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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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Reporting From Alaska- Don’t be fooled by ‘Build the Line!’ propaganda

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Reporting From Alaska- Don’t be fooled by ‘Build the Line!’ propaganda


The “Build the Line!” pressure campaign against the Legislature by Glenfarne and the Republican Party is oversimplified gasbaggery.

The company and the GOP are trying to con Alaskans into strong-arming legislators under the cover of the “Build the Line!” slogan, insinuating that there is nothing for the Legislature to do but cut taxes and get out of the way.

It’s an attempt to get lawmakers to sign off on Dunleavy’s proposed tax break with no delay and no questions asked. Anyone who asks too many questions risks being denounced as an enemy of the people, an opponent of the gas pipeline and a scoundrel.

“Alaska LNG. Built for Alaskans. Benefits for Alaskans. Call your legislators now and tell them to build the line,’” says Glenfarne Alaska LNG, LLC, a company owned by Glenfarne Services LLC, a New York company that does not show up on the state’s corporate database.

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“Alaskans can’t afford to pay more for energy. Alaska can’t afford to wait when a real solution exists now,” says Glenfarne.

“75% of Alaskans support Alaska LNG and more than 400 signed a full-page ad in the Sunday Anchorage Daily News and Fairbanks Daily News-Miner telling policymakers they want reliable, affordable energy,” says Glenfarne.

Free advice to Brendan Duval, the founder of Glenfarne and Adam Prestidge, the president of Glenfarne Alaska LNG LLC: Knock it off.

“Build the Line!” is code for demanding that the Legislature approve the Dunleavy tax cut bill now.

The Legislature’s job is to review what Dunleavy and Glenfarne are asking and make a decision based on numbers and analysis, not on a trite public relations slogan.

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Just about everyone in the Legislature and just about everyone in Alaska wants to “Build the Line!”

But Glenfarne has refused to release basic financial information that the Legislature needs to see. There are serious questions about protecting the interests of Alaskans that must be answered. There are serious questions about whether Glenfarne plans to “Build the Line!”

Glenfarne is scheduled to appear before the Senate Finance Committee Wednesday at 9 a.m. Its executives need to be held accountable and admit the deception at the base of the “Build the Line” political signs, buttons and newspaper ads.

Duval and/or Prestidge should explain why they never mentioned the property tax situation last year when they were claiming they would reach a final investment decision by December 2025 with no legislative action needed. Did they forget to ask?

Instead of justifying their tax cut plan, Duval and/or Prestidge are trying to get the public angry and spread the lie that the only thing blocking cheap gas is the Alaska Legislature. Thus they say, “Call your legislators now and tell them to build the line.”

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This hides the policy questions facing Alaska and makes it appear that a vote for Dunleavy’s bill will bring lower energy costs and a guarantee that the pipeline will be built.

Duval and/or Prestidge will dodge these questions, but legislators should keep asking.

Glenfarne is promoting public opinon polls that show overwhelming support for a gas pipeline as proof that Glenfarne should get the Dunleavy-approved tax break supported by Glenfarne.

“Alaskans have spoken: Build the Line!” Glenfarne claims.

“Do what’s right for Alaska – Build the Line!,” says UA Regent and contractor Seth Church, who is promoting this line of attack on the Fairbanks Facebook page with 217,000 members that he controls.

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Church is also using that page to promote his brother, lieutenant governor candidate Josh Church, who testified Saturday that legislators need to stop asking questions about the gas pipeline tax cut.

“You guys need to stop arguing about whether it pencils or not,” said Church, who is running with Dave Bronson. Josh Church falsely claimed that the trans-Alaska pipeline “didn’t pencil.”

“You’ve had months, months to get this done. Alaskans have been wanting this for years. Quit wasting time. Pass the gasline. I don’t care whether it’s 8 cents or 6 cents or zero cents. Alaska needs this. There will be so many benefits beyond just the tax revenue to this state. You have the chance to be a hero or you have a chance to be a villain. Be a leader and let this bill go through. Pass this gasline. Get a good bill through that allows this project forward. If you don’t I will pledge to make sure you’re thrown out of office. I will work tirelessly because you will destroy this state,” Church said.

