The Cordova daily times., 1915-12-16
OUR SEA POWER |S HOPEFULLY
 LACKING

WASHINGTON, Dec. Is. - The principal trouble with the American merchant marine is not that 1t Is in finitesimally small. . It is not small according to the Nations Business the official magazine of the Chamber of Commerce of the, United States. II | is quite respectable both in number and tonnage. It's lamentable weak ness lies in the fact that 1t Is out oi all proportion to the enormous trade of the country.
 When one speaks of a merchant marine there persists an impression that something inherently connected with merchants, merchandise and cargoes Is meant, and further, that ] 1t has to do with the sea. Yet more than 12,0O0-nearly half-of our to tai merchant marine may be said truthfully to have more to do with the land.
 Out of a total of 26,7O1 registered and licensed vessels, there are 8,432 motor boats, 560 canal boats, and g., 221 barges. which, metaphorically speaking, never take more than a dip in salt water. There remains some 14,O00 vessels to account for which may have to do with the TO- nance and economies of those who go down to the sea in ships
 As matter of fact. it appears that less than 5000 of these ever plough their furrow through foreign seas. The remaining 11,O00 have their live and being in the different waters - fresh and salt which make the United States, In one respect, unique For no other of the leading mari time nations has so extensive coast line, such inland seas, or such far. winding river navigation. The west ern river show more than 1883 yes sells, aggregatlng 138,8 tons. There is great traffic on the Lakes. 3,16l vessels in all, nearly 3,O0O,O0O tons. But even the shipping of the Great Lakes has not that savour of the salt sea which a merchant marine implies, although 1t offers a totally neglected but unsurpassed wealth of material in men, possibly 20.000 strong, for reserves for the navy.
 What is coastwise trade? It is an anomalous thing. It means trade from one American port to another, which, by the delightful irony of sta, tistics, classes alike the new steam barge which plies between St. Louis and New Orleans with the 10000 ton ocean steamer which runs between San Francisco, Honolulu and New York.
 In large merchant steamers, the class that is fast growing in com merce of size and speed to render some assistance as naval auxiliaries the United States stands third, sur passed only by Great Britain and Ger many. But glance at the grand to- tals and then at the individual fig ures for each country reveals start ling situation. It seems that sixty per cent of the big and able steam CTS in the world are owned by Great Britain and not seven per cent by the United States. Here lies the root of all Encouragement as to oul merchant marine.
 The trade and wealth of the United States has at its disposal only abou one-tenth 'of the shipping facilities available to the British merchant anC manufacturer To carry the bulk O our sea-borne commerce we have tt I rely on the ships of friendly nations.
 The estimated result is that every year $30O.OO0.O0O leave the UniteC States in thee form of freight pay. ments for deposit in the coffers o foreign shipowners. Americans no only subscribe to the upkeep but alst to the construction of ships of theil marine competitors. If the United States is to take its proper place | must not be content with mere rank it ranks quite high, ahead of France Italy, Norway and Holland. Ameri cans must have actual commercial sea power in proportion to thei trade.
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