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Jimmy Carter shaped modern Alaska in profound, lasting ways

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Jimmy Carter shaped modern Alaska in profound, lasting ways


They burned him in effigy in Fairbanks. At the state fair dunk tank, they fired baseballs at pictures of him and the Ayatollah. But President Jimmy Carter shaped Alaska’s future so effectively that today, 44 years after passage of the epic conservation law that stirred pickets and protests, many Alaskans may wonder what the fuss was all about.

Alaska without the national parks and ever-wild landscapes that make it a world-famous travel destination? Unimaginable.

Jimmy Carter, who died Sunday at age 100, was the only U.S. president to hang a map of Alaska on the wall of the Oval Office. Judging by what he wrote about his later trips north — often just to fish, hike and birdwatch in the wilderness — it can probably be said that he was not only the president with the biggest impact on Alaska but also the one with the deepest love for the state.

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The law that Carter called his greatest domestic achievement, and the source of so much controversy here, was the Alaska National Interest Lands Conservation Act, or ANILCA, which Carter signed into law on Dec. 2, 1980, as one of the last acts of his presidency. The law doubled the size of the national park and refuge systems, protected 25 wild rivers and classified 56 million acres of Alaska as wilderness. It was also the basis for federal protection of rural subsistence hunting and fishing.

The lock-up law would be the ruin of Alaska — so said the dominant voices of Alaska politics and business. They fought the proposed measure for a decade, arguing that it would close off mining, oil drilling, logging and other economic opportunities. The protest howls were loudest in 1978, when the president unilaterally created 55 million acres of national monuments in Alaska because Congress had thus far failed to act.

For the national environmental movement cresting in the 1970s, on the other hand, Carter fit the moment. Officials in his own administration shook their heads at the president’s unusual level of engagement with small details of the Alaska bill. Insider accounts of those years say Carter’s love for the natural world was driven above all by the Sunday school piety that later shaped the good deeds for which his ex-presidency became known.

“I have never been happier, more exhilarated, at peace, rested, inspired, and aware of the grandeur of the universe and the greatness of God than when I find myself in a natural setting not much changed from the way He made it,” Carter wrote in his 1988 book about his experiences in nature, “An Outdoor Journal.” The book includes a chapter on Alaska.

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Jimmy Carter entered the White House at the moment in history when Congress was carving up Alaska’s vast federal lands, a process that included the Alaska Native Claims Settlement Act (1971) and the Trans-Alaska Pipeline authorization (1973). The Native claims act gave Congress until 1978 to do something about conservation lands in Alaska.

Headlines from those years featured the once-familiar names of politicians now passing into history books — Mo Udall, John Seiberling, Scoop Jackson, and the state’s conservation-minded Republican governor, Jay Hammond, along with its fractious congressional delegation: Ted Stevens, Mike Gravel, Don Young. All gone now.

Historian Stephen Haycox, in his book “Battleground Alaska,” describes how the myth of Alaska unanimity was undermined at congressional hearings in Alaska in 1977, when half the people who showed up in Anchorage and Fairbanks testified in support of preserving wilderness. Stevens and Young dismissed those conservation advocates as “not real Alaskans” — a challenge to political legitimacy no longer flung around the 49th state with the same vigor, after four decades of in-migration and demographic shifts.

Anger at Carter nevertheless reached its peak here in 1978, when the president invoked the Antiquities Act to create national monuments in Alaska. Carter called it a placeholder move, shielding land from development until Congress passed permanent protection. Protesters called it tyranny. Government rangers showed up in a few rural communities and were shunned. Loggers and mining claim holders and hunting guides studied the maps with dismay. Politicians ridiculed the idea that Alaska’s wilderness was the kind of antiquity meant to be protected by the 1906 law. The national monument declaration was deemed the ultimate “federal overreach.”

But Carter’s strategy, developed with his Interior secretary, former Idaho Gov. Cecil Andrus, forced Congress back to work. Despite the ear-burning rhetoric, Alaska’s leading Republicans, Stevens and Hammond, worked on the inside to find a compromise rather than get run over.

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Stuart Eizenstat, Carter’s chief domestic adviser, has described a meeting where Stevens came to the White House to argue about a proposed park boundary. Carter unrolled detailed maps on the Oval Office floor and, on his hands and knees, pointed out how the watershed in question didn’t flow the way Stevens thought.

By the summer of 1980, the House had passed a strong bill backed by conservationists, while a compromise bill supported by Stevens had passed the Senate. The two sides were still far apart.

