Final Project Site: Nome, Alaska

Geology:

A 1901 photo of a a survey geologist in Nome

Nome is located on the south coastal plain of the Seward Peninsula adjacent to Norton Sound, Bering Sea. It lies in the region of discontinuous permafrost. The coastal plain extends inland to the base of a series of hills and ridges that rise to 1,800 ft above sea level. The ridges are oriented predominantly north-south and separated by south-flowing primary drainages. A tundra plain extends back three to four miles form the shore. The Nome area was subjected to alpine glaciation during the Pleistocene Epoch.
(Hickel, Walter J. Olds, Glenn A. Smith, Thomas E. State of Alaska Department of Natural Resources Division of Geological and Geophysical Surveys. July 1992)








The region consists of Quaternary coastal and glacial sand and gravel deposits. The sands are re-worked clastics derived form Paleozoic sedimentary and metasedimentary rocks that form the highlands of Anvil Mountain and North Newton Peak north of Nome. At various undisturbed locations, surface water collects above the shallow permafrost and has contributed to the wet tundra and wet near-surface conditions.



Gold Rush 1898-1909:

"Three Lucky Swedes"

Most of the credit for the Nome gold rush goes to John Byrnteson, Erik Lindblom, and Jafet Lindeberg, who became know as the “The Three Lucky Swedes”. In 1989, weather had driven their ship into the mouth of the Snake River. They found a little bit of gold in Anvil Creek but nothing to get too excited about. They staked out 43 claims between them and another 47 for friends and relatives. Word got out that they had done this and a huge amount of gold seekers came to Nome, unaware that there was not a significant amount of gold found yet. However, someone decided to start panning on the beach and discovered large amounts of gold stretching 40 miles along the water line in either direction of Nome. By 1899, gold seekers were coming to the tent town and during that summer alone, more than 2 million dollars worth of gold was taken from the beaches.

Tents, boats, and people in Nome 1899

Nome’s population increased from a few to 28,000 people. Troops from Fort St. Michael across Norton Sound had to come to maintain order. Nome was easier to reach than the gold fields of Interior Alaska. There were no mountains and advertisements led many to think they could pick up nuggets off the beach with little or no work. Hundreds of tents extended for 15 miles along the beach.

Elizabeth Robins

When Elizabeth Robins, a British newspaper correspondent and actress, arrived in Nome, she described the scene on the beach:

The tents come down the shingle in some cases within a few feet of where surf is breaking.

The space remaining is already piled with freight--food supplies barrels of beer and whiskey, bags of beans and flour higher than my head, lumber, acres of it, extending beyond the tents and up on the tundra, furniture, bedding, pots and pans, engines and boilers, Klondike Thawers, centrifugal pumps, pipe and hose-fittings, gold rockers, sides of bacon, blankets, smart portmanteaux and ancient sea chests--as odd a conglomeration as ever an eye rested on.

I thought this gave a great visual of what things looked like and what kind of things were going on in Nome at this time. 

Front St. Business Establishments Nome, AK ca. 1900

By 1905, Nome had schools, churches, and a newspaper. Among the variety of businesses were at least 20 drinking establishments, 16 lawyers, 11 physicians, 12 general merchandise stores, 4 real estate offices, 4 drug stores, 3 watchmakers, 3 fruit and cigar stores, 5 laundries, 4 bath houses, and one massage artist.










By 1909, the population had dropped to 2,600. The rush was over but mining for gold there still takes place today. Total gold production for the Nome district has been at least 3.6 million ounces.



The Natives had a major loss in this gold rush. Mining claims could only be staked by citizens and since Natives were considered to be uncivilized, they could not get citizenship. Because of the thousands of people coming to Nome, the number of moose and caribou as well as smaller game was drastically reduced. Mining also resulted in the destruction of salmon streams. Drinking and disease were also introduced to the Natives.

 I had the chance to meet someone in Nome who's family came to Nome for the Gold Rush. His name is Larry and he took me and my friends on an Arctic Cat ride out to Safety. His great grandparents came to Nome and staked claims. The claims are still in the family and he said they go out there every once in a while and do a little digging. He also said that he plans on staying out on the property more regularly and start up the whole process again on a small scale.













Serum Run 1925:

Dr. Curtis Welch

In December of 1924, the first diphtheria-like illness was reported in the Native village of Holy Cross. A 2 year old native boy died and his parents refused to do an autopsy. As a result, 3 more children in the same area died with similar symptoms. It was finally diagnosed as diphtheria in January of 1925, by Dr. Curtis Welch. He had the antitoxin but it was already 6 years old and non-effective. The disease was spreading fast and it promised to wipe out the entire city of Nome, with a population of less than 1,400, if the medicine didn’t arrive.








The only two choices of delivery were by plane or dog sled. The only bush planes available had open cockpits and water-cooled engines. Flying at fifty below was too big of a risk not only for the pilots, but for the serum as well. A vote was taken and the dogsled relay was unanimous. Only expert dogsled racers could make the journey because of the worst winter conditions they had since 1905. Mail carriers were chosen to deliver the serum because of their vast knowledge of the trail and expertise of traveling. All together there were twenty men and 150 dogs. The drivers would have to cover over 674 miles to deliver the serum to Nome. 

Route to Nome

A radio signal went out and carried for miles across the frozen tundra. Nome was urgently calling for a diphtheria serum. Seattle responded and said they had fresh serum and they had a plane standing by to fly to Nome. However, because of the bad winter weather, the plane wasn’t able to fly to Nome. Anchorage had received 300,000 units of serum. They would be able to transport the package to Nenana by the Alaska Railroad and then have a dog team take it the rest of the way. On January 27, the race to get the serum to Nome began.



