THE NOME NUGGET
Published Monday, Wednesday and Friday by The
NOME PUBLISHING CO.
Nome. Alaska
Telephone: Main 125 P. O. Box 613
•1.50 PER MONTH 516.00 A YEAR
W. A. and EMILY BOUCHER.Editors
Entered as second class matter October 14, 1943, at the postoffice at
Nome, Alaska, under the Act of March 3, 1879.
Wednesday, July 3, 1946
COMPETITION IN THE AIR
THE TEARS of those who weep for the future of
the United States in international civil aviation
seem unnecessary. Let us, for a moment, compare
our situation with that of Britain. An analysis of
present and future types of British commercial air
craft by the Society of British Aircraft Constructors
has recently become available. The Society, anx
ious to promote the sale of British aircraft abroad, is
not notable for the moderation of its claims. Yet
with all due deference to the plight of British aircraft
manufacturers committed to the desperate and glor
ious defense of the home islands by building fighter
planes while we built transports during the war, they
have nothing to offer. Britain herself has been forced
to this conclusion in the hard-bitten race for business
over the Atlantic. In July she will reopen her serv
ices with American Constellations.
Next year she will introduce Tudor I. It is not
quite as efficient as the Douglas DC-4, which we de
signed in 1939 for domestic service and which magnifi
cently filled the gap in overseas services for military
and civil air transport alike. Yet already this plane
is being displaced by the Constellation. Against the
Constellation, in the air for two years, the British have
the Tudor II to offer, and it has not yet been even
test flown.
Following the Constellation we have the Boeing
Strato-cruiser, the Republic Rainbow, the Lockheed
Constitution, the Douglas DC-6 and DC-7, the Con
solidated-Vultee 200-passenger giant and even the
long-range Fairchild Packet for freight. All of these
have either proved performance in the air as military
prototypes or are projections of proven designs.
Against them, and probably to appear later than they,
the British have only their Barbazon I. It is as yet
merely an eight-engined idea for which its projectors
claim but 250-miles-an-hour cruising speed, as against
400-miles-an-hour for many of these American types.
Pan American Airways long ago—to its credit as
an exemplar of American know-how in the air and
know-how in foreign business—and other lines since
the war have demonstrated their ability to compete
with the best the rest of the world has to offer. If
we continue our research and development, as we must,
there is no neason to fear for the future.—(N. Y. Times)
INDUSTRIAL PRODUCTION
THE GOALS SET for emergency housing construc
tion—1,200,000 new homes started this year and
1,500,000 started in 1947—are higher than any quali
fied authority thinks can be met without crippling
other essential construction. The reasons commonly
assigned for such optimistic goals is that they are in
spiring to those in the industry and soothing to those
who want something tremendous done about housing.
Under normal conditions, relatively little dam
age might be done by such excessive goals which
are a common feature of most Washington programs
trying to elbow their way to the center of the national
stage. However, the emergency housing program
carries with it top priorities for the materials to be
used. Consequently, other essential construction will
have to get along on whatever share of critical build
ing materials will be left after all demands of home
builders have been satisfied.
The Civilian Production Administration estimates
that output of important materials will fall far short
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of needs. It forecasts a 15 per cent deficit in lumber,
18 per cent in bricks, and 52 per cent in cast iron radi
ators. Hence, unless building materials output can
be stepped up far more rapidly than now seems possi
ble, a .prohibitive squeeze will be put on industrial
: building to provide the materials needed for the Wyatt
program. This would complicate unbearably the pro
blems of sustaining full employment and getting the
I flow of production so important in avoiding the boom
and bust route.
By Marjorio Coding Noil
Assistant Socroiary to E. L. Bariloti. Alaska's Polsgalo to Congross
■ ■■■ w
Restoration of Land
Prospects for restoring to
the public domain the land
withdrawn in connection
with the construction of the
Alaska Highway and part
at least, of the land with
drawn by Public Land Or
der 82 appeared brighter
this week when Acting Sec
retary of the Interior Oscar
L. Chapman Notified Del
egate Bartlett that pro
gress is being made and
action should be taken
soon.
“This Department has
for some time been study
ing the advisability of re
storing the land withdrawn
by Public Land Order 82
in whole or in part/* Sec
retary Chapman informed
the Delegate. Such ac
tion is awaiting a report
from the Navy Depart
ment of its objection, if
any, to the proposed re
storation. Reports have
already been received from
other interested depart
ments and agencies.
“I have requested a fur
ther report from the Sec
retary of the Navy,'* he
said. “As soon as it is
received appropriate ac
tion will be taken prompt
ly.”
Ie is understood only one
further report from an In-g
terior Department bureau
is being awaited prior to
final action on restoration
of land withdrawn along
the Alaska Highway.
During the last eighteen
months Delegate Bartlett
has repeatedly urged that
the millions of acres em
braced in the withdrawal
orders be restored to the
public domain so they can
be made available for pro- ^
ductive use. In his last
presentation of this matter
to Secretary Krug - a pre
sentation made this month
Delegate Bartlett express-*
ed a belief that all the land
included in Public Land
Order 82 should be made
available for development.
“Sound, sensible develop
ment of Alaska is predica
ted to some extent-probab
ly to a large extent-upon
utilization of these huge
areas/* the Delegate wrote
Secretary Krug. Natur
ally, there can be no build
ing up along the Alaska
Highway if no entry can
be made upon the land.