One night that July, Carter landed in Anchorage on Air Force One, on his way back from meetings in Japan. Hammond and the director of his sportfish division had arranged a quick fishing trip for the president. In his diary, Carter described how the trout streams were blown out by rain so they flew in a helicopter to fish grayling in a lake and its outlet. He was thrilled that a tiny “Irresistible” fly he tied himself outfished the Alaska guides, who gathered around to see what he was using.

Four months later, Ronald Reagan clobbered Carter in the presidential election. The nation’s swing to the right settled the fate of ANILCA. The House in its lame-duck session accepted the Senate version of the bill, so Carter could sign the finished product before he left office.

The new law protected 104 million acres of Alaska in various conservation categories — nearly a third of the state.

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In the years to come, the law’s evolving set of rules would continue to generate headlines in Alaska over cultural touchstones — everything from the fishwheel of Katie John to the bulldozer of Papa Pilgrim.

Even so, the overarching bitterness of the 1970s appears to have faded among the general public. For one thing, few of Alaska’s current residents have personal memories of the fight. The state Department of Labor recently ran a check to see how many current Permanent Fund dividend applicants also applied as adults in 1982, the first year of the dividend program. The answer: less than 12%.

Moreover, a booming tourism industry has transformed Alaska, with 2.5 million visitors spending nearly $3 billion here in 2019, the last pre-pandemic year, according to the Alaska Travel Industry Association.

The town of Seward was the first to execute a political turnaround, quickly warming to the draw of their new neighbor, Kenai Fjords National Park. By 1990, the summer sugar-high of tourist dollars had so transformed the town that the newly arrived chamber of commerce director, asked why Seward old-timers once opposed the national park, guessed that the naysayers must have been “people who have the habit of being opposed to development of all kinds” — unwittingly reversing Don Young’s old complaint about posy-sniffing environmentalists.

“Tourists now bring in more wealth to the state than fishing or timber,” Carter said in 2000, when he visited Anchorage for ANILCA’s 20-year commemoration. But he cautioned against over-tourism: The visitors weren’t coming here to see the backs of the necks of other tourists filing off cruise ships. “They come to find a different form of human pleasure and enjoyment — solitude, beauty, and sights that are not available to a Georgian or to a person from New Mexico or Maine or Ohio or Texas.”

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On that same visit, Carter made a pitch for protecting the coastal plain of the Arctic National Wildlife Refuge from oil development. It was the biggest piece of unfinished ANILCA business, and still politically hot. The pitch prompted Gov. Tony Knowles, a fellow Democrat, to snub the former president during that visit.

The ANWR coastal plain was finally pried open to oil leasing during the Trump administration. But the long-ballyhooed oil rush has failed to materialize so far, in the face of continued opposition and rising global concerns over burning and tapping new sources of fossil fuels.

Even the dual federal-state management of subsistence fish and game, once deemed impossible and unsustainable, has endured despite decades of lawsuits and political initiatives.

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To be sure, some conflicts around Carter’s legislative legacy remain. The state, for example, has pushed to extend its predator control programs into the national preserves created by ANILCA.

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A particularly hard knot to untie has been the proposed road through Izembek National Wildlife Refuge. Conservationists argue that the isthmus of land between the isolated communities of King Cove and Cold Bay was set aside as wilderness under ANILCA, and that no president can trade it away for a road corridor.

In 2022, when a federal court temporarily upheld a Trump-era land swap to allow the road, Carter himself took the extraordinary step — as a 97-year-old ex-president — of jumping into the appeal, filing an amicus brief on his own behalf.

“My name is Jimmy Carter,” he wrote to the appeals court. “In my lifetime, I have been a farmer, a naval officer, a Sunday school teacher, an outdoorsman, a democracy activist, a builder, governor of Georgia and recipient of the Nobel Peace Prize. And from 1977 to 1981, I had the privilege of serving as the 39th president of the United States.”

Carter argued that the bill he signed into law struck a final balance between conservation and development. Congress did not intend for future administrations to re-balance those concerns according to their own changing priorities. There is no “get out of ANILCA free” pass, he said.

The case was dismissed when the Biden administration dropped the old road plan, leaving the legal question unresolved. Discussions over the road continue.

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Most of Carter’s trips back to Alaska after his presidency were not political. One time he traveled with his wife, Rosalynn, to stand in the midst of a vast caribou herd on the Arctic coastal plain. He especially relished a 1985 trip with his 9-year-old grandson. They spent a week in the Iliamna Lake region at a fishing lodge.

