THE BUILDING OF RAILROADS IN ALASKA
HEARINGS
before the
COMMITTEE ON THE TERRITORIES
HOUSE OF REPRESENTATIVES
SIXTY-THIRD CONGRESS
First Session
on bills
H. R. 1739, H. R. 1806, and
H. R. 2145
report of
FRANK E. GUERNSEY
NOVEMBER 1, 1913
[SUBCOMMITTEE PRINT]
washington
government printing office
1913
W t 1
, A ^
COMMITTEE ON THE TERRITORIES.
House of Representatives.
WILLIAM C. HOUSTON
JAMES S. DAVENPORT, Oklahoma.
JOHN T. WATKINS, Louisiana.
SCOTT FERRIS. Oklahoma.
AUGUSTINE LONERGAN, Connecticut.
JAMES H. O'BRIEN, New York.
STEPHEN A. HOX WORTH, Illinois.
WOODSON R. OGLESBY, New Yolk.
WALTER A. WATSON, Virginia.
CLEMENT BRUMBAUGH, Ohio.
Tennessee, Chairman.
FRANK E. GUERNSEY, Maine.
JONATHAN N. LANGHAM. Pennsylvania.
BIRD S. McGUIRE. Oklahoma.
ALBERT JOHNSON, Washington.
CHARLES F. CURRY, California.
CHARLES M. HAMILTON, New York.
•T. A. FALCONER, Washington.
JONAH K. KALANIANAOLE, Hawaii.
JAMES WICKERSIIAM. Alaska.
W. A. Cathcart, Clerk.
n
THE BUILDING OF RAILROADS IN ALASKA.
PROBABLE TONNAGE OF RAILWAYS IN ALASKA.
Washington, D. C., November 1, 1913.
Hon. William C. Houston,
Chairman Committee on the Territories,
House of Representatives.
Dear Sir: In accordance with the request of the subcommittee
having under consideration H. R. 1739, IT. R. 1806, and H. R. 2145,
I have collected from the testimony given before the Committee on
the Territories of the House of Representatives and other sources
what information I have been able to, bearing upon the probable
tonnage of the railway or railways proposed to be constructed by
any or all of the bills above mentioned, as well as data concerning
the tonnage of railways now in operation, together with some sta¬
tistics showing the total imports and exports of the Territory of
Alaska in recent years, all of which I respectfully submit herewith.
Very respectfully,
Frank E. Guernsey.
On October 1, 1913, I called on the Interstate Commerce Commis¬
sion for a statement showing the tonnage of the railroads now oper¬
ating in Alaska, and on October 7 I received the following reply and
accompanying statement:
Interstate Commerce Commission,
Office of the Secretary,
Washington, October 7, 1913.
Hon. F. E. Guernsey,
House of Representatives, Washington, D. C.
Dear Sir: In compliance with your request of the 1st instant, there is inclosed
herewith a statement compiled from the annual reports of the Alaska Northern Rail¬
way Co., the Copper River & Northwestern Railway Co., the Pacific & Arctic Railway
& Navigation Co., and the Tanana Valley Railroad Co., for the year ending June 30,
1912, which are the last annual reports filed with this commission by the above-anmed
companies, showing tons of freight originating on road, tons of freight received from
connecting roads and other carriers, and a total freight tonnage.
Respectfully,
Alfred IIolmead, Secretary.
Statement showing tons of freight handled (company's material excluded) by companies
named, as shown in the annual reports to the Interstate Commerce Commission for the
year ending June 30, 1913.
Name ol road.
Freight orig¬
inating on
this road.
Freight re¬
ceived from
connecting
roads and
other carriers.
Whole tons.
257
17,602
630
13,961
Whole tons.
2.697
22.X90
2,8X1
Alaska NorthernRy. Co......
Copper River A Northwestern Ry. Co
Picilic A Arctic Railway & Navigation Co
Tanana Valley R. It. Co
17462—13
4 THE BUILDING OF RAILROADS IN ALASKA.
I wish to introduce in the record at this time some statistics taken
from the report of the Alaska Railroad Commission in regard to the
commerce of Alaska.
Comparative statement of tonnage (domestic merchandise) shipped from the United States
to principal points in the Yukon Basin, years 1903-1911.
[Rased on valuation of *8(1.50 per ton.]
Ports.