All mushers had a hard time getting through the rough winter weather. The serum finally made it to Gunnar Kaasen who traveled the last leg of the race. The famous dog, Balto, was the lead dog. Kassen had made it to the last stop, Safety, and he found the next driver sleeping. He was only 21 miles outside of Nome and his dog team was running nicely so he decided to keep going to Nome.

Kaasen and Balto

February 2, 1925, Balto led Kaasen’s team into Nome. They became instant heroes across the United States. The 674 mile trip was made in 127.5 hours. The town of Nome was saved. It is not known for sure how many people died as a result of diphtheria in and around Nome. The official estimates range between five and seven. However, it is likely much higher since the native Inuits did not always report deaths.

This site gives a nice timeline of the events carried out.













WWII 1941:
Nome was home to an airfield during World War II. Thousands of aircraft, headed for the Western Front, landed in Nome where U.S. Aviators handed over the planes to Russian pilots to fly them through Siberia to fight the Nazis for the Lend-Lease Program.



The Lend-Lease Act of 1941 premitted the United States to lend or lease supplies to allies fighting aggression. Payment could be in kind, in property, or in any benefit accepted by the United States, and payment could be deferred to a later date.

Northwest Staging Route

The U.S. wanted the Soviet Union to continue to fight Germany on Germany’s Eastern Front. The U.S. sent equipment and supplies to the Soviet Allies. To deliver aircraft to the Soviet Union, the U.S. constructed the Northwest Staging Route, an air route over the Alaska Highway. Montana was the departure point for aircraft. The planes traveled from Great Falls to Alaska by the Ferrying Group of the Air Transport Command. The planes then went on to Fairbanks where the Soviets flew them to Marks Field in Nome. Marks Field is presently the Nome Airport. From Nome they flew them across the Bering Sea, over Siberia, and to the railhead at Krasnoyarsk.

Russian Military in Nome, AK

The Civil Aeronautics Administration began construction of the Nome airfield in 1941, and the Army soon assumed responsibility for what was called Marks Air Force Base. The intent of this was to protect the northwest coast of Alaska from attack by the  Japanese. Military planes based in Nome provided that protection throughout the war. At different times, B-18 and B-24D bombers and P-39F fighters provided the defense of Nome and northwest coast. Lend Lease became the main activity at Marks Field. Signs of military presence include the numerous Quonset huts.





Source:
Millbrook, Anne. Lend-Lease Air Route of World War II. Nome Convention and Visitors Bureau.




Iditarod 1970:

Joe Reddington

Joe Reddington, had deep historical interests in the Iditarod Trail since the 1950’s. He felt that this centennial race would help in their quest to preserve the historic gold rush and mail route and get it recognized nationally. Reddington had a vision for a long-distance sled dog race. Mushers, two of which were teachers, started to discuss how to make this race a reality. In 1973, the dream had finally come true. The U.S. Army helped clear portions of the trail and with the support of Nome Kennel Club, the race went all the way to Nome for the first time. The first winner of the Iditarod was Dick Wilmarth and it took him almost 3 weeks to finish.




Reddington had two main reasons for creating this race: to save the sled dog culture and Alaskan huskies, which were being phased out by snow machines; and to preserve the historical Iditarod Trail between Seward and Nome. The race is a reconstruction of the freight route to Nome and commemorates the part that sled dogs played in the settlement of Alaska. The checkpoints were set up along the trail for the mushers to stop at, much like the freight mushers did eighty years ago. The Iditarod is something that most of these villages look forward to all year.

Winner's Trophy

The Iditarod has become world famous. Mushers from all over the world come to participate. The race is run by volunteers who donate their time to do jobs such as security during the start and finish, dog handling, taking care of dogs that become injured during the race, working phones at the finish, working merchandise sales, working at the different checkpoints along the trail, securing the dog lot in Nome until the dogs are brought back to Anchorage, and setting up, working and clean up for the banquet at in Nome, among other volunteer opportunities. Volunteers come from all over the world to experience this great race.

Iditarod Trail

The trail is impassable during the spring, summer and fall and is far from straight. The race is a total of about 1,049 (the 49 being symbolic to the 49th state) miles and only about 650 miles by airplane. The trail was routed to wind through a number of towns and villages missed by the original trail. There is a northern route for even-numbered years and a southern route for odd numbered years.

Me and Dallas Seavey

The Iditarod just celebrated its 40th anniversary this year. The winner was Dallas Seavey who won the race in 9 days, 4 hours, and 29 minutes with an average speed of 4.37mph. He is the youngest Iditarod winner. I had the amazing opportunity to volunteer for the race in Anchorage and in Nome. To be able to mingle amongst the mushers and have conversations with them about what it’s like on the trail and how they take care of their dogs and to hear the passion they have for the race is absolutely amazing. The dogs are just as amazing as the mushers. They are such great athletes and are so happy and full of energy. I can’t wait to do it again.

Fuel Predicament: 2012

Redna and U.S. Coast Guard

Back in November of 2011, Nome was supposed to get their last deliver of fuel for the winter. However, because of an early storm this winter, the shipping lanes were frozen preventing the shipment of fuel to reach Nome. After November, the next scheduled delivery of fuel was not possible until March at the earliest. There was no way that Nome was going to be able to survive through the winter.



Ideas about possible ways to get Nome their much needed fuel began to surface. They talked about flying the fuel in but decided against it because they would only be able to fly in 5,000 gallons at a time when they needed over 1 million gallons.

