National Register of Historic Places listings in Haines Borough, Alaska
This is a list of the National Register of Historic Places listings in Haines Borough, Alaska. This is intended to be a complete list of the properties and districts on the National Register of Historic Places in Haines Borough, United States; the locations of National Register properties and districts for which the latitude and longitude coordinates are included below, may be seen in a Google map. There are 6 properties and districts listed on the National Register in the borough, including 1 National Historic Landmark; this National Park Service list is complete through NPS recent listings posted April 12, 2019. List of National Historic Landmarks in Alaska National Register of Historic Places listings in Alaska
Tongass National Forest
The Tongass National Forest in Southeast Alaska is the largest national forest in the United States at 16.7 million acres. Most of its area is part of the temperate rain forest WWF ecoregion, itself part of the larger Pacific temperate rain forest WWF ecoregion, is remote enough to be home to many species of endangered and rare flora and fauna; the Tongass, managed by the United States Forest Service, encompasses islands of the Alexander Archipelago and glaciers, peaks of the Coast Mountains. An international border with Canada runs along the crest of the Boundary Ranges of the Coast Mountains; the forest is administered from Forest Service offices in Ketchikan. There are local ranger district offices located in Craig, Juneau, Petersburg, Thorne Bay and Yakutat; the Alexander Archipelago Forest Reserve was established by Theodore Roosevelt in a presidential proclamation of 20 August 1902. Another presidential proclamation made by Roosevelt, on 10 September 1907, created the Tongass National Forest.
On 1 July 1908, the two forests were joined, the combined forest area encompassed most of Southeast Alaska. Further presidential proclamations of 16 February 1909 and 10 June, in 1925 expanded the Tongass. An early supervisor of the forest was William Alexander Langille. Timber harvest in Southeast Alaska consisted of individual handlogging operations up until the 1950s, focusing on lowlying areas and beach fringe areas. In the 1950s, in part to aid in Japanese recovery from World War II, the Forest Service set up long-term contracts with two pulp mills: the Ketchikan Pulp Company and the Alaska Pulp Company; these contracts were scheduled to last 50 years, intended to complement independent sawlog operations in the region. However, the two companies conspired to drive log prices down, put smaller logging operations out of business, were major and recalcitrant polluters in their local areas. All timber sales in the Tongass were purchased by one of these two companies. In 1974, the KPC contract for Northern Prince of Wales was challenged by the Point Baker Association led by Alan Stein, Chuck Zieske and Herb Zieske.
Federal District Court judge James von der Heydt ruled in their favor in December 1975 and March 1976, enjoining clearcutting of over 150 square miles of the north end of Prince of Wales Island. The suit threatened to halt clearcutting in the United States. In 1976, Congress removed the injunction in passing the National Forest Management Act, a direct response to their lawsuit. Over half the old growth timber was removed there by the mid 1990s. Much of the power of these companies lay in the long-term contracts themselves; the contracts guaranteed low prices to the pulp companies — in some cases resulting in trees being given away for "less than the price of a hamburger." The Tongass Timber Reform Act, enacted in 1990 reshaped the logging industry's relationship with the Tongass National Forest. The law's provisions cancelled a $40 million annual subsidy for timber harvest. Alaska Pulp Corporation and Ketchikan Pulp Corporation claimed that the new restrictions made them uncompetitive and closed down their mills in 1993 and 1997 and the Forest Service cancelled the remainders of the two 50-year timber contracts.
In 2003, an appropriations bill rider required that all timber sales in the Tongass must be positive sales, meaning no sales could be sold that undervalued the "stumpage" rate, or the value of the trees as established by the marketplace. However, the Forest Service conducts NEPA analyses and administrative operations to support these sales, as such, the government does not make a profit overall. Given the guaranteed low prices during contract days and the continued high cost of logging in Southeast Alaska today, one analysis concludes that, since 1980, the Forest Service has lost over one billion dollars in Tongass timber sales. Logging operations are not the only deficit-run programs, however; the Forest Service likens the overall deficit of the timber harvest program to the many other programs the agency operates at a deficit, including trail and campground maintenance and subsistence programs. High-grading has been prevalent in the Tongass throughout the era of industrial-scale logging there.
