause; that 4 per cent, of lost American sail vessels were burned and only 2 per cent, of lost foreign sail vessels were burned. The only relieving feature of these particular figures is that the proportion of accidents from fire to American sail vessels - 3 per cent, of the total - was the same as to foreign vessels. The situation disclosed may be corrected. Whether that correction should come from the underwriters or from the Government in its legislative or executive branch is not now considered.