1903
1904
1905
1906
1907
1908
1909
1910
1911
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Chena
325
857
2,520
5,415
5,580
5, 890
3,000
1,395
1,392
Circle
480
253
595
570
539
961
858
586
364
Eagle
1,1(58
1,132
1,220
913
955
1,472
3,740
869
296
Fairbanks
623
4,250
18,150
14,628
19,300
16,830
26,650
12,660
10,330
271
850
830
592
968
Rampart
825
444
1,469
477
520
410
410
160
38
St. Michael
2,485
5,790
11,840
19,390
10, 290
8,450
11,600
17,850
16,850
Tanana
789
425
900
1,660
2,040
1,700
2,440
1,975
2,150
All others
1.270
729
1,106
847
2,395
3,800
226
4,420
8,150
7,695
13,880
37,800
53,900
41,890
40,370
49,750
40,507
40,548
Comparative statement of through freight (in bond) over the While Pass &• Yukon Ry. for
points in the Yukon, Basin, 1903-1913.
Destination.
1908
1909
1910
1911
1912
Tons.
89
556
3
1,081
Tons.
172
452
12
1,833
Tons.
57
309
199
900
Tons.
162
350
235
429
Tons.
116
283
188
630
Yukon River, above Tanana
Yukon River, below Tanana
Fairbanks and Tanana River
Total
1,729
2,469
1,465
1,176
1,217
As throwing some light on the commerce of Alaska and its bearing
as a freight-producing region, 1 wish to put in the record the last
report of the collector of customs for Alaska, i. e., so much as precedes
the collector's signature:
Commerce and Customs Business of Alaska for the Calendar Year Ending
December 31, 1913.
United States Customs Service,
Office of the Collector of Customs,
Juneau, Alaska, January 31, 1913.
Although there was no material increase in the population of Alaska during the
calendar year 1912, the commerce of the Territory broke all former records in almost
every particular.
The total trade, valued at .$72,741,000, is 27 per cent higher than that for any previous
year. The balance of trade in favor of Alaska is the largest of record, amounting to
almost $20,000,000.
Gold, which until recent years has constituted the bulk of the Territory's exports,
though greater than for the two previous years, was 50 per cent less in value than the
total of the other Alaskan products shipped to the United States and was exceeded
by the single item of salmon—canned and otherwise preserved.
For the first time both the shipments of merchandise from the United States and
from Alaska to the United States passed the twenty-million mark. The shipments
to southeastern Alaska show an enormous increase and are more than double those of
any one of the other three divisions. This increase was principally due to the estab¬
lishment of 20 new salmon canneries throughout the division and the extensive develop¬
ment of mining properties in the Juneau district.
THE BUILDING OF RAILROADS IN ALASKA.
5
The following (able shows the value of the real and transit commerce of the Terri¬
tory. The imports and exports of foreign gold and most of the exports of merchandise
to foreign ports represent the trade between the United States and the Yukon Terri¬
tory which passes through Alaska.
Commerce of Alaska.
Calendar years.
1909
1910
1911
1912
IMPORTS.
Merchandise from the United States
Merchandise from foreign ports
Gold and silver from foreign ports
Total imports
$17,705,330
605,086
4,023,791
$17,431,588
669,614
3,453,709
$15,169,149
519,221
3,520,170
$21,992,761
925,034
3,840,546
22,334,207
21,554,911
19,208,540
26,758,341
EXPORTS.
Merchandise to the United States
Merchandise to foreign ports
Domestic gold and silver to the United States
Foreign gold and silver to the United States
Total exports
13,522,137
1,120,218
18,278,962
3,845,705
13,699,594
1,119,919
15,195,954
3,441,834
19,318,859
1,174,393
14,699,694
3,353,361
24,793,886
1,452,955
16,031,705
3,704,173
36,767,022
33,457,301
38,546,307
45,982,719
The articles enumerated in the following table are all of Alaskan origin and the
comparative figures are indicative of the growth and importance of the various
industries of the Territory.
The value of furs shipped during the year includes the products of the Pribilof
Islands and shipments by mail—a total of $300,003—not shown in the bureau's reports
for the same period.
Owing to the fact that gold carried on the persons of travelers is not included in the
returns made by this office, the value of precious metals reported shipped from the
Territory is, as usual, slightly less than the amount shown by the Bureau of the Mint.
Value of domestic merchandise and gold and silver shippedfrom Alaska to the United States.
Articles.
