THE MINERAL INDUSTRY OF ALASKA 
 
 
Table 7.—Freight rates, Seattle to selected Alaskan cities in Hydro-Train
service' 
 - - (Cents per hundred pounds) 
61 
 From Seattle, via Whittier, to— Minimum 
Shipment Anchorage effective Fairbanks effective Seward effective 
(thousand Dec. 31, Aug. 13, Dec. 31, Aug. 13, Dec. 31, Aug. 13, 
pounds) 1972 1973 1972 1973 1972 1973 
Groceries             Do               Do              
Iron or steel articles Do               Do              
Machinery            Do               Do              
Lumber             Do             Do_____________ 
Ores and concentrates (southbound) 
Do              
 Do             Petroleum and products - 
 Do              
 Do              
 60 243 260 308 330 -— —— 
 80 193 207 258 276 —— —— 
 2100 115 123 182 195 —— —— 
 50 289 309 390 417 289 309 
 80 198 212 277 296 198 212 
 100 187 200 266 285 187 200 
 60 274 293 322 345 259 277 
 80 236 253 284 304 220 235 
 100 224 240 272 291 209 224 
 80 190 203 260 278 191 204 
 100 179 192 249 266 181 194 
 120 176 188 —— ... —— —— 
 60 ' 121 129 161 172 —— 
 80 102 109 143 153 —— —— 
 100 97 104 137 147 —— —— 
 60 234 250 343 367 234 250 
 80 195 209 804 325 195 209 
 100 184 197 293 314 184 197 
1 Rates include all-risk insurance. 
2 Excess over 80,000-pound minimum when loaded in or on same car. 
3Value not to exceed $60 per ton; rate increases 25% for each additional
per ton valuation. 
Source: Alaska Hydro-Train, Division of Puget Sound Tug and Barge Co. 
$60 (or fraction) 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
in 1972 saw passage and voter verification of a $20 million proposal for
small-boat harbor and flood control projects. The Alaska marine highway system,
important to tourism, will contribute much to the State's total revenue.

 The 450-foot main span of the John W. O'Connell Bridge in Sitka, has been
instrumented for a 2-year test to investigate the aerodynamic behavior of
the cablestayed girder bridge under the high-wind conditions existing at
Sitka. This project is sponsored jointly by the Alaskan Dc. partment of Highways
and the Federal Highway Administration of the U.S. Department of Transportation.
The purpose is to gain data which could allow use of this economical type
of construction on larger spans. The construction of another span, the proposed
Knik Arm causeway at Anchorage, seems unlikely for the present, due to lack
of funding. Estimated cost of the causeway increased from $140 million to
$200 million compared with a statewide allowable Federal funding of $35 million
annually. 
 An agreement has been reached with British Columbia to construct a road
between Skagway and the Carcross Road in the Yukon Territory. In another
develop. ment. the Alaska Department of Highways design of the Yukon River
Bridge is almost complete with the help of Alyeska Pipe- 
Table 8.—Alaska: Leases and acreage under Federal supervision, at yearend

 
 
Oil and 
gas leases 
Mining 
leases 
 
 
Acres 
 
Acres 
Year 
No. 
leases 
(thousands) 
No. 
leases 
(thousands) 
 1968 -. 4,147 1969 —— 4,290 1970 —— 3,638 1971 ——
2,926 1972 —- 2,641 
 
6,841 
6,936 
6,168 
5,344 
4,832 
16 
13 
14 
18 
18 
20 
16 
16 
16 
16 
Source: U.S. 
 
Geological 
Survey. 
 
line Service Company engineers. It is in. eluded in the final design for
the haul road from Livengood, some 75 miles north of Fairbanks, to Prudhoe
Bay. 
 The Alaska Railroad, operated by the U.S. Department of Transportation,
experienced a slowdown in freight demand, which has been related to the lull
in oil development. The railroad, which is experiencing sagging revenues
and does not receive any Federal subsidy, has been reported to be up for
sale at a price of some $100 million but no prospective buyers have appeared.

 Employment—All civilian nonagricultural employment increased 6.8%
in 1972, to include 104,200 workers ~. Employment in 1972 totaled 117,600
or 6.4% more than in 
 
3 of Alaska, Department of Economical Development A Performance Report of
the Alaskan Economy Mid-Year Review. July 1973.