For example, the forest type with the largest concentration of big trees—volume class 7—originally comprised only 4% of the forested portion of the Tongass, over two-thirds of it has been logged. Other high-grading has concentrated on stands of red cedar; the karst terrain produces large trees and has fewer muskeg bogs, has been preferentially logged. As of 2008, the Forest Service has released a new amendment to the Forest Plan for the Tongass Forest; the most controversial logging in the Tongass has involved the roadless areas. Southeast Alaska is an extensive landscape, with communities scattered across the archipelago on different islands, isolated from each other and the mainland road system; the road system that exists in the region is in place because of the resource extraction history in the region established by the Forest Service to enable timber harvest. Once in place, these roads serve to connect local communities and visitors to recreation, hunting and subsistence opportun
United States Census Bureau
The United States Census Bureau is a principal agency of the U. S. Federal Statistical System, responsible for producing data about the American people and economy; the Census Bureau is part of the U. S. Department of Commerce and its director is appointed by the President of the United States; the Census Bureau's primary mission is conducting the U. S. Census every ten years, which allocates the seats of the U. S. House of Representatives to the states based on their population; the Bureau's various censuses and surveys help allocate over $400 billion in federal funds every year and it helps states, local communities, businesses make informed decisions. The information provided by the census informs decisions on where to build and maintain schools, transportation infrastructure, police and fire departments. In addition to the decennial census, the Census Bureau continually conducts dozens of other censuses and surveys, including the American Community Survey, the U. S. Economic Census, the Current Population Survey.
Furthermore and foreign trade indicators released by the federal government contain data produced by the Census Bureau. Article One of the United States Constitution directs the population be enumerated at least once every ten years and the resulting counts used to set the number of members from each state in the House of Representatives and, by extension, in the Electoral College; the Census Bureau now conducts a full population count every 10 years in years ending with a zero and uses the term "decennial" to describe the operation. Between censuses, the Census Bureau makes population projections. In addition, Census data directly affects how more than $400 billion per year in federal and state funding is allocated to communities for neighborhood improvements, public health, education and more; the Census Bureau is mandated with fulfilling these obligations: the collecting of statistics about the nation, its people, economy. The Census Bureau's legal authority is codified in Title 13 of the United States Code.
The Census Bureau conducts surveys on behalf of various federal government and local government agencies on topics such as employment, health, consumer expenditures, housing. Within the bureau, these are known as "demographic surveys" and are conducted perpetually between and during decennial population counts; the Census Bureau conducts economic surveys of manufacturing, retail and other establishments and of domestic governments. Between 1790 and 1840, the census was taken by marshals of the judicial districts; the Census Act of 1840 established a central office. Several acts followed that revised and authorized new censuses at the 10-year intervals. In 1902, the temporary Census Office was moved under the Department of Interior, in 1903 it was renamed the Census Bureau under the new Department of Commerce and Labor; the department was intended to consolidate overlapping statistical agencies, but Census Bureau officials were hindered by their subordinate role in the department. An act in 1920 changed the date and authorized manufacturing censuses every two years and agriculture censuses every 10 years.
In 1929, a bill was passed mandating the House of Representatives be reapportioned based on the results of the 1930 Census. In 1954, various acts were codified into Title 13 of the US Code. By law, the Census Bureau must count everyone and submit state population totals to the U. S. President by December 31 of any year ending in a zero. States within the Union receive the results in the spring of the following year; the United States Census Bureau defines four statistical regions, with nine divisions. The Census Bureau regions are "widely used...for data collection and analysis". The Census Bureau definition is pervasive. Regional divisions used by the United States Census Bureau: Region 1: Northeast Division 1: New England Division 2: Mid-Atlantic Region 2: Midwest Division 3: East North Central Division 4: West North Central Region 3: South Division 5: South Atlantic Division 6: East South Central Division 7: West South Central Region 4: West Division 8: Mountain Division 9: Pacific Many federal, state and tribal governments use census data to: Decide the location of new housing and public facilities, Examine the demographic characteristics of communities and the US, Plan transportation systems and roadways, Determine quotas and creation of police and fire precincts, Create localized areas for elections, utilities, etc.
