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13,700, making a total of 23,100, with a total tonnage of 2,470,- ooo, For the same period ending in 1902 the corresponding fig- ures were: Steamers, 12,500; sailers, 17,500; and 4,300,000 tons of freight for the total number of 30,000 vessels. Among the principal items comprised in this traffic was English coal con- signed to Russian and German ports on the Baltic. Granite and limestone came from Sweden, and wrought iron and steel frora Denmark, England, and Holland. Timber was exported from both Russia and Sweden, destined for the ports of France and of the Rhine. All descriptions of grain are sent from Russia to England and to Holland. Minerals from Sweden use the route to reach Germany and the Low Countries, and are also de- spatched from Spain for the Baltic trade. Recently the original canal dues have been considerably altered. The general rate of od. per ton has been reduced, for sea-going vessels and ships over 400 tons burden, to 2%4d. For coasting craft, and others employed for inland navigation, the charge has been reduced from ios. to 6s. Ships in ballast are allowed a rebatement of 20 per cent. So far, there appears nothing to complain of, but now let us turn to the other side of the picture. In the year 1898, adhering to the same period al- ready mentioned, the annual receipts amounted to £52,000. The corresponding expenses reached a total of £091,000, thus show- ing a deficit of £39,000. In 1902 the receipts rose to £87,000, but the expenses advanced, although not on a commensurate scale, to £99,000, leaving an annual balance on the wrong side of the ledger of £12,000. Summing up the total financial results of the last five years, the receipts reached the sum of £365,000, the ex- penses amounted to £458,000, and the deficit to £93,000. There are one or two features in connection with these statements which are deserving of notice, because, though adverse in the past, they do not promise unfavorably for the future ultimate success of the undertaking. In 1902 the annual receipts ex- ceeded those of 1898 by £35,000, while for the same years the increase in the expenditure was limited to £8,000, while the de- ficit fell from £39,000 to £12,000. This satisfactory result was obtained although £11,000 were spent during the same year in enlarging and deepening the canal and prolonging the stations. The continually recurring deficits are attributed to the heavy cost of maintenance, the low charge for vessels towed through the canal by tugboats, out of all proportion to the value of their freights, and to the free passage of ships belonging to the Im- perial navy. As a set-off against these bare financial statements there are unquestionably both political as well as economical advantages accruing to Germany from the establishment of the Kiel canal. In comparison with the old route there is a saving of time, amounting to a whole day for steamers, and to three days for sailers, and the navigation is free from the dangers and shipwrecks besetting the narrow and stormy straits which char- acterize the sea-girt isles of Denmark. Should the progressive and decreasing discrepancy between receipts and expenditure continue as it has now done for some years past, it cannot be very long before at least an equality is established between them. MERCHANT MARINE OF ITALY. The total tonnage of the Italian merchant marine sank year by year from 1880 to 1895, but after the last named year a reviv- al set in, and in 1901, the latest date for which statistics are available, it had regained the level at which it stood in 1880. In the meantime the amount of work it could perform was con- siderably increased owing to the greater development of the steam tonnage. The official statistics show that during the pe- riod named the sailing fleet sank from 7,832 ships and 922,146 register tons to 5,337 ships and 575,207 tons, while the steam fleet rose from 158 vessels and 77,050 register tons to 471 vessels and 424,711 tons--the steam fleet was therefore six times stronger, reckoned by the tonnage, in 1901 than it was in 1880. The fol- lowing are the figures: Sailers. Steamers. Total. No. Keg. tons. No. Reg. tons. No. Reg. tons. TBBGs 5. c, 7,822 922,146 .. 158 77,050 .. 7,980 999,196 PSF eis cies 7. 1IT, 828,810, ... 225 324,000 .. 7,336. 953410 ISH. i. 5 6,442 634140... 