“It’s not your job to figure out the financing and all that. Glenfarne is here, willing to do the work. Be a leader and get a clean bill out so we can have jobs and growth again. This is crucial. Do your damn job,” he said.

This situation is far more complicated than that. It appears that Dave Bronson doesn’t understand this either, claiming that Church’s criticism of the legislators was exactly what was needed. “It’s time to stop talking, start building and put Alaska First!” says Bronson.

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Anyone running for state office who thinks this is simple has not been paying attention. The candidates should start with this report by GaffneyCline from December.

Part of the Glenfarne lobbying campaign is to insinuate that people who answer public opinion surveys and say they want a gas pipeline are supporters of the Dunleavy/Glenfarne tax cut. That’s the hidden message here.

Here is a full-page ad that appeared in Fairbanks and Anchorage that claims, “HUNDREDS OF ALASKA’S BUSINESS AND COMMUNITY LEADERS AGREE: IT’S TIME TO BUILD THE LINE!”

Some of the 400-plus names on the ad were collected on the website supportaklng.com by people who simply clicked the box that said, “I agree to have my name/business and city listed publicly as a supporter of AKLNG.”

Supporting the Alaska LNG project is not the same as saying, “I agree to have my name/business and city listed publicly as a supporter of the Dunleavy tax cut for Glenfarne.”

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Your contributions help support independent analysis and political commentary by Alaska reporter and author Dermot Cole. Thank you for reading and for your support. Either click here to use PayPal or send checks to: Dermot Cole, Box 10673, Fairbanks, AK 99710-067



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After dispute, Assembly allows small-scale farmers to continue selling hay and feed in Anchorage neighborhoods

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After dispute, Assembly allows small-scale farmers to continue selling hay and feed in Anchorage neighborhoods


Dalton Baines, owner of Alaska Hay and Feed, feeds his black angus cattle at his South Anchorage property. (Marc Lester / ADN)

A land-use dispute between the municipality, a small family farm tucked off of O’Malley Road and its neighbors recently gained the attention of the Anchorage Assembly.

Dalton Baines started helping his family distribute hay in South Anchorage more than two decades ago, when the bales weighed more than him. Now 32, he owns the family’s farm and runs a secondary small business called Alaska Hay & Feed Supply.

After numerous visits from code enforcement for suspected land-use violations, Baines said the municipality had threatened fines and to shut down his operations.

The Assembly on Tuesday unanimously passed an ordinance reaffirming that the retail sale of hay, feed and compost — at businesses like Baines’ — are allowed under city code.

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Baines and other horse and livestock owners said they hope the ordinance will help promote food security in Alaska and ensure the thousands of horses, cows and other livestock on the Anchorage Hillside stay fed when local supplies run low.

“It’s an ecosystem to stay alive up here in Alaska,” Baines told the Assembly on Tuesday during a public hearing.

“(This ordinance) ensures that all animals are protected and able to be fed, especially when barges are late, or crops are late, like this year,” he said.

City code allows on-site feed storage and transactions for animal boarding and training and horse riding lessons. It did not, in “plain language,” permit the retail sale of hay, feed and compost at those facilities, said Assembly member Keith McCormick, who represents South Anchorage. He co-sponsored the ordinance with member Zac Johnson.

“This omission otherwise leaves compliant operators exposed to code enforcement for activity that Anchorage has allowed in practice for decades,” McCormick said.

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Baines finished building a new warehouse space, which looks like a set of large garages with a loading dock, last spring on one of his Gander Street properties. The warehouse is usually full of pallets of alfalfa hay bales he imports from Washington state, but his stock was thinner than usual on Wednesday, he said.

After burning through his last shipment, he said he had decided to wait to order more until he knew the outcome of the ordinance.

Livestock facility limits

Alfalfa hay from Washington is stored at Alaska Hay and Feed Supply in South Anchorage on May 27. The Anchorage Assembly passed an ordinance affirming that the retail sale of hay, feed and compost are allowed under city code. (Marc Lester / ADN)

Baines built a new warehouse space, which looks like a set of large garages with a loading dock, last year on one of his Gander Street properties. The warehouse is usually full of pallets of alfalfa hay bales he imports from Washington state, but his stock was thinner than usual Wednesday, he said.

