Douglas Island news., 1913-09-24
Alaska's Right to a RaiIroad

As regards actual construction and ownership by the government, some people raise objection, generally to the effect that the cost would impose an indirect aud unproftable burden upon the taxpayers of the United States proper, inasmuch as the development is wholly within Alaska and Ostensibly for the direct benefit of it's people. This primary objection sounds sub- stantial at first thought, but when facts and figures are analysed, the re- suits do not support it.
 It is commonly known that Alaska was purchased from Russia in 1867 for I s7.2OOOOO. Since then there has been taken out of the territory not less than 1 s35OOOO,OOO in diversified products, mainly gold, copper, furs and fish, a profit on the purchase of approximately ! 4.5OO per cent. This profit has been absorbed in the national wealth of the United States through various avenues of commercial interchange. There re- mains in Alaska great potential wealth in the same products, and in addition thereto the anthracite and bituminous coal deposits are untouched, lack of development alone standing between the coal and the warming of homes and production of energy for industrial purposes along. the Pacific coast sea board of the United States. This coal will tend to lessen the cost of domestic and commercial fuel by reason of ad ditioual competition in the market.
 As regards possibilities of agriculture in the districts adjacent to railroads already built and proposed, there is some doubt as to the successful pro ductiou of grains; corn probably never will be grown because of the absence of long heat seasons so indispensable to the growth of this product Wheat, oats and barley have been experiment- ed with in the Panama and Susitna valleys for the purpose of home con- sumption, and although some success has been obtained, there is ever present the hazard of destruction by frost due to the shortuess of the summer season ! Grass grows rapidly aud in abundance during the early summer, and there is no doubt but that with proper atten- tiou sufficient hay can be produced for domestic purposes. The govern. ment has established experimental az ricultural stations in the districts sus- ceptible to cultivation, but it remains to be seen whether or not grains can be grown with certainty.
 As regards the climatic effects upon railroad operation in Alaska expert ence has demonstrated that operation can be successfully conducted, and al though intermittent interruption has occurred on the lines already under operation during the winter months, the hazard and interruption has not been more serious, if as much SO, as in the operation of lines during winter months through the mountainous sec. tions of our Western states.
 Through Che coast ranges of Alaska snow rotaries are necessary for opera tiou during a portion of the winter, usually in January, February and portion of March. This necessity, how ever, will become less marked as the hazardous points are determined by experience and fortified by sheds, fences, grado endorsements or other improvements. Beyond the mountain ranges trains are successfully operated during the winter months with the aid of pilot blows and fingers only, as the snowfall rarely exceeds two or three feet in the valleys, which is much less than the precipitation encountered in the form of rain or snow along the coast. This disparity is accounted for by the prevailing warmth along the coast, due to the influence of the Japan current.
 Regardless of obstacles encountered up to the present time in the mainten ance and operation of Alaskan rail roads there is much hope for the future as experience has demonstrated that all railroads, wherever their location may be, during early years of mainten-  ance and operation are subject to trouble to greater degree than is the rule in later years, when sufficient time has elapsed Co permit of substantial ad- iustment through a gradual co-ordina-