Sitnasuak Native Corporation

They decided that their best option would be to use a fuel tanker. The Sitnasuak Native Corporation arranged for the delivery to be made by Russian fuel tanker, Renda. Sitnasuak owns Bonanza Fuel which is one of Nome's two fuel distributors. The Renda set out in mid-December and headed for South Korea to pick up diesel fuel and then stopped by Dutch Harbor to pick up some unleaded fuel.

Hoses used to transfer fuel

The United States Coast Guard Cutter Healy stayed ahead of the Renda using their icebreaker to clear a path. They had 300 miles to go from Dutch Harbor to Nome. Because of the thickness of the ice and the strong currents, they were only able to move about 20 miles a day. The Renda finally made it to about 700 yards from the storage tanks. The fuel was transferred through 2 hoses that ran from the Renda to the holding tanks. Nome was finally refueled and ready to make it through the rest of the winter.




 Extra:
This video was very interesting to watch. It has a lot of history and modern day Nome happenings and area villages. I was just there for the end of the Iditarod back in March. It was interesting to see what it looks like in the summer. I was happy to see Tom in the video. He works at the Safety Roadhouse and we met him when we were on our Artic Cat tour.




Cause-Effect Statements:
1. The city of Nome was established because of the "Three Lucky Swedes" who discovered gold in the Seward Peninsula in 1898, and as a result, word spread and droves of people in search of finding their own fortune came to Nome in the early 1900's, significantly increasing its population.

2. Because of the population boom in the early 1900's, Nome Natives were exposed to new diseases like diphtheria, which became an epidemic in 1924 and originated in the Native village of Holy Cross.

3. During WW II, The Lend-Lease Act of 1941 required an airstrip to be constructed in Nome called Marks Field which is still used today on a regular basis; Alaska Airlines flies in and out of Nome twice daily.

Module IX - Alaska Governance and Contemporary Issues

Essential Question:
Alaska National Interest Lands Conservation Act 1980 has been supported and derided by Alaskans, both in 1980 when it was passed and today.  Describe three impacts of this landmark legislation.

National Conservation Areas in ANILCA

The Alaska National Interest Lands Conservation Act (ANILCA) was passed in 1980. It set aside 104 million acres of federal land in Alaska under the status of monuments, preserves, and wildlife refuges as well as adding to the national park and national forest systems. It is also considered the last major land act for Alaska. The implementation of ANILCA has given ownership of 60% of Alaska to the federal government. Most of this land is in conservation reserves that are off limits to most economic development. The government regulates mining, cabin building, road/trail building, use of motorized vehicles, use of tools, hunting, fishing, and recreational activities. It provides protection to a significant area of the state previously open to mining and other kinds of entry. In all of these areas, wildlife, water and land resources are more fully protected than ever before. For a list of these areas, you can visit this site.

Exxon Valdez Oil Spill Cartoon

Conservationists in America were happy at first, that is, until they began to carefully review the bill. They were disappointed because Senators Stevens and Gravel and Congressman Young wrote a lot of exceptions into the act. Some of them included drawing boundaries around lands of economic potential, which excluded them from the conservation units, ecosystems were cut up or incomplete, and lands that were wanted to be named as parks were named as preserves. Preserves allow sport hunting and other kinds of activities that were banned from the Lower 48 parks.






Snow machines, motorboats, and floatplanes, as well as high-profiled rifles, chain saws, and cabins would be allowed in areas called “wilderness”. The act also allowed prospecting on most land known to have mineral or oil potential. It guaranteed access by floatplane, motorboat and snow machine to millions of acres. Access was guaranteed in holdings in the national parks and refuges. Access was also protected to state lands and waters that lie within federal units. After reviewing the exemptions, some critics wondered if it could be called a conservation act at all. However, it did provide a framework for preservation in Alaska.

Subsistence Fishing

ANILCA also impacted the issue of subsistence. Title VIII of ANILCA granted a subsistence priority for rural residents at any time of inadequate resource availability. The state of Alaska had to enact the subsistence priority law that would align with ANILCA in order for the federal government to grant Alaska the management of fish and game on all Alaska lands. However, in 1982, Proposition #7 was introduced and sought to overturn the subsistence law by citizens initiative. This proposition was defeated. There were several court cases battling the subsistence priority law and eventually, in 1989, it is found that the state had failed to amend the state constitution and the Federal Government took over the management of Federal lands. They also took over fisheries and federal waters in 1999 creating a dual system of fish/game management in Alaska.

Albert Howard dresses a harbor seal he shot for subsistence in Angoon. PHOTO BY MICHAEL PENN

Examine:
Identify the Alaska Senate and House Districts in which you live (Use current, not pending, letter and number.) Identify the name and political party of your state senator and representative.  Identify the type of local government you have (city? borough? what class?)  Identify the tribal government, if any, in your area, and if possible find out if it is an IRA or traditional council.

I live in Eagle River. The House District is 17 and Senate District I. Anna Fairclough is the current Representative and is a part of the Republican Party. Fred Dyson is the Senator and is a part of the Republican Party also. Eagle River is a City in the Borough of Anchorage.

Anna Fairclough

Fred Dyson

Alaska Native Corporations

The Anchorage area has the Cook Inlet Tribal Council (CITC). It was established in 1983 and serves more than 12,000 people each year through programs in eight different areas:
1.    Helping hands
2.    Nurturing Families
3.    Supporting Youth
4.    Growing Graduates
5.    Developing Skills
6.    Finding Jobs
7.    Promoting Business
8.    Achieving Sobriety
To see descriptions, please visit this page.

CITC values are interdependence, resilience, accountability, and respectfulness. Their mission is to “Work in partnership with Our People to develop opportunities that fulfill Our endless potential.” Their Vision: We envision a future in which all Our People – especially Our youth, the stewards of our future – have access to vast opportunities, and have the ability, confidence, and courage to advance and achieve their goals, infused with an unshakeable belief in Our endless potential.