Gathers population information every 10 years The United States Census Bureau is committed to confidentiality, guarantees non-disclosure of any addresses or personal information related to individuals or establishments. Title 13 of the U. S. Code establishes penalties for the disclosure of this information. All Census employees must sign an affidavit of non-disclosure prior to employment; the Bureau cannot share responses, addresses or personal information with anyone including United States or foreign government
Alaska Marine Highway
The Alaska Marine Highway or the Alaska Marine Highway System is a ferry service operated by the U. S. state of Alaska. It has its headquarters in Alaska; the Alaska Marine Highway System operates along the south-central coast of the state, the eastern Aleutian Islands and the Inside Passage of Alaska and British Columbia, Canada. Ferries serve communities in Southeast Alaska that have no road access, the vessels can transport people and vehicles. AMHS's 3,500 miles of routes go as far south as Bellingham, Washington, in the contiguous United States and as far west as Unalaska/Dutch Harbor, with a total of 32 terminals throughout Alaska, British Columbia, Washington, it receives federal highway funding. It is a form of transportation of vehicles between the state and the contiguous United States, going through Canada but not requiring international customs and immigration; the Alaska Marine Highway System is a rare example in the U. S. of a shipping line offering scheduled service for the primary purpose of transportation of passengers rather than of leisure or entertainment.
Voyages can last many days, but, in contrast to the luxury of a typical cruise line, cabins cost extra, most food is served cafeteria-style. The forerunner to the Alaska Marine Highway was the Chilkoot Motorship Lines, founded in 1948 by Haines residents Steve Homer and Ray Gelotte; the company used a converted LCT-Mark VI landing craft, christened the MV Chilkoot. They operated a weekly service from Tee Harbor to Haines and Skagway, connecting the territorial capital to the international road system; the Chilkoot Motorship Lines was purchased by the territorial government, moved under the Territorial Board of Road Commissioners in 1951. In 1957, the MV Chillkoot was replaced by the MV Chilkat, which remained a part of the system until being decommissioned in 1988. In 1959, the year Alaska became a state, voters approved an $18 million bond package to improve the ferry system throughout the Southeast and Southcentral regions; the package included new docks throughout. The first of these new vessels built was the MV Malaspina, followed by the MV Matanuska and MV Taku.
With 3 new ships, a new name, the Alaska Marine Highway System was born. The following year, the ocean-certified MV Tustumena was completed, the Chilkat moved to Prince William Sound, the AMHS started service in Southcentral. In 1969, that service was expanded with the addition of the MV E. L. Bartlett, in service with the state until 2004. In 1967, two events acted to restrict transportation to and from Southeast Alaska. A slide took out the Alaska Highway to the North, BC Ferries MV Queen of Prince Rupert ran aground limiting transfer passengers ability to move between the AMHS Southern terminus of Prince Rupert, British Columbia to Seattle; until this time, portions of the passage between Southeast Alaska and Washington State were classified as outside waters, none of the vessels the AMHS operated in Southeast Alaska had the necessary ocean-going certification required to carry passengers on outside waters. Citing the need for a transportation link between Alaska and the rest of the United States governor Wally Hickel ordered the AMHS to send a vessel south to Seattle while putting a request to Congress to re-classify the route as inside waters.
The Federal government agreed to do so, which left the AMHS with a longer route system, no new vessels to serve it. Faced with the lengthy construction time and cost of building a new vessel, the AMHS looked abroad to find a quicker solution; the Stena Britannica, just a year old, was rechristened the MV Wickersham. While the Wickersham was inexpensive to purchase, could be added to the system she was never re-flagged as an American ship, so commercial operation between US ports of call was a violation of the Merchant Marine Act of 1920; the State of Alaska had felt that they would be able to get a waiver of the Jones Act for the Wickersham, but that request was blocked limiting the scheduling flexibility of the ship. While the Wickersham could pick up passengers in Washington State and deliver them to Alaska if there were an intermediary stop in Canada, moving passengers within Alaska was not allowed. Additionally, as the Wickersham was not built for Alaskan ports, she was limited as to which ports she could dock at.
The AMHS ordered the new construction of the MV Columbia, which replaced the Wickersham on the mainline Seattle route in 1974. The southern terminus of the AMHS remained in Seattle until October 1989, when it moved to the Bellingham Cruise Terminal in Fairhaven, after signing a 20-year lease with the city of Bellingham. Facing the need to increase capacity, both the Matanuska and Malaspina were stretched by 56 feet, beyond the capacity of some of the smaller harbors and leaving the Taku as the only AMHS ship in Southeast able to serve some of the smaller communities. To serve the smaller communities of Southeast, the AMHS ordered the MV LeConte in 1974 and the MV Aurora in 1978; these would be the last new ships built for the AMHS for 20 years, ending the initial construction of the AMHS. On March 24, 1989, the Exxon Valdez struck Bligh Reef in Prince William Sound; the State of Alaska's on scene response was managed from the E. L. Bartlett relieved by the Aurora. Suction trucks were placed in the car-deck, temporarily converting the ferry into a spill response vessel.
