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Alaska got the lowest August federal transportation allocation among states at $19 million from error-filled submission

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Alaska got the lowest August federal transportation allocation among states at  million from error-filled submission


The state of Alaska was awarded $19 million by federal highway administrators in August, the lowest amount given to a state this year from an annual reallocation of unused federal transportation funding.

Alaska transportation officials had requested $71.4 million from the August redistribution. But $52 million in projects was rejected due partly to errors made in the state’s submission. Alaska contractors are disappointed and concerned what that will mean for next summer’s road construction season and beyond.

At the end of each August, the Federal Highway Administration redistributes transportation funds among states that cannot be obligated by the end of the federal fiscal year on Sept. 30.

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The Federal Highway Administration announced on Aug. 30 that a record $8.7 billion would be redistributed to state transportation departments across the nation. Texas got the largest allocation at $1.17 billion. California got the second largest share with $622 million. Alaska received $19 million in spending authority — the lowest figure among 50 states and Washington D.C.

State transportation officials say this year’s reduced redistribution was due to several factors: Fewer big pots of money available to fund projects, changing federal requirements and added scrutiny on Alaska’s transportation spending.

“We are actually pleased to have captured this $19 million,” said Shannon McCarthy, a spokeswoman for the Alaska Department of Transportation, in an interview last week.

State transportation officials acknowledged that the state’s delayed and error-filled four-year, $5.6 billion transportation plan was a contributing factor to the Federal Highway Administration’s rejection of $16 million in projects from Alaska’s August redistribution request.

According to a transportation planning document obtained by the Daily News as part of a records request, much of the state’s ask for unused federal transportation funds was denied because of significant errors made in the submission.

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Basic and significant errors

The State Transportation Improvement Plan, or STIP, is a separate and comprehensive plan for highways, roads, ferries, and even bicycle lanes to be implemented in Alaska through 2027. States typically had their four-year transportation plans approved by last October, the start of the federal fiscal year.

Alaska’s first transportation plan was rejected by federal highway administrators four months late in February due to significant errors with dozens of proposed projects. After scrambling to correct mistakes and to remove ineligible projects, Alaska’s transportation plan was only partially approved in March.

Additionally, state officials were required to submit an amended transportation plan in late August that made corrective actions to numerous projects.

“There are a pretty significant number of them, and they are detailed and take a lot of work to address,” said Aaron Jongenelen, executive director of AMATS, Anchorage’s local transportation planning organization.

Some of the same problems associated with the state’s first four-year transportation plan have persisted through the process to correct those errors.

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Last year, AMATS and Fairbanks’ transportation planning organization, FAST Planning, said they were excluded from drafting the state’s plan as required by federal regulations. Projects were added to the state’s that were not also supported by the local planning organizations, such as bridge improvements to serve a contentious ore-haul project near Fairbanks operated by Kinross.

In late July, FAST Planning said they “were again excluded during development” of the state’s draft amended plan. Many of the concerns from local planning organizations were subsequently addressed by state transportation officials, but others remained.

The Alaska Department of Transportation has wanted to improve a stretch of the Seward Highway between Potter Marsh and Bird Flats, but the costly project has not been fully included in AMATS’ own transportation plan, which is required by federal regulations. The project was added to the state’s amended transportation plan despite a warning by AMATS that it would again be declared ineligible for federal funding.

A group of 12 Democratic and independent state legislators wrote to Transportation Commissioner Ryan Anderson in early August with concerns that the state’s amended transportation plan made allocation decisions that risked it posed to projects in next summer’s construction season.

Anchorage Democratic Rep. Zack Fields, a member of the House Transportation Committee, was scathing at the blatant errors that continued to be made by the department on critical state transportation funding requests. He said in an interview that Alaskans would broadly feel the impact of delayed or denied road construction projects.

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“Anyone who works in the construction industry, anyone who doesn’t want to drive through a two-foot deep pothole, anyone in the resource development industry who relies on a functioning surface transportation system. Literally, everyone is screwed by their incompetence,” he said.

Alaska’s amended four-year transportation plan was submitted on Aug. 28. That triggered a 30-day window for the Federal Highway Administration to review and potentially approve the new plan.

That uncertainty helped reduce Alaska’s August redistribution. Federal highway administrators rejected over $16 million of proposed projects because they were contingent on the state’s amended transportation plan already being approved.

According to the transportation planning document obtained by the Daily News, another $35.7 million in projects were rejected because they “were not ready to move forward.”

Some proposed projects were denied because of errors made in the state’s request, including by again adding projects that were not also in local transportation plans. Other projects could not be obligated by the end of September — a federal deadline.