In the Alaska chapter of “An Outdoor Journal,” the former president recalled campfire conversations on that trip with Alaskans worried about changes to their way of life. He also devoted a dozen paragraphs to the hooking, chasing and landing of a 12-pound rainbow on a tiny #10 yellow stonefly nymph.

The book ends with a return to Carter’s family cabin and a description of the cycles of nature in the mountains of north Georgia. In the face of his own mortality, Carter wrote, he found reassurance there in “God’s miraculous creation” and the words of Ecclesiastes:

“A generation goes and a generation comes, But the earth remains forever.”

Former Anchorage Daily News reporter Tom Kizzia is the author of “Cold Mountain Path,” “Pilgrim’s Wilderness” and “The Wake of the Unseen Object.”

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• • •

Read more:

Jimmy Carter, the 39th US president, has died at 100

11 facts about Jimmy Carter that may surprise you

Jimmy Carter: Many evolutions for a centenarian ‘citizen of the world’

Jimmy Carter, a man of implacable faith, lived his values

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His work after the White House made Jimmy Carter a standout





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Opinion: You get what you pay for — and Alaska is paying too little

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Opinion: You get what you pay for — and Alaska is paying too little


A protester holds a sign before the start of a rally held in support of the Alaska university system on Wednesday, Feb. 13, 2019, in Juneau, Alaska. (AP Photo/Becky Bohrer)

Most Alaskans, perhaps even most Americans, have a knee-jerk reaction to taxes. They affect citizens in a sensitive area — their pocketbook. Perhaps a little analysis and thought could change this normal negative reaction.

It is clear, even to the stingiest among us, that Anchorage and Alaska need more income. Our severely underfunded public schools, decreasing population — called “outmigration” these days — underfunded police force, deteriorating streets and highways, underfunded city and state park budgets, and on and on, are not going to fix themselves. We have to pay for it.

Public schools are the best example. Do you want your first grader in a classroom with 25-plus students or your intermediate composition student in a class with 35-plus students? What if the teacher needs four to five paragraphs per week per student from two such classes? Who suffers? The teacher and 70 students. It’s not rocket science — if you minimize taxes, you minimize services.

I was an English teacher in Anchorage and had students coming into my classroom at lunch for help. Why? They were ambitious. Far more students who wanted and needed help were too shy, too busy or less motivated. With smaller class sizes, those students would have gotten the help in class.

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Some Alaskans resent paying taxes that help other people’s children. They often say, “But I don’t have any kids in school!” The same attitude is heard when folks say, “The streets in our neighborhood are fine.” Taxes are not designed to help specific taxpayers; they are, or should be, designed to help the entire community. And we are a community.

As well, lots of people get real excited by sales taxes, especially those who have enough income to buy lots of stuff. They argue that, on balance, sales taxes are unfair — they are regressive. That means that individuals with less income pay a higher percent of their income than individuals with a higher income, and this is true. It is minimized by exempting some expenses — medical care, groceries and the like.

A recent opinion piece published in the Anchorage Daily News explained the disadvantages of a regressive tax. In doing so, the author made an excellent argument for using a different kind of tax.

The solution is to use an income tax. With an income tax, the regulations of the tax can prevent it from being regressive by requiring higher tax rates as individual incomes increase. Alaska is one of only eight or nine states with no state income tax. For those folks all worked up about regressive sales taxes, this is the solution.

Any tax that most folks will accept depends on people seeing themselves as part of the same community. That’s not always obvious these days — but it doesn’t change the bottom line: We still have to pay our way.

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Tom Nelson has lived in Anchorage more than 50 years. He is a retired school teacher, cross country ski coach, track coach, commercial fisherman and wilderness guide.

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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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Maintenance delays Alaska Air Cargo operations, Christmas packages – KNOM Radio Mission

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Maintenance delays Alaska Air Cargo operations, Christmas packages – KNOM Radio Mission


Christmas presents may be arriving later than expected for many rural communities in Alaska. That’s after Alaska Air Cargo, Alaska Airlines’ cargo-specific carrier, placed an embargo on freight shipments to and from several hubs across the state. According to Alaska Airlines, the embargo began on Dec. 16 and will end on Dec. 21. 

The embargo excludes Alaska Air Cargo’s GoldStreak shipping service, designed for smaller packages and parcels, as well as live animals. 

Alaska Airlines spokesperson, Tim Thompson, cited “unexpected freighter maintenance and severe weather impacting operations” as causes for the embargo. 

“This embargo enables us to prioritize moving existing freight already at Alaska Air Cargo facilities to these communities,” Thompson said in an email to KNOM. “Restrictions will be lifted once the current backlog has been cleared.”