The State of Alaska determined that a new vessel was necessary, that the new vessel should be designed from the beginning to be able to take on a command and c
Population density is a measurement of population per unit area or unit volume. It is applied to living organisms, most of the time to humans, it is a key geographical term. In simple terms population density refers to the number of people living in an area per kilometer square. Population density is population divided by total land water volume, as appropriate. Low densities may lead to further reduced fertility; this is called the Allee effect after the scientist. Examples of the causes in low population densities include: Increased problems with locating sexual mates Increased inbreeding For humans, population density is the number of people per unit of area quoted per square kilometer or square mile; this may be calculated for a county, country, another territory or the entire world. The world's population is around 7,500,000,000 and Earth's total area is 510,000,000 square kilometers. Therefore, the worldwide human population density is around 7,500,000,000 ÷ 510,000,000 = 14.7 per km2. If only the Earth's land area of 150,000,000 km2 is taken into account human population density is 50 per km2.
This includes all continental and island land area, including Antarctica. If Antarctica is excluded population density rises to over 55 people per km2. However, over half of the Earth's land mass consists of areas inhospitable to human habitation, such as deserts and high mountains, population tends to cluster around seaports and fresh-water sources. Thus, this number by itself does not give any helpful measurement of human population density. Several of the most densely populated territories in the world are city-states and dependencies; these territories have a small area and a high urbanization level, with an economically specialized city population drawing on rural resources outside the area, illustrating the difference between high population density and overpopulation The potential to maintain the agricultural aspects of deserts is limited as there is not enough precipitation to support a sustainable land. The population in these areas are low. Therefore, cities in the Middle East, such as Dubai, have been increasing in population and infrastructure growth at a fast pace.
Cities with high population densities are, by some, considered to be overpopulated, though this will depend on factors like quality of housing and infrastructure and access to resources. Most of the most densely populated cities are in Southeast Asia, though Cairo and Lagos in Africa fall into this category. City population and area are, however dependent on the definition of "urban area" used: densities are invariably higher for the central city area than when suburban settlements and the intervening rural areas are included, as in the areas of agglomeration or metropolitan area, the latter sometimes including neighboring cities. For instance, Milwaukee has a greater population density when just the inner city is measured, the surrounding suburbs excluded. In comparison, based on a world population of seven billion, the world's inhabitants, as a loose crowd taking up ten square feet per person, would occupy a space a little larger than Delaware's land area; the Gaza Strip has a population density of 5,046 pop/km.
Although arithmetic density is the most common way of measuring population density, several other methods have been developed to provide a more accurate measure of population density over a specific area. Arithmetic density: The total number of people / area of land Physiological density: The total population / area of arable land Agricultural density: The total rural population / area of arable land Residential density: The number of people living in an urban area / area of residential land Urban density: The number of people inhabiting an urban area / total area of urban land Ecological optimum: The density of population that can be supported by the natural resources Demography Human geography Idealized population Optimum population Population genetics Population health Population momentum Population pyramid Rural transport problem Small population size Distance sampling List of population concern organizations List of countries by population density List of cities by population density List of city districts by population density List of English districts by population density List of European cities proper by population density List of United States cities by population density List of islands by population density List of U.
S. states by population density List of Australian suburbs by population density Selected Current and Historic City, Ward & Neighborhood Density Duncan Smith / UCL Centre for Advanced Spatial Analysis. "World Population Density". Exploratory map shows data from the Global Human Settlement Layer produced by the European Commission JRC and the CIESIN Columbia University
The Alaska Highway was constructed during World War II for the purpose of connecting the contiguous United States to Alaska across Canada. It begins at the junction with several Canadian highways in Dawson Creek, British Columbia, runs to Delta Junction, via Whitehorse, Yukon. Completed in 1942 at a length of 1,700 miles, as of 2012 it is 1,387 mi long; the difference in distance is due to constant reconstruction of the highway, which has rerouted and straightened out numerous sections. The highway was opened to the public in 1948. Legendary over many decades for being a rough, challenging drive, the highway is now paved over its entire length, its component highways are British Columbia Highway 97, Yukon Highway 1 and Alaska Route 2. An informal system of historic mileposts developed over the years to denote major stopping points, it is at this point that the Alaska Highway meets the Richardson Highway, which continues 96 mi to the city of Fairbanks. This is regarded, though unofficially, as the northern portion of the Alaska Highway, with Fairbanks at Historic Milepost 1520.