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Emails obtained by the Daily News showed state transportation officials were warned ahead of time by the Federal Highway Administration that certain projects would be rejected because of errors. They were submitted anyway.

As part of Alaska’s August redistribution request, the state asked for $462,780 for rockfall mitigation at mile 113.2 of the Seward Highway. State transportation officials were told the project would be ineligible for funding. The project was submitted and was duly denied.

A federal highway official wrote in comments attached to that request: “Resubmission – why are design funds being added 4 years after construction ATP??”

Fields was not convinced by state transportation officials’ explanations about the reduced August redistribution being caused by changing federal regulations or added scrutiny.

“Every other state is administering these programs and getting way more money,” he said. “So how are we the only ones who are getting less money?”

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‘Surprised and disappointed’

The $19 million in federal transportation funds obligated to Alaska in August stands in stark contrast to the recent past. Last year, Alaska got a record $108 million. The year before, the state received a then-record $87 million in authority to be used for seven projects.

“Alaska is geared up to build projects that address safety and fix our existing infrastructure,” Transportation Commissioner Ryan Anderson said in a news release two years ago.

The Associated General Contractors of Alaska, which represents over 600 local contractors, was concerned by this year’s reduced funding and what it could mean for future construction seasons.

“AGC members were surprised and disappointed to see Alaska receive the lowest August redistribution funds of any state in the nation,” said Alicia Amberg, executive director of AGC, in a prepared statement.

Amberg noted that Alaska’s 2024 redistribution was down 82% compared to last August. That was despite a nearly 10% increase in transportation funds available nationwide for redistribution, she said.

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“We don’t know how and if this will impact the construction program in the coming months, but less money going toward safe and reliable infrastructure in Alaska is always a concern,” Amberg said.

She added that AGC was working with state transportation officials “to understand the bigger picture funding strategy in place that will ensure ample opportunity and predictability for the construction industry moving forward.”

McCarthy, a spokesperson for the Alaska Department of Transportation, emphasized that Alaska is set to receive $590 million in federal transportation funding this fiscal year before accounting for the August redistribution. But not all of that funding has been made available.

FAST Planning in Fairbanks said by Aug. 21 that it had been obligated $13.3 million, which represented 43% of the nearly $31 million in funding it has anticipated receiving this federal fiscal year.

By the end of June, AMATS in Anchorage had obligated just $14 million of $50 million, which was just 28% of the funding it had anticipated receiving this year. More funding could be made available before the end of the federal fiscal year, which is typical. But Jongenelen said the gap this year was substantial.

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“The big difference this go around is the estimates are much higher of how much we don’t anticipate obligating,” he said.

Jongenelen, executive director of AMATS, said the delayed federal transportation funding available for Anchorage was directly connected to the delays in getting federal approval for the state’s amended four-year transportation plan.

He said that can have real consequences. A project to rehabilitate a stretch of Spenard Road to improve safety for drivers and pedestrians would likely be delayed, but he didn’t know by how long. He said that can have “a butterfly effect.”

“So one project is delayed a year. That could delay two other projects. Those could delay three other projects,” he said. “It’s kind of this effect that you don’t really know — it looks small at the beginning, but it can grow into being a larger thing as time goes on.”





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Alaska

Opinion: Alaska’s public schools were once incredible. They can be that way again.

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Opinion: Alaska’s public schools were once incredible. They can be that way again.


(iStock / Getty Images)

I grew up greeting friends and neighbors on my walk to my neighborhood Anchorage public school, just as my kids do now. It’s an essential, and value-added, part of living in our community.

In the late 1990s, when I attended Service High School, I had amazing teachers. My AP chemistry teacher left the oil and gas industry to teach. He could have earned significantly more money in another field, but teaching was competitive enough, given pensions and compensation, that he stayed in the job he loved and gave a generation of students a solid foundation in chemistry.

Now, my kids, who are in first, third and fifth grade, face a different reality. Teachers across our state are leaving in droves. Neighborhood schools across Alaska are closing. Art and music are being combined, which is nonsensical — they are not the same and they are both valuable independently. When he was in second grade, my oldest had a cohort of more than 60 students in his grade — split between two teachers. When he enters sixth grade next year, there will be no middle school sports and he will lose out on electives. Support systems and specialists to help when kids are falling behind have been cut. I’m lucky that my children have had amazing teachers, but many excellent teachers are nearing retirement age or don’t have a pension and are pursuing other careers. What happens then?