One Hand Reach

They run the Junior Native Youth Olympics (JNYO), which happens in February for children in grades 1-6. They also run the Native Youth Olympics (NYO), which is going to be held from April 27-29th in Anchorage. Here is the site for the NYO games. I am excited for this because I am volunteering during the games this year and it’s my first year going to the games.

















Evaluation:
WOW! That was a lot of information. Anything to do with govenment doesn't really hold my interest. However, it was an ok read for me. I like looking up my own city government. If it hadn't been for this class I would never have looked at any of it. I have been pretty involved with some things run through the CITC. It's been very interesting.

Reviews:
Tina did a nice job of describing the land-lease ALSIB project.

Brad did a nice job providing a variety of pictures and information in his blog.

Heather has a very visually appealing blog. This is the first time I've visited her page and am very impressed. She also has a lot of good information and links.

Module 8 - WWII 1939-45 A Turning Point for Alaska

Essential Question:

•    Describe the legacy of World War II for Alaska.  What happened in Alaska after the war that is largely attributable to WWII?  What are Alaskans living with today that is attributable to WWII?

Military/National Security:

Whittier Military Tower

After WWII, the military sites were being decommissioned and plans were made to reduce the presence of the military in Alaska. That is, until the start of the Cold War. Alaska was a very strategic place to have a military presence during the war because of it’s location. The Air Force took over several Army bases. Distant Early Warning (DEW) system of radar sites was established and linked to the White Alice. This added high-tech listening and viewing stations along the coastline.



The Alaska Territorial Guard, put into place in WWII, was incorporated into the Alaska National Guard. The ANG is common for both men and women from rural Native communities. ANG provides education and training opportunities. They have been called to assist during long periods of extreme cold and snow. They have also served in both Iraq and Afghanistan.

Infrastructure:

Alaska Highway

Construction projects that came about during the war continued after word. The Alaska Highway provided a way to get to Canada and the lower 48. It is still well traveled today. Other infrastructure projects included:
-    Dock facilities
-    Runways
-    Housing
-    Power stations
-    Military bases: Some military bases that are no longer in use by the government are used by civilians.

Quonset hut

The Quonset hut is a prefabricated building introduced during the War. They were used for housing, warehouses, rec and dining halls, and offices. After the war, they were converted into many different uses. They can still be seen today in certain parts of Alaska.







Political-economic:

Local economies where there were military bases did much better than those who did not have bases. After the war, Alaskans took civilian jobs on bases. The scope of operations is still significant in Alaska’s economy and population dynamics. Military men started to bring their families up to Alaska and this impacted schools, churches, and civic organizations. Others moved to Alaska because they were drawn to the adventure it has to offer, work and land under an Alaska homestead act.

Signing of the Alaska Statehood Act

There were many people who wanted to see what Alaska had to offer them. They were not prepared, however, for life in a territory. They were not represented in Congress and did not vote for governors. They did have a representative in Congress but he had no voting power. Veterans who served in Alaska became advocates of statehood. In 1959, Eisenhower signed the Alaska statehood bill. 







Socio-cultural:

Unalaskan Families

There were many socio-cultural happenings after the war. The survivors of Attu were relocated to Atka. There were many villages in the Aleutians that were never reestablished and some of them moved to Anchorage or Seattle. Those people who decided to move back to their villages found them pretty much destroyed. Native allotments in other parts of Alaska were taken over for military use and are still being fought for to this day.




The Native Civil Rights Movement started back in 1867. From that time up to WWII, Alaska Natives acted to assert their rights to traditional lands, access to resources, citizenship and voting rights. During WWII, the Natives served in the military, which they had hoped would demonstrate their loyalty to Alaska. Because of this action, they expected equal treatment and resolution to outstanding land issues.  In 1945, with the help of Elizabeth and Roy Peratrovich, the Anti-Discrimination Act was introduced. This helped the Alaska Native Claims Settlement Act of 1971 to come about.

Environmental:

Former St. Lawrence Military Base

After WWII, as stated above, bases were closed down. However, there were equipment and supplies left behind at these bases that caused, and are still causing, harm to the environment. Equipment and supplies that contained hazardous chemicals such as polychlorinated biphenyl (PCBs), fuels, solvents, pesticides, and heavy metals were among the items left. Several of these sites are near Native communities and traditional fishing and hunting areas. Two of the most contaminated sites are in Northeast Cape and Gambell on the St. Lawrence Islands.


In the Norton Sound region, bases were mostly built for communication operations. PCBs were used in transformers and other electrical equipment. PCBs entered the marine and freshwater environment affecting the fish and marine mammals, most of which Natives used for subsistence. The military has spent millions of dollars to help clean up what was left behind but there is still a lot to be done.

Military Waste

Alaska has also been used as an experimental testing ground for the military’s nuclear, chemical, and biological warfare programs. Weapons testing ranges encompass an area approximately the size of the state of Kansas. Alaska is perceived as remote, with small populations of isolated communities that lack the political clout to resist the intrusions.

Eagle River Flats

One thing I found interesting was that the environmental effects also affected the Eagle River Flats. I live in Eagle River and was not aware of this. The Eagle River has been used by the Army for decades to test weapons and some of those weapons contained white phosphorus. It is one of the most polluted sites in the nation. It is now a part of the Fort Richardson National Priority List. Contamination and continued munitions testing threatens waterfowl, endangered beluga whales, and human health. This website gives information about what is being proposed by the army today and a timeline of what has happened  since 1994.