After burning through his last shipment, he said he had decided to wait to order more until he knew the outcome of the ordinance.

The dispute between Alaska Hay & Feed Supply and the municipality’s Development Services Department began almost two years ago with a noise complaint.

According to a June 2025 memo from former Planning, Development and Public Works Director Lance Wilber, it eventually raised the question: “Does commercial activity associated with large domestic animal facilities include the retail sale of hay and feed?”

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Any property with four or more animals, such as cows or horses, falls into that category. This included Alaska Hay & Feed Supply.

The short answer, Wilber said, was “yes, with limitations.” Commercial sales should serve the animals kept on-site and are intentionally limited because livestock facilities are allowed in a number of Anchorage’s residential areas, the memo stated.

Repeated encounters with a code enforcement officer spurred Baines to file a lawsuit.

The municipality put the debate in front of its Zoning Board of Examiners and Appeals in September. During the hearing, neighbors said they believed the hay and feed business had lowered property values and complained of noisy delivery trucks and equipment.

The board ultimately decided Baines’ hay sales violated city code, an action that led to the Assembly ordinance.

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In addition to feeding his own black Angus cows and horses, Baines supplies hay and feed to hundreds of customers in Anchorage. Many simply don’t have enough acreage to support livestock, and Alaska’s harsh climate presents another set of challenges for hay growers, he said. His customers range from those with a couple of chickens to horse barns with as many as 40 horses.

Rose English, the owner of Rockin’ B Ranch in South Anchorage, said there have been times in the past when the weather did not allow Alaskans to grow hay, forcing farmers to import hay and feed. She shared containers with neighbors so they could also feed their animals, she told the Assembly on Tuesday.

During the pandemic, her farm also raised pigs, chickens and dairy goats they used to provide meat, eggs and milk to residents when the shelves at the grocery store thinned. It’s necessary for places like her ranch to provide when and where gaps exist, she said.

“It’s going to be very difficult in the future, if anything ever happens, like an earthquake,” English said. “These situations need to be available to help people make ends meet.”

In a written letter from the Hillside Home and Landowners Organization, President Katie Nolan said the recent interpretation of Anchorage’s large domestic animal facility rules created “untenable situations within the agricultural community.”

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Nolan encouraged the adoption of the ordinance on Tuesday, citing all the work that had been done under previous mayoral administrations on Anchorage’s animal control laws.

“We ended up with something that worked for our city for decades,” she said. “Unfortunately, along the way, somebody reinterpreted code, and because of that, we had a glitch that needs to be fixed.”

The new ordinance became effective immediately.





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Reporting From Alaska- Elstun W. Lauesen II

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Reporting From Alaska- Elstun W. Lauesen II


What follows is not Elstun’s life story, but a snapshot of events from 1958 that laid the foundation for Lauesen’s career as a crusader, dreamer and political activist. Though he often labored in the service of lost causes, he had more than his share of victories as well.

Here is his full obituary. His family and friends will celebrate his life Sunday at 3 p.m. in the Wildbirch Hotel in Anchorage.

My favorite line in his obituary is the one that says, “After graduating from Lathrop High School in 1963, Elstun traveled around the United States philosophizing,” but that is too modest. He philosophized on a daily basis at any time, any place.

One of the first times Elstun’s name appeared in the Daily News-Miner, he was identified as “Elson Jr.” in a story that said he was fishing with his parents at Fielding Lake when the family home burned down in August 1958 near North Pole.

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His 17-year-old sister Juanita, the future borough mayor of Fairbanks, and his brother Ray had to flee their 13-Mile Richardson Highway home at 5 a.m., alerted to the danger by their Cocker Spaniel.

Elstun Jr. was known to his family and friends back then as Butch, while Elstun Sr. went by Bud.

Bud was the chief engineer at Eielson Air Force Base, as well as a geologist, artist, entrepreneur, entertainer and later—owner of the Sourdough Roadhouse. Bud and Butch were both men of the word, storytellers supreme.

“You sit down and ask him about Alaska. Two hours later, he’ll stop for breath,” is how Edward Strunk of Glennallen described the oratorical gifts of Bud Lauesen, quoted by Debra McKinney in the Anchorage Daily News.