Despite skyrocketing inflation, last year was the first time in years that our schools received a significant increase in the Base Student Allocation — and that money doesn’t begin to make up for what they have lost over the years. Even that increase had to overcome two vetoes from what a recent teacher of the year calls “possibly the most anti-public education governor in the history of Alaska.” Shockingly, my own representative, Mia Costello, despite voting for the increase, failed to join the override to support education. She has failed to explain that decision when asked.

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State spending on corrections is up 54% since 2019; meanwhile, spending on education is up only 12% in the same timeframe. Schools are now working with 77% of the funding they had 15 years ago when accounting for inflation.

When we starve our public schools of funding, Alaska families leave. No one wants their child to suffer from a subpar education and the lower test scores and opportunities that come with it. A significant number of people are working in Alaska but choosing not to raise their families here.

To the elected officials who preach school “choice” but starve public schools: our family’s choice is our neighborhood school. It’s our community. It’s where our friends are. Neighborhood public schools, which are required to accept all children, should be the best option out there. Public schools should be a good, strong, viable option for communities and neighborhoods across our great state. Once, they were.

I am thankful for those in the Legislature working to solve these problems. This includes HB 374, which raises the BSA by $630, and HB 261, which would make education funding less volatile.

It breaks my heart that across the state, dedicated teachers keep showing up for our kids while being underpaid and undervalued. Underfunding our schools is also a violation of Alaska’s constitution, which requires “adequate funding so as to accord to schools the ability to provide instruction in the standards.”

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Not so long ago, Alaska’s public schools were adequately funded, and they produced well-educated students and retained excellent teachers. It’s up to all of us to reach out to our elected officials and urge them to make that the case once again.

Colleen Bolling is a lifelong Alaskan and mother of three who cares deeply about Alaska’s schools.

• • •

The Anchorage Daily News welcomes a broad range of viewpoints. To submit a piece for consideration, email commentary(at)adn.com. Send submissions shorter than 200 words to letters@adn.com or click here to submit via any web browser. Read our full guidelines for letters and commentaries here.





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Alaska volunteer dedicates 600 hours a year to food bank after husband’s death

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Alaska volunteer dedicates 600 hours a year to food bank after husband’s death


ANCHORAGE, Alaska — Karen Burnett spends most days in the sorting room at the Food Bank of Alaska, ensuring every donated item finds its place.

The Anchorage woman dedicates her time to sorting, packing and organizing food donations.

Finding purpose after loss

Burnett’s journey at the Food Bank of Alaska began after a personal loss. Following the death of her husband, Burnett said she found herself with time on her hands and a desire to help.

“I had a friend who had talked to me about it, and it just sounded like a good thing to be out doing,” she said.

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Burnett now volunteers between 500 and 600 hours each year.

“I started, but it got to be so fun. I spent more and more time here,” Burnett added.

Understanding community need

Burnett has witnessed the growing need in the community, particularly as more families struggle to make ends meet.

“If you took a look at the pantry and saw those empty shelves, it’s hard sometimes when you know people are coming in and looking for something, for their clients, and there’s absolutely nothing in there,” Burnett said.

Her dedication has made a lasting impact on countless families.

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“I just feel real involvement in a way that is appreciated,” Burnett said. “You know, people need this food. They need people to put it out for them.”

See the full story by Ariane Aramburo and John Perry.



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8 Of The Quietest Alaska Towns

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8 Of The Quietest Alaska Towns


Alaska is home to some of the most remote and quietest communities in the US, where year-round populations are often well under 3,000. Their isolation has shaped communities along fjords and glaciers, with hundreds of Alaskan communities accessible only by air or water, including Tenakee Springs on Chichagof Island and Sitka on Baranof Island. Girdwood is another tranquil spot right in the heart of the wilderness, but it is home to Alyeska Resort, for those travelers who want comfort during their trip. Tour historic fishing villages on the Kenai Peninsula and ferry-linked communities in the Inside Passage, in these quietest Alaska towns.

Girdwood

Overlooking the Alyeska Resort in Girdwood, Alaska. Image credit Claudine Van Massenhove via Shutterstock.com

Girdwood is a mountain valley community in the Chugach Mountains and a haven for nature lovers seeking a quieter environment. Despite its size, Girdwood supports a concentrated outdoor recreation sector, including guided hikes, kayaking, flightseeing, ATV rides, and seasonal dog-sledding adventures. Only a one-hour drive from Anchorage, this small town is defined by its mountain setting and glacier-fed rivers.