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Other carriers like Northern Air Cargo have rushed to fill the gap with the Christmas holiday just a week away. The Anchorage-based company’s Vice President of Cargo Operations, Gideon Garcia, said he’s noticed an uptick in package volume. 

“It’s our peak season and we’re all very busy in the air cargo industry,” Garcia said. “We are serving our customers with daily flights to our scheduled locations across the state and trying to ensure the best possible holiday season for all of our customers.”

An Alaska Air Cargo freighter arrives in Nome, Dec. 18, 2025. It was the daily-scheduled flight’s first arrival in Nome in a week after maintenance issues plagued the Alaska Air Cargo fleet. Ben Townsend photo.

Garcia said the holiday season is a tough time for all cargo carriers, but especially those flying in Alaska. 

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“We operate in places that many air carriers in other parts of the country just sort of shake their head at in disbelief. But to us, it’s our everyday activity,” Garcia said. “The challenges we face with windstorms, with cold weather, make it operationally challenging.”

Mike Jones is an economist at the University of Alaska Anchorage. He said a recent raft of poor weather across the state only compounded problems for Alaska Air Cargo. 

“I think we’ve seen significantly worse weather at this time of year, that is at one of the most poorly timed points in the season,” Jones said. 

Jones said Alaska Air Cargo is likely prioritizing goods shipped through the U.S. Postal Service’s Alaska-specific Bypass Mail program during the embargo period. That includes palletized goods destined for grocery store shelves, but not holiday gifts purchased online at vendors like Amazon. 

“When a major carrier puts an embargo like this it clearly signals that they’re having an extraordinarily difficult time clearing what is already there, and they’re trying to prioritize moving that before they take on anything new,” Jones said. 

According to the U.S. Bureau of Transportation Statistics, Alaska Airlines was responsible for 38% of freight shipped to Nome in December 2024. 

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Alaska Air Cargo’s daily scheduled flight, AS7011, between Anchorage and Nome has only been flown four times in the month of December, according to flight data from FlightRadar24. An Alaska Air Cargo 737-800 freighter landed in Nome Thursday at 11:53 a.m., its first arrival in one week. Friday’s scheduled flight has been cancelled. 



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Alaska Airlines adding new daily flight between Bellingham, Portland | Cascadia Daily News

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Alaska Airlines adding new daily flight between Bellingham, Portland | Cascadia Daily News


Alaska Airlines is adding a daily flight between Bellingham International Airport and Portland International Airport starting next spring, the airline announced Dec. 18.

The flights will begin March 18, 2026 and will be offered during the year on the E175 jets. The announcement is part of a slew of expanded routes Alaska will begin offering in the new year across the Pacific Northwest, Wyoming and Boston.

“Anchorage and Portland are essential airports to our guests and us in our growing global network,” Kristen Amrine, vice president of revenue management and network planning for Alaska, said in the announcement. “Portland is not only a great city to visit, but we also offer convenient nonstop connections for those continuing their travel across our wide network.”

The Portland route is the first time in years the Bellingham airport has offered a flight outside of Seattle or its typical routes in California, Nevada and Arizona. In the last 10 years, Alaska and Allegiant Air ceased non-stop flights to Portland, Hawaii and Las Vegas.

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Matthew Rodriguez, the aviation director for the Port of Bellingham, said Thursday his team is excited for the expanded route. The route will also allow Alaska to start data gathering to see if there’s market demand for more direct flights out of Bellingham.

The airline will be able to examine how many people from Bellingham are flying into Portland and then connecting to other flights, including popular destinations like Hawaii and San Diego.

“It’s going to help our community justify a direct flight, which, in my opinion, we have a data that already supports the direct flights, and we already had an incumbent carrier doing those direct flights,” he said. “So I don’t think it’s going to take very much additional data for Alaska to acknowledge that.”

Guests can already start booking the hour-long flight to Oregon on the Alaska Air website or app.

Intrepid airport enthusiasts have also noted Alaska is phasing out one of its nonstop flights between Bellingham and Seattle in early January.

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In a statement, Alaska said the “flight adjustments are about putting more connecting flights from Bellingham through Portland to decrease some of the strain in Seattle.”

The phase-out allows for the Portland route to be brought online in time for spring travel.

Alaska is also adding a daily year-round flight between Paine Field in Everett and Portland in June.

This story was updated at 11:53 a.m. with additional comments from the Port of Bellingham.

Annie Todd is CDN’s criminal justice/enterprise reporter; reach her at annietodd@cascadiadaily.com; 360-922-3090 ext. 130.

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