Not long after the 1958 house fire, Butch Lauesen entered the eighth grade at the North Pole public school, a pivotal year in the development of a guy who was just learning to speak his mind. The school operated that fall in rooms provided on a temporary basis by the First Baptist Church of North Pole.

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On the first day of school, Lauesen met an inspirational new teacher, Dave Ray, a Baptist minister who had just come from King Cove with his wife. She taught first-grade. Elstun always said that Dave Ray helped him learn how to think for himself—the greatest lesson any teacher can impart.

Ray moved quickly and started a student council, a literary society and a school newspaper. “A good school paper is worth as much to the school as an extra teacher,” Ray said.

In that enterprise, Butch Lauesen, 13, emerged as editor-in-chief. Pat Carter, a lifelong friend of Lauesen’s, was the assistant editor.

It was the second issue of “The Long Look,” dated October 17, 1958, that gave indigestion to adults in North Pole and helped energize Elstun as a political activist.

Adult readers today might regard the assortment of school tidbits in this ancient mimeographed sheet as hardly worth a quick glance, but it marked a milestone in Lauesen lore.

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As soon as the four pages of the October 17 “The Long Look” reached the eyes of North Pole’s illuminati, there was hell to pay.

The paper, printed in red and green ink, revealed plans for a Halloween Carnival, mentioned that first-graders were learning their numbers, how a school play was bound to be funny and that a checker tournament was in the works. “See Butch or Pat, they are The Moguls” for the tournament.

While the checker moguls served in management, Gloria Burger and Susan Slifer were the reporters for “The Long Look.”

Lauesen opined in his editorial that the school of 80 was improving, but there was more work to be done.

“Now then. We need ‘More Room.’ The need is greater than you people think,” Lauesen wrote. “We sure appreciate the church for letting us use these two rooms.”

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“We need a GYM. We need a playground level enough so a fellow can run across it without stumbling and breaking his neck in ‘7’ pieces. We feel that someone could crank up a ‘Cat’ and level off the ground. Maybe that our new appointed Trustee to the Board will read this and THINK?”

It wasn’t the THINK editorial that irked North Pole’s elite—it was an ad for Democratic U.S. Senate candidate Ernest Gruening and some text in the paper supporting his election.

The Democratic Party paid $10 for an ad that was supposed to say, “Vote Straight Democratic. November 25, 1958. Paid political adv.” The kids had been encouraged to get ads to pay the bills.

But the newspaper did more than make that announcement. It ran a few paragraphs heralding the accomplishments of Gruening and took shots at his opponent, Republican Mike Stepovich of Fairbanks.

About one-quarter of an inside page featured a political ad that called on readers to not throw away their “birth-right by sending down to Washington a Republican to work with Bartlett.”

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Bartlett was E.L. “Bob” Bartlett, a Democrat who had wide support from members of both political parties.

“The Long Look” political ad called former Gov. Mike Stepovich a “Johnny Come Lately” to the statehood movement, borrowing an attack line against Stepovich that Washington columnist Drew Pearson had created.

This took place a month before the first election in Alaska to choose U.S. senators. It was a tense political campaign and the stakes were high.

North Pole Mayor Con Miller, the Republican owner of Santa Claus House, was enraged. So was Jack Jenkins, president of the North Pole school board.

The News-Miner, which had gone all out to promote Stepovich and attack Gruening on its news and opinion pages, denounced the school publication in a high-handed editorial.

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The News-Miner said this was propaganda that had no place in a school paper. The students “and those of their elders who planted political propaganda in the school paper have done a great disservice to their school and to their country.”

Stepovich’s supporters wasted no time in calling for Ray to be fired.

Miller said this was no way to treat a future U.S. senator and that it was illegal. He was wrong on both counts. Gruening won the election and it was not illegal to express a point of view.

The adults all assumed that 13-year-olds couldn’t possibly have opinions of their own and that Butch Lauesen and Pat Carter were innocent babes manipulated by Ray into doing something inappropriate.

One of the offending passages was this, completed with random capitalization and language that is the work of a 13-year-old mind: “Switzerland, said ‘If ALASKA had the ROADS it would be our greatest rival as a GREAT SHOW PLACE OF THE WORLD.’ Who has the road-building plans? Ernest Gruening, ELECT HIM TO U.S. SENATE.”