Examine Question:
Describe the major events in the Aleutian Campaign of World WarII.

Burning buildings at Ft. Mears
after first enemy attack on
Dutch Harbor, 3 June 1942

In 1942, the Japanese bombed Dutch Harbor to try to create a diversion from the Midway battle. While doing so, Japanese troops occupied Attu and Kiska in the Aleutians. The U.S. Army was unable to force the Japanese off the islands. The Japanese captured weather observers on Kiska and Attu Island villagers and took them to Japan. They stayed there until the war was over. Seventeen of them died while being held captive. The invasion also lead to the evacuation of the Aleuts by the Americans. They were evacuated to Southeast Alaska and given abandoned canneries, old mining camps, and other lactations to live in. Their homes were burned to the ground so they were unusable by the Japanese. Many of them were not able to return to their homes because of this.



This was the second time in U.S. history that American territory had been occupied by an invading army. Efforts to drive the Japanese out started immediately. Japanese reasoning for taking the islands was to have bases for long-range sea planes in order to detect American activity. They also believed that the islands would block any American attack on the Japanese islands. The U.S. believed that the Japanese took control in order to have a shorter distance to fly to bomb the aircraft plants and navy yards around Seattle.

Japanese officers at the Aleutian Islands, circa 1942-1943

The U.S. effort to take back the islands started with bombing raids on the islands carried out by navy flying boats, or large seaplanes, and army air force bombers. The Japanese suffered a great loss. American submarines were attacking Japanese ships that were carrying arms and supplies to Attu and Kiska. They were attacking from the air and water at the same time.

Massacre Bay, Attu, Aleutian Islands, 13 May 1943

The Battle of the Commander Islands happened in March 1943. The U.S. Navy intercepted Japanese ships attempting to take more troops to Kiska. The Japanese retreated. In March of 1943, military officials authorized the retaking of Attu. In April, the invasion force arrived in Alaska from the West Coast ports. These troops had been training to fight in Africa but orders had changed. They were not told where they were going but some believed they were going to Hawaii. They were dressed in summer uniforms and some not given anything extra for the cold weather because it was thought it would weigh the troops down. They attacked on May 11 and the battle lasted until the 29th. The Americans had taken back Attu with over 2,500 casualties and almost 1,200 wounded. Just under 2,000 soldiers died because of inadequate dress for the cold elements. Of the 2,400 Japanese, only 29 survived.

Ready to move against Kiska in 1943

 The recapture of Kiska was next. Runways were built on Attu and bombing raids intensified on Kiska. The Japanese made an escape off the island in July of 1943 and managed to get all of their troops off the island. The U.S. still invaded with the assumption that the Japanese had moved inland. They ended up killing 100 of their allied forces.








This site gives a very detailed account of what happened in the battle over the Aleutian Islands. The History Channel also has some really good videos to watch about the battle. I wasn't fully aware about this battle until I started researching it. It makes me proud as an American to see that we have always been a force to recon with. And to see the sacrifices made in order to keep this country free from invasion. It also saddens me to thing that the military would send in troops poorly equiped for the elements because they thought it would weigh them down. You would think they would have wanted them to be able to fully function during battle and not have to worry about how to keep warm.

Evaluation:
I liked reading all of this information and finding diferrent resources to help me answer the questions. It was interesting to learn how the actions of WWII affected life afterwords. I also learned a lot about the battle over the Aleutian Islands and how it came about and the impact it had on not only the military, but also the people of the islands and how their lives were changed.

Reviews:
I like reading Claire's blog. I had answered the same question but it is always nice to read what someone else has to say about the same issue. Nicely done Claire.

I like Lane's blog, there are very nice links and good pictures to aid in the answers.

I was very impressed with Heather's blog. It's very visually appealing and nicely arranged. She has a lot of resources and links and pictures. :)

Module 7 - American Period: Society

Essential Question:
How have the settlement patterns of Alaska been a reflection of the natural landscape, distance, resources and the economy?

Looking at the patterns of settlement throughout Alaska, there is a trend in the locations. Communities have seemed to develop next to and near transportation routes and communication lines. In the early 1900’s, most Alaskans lived near the ocean or along major rivers. Ships and boats could provide supplies and transportation. Later, railroads, roads, and airfields started making their way onto the Alaskan landscape. This improved transportation and a means of getting and receiving goods and services.

Whaling Camp

There are many different reasons why people settled where they have in Alaska. One of them being mining camps that helped develop Juneau, Douglas, Hope, Circle City, and Council. Fishing camps brought people to Ketchikan, Karluk, and Homer. Mission stations populated Bethel and Haines. Supply camps for the gold rush introduced Skagway and Valdez. Whalers and traders came to Barrow and Wainwright. Gold camps brought many people to Nome, Fairbanks, Iditarod, and Chisana.

McCarthy's Camp near company town Kennecott

There were company towns in Douglas and the Wrangle Mountains. These towns were purchased claims and companies brought in drag lines, hydraulic equipment and dredges and hired large crews to work. They built boarding houses, dormitories, mining offices and other community buildings. They also offered recreational activities such as bowling, gyms, movies, and reading rooms. Canneries also were considered company towns. They would bring workers in the spring and return them in the fall. The offered food, lodging, and recreational facilities. Company towns were only temporary thought. Once the company left the town, it was pretty much abandoned.

Road Workers

The U.S. Army built roads and set up telegraph lines to connect the bases. Small communities grew along these routes. Roadhouses were built to serve workers and travelers. A road was built to connect Seward to Fairbanks and Cordova was a seaport end for the railroad. Stations along these routs grew into small towns. The Alaska Railroad encouraged communities along its route. The company sold lots at Anchorage, Nenana, Wasilla, and Talkeetna.

