INSIST ON PROPER PACKAGINS
Is this the merchandise you didn't get?
Help Eliminate Damage and Pilferage
To aid in the elimination of damage and pilferage of merchandise shipped to Alaska, the mer
chants of Alaska are asked to add their weight to the educational packaging program now being
carried on by the Seattle Chamber of Commerce with the support of the Alaska Steamship
Company and other interested firms in Seattle.
Thousands of dollars are lost annually through careless and insufficient packaging of freight
items resulting in damage, pilferage and ultimate late delivery or non-delivery. Not only do
such losses naturally tend toward increased prices, but from the viewpoint of the merchant the
delay involved is often of serious consequence. You want your merchandise when you order
it, and the Alaska Steamship Company wants to get it to you on time and in good condition.
The Alaska Steamship Companv is making every effort toward the best and most careful
handling of all merchandise aboard ship, as well as cooperating in the current educational
program.
The merchants of Alaska can help—can save themselves time, money and trouble—by remind
ing their suppliers that merchandise shipped to Alaska must be packed to withstand multiple
handling. As many as twenty handlings—at warehouses, on trucks, docks and aboard ships—
are required in some instances. Only substantial packaging will suffice. Substantial packaging
will also reduce pilferage which flimsy and broken packages invite. Proper addressing is also of
great importance—delivery instructions should be boldly marked on every package—not on
just one or two of a group.
The Alaska Steamship Company has prepared and is distributing a bulletin giving detailed
information on the proper packaging of various items of merchandise. If you would like to
have a copy of this bulletin or wish it sent to any of your suppliers, just let us know.
• Sincerely,
ALASKA STEAMSHIP COMPANY
it 1t it it it Serving All Alaska * * * * *
Confusion Over
CAA -CAB
(By James J. Strebig)
WASHINGTON, (Ah—Civil Aer
onautics Administration. Civil
Aeronautics Board.
Do they confuse you? Suffer no
inferiority pains. Even members
of the President’s Air Policy Com
mission have had to have the dif
ference explained to them.
And the agencies themselves
have prepared statements defining
their positions, to meet frequent
inquiries.
The confusion began in 1940,
when President Roosevelt split up
the Civil Aeronautics Authority,
which had been established by the
1938 Civil Aeronautics Act.
He left the five-man board
'CAB* as an independent agency
and consolidated the previously
independent Air Safety Board
with it. He put the bulk of the old
authority’s operations into the
Commerce Department as the
Civil Aeronautics Administration
<CAA».
In general, this separated the
judicial and administrative func
tions in federal aviation.
That left the setup which stands
today as follows:
The CAB is civil aviations law
making body, its economic god
mother and its court of justice.
The CAA administers the regu
lations prescribed by the CAB and
operates flying facilities—airways
airport control towers, communi
cations, experimental stations and
weather reporting services.
The CAB has about 500 em
ployees. The CAA has 14,000 serv
ing in every slate, territory and in
many foreign countries.
To be more specific, CAB writes
the safety rules, investigates the
accidents and fixes the responsi
bility. It determines who gets new
airline routes, what changes shall
be made in those routes, how much ,
airmail pay each airline should
get. The board is responsible only
to the President, who appoints its
five members with the consent of
the Senate.
The CAA is headed by an ad
ministrator, responsible to the sec
retary of commerce. His huge and
farflung staff operates through
nine regions, each of which is
semi-autonomous with respect to
many of its functions.
The regional staffs keep an eye
on flying to see that rules are not
violated, that planes are properly
inspected, that the facilities used
by aiimen are maintained in
working order. It oversees the
training of pilots and passes on
their readiness for a "ticket" or li
cense. It helps disseminate the
great volume of information which
constantly flows to flying men.
Headquarters staff operates an
engineering business to check the
designs of new airplanes before
approving them for public sale. It
i has an important experimental
( station at Indianapolis.
I It publishes the Airman’s Guide,
on which flyers rely for current
information about airport and air
way facilities. It directs the avia
tion training program and pre
pares recommendations on new
regulations and violations for sub
mission to the CAB.
The CAA also administers the
, Airport Act, under which the fed
eral and local governments are
I building airports.
That is the setup in aviation as
it stands today. Next year it may
be quite different. Many witnesses
before the Air Policy Commission,
have recommended a reshuffling
of CAA and CAB duties.