One of the biggest drivers of traffic to Girdwood is Alyeska Resort, a luxury resort at the base of Mount Alyeska. The resort features alpine ski slopes in winter and meadows of wildflowers in summer. For visitors wanting to explore beyond the resort itself, Alyeska also coordinates guided excursions into nearby wilderness areas.

Girdwood also sits near the Chugach National Forest trail system, where forest hikes and wildlife viewing opportunities are widely available. Chugach is the second-largest national forest in the United States, covering 5.4 million acres and offering more than 60 trails through temperate rainforest, alpine terrain, and glacial valleys. Another scenic way to experience the area is aboard the Alaska Railroad. The railway runs through coastal and alpine landscapes and connects travelers to excursions such as Kenai Fjords cruises, Resurrection Bay wildlife tours, and other regional sightseeing trips.

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Haines

The cannery is located in the famous fishing village of Haines, Alaska.
The cannery is located in the famous fishing village of Haines, Alaska.

Haines sits between fjords and snow-covered peaks. Its mountain-enclosed coastal setting, laid-back pace, and frequent wildlife sightings make it a notable destination for outdoor recreation. Glacier-fed waters support activities such as fishing and kayaking, while nearby trails allow hikers to explore the surrounding landscape.

Haines is home to the Chilkat Bald Eagle Preserve, which protects roughly 48,000 acres of habitat supporting the world’s largest recorded population of bald eagles. The preserve also safeguards the salmon run and supports other wildlife, including mountain goats, moose, swans, and bears. Visitors are asked to remain in designated viewing areas to minimize disruption to wildlife.

The town also preserves a historic military site. Fort William H. Seward, built in 1902 during a border dispute period between the United States and Canada, is the last remaining Gold Rush-era military post in Alaska. Located only a ten-minute walk from downtown along the waterfront, the site includes preserved barracks, officers’ homes, and parade grounds that can typically be explored in one to two hours.

The surrounding waterways further define Haines’ landscape. Lutak Inlet and Chilkoot Lake sit at the foot of the Takshanuk Mountains and provide opportunities for boating, canoeing, kayaking, and fishing. The ten-mile drive to Chilkoot Lake features several scenic pull-offs overlooking the inlet where birds and marine life are often visible.

Ninilchik

The Russian Orthodox Church of the Transfiguration in Ninilchik, Alaska.
The Russian Orthodox Church of the Transfiguration in Ninilchik, Alaska.

This fishing village on the Kenai Peninsula is known for its coastal sunsets and quiet beaches. Located 180 miles south of Anchorage and 35 miles north of Homer, Ninilchik is a historic settlement and an active fishing village. A prominent local landmark is the Holy Transfiguration of Our Lord Chapel, an iconic Russian Orthodox church often photographed by visitors. Built in 1901, the bluff-top structure features five golden onion domes and stands beside a historic Russian Orthodox cemetery. From the site, there are sweeping views across the Cook Inlet toward volcanoes on the western horizon.

For outdoor recreation, the Ninilchik River and Cook Inlet provide fishing areas and beach access. Tide-walking and coastal fishing are common activities, and the beaches offer clear views of the volcanoes across the water.

Ninilchik also hosts Salmonfest each summer. The three-day event features more than 60 bands across four stages along with camping, food vendors, local brews, and salmon-themed artwork, while also supporting educational programming and conservation initiatives focused on Alaska’s salmon fisheries.

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Sitka

The serene town of Sitka, Alaska.
The serene town of Sitka, Alaska.

The seaside community of Sitka on Baranof Island, known for its Indigenous heritage with visible Russian historical influence, is only accessible by air and sea. The town is surrounded by fjords, boreal forest, and glacial landscapes along Alaska’s Inside Passage. Marine wildlife viewing is a common activity in Sitka’s coastal waters. Whale-watching tours, sea kayaking excursions, and guided boat trips provide opportunities to see humpback whales, sea otters, and other marine species. Visitors who prefer to stay on land can visit Whale Park, where shoreline viewpoints sometimes offer glimpses of whales offshore.

One of Sitka’s most recognizable landmarks is St. Michael’s Cathedral. Constructed between 1844 and 1848, the Russian Orthodox cathedral features traditional onion domes and gold-colored crosses, reflecting Russia’s cultural presence in Alaska during the 19th century.

Another well-known site is the Alaska Raptor Center, which rehabilitates injured birds of prey before releasing them back into the wild. Located on a 17-acre campus bordering Tongass National Forest, the facility includes a large flight-training aviary where visitors can watch eagles, hawks, and owls during rehabilitation.

Petersburg

Harbor in Petersburg, Alaska.
Harbor in Petersburg, Alaska.