Mileposts on this stretch of highway are measured from Valdez, rather than the Alaska Highway. The Alaska Highway is popularly considered part of the Pan-American Highway, which extends south to Argentina. Proposals for a highway to Alaska originated in the 1920s. Thomas MacDonald, director of the U. S. Bureau of Public Roads, dreamed of an international highway spanning the United States and Canada. In order to promote the highway, Slim Williams traveled the proposed route by dogsled. Since much of the route would pass through Canada, support from the Canadian government was crucial. However, the Canadian government perceived no value in putting up the required funds to build the road, since the only part of Canada that would benefit was not more than a few thousand people in Yukon. In 1929 the British Columbia government proposed a highway to Alaska to encourage economic development and tourism. American President Herbert Hoover appointed a board with American and three Canadian members to evaluate the idea.
Its 1931 report supported the idea for economic reasons, but both American and Canadian members recognized that a highway would benefit the American military in Alaska. In 1933, the joint commission proposed the U. S. government contribute $2 million of the capital cost, with the $12 million balance borne by the Canadian and BC governments. The Great Depression and the Canadian government's lack of support caused the project to not proceed; when the United States approached Canada again in February 1936, the Canadian government refused to commit to spending money on a road connecting the United States. The Canadians worried about the military implications, fearing that in a war between Japan and North America, the United States would use the road to prevent Canadian neutrality. During a June 1936 visit to Canada, President Franklin D. Roosevelt told Prime Minister W. L. M. King that a highway to Alaska through Canada could be important in reinforcing the American territory during a foreign crisis.
Roosevelt became the first American to publicly discuss the military benefits of a highway in an August speech in Chautauqua, New York. He again mentioned the idea during King's visit to Washington in March 1937, suggesting that a $30 million highway would be helpful as part of a larger defense against Japan that included, the Americans hoped, a larger Canadian military presence on the Pacific coast. Roosevelt remained a supporter of the highway, telling Cordell Hull in August 1937 that he wanted a road built as soon as possible. By 1938, Duff Pattullo, the BC premier, favored a route through Prince George; the U. S. offered either a $15 million interest-free loan. The attack on Pearl Harbor and beginning of the Pacific Theater in World War II, coupled with Japanese threats to the west coast of North America and the Aleutian Islands, changed the priorities for both nations. On February 6, 1942, the construction of the Alaska Highway was approved by the United States Army and the project received the authorization from the U.
S. Congress and Roosevelt to proceed five days later. Canada agreed to allow construction as long as the United States bore the full cost, that the road and other facilities in Canada be turned over to Canadian authority after the war ended, it proved unimportant for the military because 99 percent of the supplies to Alaska during the war were sent by sea from San Francisco and Prince Rupert. The Americans preferred Route A, which starting at Prince George, went northwest to Hazelton, along the Stikine River, by Atlin and Tabish Lakes, from Whitehorse, Yukon to Fairbanks, Alaska via the Tanana Valley. However, the route was vulnerable to possible enemy attack from the sea, experienced steep grades, heavy snowfall and there were no airbases along the way; the Canadians favored Route B starting at Prince George, but followed the Rocky Mountain Trench up the valleys of the Parsnip and Finlay Rivers to Finlay Forks and Sifton Pass north to Frances Lake and the Pelly River in the Yukon. From there it went to Dawson City and down the Yukon Valley to connect the Richardson Highway to Fairbanks.
The advantages of this inland route was the safe distance from enemy planes, 209 miles shorter with lower elevations enabling lower construction and maintenance costs. The disadvantages were the bypassing of respective airbases, Whitehorse, the principal town in the Yukon. Optional variations in the southern p
Haines is a census-designated place located in Haines Borough, United States. It is near Glacier Bay National Park and Preserve; as of the 2010 census, the population of the Haines CDP was 1,713, out of a total 2,508 in Haines Borough. The area around present-day Haines was called Dtehshuh or "end of the trail" by the Chilkat group of Tlingit, it received this name because they could portage their canoes from the trail they used to trade with the interior, which began at the outlet of the Chilkat River, to Dtehshuh and save 20 miles of rowing around the Chilkat Peninsula. The first European, George Dickinson, an agent for the North West Trading Company, settled at Dtehshuh in 1879. In 1881, the Chilkat asked Sheldon Jackson to send missionaries to the area. Samuel Hall Young, a Presbyterian minister, was sent. Jackson built the Chilkat Mission and school at Dtehshuh in 1881, on land given to the church by the Chilkat; the Mission was renamed "Haines" in 1884 in honor of Francina E. Haines, the chairwoman of the committee that raised funds for its construction.