Sitka, AK Naval coaling station

The Alaskan population decreased greatly when the Gold Rush era subsided as well as when the U.S. entered WWI. However, it increased again during WWII when large Naval stations opened up at Sitka, Kodiak, and Unalaska. Army posts opened up at Anchorage and Fairbanks. Airfields were also constructed and the Glenn and Alaska Highways were built.





Many military and construction workers decided to stay in Alaska after the war because of the many job opportunities. Many people started to move to the bigger cities because of work and easier access to goods and services.

Pipeline

Oil was discovered in the 1950’s and Prudhoe Bay in 1967. In 1970 the population almost doubled. Work on the pipeline and the oil fields brought a lot of people as well as those who came to provide goods and services to the workers. In 2000, Natives were only 17% of the Alaskan population. Over half of the population lives in Anchorage.







Settlement patterns in Alaska follow the development of transportation whether by ship, boat, train, automobile, or airplane. Communities were able to develop because of the advancement in transportation. It made it easier to supply goods and services. Settlements also seemed to be determined by mining communities such as gold and ore. Mines were also the reason that roads were built in order to ship goods and services. Development gravitated to where the money was. As soon as there was nothing left in a town to make money, people moved elsewhere and the town was abandoned.

Here is a WEBSITE that I just happened upon while looking for pictures. It's got some intersting classroom activities so I thought I'd share it. :)



Extend:
What role did Sheldon Jackson play in creating an early education system for Alaska?
http://www.netstate.com/states/peop/people/ak_sj.htm

Sheldon Jackson

Sheldon Jackson was born in Minaville, New York in 1834. He graduated from Princeton and became an ordained Presbyterian minister. He began his missionary career and traveled to many states covering close 1 million miles during the course of his life and establishing over a hundred missions and churches. In 1877, he made his move to Alaska. He founded numerous schools and training centers that served native Alaskans. He became very committed to the spiritual, educational and economic well being of the people of Alaska.





He worked on passing the Organic Act of 1884 which, among other things, provided Federal aid for education for children in Alaska without regard to race. He became the First General Agent of Education in Alaska. He served under the immediate supervision and jurisdiction of the U.S. Commissioner of Education. He held the position until 1908. Jackson was responsible for making provisions for the education of the children in Alaska towns and villages, and separate schools for white and native children.

School in Deering, AK

Jackson organized a free school system for Native American, Eskimo and white children. He came up with a plan to get education to many of the towns and villages in Alaska. Since they are so spread out and the funds were not adequate enough, he asked various churches to open ministries and schools around Alaska. He suggested a different area for each group in order to cover the most territory. Schools were opened up in Bethel, Tanana, Barrow, and Kotzebue to name a few and he was able to stretch funds. By 1892, 17 government schools and 14 church schools were operating. Jackson gave some of the money to church operated schools. He designated them as “contract schools”. Religious groups provided a large portion of the financial support for the schools in Alaska. Because of this, there was essentially no separation of church and state. Eventually, the funding for the “contract schools” was taken away.

Jackson support acculturation and advocated an English-only policy, which forbade the use of Native languages, spoken and written. Jackson’s goal was to protect young Natives within the framework of law and, through education, prepare them to cope with modern times. Some Natives welcomed this. However, many now believe that the boarding schools, by separating children from their families for years at a time, it has hastened the decline of Native traditions.

Sheldon Jackson Museum in Sitka

Throughout Jackson’s travels in Alaska, he collected representative items from the Native Cultures. He worried that their arts and ways of life would vanish with no records of their past. This seemed interesting to me that he would force English on the students and not allow Native speaking in schools yet, was concerned their culture would vanish. His collection can be found at the Sheldon Jackson Museum located at Sheldon Jackson College in Sitka.
http://www.usgennet.org/usa/ak/state/jacksonsheldon.html



Ritter, Harry. Alaska's History: The People, Land, and Events of the North Country. Anchorage, Seattle, Portland; Alaska Northwest Books. 1997.




Evaluation:
I liked the section on Education. I took a class in the fall and was introduced to some information on how the system was started. This module went deaper and I found it very interesting the way people like Sheldon Jackson went about getting it up and going. Aslo, the settlement patterns make sense compared to what was and wasn't offered as far as goods and services went. People settle where there's an opportunity to make a living.

 Reviews:
I liked reading Betty's transportation and communication response for where she lives in Dillingham. I take great interest in reading and hearing about how people live in the more remote communities in Alaska.

Crystal's blog flows very nicely and looks really good. She has quite a few really good links on her blog as well.

I like how Whitney answered her essential question with her own experience of living in a remote community.

Module 6 - American Period: Transportation and Communication

Essential Question:
Alaska’s infrastructure of transportation and communication systems- what is the cause-effect relationship to settlement patterns and to the development of the Alaska economy?

Waterways, such as oceans and rivers, were the main transportation used in Alaska. They had already been established by the Natives but had increased use during the Russian American period. Rivers were used to travel and ship goods in the interior. There were challenges in the beginning with using the ocean and rivers. They weren’t well traveled waterways and navigation was rough. They had to familiarize themselves with landmarks, key channels, and submerged rock. These all caused many accidents. Because of the numerous accidents, charting began, lighthouses were installed and underwater hazards were marked. Soon after WWII, depth finders and radar became common on large ships.

Chilkat cottonwood canoe sailing on water near Klukwan, Alaska, 1894

Other early problems included remoteness of towns and villages, small populations, seasonal markets, small ports with limited facilities, and navigational problems. The Alaska Commercial Company started to use steamboats to navigate the rivers and to get goods in and out of these remote places.