1909
1910
1911
1912
Copper ore and matte
F ish:
Salmon, canned
Salmon, all other
All other fish and fish products
$205,551
10,424,811
466,722
466,894
51,212
151,161
573,051
114,565
45,982
8,200
140,770
758,231
18,278,962
$230,737
10,418,508
487,301
440,015
64,925
185,284
468,223
151,590
11,286
6,750
113,772
885,934
U5,195,954
$2,898,885
13,136,980
502,134
478,497
63,439
170,991
816,850
124,200
49,455
41,830
20,551
852,758
U4,699,694
$4,904,715
15,551,794
907,242
589,529
41,662
283,339
728,554
129,375
77,159
90,831
18,012
1,000,261
1 16,031,705
Tin ore and concentrates
Other merchandise
Total
31,686,112
28,660,279
33,856,264
40,354,178
1 Gold and silver shipped to the United States.
Judicial division.
1910
1911
1912
$3,262,083
3,699,674
317,872
7,916,325
$3,730,264
3,246,498
404,861
7,318,071
$4,040,858
3,138,881
734,507
8,117,459
15,195,954
14,699,694
16,031,705
6
THE BUILDING OF RAILROADS IN ALASKA.
The following table of passenger movement indicates the travel, by regularly estab¬
lished routes, to and from the District and the Yukon Territory. Tourists and cannery
employees bound for remote places are not included.
The Eagle and Dawson movement shows the local frontier travel, which must not
be considered with the general account, as the greater number of those passengers
arrived or departed from Ketchikan or St. Michael and have been accounted for in
their returns.
1910
1911
1912
Arrivals from the United States and British Columbia to—
Southeaster^ southern, and western Alaska
Nome, St. Michael, and Bering Sea
24,780
2,156
19,924
2,203
20,645
2,067
26,936
22,127
22,712
Departures to the United States and British Columbia from—
Southeastern, southern, and western Alaska
Nome, St. Michael, and Bering Sea
19,905
4,075
17,525
3,741
18,502
3,375
23,980
21,266
21,877
1,645
905
1,107
808
594
935
2,550
1,915
1,529
All of the four divisions of Alaska show an increase over 1911 in the values of ship¬
ments received from the United States. Most of the unprecedented increase, how¬
ever, was due to the unusual industrial activities in southeastern Alaska, resulting
in that division receiving 44 per cent of the entire amount shipped to the district,
an advance of 75 per cent over the preceding year.
Comparative statement showing value of merchandise shipped from the United States to
the different divisions of Alaska.
Division.
1908
1909
1910
1911
1912
Southeastern Alaska
Southern Alaska
Bering Sea, etc
St. Michael and Yukon River
Total
$4,921,232
3,931,002
3,516,659
3,493,778
$4,415,025
5,249,516
3,735,736
4,305,053
$5,236,325
4,538,225
4,150,679
3,506,359
$5,492,416
3, 246,464
2,919,456
3,510,813
$9,769, 224
4,321,689
4,168,934
3,732,914
15,862,671
17,705,330
17,431,588
15,169,149
21,992,761
The tables following give the value of merchandise shipped to Alaska from the
United States for the year 1912, segregated as to place of consignment, with compara¬
tive statements for five years, and general customs business transacted by ports.
J. R. Willis, Collector of Customs.
I wish also to have printed in the record an extract from Bulletin
442, of the United States Geological Survey, entitled "Mineral
Resources of Alaska, 1909, by Alfred H. Brooks, and others," and
found on page 25 of the bulletin:
In 1909 about 47,000 tons of freight was received at Nome, including merchandise,
coal, lumber, and live stock, at a cost of about $660,000. The cost of freighting to the
mines by coasting vessels and wagons in summer and by sleds in winter in different
parts of Seward Peninsula varies from about $80 to $200 a ton in summer, and from
about $3 to $50 a ton in winter. It appears that the average price paid for transpor¬
tation in the peninsula is about $20 a ton. On the assumption that half the supplies
landed at Nome are for the use of the miners, this will represent an additional freight
charge of nearly half a million dollars. The total transportation charge on the supplies
of Seward Peninsula will, then, be about $1,200,000, or nearly 30 per cent of the value
of the entire gold output of the year.
