Yukon territory to the Yukon River at Eagle and thence across western Alaska to Fairbanks, extending toward the interior a scheme of triangulation which will eventually meet that which is being extended through southeast Alaska toward the upper Yukon. A speedy linking up of these two sections is to be hoped for. Had such control been available 15 years ago, the development of the interior region of Alaska would have been hastened, for many Federal surveying operations have been postponed for lack of such control.

Extensions of this single arc of triangulation are also needed badly. One branch should extend from Fairbanks to Valdez, with a spur to connect to the Alaska-Canada boundary near the upper waters of the Tanana. Another should extend from Fairbanks down the Yukon to Norton Sound.

Of only slightly less importance to interior surveys is the line of precise levels which the Coast and Geodetic Survey began in the spring of 1922 and which will be extended as rapidly as possible to Fairbanks and from there along the stage routes to Valdez. Lines from Fairbanks to Eagle and from Fairbanks to Nome are also promised as soon as the funds for such work will permit them to be run. These levels will furnish basic elevations for a large area, which will be of great assistance to local industrial surveys.

The importance of current data can not be overestimated, and the situation is yet far from satisfactory. It is essential to note that while a knowledge of the behavior of the currents is, in all waters, a matter of prime importance in the safeguarding of navigation, in Alaskan waters it is doubly so, for in Alaskan waters in many cases deep water extends to within a few feet of the shore, and soundings are therefore of comparatively little service to the navigator in apprising him of danger.

The Coast and Geodetic Survey is now working out a plan which will permit a small party to make current observations in connection with each of the surveying vessels operating in Alaskan waters.

During the past fiscal year the magnetic declination was determined at a large number of triangulation stations in southeastern Alaska, and the area of local disturbance about Port Snettisham was examined in detail. Observations on board ship showed that even in mid-channel the effect was sufficient to endanger a vessel passing through in thick weather. Observations will be extended to other areas where the presence of local disturbance is indicated. Magnetic observations are needed along the northern and western shores of Alaska and in the interior.

Observations were made along the Bering Sea coast, Alaska, Siberia, and the Arctic coast of Alaska at St. Michael, Nome, Teller City, Point Hope, Point Barrow, Demarcation Point, in Alaska, and at

Emma Harbor (Providence Bay) and Whelen (East Cape) in Siberia. This work had great value for two reasons: It connected the magnetic work of the Amundsen expedition with previous magnetic work in Alaska; it provided values of the magnetic declination in Alaska at places where our previous knowledge was very indefinite, and, accordingly, makes it possible to provide more accurate magnetic information on the charts of Bering Sea and the Arctic. The results brought out, also, the great need of a real magnetic survey in the interior of Alaska. The present situation of magnetic stations, existing only along the main lines of travel, leaves vast areas without observations of any kind. Observations are needed also in the Aleutian Islands to meet the needs of the commerce from the Pacific coast to the Orient.

The Coast and Geodetic Survey has maintained an observatory at Sitka since 1902. Continuous observations have been made of the magnetic declination, dip, and intensity without break since that time.

PURCHASE OF DUTCH HARBOR, ALEUTIAN ISLANDS, AS A FEDERAL GOVERNMENT FUEL AND SUPPLY BASE.

Nine years ago it was strongly recommended in a special report that the Federal Government purchase from the North American Commercial Co. their property at Dutch Harbor, Aleutian Islands, Alaska, as a fuel and supply base. In subsequent reports this recommendation was repeated, but to date no action has been taken.

There is stronger argument now than ever before for again advocating the purchase of this property for a Federal Government base. Under present conditions temporary or permanent headquarters for Government vessels must be at Unalaska, close to Dutch Harbor, and there is hardly an argument in favor of the continuation of this arrangement.

The Government has already paid many thousands of dollars to private companies for coal transported from Australia, Canada, and other places for use of its vessels operating in Alaska, and in addition has paid for various privileges in connection with docking where private interests are involved. Commerce is increasing and the activities in western Alaska are marked, so that it is good business, especially from the point of view of economy, to look for a permanent Federal supply base in that region.

Dutch Harbor, which is an abandoned village of the North American Commercial Co., seems clearly to be the outstanding and logical place for the Federal Government to acquire. The only wireless station in the section is located close to this village and affords easy means of communication. The harbor is excellent, has additional room for modern wharves, and has a liberal supply of fresh water.

While the buildings of the company are rather old, no doubt many of them can be restored to fairly good condition. There are coal yards and trackage for handling coal and bins already built.

