The Wrangell sentinel. (Wrangell, Alaska) 1909-current, 1939-04-07

movement 10 ulNeIL lue agAlu-
ern terminal of the proposed Inter
national Highway, which is intended
to link Fairbanks with the Outside
world, has developed in certain
prairie eenters of Canada. says the
Fairbanks News-Miner. The sup
porters would make Edmonton,
Alberta. the chief southern point.
Disregarding the fact almost all
the trade and traffic of Alaska and
Yukon is with Pacific Coast points,
and the highway has been sponsor
ed almost exclusively to the present
by philosophical leaders of Al
aska, Yukon and British Columbia,
with a view to opening and develop
ing their dormant resources and
new trade and travel the hackers of
the new idea to switch the highway
to the eastward are making en-
phatie claims to superior routes.
With a large four-cOlumn map,
and under a page-wide heading, the
Winnipeg Tribune of recent date,
ran the following article setting out
the eastern view, something every
friend of the highway movement as
a whole should read and be prepared
to answer.
From Winnipeg Tribune
Appointment by the Dominion
government of a five-man commits
sion to study the proposed q. S. Al
aska highway has drawn attention
to the fact that the shortest route
leads across the prairies within 200
miles of Winnipeg. Those wishing to
detour through this city would have
to drive only rs miles extra.
Support for the prairie route has
been gaining ground in recent
weeks. Before that most of the pub
licity for the highway proposal came
from British Columbia, where Pre-
mier Pattulo has been working for
a highway connection between Brit
ish Columbia and the Yukon. Now,
however, Alberta spokesman have
given a new turn to the discussion
by arguing the superior advantages
of a route east of the Rocky Noun
tains.
The need of swift communications
between the United States and Alas
ka in the event of war is the basis
of many arguments for construction
of the highway. Other advantages Of
the route are chiefly by-products,
which could not by themselves justi-
fly the expenditure. So much is
agreed upon in most of the COM
ment published from New York to
Vancouver.
Routes Suggested
From the defense standpoint, the
important thing is to have the
shortest possible route between AL
aska and the industrial regions of
the United States-from which war
materials would have to be shipped
it has been pointed out by F. S.
Wright of Edmonton, publisher of
the Northwest Miner.
The bulk of United States heavy
industry lies to the east of Chicago.
Therefore the mileage between Chi
cago and Alaska is the first test by
which the possible routes must be
judged, Mr.. Wright argues.
From Chicago to Alaska, four
main routes have been suggested
from various sources.
By the coast through Seattle
British Columbia and the Yukon:
From Prince George via Fin
lay Forks and Lower Post.
Prom Prince George via Ha-
zelton and Whitehorse. Across the
prairies, through Alberta.
3-From Edmonton via the Peace
River-or via Jasper and Prince
George-to Finlay Forks, Lower
Post and the Yukon.
4-From Edmonton via Hay River
and the Mackenzie Valley.
Route No. 2, via Hazelton, B. c..
and Whitehorse, Yukon, is likely
from the trend of published COM
ment-to be discarded, owing to itf
narrow valleys and high attitudes
For 100 miles it would run above
1000 feet and at one point is re-
ported to touch 5000 feet. British
Columbia opinion now is supporting
the inland route via Finlay Forks.
AS between the three remaining
routes, the project fails into two
parasitic southern from Chicago
to Finlay Forks; the northern, from
Edmonton to Fairbanks.
On the southern part, the prairie
route to Finlay Forks, B. c., via Ed
monitor and the Peace River lead
ON all counts. 1t is 500 miles shorte
than the coast route-only $50
miles as against 5000.
Upkeep Costs Lower
Construction and upkeep are mucl
cheaper. The prairie route run
through mountains for less thai
200 miles, compared with $50
miles for the coast route-700 in tn
western states and 500 more i