Alaska, the Great Country. Ella Higginson

satisfactory.

      It has since developed that the Skaguay route is the real prize. Had Canada foreseen this, she would not have hesitated to demand it.

      From the disagreement of the Joint High Commission of 1898 arose the modus vivendi of the following year. There has been a very general opinion that the temporary boundary points around the heads of the inlets at the northern end of Lynn Canal, laid down in that year, were fixed for all time—although it seems impossible that this opinion could be held by any one knowing the definition of the term "modus vivendi."

      By the modus vivendi Canada was given temporary possession of valuable Chilkaht territory, and her new maps were made accordingly.

       Copyright by E. A. Hegg, Juneau Courtesy of Webster & Stevens, Seattle Road through Cut-off Canyon

      In 1903 a tribunal composed of three American members and three representing Great Britain, two of whom were Canadians, met in Great Britain, to settle certain questions relating to the lisière.

      The seven large volumes covering the arguments and decisions of this tribunal, as published by the United States government, make intensely interesting and valuable reading to one who cares for Alaska.

      The majority of the tribunal, that is to say, Lord Alverstone and the three members from the United States, decided that the Canadians have no rights to the waters of any of the inlets, and that it was the meaning of the Convention of 1825 that the lisière should for all time separate the British possessions from the bays, ports, inlets, and waters of the ocean north of British Columbia; and that, furthermore, the width of the lisière was not to be measured from the line of the general direction of the mainland coast, leaping the bays and inlets, but from a line running around the heads of such indentations.

      The tribunal, however, awarded Pearse and Wales islands, which belonged to us, to Canada; it also narrowed the lisière in several important points, notably on the Stikine and Taku rivers.

      The fifth question, however, was the vital one; and it was answered in our favor, the two Canadian members dissenting. The boundary lines have now been changed on both United States and Canadian maps, in conformity with the decisions of the tribunal.

      Blaine, Bancroft, and Davidson have made the clearest statements of the boundary troubles.

CHAPTER IV

       Table of Contents

      The first landing made by United States boats after leaving Seattle is at Ketchikan. This is a comparatively new town. It is seven hundred miles from Seattle, and is reached early on the third morning out. It is the first town in Alaska, and glistens white and new on its gentle hills soon after crossing the boundary line in Dixon Entrance—which is always saluted by the lifting of hats and the waving of handkerchiefs on the part of patriotic Americans.

      Ketchikan has a population of fifteen hundred people. It is the distributing point for the mines and fisheries of this section of southeastern Alaska. It is the present port of entry, and the Customs Office adds to the dignity of the town. There is a good court-house, a saw-mill with a capacity of twenty-five thousand feet daily, a shingle mill, salmon canneries, machine shops, a good water system, a cold storage plant, two excellent hotels, good schools and churches, a progressive newspaper, several large wharves, modern and well-stocked stores and shops, and a sufficient number of saloons. The town is lighted by electricity and many of the buildings are heated by steam. A creditable chamber of commerce is maintained.

      There are seven salmon canneries in operation which are tributary to Ketchikan. The most important one "mild-cures" fish for the German market.

      Among the "shipping" mines, which are within a radius of fifty miles, and which receive mails and supplies from Ketchikan, are the Mount Andrews, the Stevenston, the Mamies, the Russian Brown, the Hydah, the Niblack, and the Sulzer. From fifteen to twenty prospects are under development.

      There are smelters in operation at Hadley and Copper Mountain, on Prince of Wales Island. From Ketchikan to all points in the mining and fishing districts safe and commodious steamers are regularly operated. The chief mining industries are silver, copper, and gold.

      The residences are for the most part small, but, climbing by green terraces over the hill and surrounded by flowers and neat lawns, they impart an air of picturesqueness to the town. There are several totem-poles; the handsomest was erected to the memory of Chief "Captain John," by his nephew, at the entrance to the house now occupied by the latter. The nephew asserts that he paid $2060 for the carving and making of the totem. Owing to its freshly painted and gaudy appearance, it is as lacking in interest as the one which stands in Pioneer Square, Seattle, and which was raped from a northern Indian village.

      Four times had I landed at Ketchikan on my way to far beautiful places; with many people had I talked concerning the place; folders of steamship companies and pamphlets of boards of trade had I read; yet never from any person nor from any printed page had I received the faintest glimmer that this busy, commercially described northwestern town held, almost in its heart, one of the enduring and priceless jewels of Alaska. To the beauty-loving, Norwegian captain of the steamship Jefferson was I at last indebted for one of the real delights of my life.

      It was near the middle of a July night, and raining heavily, when the captain said to us:—

      "Be ready on the stroke of seven in the morning, and I'll show you one of the beautiful things of Alaska."

      "But—at Ketchikan, captain!"

      "Yes, at Ketchikan."

      I thought of all the vaunted attractions of Ketchikan which had ever been brought to my observation; and I felt that at seven o'clock in the morning, in a pouring rain, I could live without every one of them. Then—the charm of a warm berth in a gray hour, the cup of hot coffee, the last dream to the drowsy throb of the steamer—

      "It will be raining, captain," one said, feebly.

      The look of disgust that went across his expressive face!

      "What if it is! You won't know it's raining as soon as you get your eyes filled with what I want to show you. But if you're one of that kind—"

      He made a gesture of dismissal with his hands, palms outward, and turned away.

      "Captain, I shall be ready at seven. I'm not one of that kind," we all cried together.

      "All right; but I won't wait five minutes. There'll be two hundred passengers waiting to go."

       Copyright by E. A. Hegg, Juneau Scene on the White Pass

      "You know that letter that Thomas Bailey Aldrich wrote to Professor Morse," spoke up a lady from Boston, who had overheard. "You know Professor Morse wrote a hand that couldn't be deciphered, and among other things, Mr. Aldrich wrote: 'There's a singular and perpetual charm in a letter of yours; it never grows old; it never loses its novelty. One can say to one's self every day: "There's that letter of Morse's. I have not read it yet. I think I shall take another shy at it." Other letters are read and thrown away and forgotten; but yours are kept forever—unread!' Now, that letter, somehow, in the vaguest kind of way, suggests itself when one considers this getting up anywhere from three to six in the morning to see things in Alaska. There's always something to be seen during these unearthly hours. Every night we are convinced that we will be on deck early, to see something, and we leave an order to be wakened; but when the dreaded knocking comes upon the door, and a hoarse voice announces 'Wrangell Narrows,' or 'Lama Pass,' our berths suddenly take on curves and attractions they possess at no other time. The side-rails into which we have been bumping seem to be cushioned