The Department of Commerce would be materially helped by having such a Government station in this section of Alaska, as its maritime bureau would find it of great benefit. In addition to having a place to take on coal and oil fuel, as well as water and other supplies, conditions are such that without a great outlay of money certain repairs to vessels could be undertaken. The Bureau of Fisheries, with its important interests in, and almost year-round contact with, the Pribilof Islands, would find such a base of great help in expediting the moving of supplies to the islands and bringing back sealskins and other furs. The Lighthouse Bureau and the Coast and Geodetic Survey, both of which are engaged in important work in the Pacific Ocean, Bering Sea, and waters adjacent to the Aleutian Islands, would find this supply and fuel base of great assistance in expediting their work. But this is not all. The Navy Department, with vessels moving back and forth between the Orient and western waters, could no doubt use this Government base to advantage, as could also the Coast Guard of the Treasury Department, which has vessels carrying on patrol duty in the waters adjacent to Dutch Harbor during a number of months of each year.

The Government vessels in the past have managed to get along in an uncertain and, at times, expensive way, but if this property were acquired they would immediately feel the beneficial effects of the purchase. Many tons of fuel are used by Government vessels in this section, including both coal and oil, and the prices that have been charged by privately owned companies have been out of all reason.

Consideration should be given to this matter, as it is a long step toward conducting the operations of the vessels of the Department of Commerce and other departments of the Government in a more economical and businesslike manner.

Very truly yours.

E. LESTER JONES, Director, Coast and Geodetic Survey.

BUREAU OF NAVIGATION.

Hon. HERBERT HOOVER,

DEPARTMENT OF COMMERCE,
BUREAU OF NAVIGATION,
Washington, July 1, 1922.

Secretary of Commerce.

DEAR MR. SECRETARY: In response to your request I furnish the following condensed report upon the work of the bureau during the past year:

American shipping registered for the foreign trade and enrolled and licensed for the coasting trade, including the fisheries, on June 30, 1922, comprised 27,358 vessels of 18,462,968 gross tons, compared with 28,012 vessels of 18,282,136 gross tons on June 30, 1921. This shows a decrease of 654 vessels but an increase of 180,832 in the gross tonnage. This does not, however, accurately define the present situation as on June 30, 1922, 1,240 vessels of 7,484,910 dead-weight tons (approximately 4,989,940 gross tons) belonging to the Shipping Board alone were laid up. Of this number there were 932 steel vessels of 5,992,196 dead-weight tons, 61 steel tankers of 560,905 dead-weight tons, 238 wooden vessels of 876,526 dead-weight tons, and 9 concrete vessels of 55,283 dead-weight tons. On the same date the figures of the British Statistical Department of the Chamber of Shipping show that in England and Wales there were 203 vessels of under 1,000 tons returned as laid up, representing a total of 63,894 net tons and 272 vessels of over 1,000 tons, representing 845,026 net tons. For the whole United Kingdom the figures are, under 1,000 tons, 258 vessels of 77,532 tons net, and over 1,000 tons, 324 vessels of 1,034,030 tons net, together making a total of 582 vessels of 1,111,562 net tons.

Following is a brief analysis of our shipping on June 30, 1917, as the United States entered the war, at the close of the fiscal year 1921, and on June 30, 1922.

On June 30, 1922, there were building in American shipyards 105 vessels of 204,544 gross tons. Even these bald figures are eloquent of the extraordinary slump which has taken place in this industry in the past few years. Four years ago, under the pressure of the war, the United States had a tonnage under construction of about 4,000,000 tons. Since then there has been a steady decline until it has arrived at the state indicated by the negligible figures recorded. In 1919 the United States exceeded the United Kingdom for tonnage on the stocks and looked as if it might become a formidable competitor, but now is among the smaller shipbuilding nations, being beaten, according to Lloyd's, by England with 1,919,504 tons, Germany with 545,000 tons, France with 243,290 tons, Italy with 285,671 tons, and Holland with 226,318 tons, while she is a little ahead of Japan with 115,512 tons. It is, perhaps, well that the nature of the shipbuilding industry in this country, inflated under war pressure, is exotic, or consequences to the country would have been disastrous.

INTERNATIONAL CONFERENCE ON MARITIME LAW.

The Maritime Law International Conference at Brussels held its last plenary session in 1910. It met, however, in March and April, 1913, in subcommittee, and it is now proposed to resume the work of unifying maritime law that was left in suspense during the war. In 1910 two international conventions were signed, dated September 23, for the unification of the rules applicable to collisions in one and assistance and salvage in the other. The convention relative to assistance and salvage was ratified by this Government and became a law on August 1, 1912, while the convention for the unification of the rules applicable to collisions has not yet been ratified. The subcommittee of 1913 adjourned after referring to the Government's representative at the conference two revised drafts relative to (1) limitation of the responsibility of shipowners, and (2) mortgages and liens.

The growth of our merchant marine and the creation of the Shipping Board make the subjects of the limitation of shipowners' liability and mortgages and liens even of greater importance than in 1910, and this Government should accept the opportunity to discuss with the other governments the draft treaties on these subjects. At a meeting held on March 10, 1922, the Maritime Law Association of the United States considered the subject and it was the unanimous view of the association that the United States should be represented at the proposed Brussels international maritime conference.