The Chitina leader. [volume] (Chitina, Alaska) 1910-1928, 1911-02-11
AIDS TO NAVIGATION
URGED FOR ALASKA

The INSURGENCY OF alQS TO naVlRa-
ton in Alaska has been pertinently
brought to the attention of the pres
ent Congress by the shipping inter-
ests OF the Pacific Northwest. The
Alaska Steamship Company, the Pa
cific Coast Steamship Company and
the Alaska Coast Company have
jointly petitioned the congressional
delegations from the state of Wash
ington to unite in securing appropri-
ations to erect aids that are most
needed along the customary routes
of travel.
While the establishment of these
aids is of vital Importance to ship
ping, the public is also directly inter-
ested. The absence of the aids, with
the appalling losses of life and prop
erty incidental thereto, not only re-
tards commercial progress, but
works a positive hardship to the COM
munity at large. Insurance on ma
rine risks have increased to an al
most prohibitive degree, and there
are many delays in transit which
could be avoided if the coasts and
channels were properly equipped
with lighthouses and other naviga-
tional aids.
Such losses ultimately fall upon
the shoulders of the shipper and con-
sumner in the shape of greatly in
creased freight charges.
The lighthouse service expended
100000 for the fiscal year end
ing June 80, 1910, of which $685.
600 went for the construction of adj
ditional aids. Of this latter sum
Alaska received a paltry 100000,
less than FIVE per cent of the total
appropriation. This ridiculously
small sum was supposed to cover
the wants of three thousand miles
of coast line, used annually by l.
900 ships, with cargoes valued at
$31, 100000, and transporting $4,000
passengers to and from Alaska.
This apathy and neglect on the
part of Congress is inconceivable, in
view of the many laws that have
been enacted for the protection of
life and property. Employers are
held responsible for injuries and &C
cidents to those employed. Railroads
are required to maintain efficient sig
nal systems and to comply with many
regulations for safety. Ships have
to be equipped with life saving ap-
planes and their boilers and hulls
are subjected to rigid inspection. The
statute books are replete with laws
for the prevention of accident, both
by land and sea. Notwithstanding
this solicitude for the public welfare,
the government has failed to perform
it's duties and obligations as far as
Alaska is concerned. This neglect
would not be tolerated in any pri-
vate concern and were any employer
to subject his employees to the same
relative risks as are entailed by rea-
son of lack of navigational aids in
Alaska, he would be denounced by
the community for criminal negli-
gence.
The marine disasters in Alaska are
out of all proportion to the volume
of shipping employed. In the last
ten years there have been forty-six
total losses. For the calendar year
1910 there were seven total losses,
valued at $625,0O0; three accidents
in which the ships were salved at a
cost of $4,000, besides casualties
Of minor nature.
The bureau of lighthouses has APP
proved, after a thorough investiga-
ton by competent authority, many
additional aids and the establishment
thereof now rests with Congress.
Among the most important aids
therefor may be mentioned: Light
houses and fog signals at Cape st.
Elias, Cape Spencer, Cape Decision,
Resurrection Bay, Ruby Island,
Smith Island, Point Helen and Point
Ellington: acetyline beacons at
Ocean Cape, Zaikoff Point, Seal Is
land, Lone Tree Point, Walden
Rocks, Vichnefski Rocks, Cape Strait,
Turnabout Island, Tenakee Inlet,
Grave Point, Point Hugh, Lewis
Point, Ostoi Island, Rose Island, Mid
die Rock. Serguis Point, Wyvill Reef