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Miller was a friend of Stepovich’s and was embarrassed to have the hometown Republican hero targeted in a school sheet in North Pole.

The North Pole school board called a meeting five days after publication and told Ray to be there, but he said he couldn’t make it because he had a church meeting to attend.

That school board meeting and others that followed quickly turned into anger mismanagement sessions directed at Ray.

“He should not be tried in absentia,” said Jim Ford, the only board member who opposed firing Ray.

‘We are not trying him,” said Jenkins. “We are firing him.”

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“It’s like totalitarianism,” said Ford.

The board fired Ray, which was not the first or the last overreaction in the history of North Pole.

Butch Lauesen, Pat Carter and the other North Pole students decided to fight back on behalf of their teacher and quickly organized a protest.

“Yesterday noon 25 of the 80-some pupils of the school let it be known on whose side they stood,” reporter Albro Gregory wrote in the News-Miner. “They paraded in the business area, wearing placards. One read: ‘Unfair school board,’ and another ‘We want Mr. Ray’ and another, ‘Dear North Pole, we would like Mr. Ray to continue as our school teacher.”

In the News-Miner coverage by Gregory, Lauesen was incorrectly identified as “Butch Carter,” a student editor, an amalgamation of Butch Lauesen and Pat Carter.

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The children also distributed flyers thoughout North Pole, saying they needed Ray because of the newspaper, the student council and he has “helped us in our public speaking by starting a literary society.”

The local Boy Scout leader said he would banish any boys who took part in the protest. Two boys did, including Lauesen. The scout leader backed off the threat because they were not wearing scout uniforms.

One protest card was attached to Con Miller’s station wagon pleading for Ray to get his job back. I would be surprised if Butch and Pat didn’t have something to do with the placement of that notice.

Ray hired attorney Warren A. Taylor, who spoke to the school board and said the firing was illegal. Ray did not get proper notice and the board would be on the hook for paying his salary if they did not reverse the firing.

The board complied, Ray returned to the school, but the board members were not happy and continued to argue about all this.

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The adults didn’t distinguish themselves with their comportment. “This meeting is about as orderly as a fistfight,” Pat Carter complained to the board.

At one meeting board members Jenkins and Ford were each arguing for the right to speak when Jenkins screamed to “local gendarme” Walter Durham to remove Ford from the meeting. There was pandemonium, Gregory wrote, and shouts of “liar” emanated from various parts of the room.

(The Baptist Church later cited this exchange as a reason for ordering the school to vacate the building, writing: “A meeting was held when U.S. Marshals were said to have been standing by with loaded guns in case of trouble.”)

When Jenkins demanded that Durham arrest Ford, a man in the crowd, wrongly identified by the News-Miner as “Elton Lauesen,” a “bewhiskered property owner and Ray backer,” warned that Durham “wouldn’t go out in one piece,” if he accosted Ford.

Jenkins’s wife leaped up to defend her husband, who the News-Miner said was shouting at the red-faced bewhiskered property owner Lauesen.

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“Stop acting like a bunch of kids,’ thundered Lauesen as he lumbered to his feet. Then, speaking more calmly, he said, ‘Let’s bury the hatchet. Let’s carry on from here.’”

“I’ll be happy to,” said Ray.

“Lauesen smiled.”

Jenkins was not ready to do so, however, the News-Miner wrote.

There were more harsh words and back-and-forth and the meeting ended after midnight. “About par for the course at North Pole,” Gregory wrote.

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Sixty-odd years after this contretemps, Elstun wrote about how that year with Ray made his life better than it would otherwise have been. “Dave Ray shall always be my favorite teacher, he said.

“When I was 12-ish I fancied myself something of a tough guy. It turns out nobody else saw me that way at all. I was told by Dr. Ray that while I tried to be a tough guy, I was a tender-hearted boy. I was so embarrassed by that assessment that my face burned. But it turns out he was correct,” Elstun wrote.

He always remembered that on the first day of eighth grade, Ray taught him some lines from Tennyson:

“That beauty, Good, and Knowledge, are three sisters that doat upon each other, friends to man. Living together under the same roof and never can be sunder’d without tears. And he that shuts Love out, in turn shall be Shut out from Love.”



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