Often called “Little Norway,” Petersburg maintains strong Scandinavian cultural traditions alongside its active fishing industry. Each year, the community hosts the Little Norway Festival, celebrating Norwegian Independence Day with parades, folk dancing, traditional costumes, and food booths featuring local seafood and Norwegian dishes. Local history is also preserved at the Clausen Memorial Museum, where exhibits highlight the town’s fishing heritage through historic gear and artifacts such as a traditional Tlingit dugout canoe and the largest king salmon caught in the region.

This is another town this is only accessible by air or water. Just outside town lies LeConte Glacier, the southernmost tidewater glacier in Alaska. Located at the end of a 12-mile fjord roughly 20 miles by boat from Petersburg, the glacier can be viewed through flightseeing trips, kayaking excursions, or charter boat tours that travel through the fjord.

Tenakee Springs

View of Tenakee Springs, Alaska.
View of Tenakee Springs, Alaska. Image credit Gillfoto – Own work, CC BY-SA 4.0, Wikipedia

Located on Chichagof Island, Tenakee Springs is accessible primarily by water or small aircraft. Its remote setting and small population contribute to a slower pace of life along the waterfront community. Despite its size, Tenakee Springs maintains two long-standing institutions that draw seasonal visitors. The first is the Hot Springs Bath House. Construction began in 1900 around the natural hot spring that originally attracted settlers, and residents and visiting boaters still gather here for communal soaking.

Tenakee Springs is also home to the Tenakee Springs Market, founded in 1899. The store serves as the town’s main supply hub and carries groceries, household items, and locally made goods. Across the street, the Tenakee Museum displays photographs and household artifacts that document daily life in the community’s early years.

The town is surrounded by Tongass National Forest, which spans roughly 17 million acres and is recognized as the largest intact temperate rainforest in the United States. The forest supports abundant wildlife, including eagles, bears, and spawning salmon.

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Skagway

The busy port of Skagway, Alaska.
The port of Skagway, Alaska.

Skagway developed during the Klondike Gold Rush and remains closely tied to that period of frontier history. The town sits between steep mountains and coastal waterways at the northern end of the Inside Passage, where transportation routes first built for stampeders still shape the landscape.

The White Pass and Yukon Route Railway is one of Skagway’s defining attractions. Built in 1898 during the Gold Rush, the railroad climbs steep mountain passes above town. The popular White Pass Summit excursion passes landmarks such as Bridal Veil Falls, Inspiration Point, and Dead Horse Gulch while traveling through alpine scenery.

The beautiful downtown area of Skagway, Alaska.
The beautiful downtown area of Skagway, Alaska.

Six blocks of downtown Skagway form a designated Historic District. Private, city, state, and federal organizations have worked together to preserve many late-1890s buildings, including former saloons, hotels, and storefronts now interpreted by Klondike Gold Rush National Historical Park.

Visitors can learn more about this history at the Skagway Museum, located in the historic McCabe Building, constructed in 1899. Exhibits include historic photographs of early Skagway streets and personal belongings from stampeders who traveled the Chilkoot and White Pass trails. Documents and photographs of early life in Skagway provide visitors with a look into the town’s rich history.

Whittier

The town of Whittier, Alaska; boats in the harbor with mountain views.
The town of Whittier, Alaska.

At the head of Prince William Sound, steep mountains and tidewater glaciers surround the small community of Whittier. About 90 minutes from Anchorage by car, the town serves as a gateway to the surrounding marine environment. Day cruises departing from Whittier travel through Prince William Sound and often pass tidewater glaciers such as Blackstone Glacier and Beloit Glacier. These trips frequently provide sightings of marine wildlife, including humpback whales, sea otters, and harbor seals.

Although small, Whittier has a history tied to World War II and the Cold War. A self-guided walking route highlights preserved military buildings and explains the town’s role as an ice-free port and logistics hub during those periods.

Access to Whittier is controlled by the Anton Anderson Memorial Tunnel, the longest highway tunnel in North America at roughly two and a half miles. Built in the mid-20th century, the tunnel alternates traffic direction on a timed entry schedule and was engineered to withstand the region’s extreme weather conditions.

Alaska’s scale often draws attention, but in these smaller communities, the landscape becomes part of everyday life. Fjords, forests, and rivers shape how people travel, work, and spend their time. With small populations and limited development, these towns maintain a slower pace that stands apart from busier destinations.

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For travelers hoping to experience a quieter side of Alaska, these communities offer something increasingly rare: space, quiet, and a close connection to the surrounding environment. Many also preserve historic districts, cultural traditions, and working waterfronts that continue to define local life.



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