The Yukon River operated from May to September. It moved supplies to trading posts, furs to market, freight, fur traders, and prospectors. The Gold Rush increased travel by rivers. Steamboats became heavily used during this time. Companies started to expand to Alaska to take advantage of the demand for steamboats. The Gold Rush brought many people up to Alaska looking to strike it rich. Because of this, towns started popping up around Alaska. The steamboats brought jobs to Natives and unlucky prospectors. They were hired to cut wood at wood camps along the river. The natives were hired as pilots to guide boats, firemen, and deckhands.

The Jones Act of 1920 came into effect. This act only allowed American built ships to enter between any two U.S. Ports. This allowed the American companies to profit from all of the business instead of other countries. Before the Intercoastal Shipping Act of 1933, there were no definite shipping schedules and no approved published cargo rates. Companies were adjusting their rates to suit them and the public never knew what the rates were going to be from day to day. They were also setting their own schedules with no public knowledge of those either. As a result, people wouldn’t know when to expect delivery. After the Act, definite shipping schedules were created as well as approved published cargo rates.

After WWII, only the Alaska Steamship Company and Northland Transportation Company remained. This was due to the end of federal subsidies, increased labor costs and competition from truckers using the Alaska Highway and air. Today, we rely heavily on ocean shipping, especially to ship oil from Prudhoe Bay. It is also relied heavily on for food, shelter and energy.

Buildings and tents on wagon road, White Pass Trail, ca. 1898

Roadways were beginning to be constructed. Because of weather, permafrost and terrain, these are mainly found in the Central and East areas of Alaska. Before the 1880’s, there was no need to build a better road system. Native trails were used by new settlers and traffic was light. However, as more and more people came to Alaska to mine for gold, traffic became heavier and although steamboats were being used, people tried to find different ways to get goods in and out. Roads started to be developed. The trails were widened and bridges were built over swamps and streams. By 1911, there were thousands of roads used as pack trails, winter sled roads, and wagon roads. Roads were constructed to make it easier for people in small towns and villages to get to the waterways, which connected to other villages.

Because of WWII, a road connecting the air bases in Fairbanks and Anchorage was needed. The Glenn Highway was completed and made it possible for the first time to drive back and forth to both cities. The Alaska Highway was also completed. Upgrades of the roads were required in order for them to be used in all weather conditions. After Alaska obtained statehood in 1959, the state became responsible for the road systems.

Copper River Northwestern Railway, n.d.

Railroads played a major role in transportation of goods and people. There were 3 major railways in Alaska: The White Pass and Yukon which were built to serve gold rush stampeders to Canada’s Klondike; the Alaska Railroad used to serve as the main route from the Gulf of Alaska to Interior Alaska; and the Copper River and Northwestern used to serve the need of a single large mining operation. Among these major railways, there were smaller ones built in connection with the development of gold fields.

The Alaska Railroad had a hard time getting started. There were a few different owners who had good intentions of making the railroad a success but they ran into financial trouble. The Alaska Railroad Commission was created to investigate the railroad situation. The ARC was eventually replaced by the Alaska Engineering Commission set in place by President Woodrow Wilson. The railroad was complete by 1923.

Unfortunately, the railroad system hadn’t turned out to be everything Alaska had hoped it would be. The rails began to become damaged because of all the use they were getting, especially during WWII. The use of automobiles and airplanes became the better, easier way to travel and to get around to different places in Alaska. The railroads are still used today to transport freight and cargo. They are also used to transport people, especially tourists.

Roads and Railroads were limited according to where they were constructed. Weather, permafrost, and tundra were major factors determining the direction of the construction. 

B-24, PB4Y2, Bomber in Alaska about 1945

Airplanes became a primary source of transportation in Alaska. The first flight was made in Fairbanks in 1913. WWI brought more planes to Alaska. In 1920, the military brought up army bombers from New York. This demonstrated that planes would be able to carry heavy loads across Alaska.

In 1924, float planes touched down in several towns in Alaska. By 1927, Alaska was maintaining 27 airfields. Because of high interest in flying, an aviation school was opened up in Fairbanks in 1928. More and more flights were being made throughout Alaska, commercial air service began, and the first publicly supported airfields were built.

Commercial flights began to increase inside and outside of Alaska. Because of aviation in WWII, limits were tested of airplanes and pilots started recognizing the potential of their planes. Eventually the airfields needed to be upgraded in order to keep up with the newly designed aircraft that needed more advanced landing strips. Air travel made for quicker and easier transportation of goods and people.

Communication systems in Alaska have developed considerably. In 1867, the first post office was authorized in Sitka. Mail service eventually expanded to the western and interior portions of Alaska. Mail routes consisted of reindeer, dog, horse, and railroad. Air mail began in Alaska in 1924, 5 years after it’s start in the lower 48.

Alaska Communication System operations room - Ketchikan

Telecommunications came to Alaska between 1898 and 1900. The U.S. Army needed better communications between posts it had established to police the gold rushes to Alaska. Eventually there were telegraph lines connecting many cities and forts in Alaska. These lines were all at risk because of the weather and possible vandalism. The radio eventually took over the telegraph. No lines were needed because of the use of radio waves. 



The telephone was introduced to some communities as early as 1890. WWII resulted in the completion of the first overland telephone line from Alaska to the lower 48 which ran along the Alaska Highway.

One of the radar stations I saw in Nome. Very impressive!