At the time, the boundary between Canada and the U. S. was vaguely defined. There were overlapping land claims from the United States' purchase of Alaska from Russia in 1867 and British claims along the coast. Canada had requested a survey after British Columbia united with it in 1871, but the idea was rejected by the United States as being too costly given the area's remoteness, sparse settlement, limited economic or strategic interest; the Klondike Gold Rush of 1898–1899 changed the region greatly. Haines became a supply center for the Dalton Trail from Chilkat Inlet offered a route to the Yukon for prospectors. Gold was discovered 36 miles from Haines in 1899 at the Porcupine District. During this time the name "Haines" came into use for the area around the mission and not for just the mission itself; the sudden importance of the region increased the urgency of fixing an exact boundary. There were reports that Canadian citizens were harassed by the U. S. as a deterrent to making any land claims.
In 1898 the national governments agreed on a compromise, but the government of British Columbia rejected it. U. S. President McKinley proposed a permanent lease of a port near Haines, but Canada rejected that compromise; the economy continued to diversify. Four canneries were constructed around the mission by 1900. However, the completion of the White Pass and Yukon Route railway in neighboring Skagway that same year led to the Dalton Trail's eventual abandonment and Haines' economic decline. In 1903, the Hay-Herbert Treaty entrusted the border decision to arbitration by a mixed tribunal of six members, three American and three Canadian–British, who determined in favor of the United States, resulting in the present-day border. Fort William H. Seward, a United States Army installation, was constructed south of Haines and completed by 1904, on property donated by the mission from its holdings. In 1922, the fort was renamed Chilkoot Barracks, it was the only United States Army post in Alaska before World War II.
During World War II, it was used as a supply point for some U. S. Army activities in Alaska; the fort was deactivated in 1946 and sold as surplus property to a group of investors who called it "Port Chilkoot", thus forming the Port Chilkoot Company. Port Chilkoot was incorporated as a city in 1956. In 1970, Port Chilkoot merged with Haines into one municipality. Heinmiller was Port Chilkoot's mayor for the majority of its existence as a separate city. In 1972, the fort was designated a National Historic Landmark and the name, Fort William H. Seward, was restored. Haines was the southern terminal of the Haines-Fairbanks Pipeline, which provided refined petroleum products to Fort Greely, Eielson Air Force Base, Ladd Air Force Base; this 626-mile, 8-inch pipeline carried diesel, automotive gas, jet fuel and aviation gas from Haines to Fairbanks from 1955 until it was retired by the U. S. Army in 1973, due to deterioration and prohibitive repair costs. An Army facility with storage tanks existed alongside the Haines Terminal, maintained by the Army for another decade.
The construction and maintenance of the terminal and storage facility were a significant factor in the Haines economy for four decades. The last of the canneries closed in 1972 due to declining fish stocks, though commercial fishing remains an important part of the local economy. Logging and sawing timber has been an industry around Haines but has declined in recent years. In October 2002, voters approved a measure consolidating the city of Haines and Haines Borough into a home rule borough; the Haines CDP is located in the north-central part of Haines Borough at 59°14′02″N 135°26′49″W. The CDP is situated on the Chilkat Peninsula at a narrow spot called the Deshu Isthmus; the community is bounded by Portage Cove of Chilkoot Inlet to the east and by the Chilkat River at its mouth into the Chilkat Inlet to the west. To the south, down the Chilkat Peninsula, Haines is bordered by the CDP of Mud Bay, to the north it is bordered by the Lutak CDP. Alaska Route 7, the Haines Highway, terminates at Haines and leads northwest 39 miles to the Canadian border near Pleasant Camp, British Columbia.
The Haines Highway continues north to a junction with the Alaska Highway at Haines Junction, Yukon, 147 miles from Haines. According to the United States Census Bureau, the Haines CDP has a total area of 20.6 square miles, of which 13.2 square miles are land and 7.5 square miles, or 36.02%, are