200°. 186,567... 6,732: 820,710 PROG... sk 6,166; 555,509 .. 345 220)508: .. 6,512 776,077 BOB ees, 5,511 508,164 .. 440 376,844 .. 5,957 945,008 TOOk is. css 5:33 575.207 .. 4% d4@a71l...- 5,808. 999,918 The sailing fleet existing on Dec. 31, 1901, consisted of 4,489 ships of 1 to 100 tons capacity, 473 of 101 to 500 tons, and 375 of above 500 tons; 141 of the number were built of either iron or steel and 5,196 of wood. The steam fleet existing on the same date included 115 vessels of 1 to 50 @ons capacity, twenty- four of 51 to 100 tons, twenty-seven of 101 to 200 tons, thirty- five of 201 to 400 tons, twenty-two of 401 to 600 tons, thirty-five of 601 to 800 tons, seventeen of 801 to 1,000 tons, seventy-two of 1,001 to 1,500 tons, sixty-four of 1,501 to 2,000 tons, and sixty cf a capacity superior to 2,000 tons net. In the year 1886 the Italian mercantile marine only included fifty-seven steamers of 1,000 tons net and upwards; in 1896 the number was 106, and in 1901 it was 196; this will serve to illustrate the progress made in steam navigation in Italy in recent years. As regards the age of these 471 steamers, 123 of them were not more than eleven years.old at the end of 1901, and eighty-five of the num- ber were of the most modern build. Among the vessels built in Italy on Italian account in the year I90I are included twenty- five steamships of altogether 37,590 register tons net, and valued at 28.2 million lire, the principal ones being the Sardegna, the 1903.] MARINE REVIEW AND MARINE RECORD. 21. Liguria, the Lombardia and the Umbria, and to these may be added the Piemonte, the engines for which were, however, built in England--all these five boats were of 5,000 tons gross register and upwards. Three steamers were built abroad in the same year for Italian owners, and twenty-eight were procured' from abroad by purchase. The bounties paid to Italian owners in 1901 out of the state funds: were: Ship building bounties, 6,819,795 lire; reimbursement of import duty on ship building materials, 168,269 lire; navigation bounties 1,058,765 lire; total, 8,046,829 lire (£321,890) sterling. ; MODEL OF THE MAYFLOWER. Editor .Marine Review: I am a maker of models, but it is very seldom that I take photographs of them... I am sending to you a picture of the ship Mayflower, and if it will be of any ser- vice to you you are welcome to it. At.present I am making a model of a boat with a new patent wheel but it would not be proper for me, as a model maker, to give too much information Oluf Johnson and Mayflower Model. about it. I am now engaged upon two models for the American Ship Building Co. of Cleveland that will, when finished, be es- pecially fine. OLUF JOHNSON. Brooklyn, N: Y., Oct.: 3: Oluf Johnson is a sturdy Norwegian. He learned his trade as a ship builder in Norway, and, as foreman, has built many ships; but of recent years he has settled down as a model maker. His model of the Mayflower, herewith illustrated, was built for the Mayflower society. It is a complete model of the adventur- ous little craft that touched the shores of New England in 1620. Every rope, every spar, every block is in its place. The little vessel, moreover, is perfectly seaworthy. Latterly Mr. Johnson has made a model of the famous old British warship Sovereign of the Seas for Mr. J. Pierpont Morgan. The Sovereign of the Seas was of the vintage of 1637. Mr. Morgan was highly delight- ed with the work. More than $7,000,000 is involved in a contract for armor plate which Secretary of the Navy Moody will award in a very. short time. Three great industrial concerns, the Carnegie Steel Co., the Bethlehem Steel Co. and the Midvale Steel Co., are 'interested. The Midvale company submitted lower bids than the other firms which heretofore have had a monopoly in furnish- ing armor to the navy. Secretary Moody has virtually decided to divide the contract among the three companies. Ordinarily the Midvale company would have received the contract but it has never made armor plate and is under the necessity of constructing its plant first. The amount of armor plate required is 16,809 tons, needed for five battleships. The Carnegie and Bethlehem companies submitted identical bids at their regular prices and stipulated that the government should pay the Krupp royalty. The Midvale company agreed to pay this royalty itself.