Radar stations were used to provide warning of air attacks. Satellite communications were brought to Alaska as well, but their use was limited and expensive. It wasn’t until 1974 that satellite earth stations were located in rural villages which brought public telephones, emergency medical communication and television to remote areas. Broadcast radio and television become a part of the telecommunications. Something that I found interesting was that oil burners, milk shake mixers and hair dryers interfered with radio reception in Juneau. Television programs from outside the states had to be recorded and flown in and aired sometimes several weeks after their original date.












Examine Question:
Identify the three major railroads in Alaska history – Where? When? Why? Ownership? Current status?


 White Pass and Yukon Territory Railway:

Map

The White Pass and Yukon Territory Railway ran from Skagway to Whitehorse, Yukon Territory. The gold rush in Canada’s Klondike brought a higher demand for quicker transportation. The Railroad only took 26 months to build and was finished July 29, 1900. The total cost of the railway was over $10 million. It was the product of British financing, American engineering and Canadian Contracting. Tens of thousands of men and 450 tons of explosives  overcame harsh and challenging climate and terrain. The construction was directed by Contractor Michael Heney. The highest part of the track was 2,885 feet high passing through the summit of White Pass. There were 111 total miles of track. 20 miles in Alaska, 42 miles in British Columbia, and 58 miles in the Yukon Territory.

WP&YR Train

After the Gold Rush had subsided, the Railway was not used as often. It transported ore from Canada mines to Skagway. It also carried tourists who arrived in Skagway to Whitehorse. The railroad began to pick up more business during WW II. The owners loaned the railroad to the US government. It was used to haul war supplies to Whitehorse. After the war, the railroad went back to carrying tourist and freight. In 1970, a highway connected Whitehorse and Skagway. Operations were suspended in 1982 due to the mining collapse. In 1988, it reopened as a seasonal tourism operation. It is an International Historic Civil Engineering Landmark. It’s a destination shared with the Panama Canal, Eiffel Tower, and the Statue of Liberty. Today, it is Alaska’s most popular shore excursion, carrying over 360,000 passengers over tourist season in 2010.


I found this cite and it has a lot of really interesting information on it about the WP&YR.



The Copper River and Northwestern Railway:

Map

The Copper River and Northwestern Railway was built in hopes to exploit Southcentral Alaska’s copper deposits. Stakes were being claimed in the Copper River basin creating interest in building a railroad in Interior Alaska. The Bering River coal fields are right near where the Copper River empties into the Gulf of Alaska. This would provid fuel for the railroad. Cargo such as ore, gold and copper would provide a good profit for the railroad. The 196 mile railroad was completed in 1911 and ran between Cordova and Kennecott.

Construction of the Million Dollar Bridge

Construction of the railroad was difficult at times because of the weather and seasons. The bridge over the Copper River had to be built quickly in the winter months. This was the only time the water was frozen and workers could safely build the bridge.








The mine produced 70 percent pure copper in it’s deposits making a big profit for the railroad. By 1938, the mine was depleted and the railroad was abandoned. The line between Cordova and Cordova Airport was in operation during WWII. 60 miles of the line between Chitina and McCarthy were used for light tram traffic unit 1947.  Today, the railroad is not in operation.




The Alaska Railroad:

Map

The Alaska Railroad went through a few different owners. It started as the Alaska Central Railroad (ACR) in 1902. It started in Seward and ended in Spencer. This route carried passengers, freight and mail to the upper Turnagain Arm. In 1909, the ACR was reorganized into the Alaska Northern Company (ANR). This company extended the track to just south of Girdwood. This company soon fell into financial troubles in 1915. The U.S. Government then purchased the ANR and moved the headquarters to Anchorage. The U.S. government established the Alaska Engineering Commission (AEC) to construct the Government Railroad.  The Alaska Railroad Commission bought the Tanana Valley Railroad, which fell into financial trouble in 1917. The Government railroad and the Tenana Valley Railroad were then connected in 1923.

This completed the now known Alaska Railroad. The railroad not only carried mail, lifestock, machinery and people, but alongside the tracks was the nation’s longest, publicly owned, telegraph line. Since the railroad stretched from Seward to Fairbanks, shipments were made within four to five days where before the railroad it took a month or more to complete.

Use during WWII

The railroad faced financial problems in 1925 with it’s expenses exceeding revenues. In the years just before WWII they finally started to see a turn around. During WWII, the railroad was needed to move huge quantities of military supplies. After the war, they ran into rehabilitation problems because of the heavy use during the war. Because of the pipeline and military construction boom, they were able to keep paying for repairs.







Today, the Alaska Railroad continues to support the Alaskan community. They are a powerful economic engine, hauling nearly 8 million tons of freight a year. They transport building products and support resource industries such as coal, oil and gas. They carry more than 500,000 travelers annually and create over 800 jobs for the Alaskan people. The railroad supports various organizations, communities, and charitable fund events along the railbelt. Spending supports nearly 1,900 Alaskan jobs and pumps over $83 million in payroll into the state annually. It works to improve the quality of life for residents along the railbelt by leasing land to communities at less than fair market value for parks, bike trails, and other public interest. (Information)



Evaluation:

I thought there was a lot of information in this Module, as usual. Very interesting. I was able to find some websites that had more information about current use of railroads and others with some good pictures. I was in Nome for the end of the Iditarod and was fortunate to see the radar station up close and personal. I was also fortunate to listen to our Arctic Cat driver talk about how his family came over for the gold rush and he grew up on a small gold mine that his family still owns.


Reviews:
I really like Shannon's blog. She has some good pictures and I like her links. Also, her blog is visually appealing.

Kristin did a good jog explaining the reasons why people moved up to Alaska.

Robin's blog had a lot of nice links for extended information. I also like the picture of miners and prospectors on the Chilkoot Trail. It's really good visual of just how many people there acutally were. Thanks for finding and sharing.