No exact figures are available in regard to the amount of freight annually shipped
to the Alaska portion of the Yukon Basin, but it is probably safe to say that this
THE BUILDING OF RAILROADS IN ALASKA. 7
amounts to 30,000 tons and that it costs over $2,500,000 to land it at the end of sleam-
boat navigation. The mine freight must then be hauled by wagons or sleds, except
at Fairbanks, where there is a railway. It is estimated that this haulage from steamers
to mines for the Alaska Yukon costs from $2,000,000 to $2,500,000 a year. The total
annual cost of freight for the Yukon Basin is therefore probably between $4,500,000
and $5,000,000, or nearly 50 per cent of the value of the entire gold output. It should
be noted that these estimates of the cost of freight do not include any charge for the
transportation of fuel, which is included in the similar figures already presented on
the commerce of Seward Peninsula. In the Yukon Basin practically only wood is
used, whereas Seward Peninsula depends almost entirely on coal brought from a
distance.'
The following are estimates of expected tonnage on various trunk
lines proposed to be built by the pending bills:
CORDOVA-FAIRBANKS ROUTE.
Freight movements from Cordova to Fairbanks will be carried on
the Copper River & Northwestern Railway Co.'s tracks for 132 miles
to the town of Chitina and over the proposed Chitina-Fairbanks line
313 miles to Fairbanks.
The average freight entering the Rampart-Fairbanks district dur¬
ing the last five years amounted to about 24,000 tons per year of all
classes, the maximum in any one year being approximately 33,000
tons and the minimum 15,000 tons. Having in mind the increase in
freight movement to be expected and the natural development of
new territory following the construction of a railroad, the commis¬
sion assumes that a line from Cordova to Fairbanks would carry,
almost immediately, through freight at the rate of 45,000 tons of
general merchandise northbound per year. The through south¬
bound freight in sight is so very little as to be negligible for the pur¬
poses of this analysis. In addition to the through freight, it is esti¬
mated that coal mines will be operated in the Nenana lignite fields.
This will involve the construction of a branch line from 30 to 50
miles in length, although it is at least possible that the Nenana coal
may underlie certain territory through which the main line will be
run. Without definite data, it is assumed that 30,000 tons of coal
will be hauled an average distance of 20 miles on the main line and
that 1,000 tons of local freight originating between Chitina and Rich¬
ardson will be hauled an average of 150 miles. In round numbers,
therefore, the annual freight ton-miles would amount to 15,000,000,
or the equivalent of 50,000 tons of freight hauled over the entire 313
miles of line. It is assumed that there will be an annual through
passenger traffic of about 10,000, or 3,000,000 passenger miles.
VALDEZ-FAIRBANKS ROUTE.
This route involves the use of no part of any existing railroad.
Running in a northerly direction for 101 miles it reaches a point on
the proposed location of the Chitina-Fairbanks route considered in
the foregoing section. From thence to Fairbanks, 279 miles, the
two routes would be identical.
The business which a railroad connecting these two termini might
reasonably expect would be practically the same as in the case of
Chitina and Fairbanks, with a small increase for local freight origi¬
nating in the immediate vicinity of Yaldez. For this study, therefore,
8 THE BUILDING OF RAILROADS IN ALASKA.
the tonnage for the first five years of the road's existence is assumed
to be as follows:
Tons.
Miles.
Through freight
45,000
30,000
2,000
380
20
150
Nenana coal
In round numbers, 18,000,000 ton-miles, or the equivalent of 47,500
tons of freight, over the entire 380 miles of line. It is further assumed
that there will he 10,000 through passengers annually, or 3,800,000
passenger-miles.
SEWARD-FAIRBANKS ROUTE.
Freight movements from the seacoast to Fairbanks over the
Seward-Fairbanks route would be carried for 71.6 miles over the
existing tracks of the Alaska Northern Railroad and from thence to
Fairbanks, a distance of 391.4 miles, over the proposed Susitna Valley
route to Fairbanks.
In the main, the tonnage expectancy of this route would be the same
as that of the Cordova-Fairbanks line, previously considered, with an
allowance for coal traffic originating in the Matanuska district.
Were this road built and operated on a traffic agreement with the
Alaska Northern, the opening of the coal fields would result in a coal
tonnage from a branch line tapping the Matanuska district. The
hulk of this coal movement would go southward to Seward and there¬
fore become a source of revenue mainly to the Alaska Northern Rail¬
road. A part would undoubtedly be distributed in the Susitna Valley,
but as the amount of this which could be counted upon for revenue
would necessarily be small during the early part of the road's exist¬
ence, it is only placed at 1,000 tons annually. The estimate of ton¬
nage to be expected during the first 5 years following construction is,
therefore, as follows:
Tons.
Through freight, 391 miles 45.000
Nennna coal, 20 miles 30 000
Local freisffit, Susitna Valley, 150 miles 1 000
Local coal shipment, Susitna Valley, 150; miles 1, 000
Total movement 18,500,000 ton-miles, or 47,000 tons of through-
train haul. The passenger movement is estimated at 10,000 over the
entire trackage, or 3,910,000 passenger-miles.
SEWARD-IDITAROD ROUTE.
Freight movements between the Iditarod district and Seward will
be carried over the trackage of the Alaska Northern Railroad for
71.6 miles, thence over the proposed new line for approximately 344
miles.
Based upon such information as the commission was able to obtain
concerning freight movements in this district in the year 1910-11,
the following tonnage assumptions are made:
Through freight between Seward and McGrath, 344 miles new line, 72 miles Tons.
Alaska Northern 15, 000
Local freight, 100 miles 10,000
Coal, 230 miles 10,000
Coal, 120 miles 10,000
Coal, 30 miles 10,000
the building of railroads in alaska.
9
A total of 9,960,000 ton-miles, or 29,000 tons through-freight haul.
In addition to this, it is assumed that there will he a through passen¬
ger traffic of 5,000 annually over the new line of 344 miles, or t ,720,000
passenger miles.
Coal Roads.
cordova-bering river coal field line via katalla.
It is assumed that this route will have no traffic other than coal,
and that the output of the mines will he 1,500 tons per day for
the first five years.
The commission estimates the amount of freight which will pass
over the Bering River coal branch and the Copper River branch at
469.500 tons of coal, and they think they will haul 469,500 tons of
coal per annum for 38 miles, plus an indefinite amount from the Kene-
cott branch, and that that will take care of excess fixed charges due to
the additional cost of construction of the Cordova and Chitina
branch, amounting to $336,400 annually.
cordova-bering river coal field line via lake charlotte.
As in the case of the Katalla Line from the Bering River coal field,
it is assumed that this road will carry coal traffic only, also that
freight can be carried over the Copper River & Northwestern Rail¬
road Co.'s tracks at a per ton rate which would permit of profitable
operation over the new construction.
The commission has made similar estimates for other outputs,
and has arrived at the conclusion that for an output of 1,000 tons per
day the freight rate from the mines to Cordova, exclusive of terminal
charges and wharfage fees, would be. $1.44, while for an output of
3,000 tons per day it would be 70 cents.
lines from controller bay and katalla to bering river coal
field.
If either Controller Bay or Katalla were adopted as a port for
shipment of Bering River coal it would become necessary to con¬
struct terminal facilities at a cost of approximately $2,500,000. The
railroad construction required in the case of Controller Bay would
be 25 miles, and Katalla 31 miles. It is estimated a coal output
can be obtained of 1,500 tons daily on the Controller Bay line.
cordova-chitina-matanuska coal field line.
As in the case of the other coal branches considered, it is estimated
that this line will carry coal traffic only and that freight may be
carried over the 132 miles of the Copper River & Northwestern Rail¬
road Co.'s tracks at a per ton rate which would provide for profitable
operation over the necessary new construction.
It is estimated that a coal output can be obtained of from 1,500
to 3,000 tons daily.
10
THE BUILDING OF RAILBOADS IN ALASKA.
SEWARD-KERN CREEK-MATANUSKA COAL FIELD LINE.
Like the other coal roads, it is assumed that this line will haul eo
traffic only. It will necessitate the construction of 115 miles of ne
line from the Matanuska coal fields to mile 72 of the Alaska Northe)
Railroad Co.'s tracks at Kern Creek on the north shore of Turnaga
Arm.
For the 38 miles between the coal fields and Matanuska Junction
the assumed output of 1,500 tons per day can be carried by two trains
daily, 750 net tons each.
VALDEZ-MATANUSKA COAL FIELD LINE.
Like the other coal roads, it is assumed that this line will haul coal
traffic only. It necessitates the construction of 230 miles of new
line, running from Valdez over Thompson Pass, Ernestine Pass, and
Tahneta Pass. It is estimated that a coal output can be obtained
of 1,500 tons daily.
X