Alaska
Opinion: Big-game guiding bill in the Alaska Legislature had problems last year — and has problems now
In the 2024 Alaska legislative session, there were companion bills in the Senate and House to create a big game guide concession pilot program on state lands that would have a startup cost of half a million dollars. The organization I represent — Resident Hunters of Alaska — opposed the bills, for reasons I’ll explain later.
The ostensible rationale of these bills was that there were no limits on the number of hunting guides who could operate on state lands, and this was causing all kinds of problems — from conflicts in the field to overharvests of our wildlife. Exclusive guide concessions in certain areas, limiting the number of guides who could operate there, would fix the problems.
The Senate version of the guide concession program bill (Senate Bill 253) was heard in the Senate Resources Committee last session but never moved out of committee. The House version (House Bill 396) was heard in House Resources and passed out of that committee and was awaiting a hearing in House Finance. It was clear that House Finance, with our continuing budget crisis, was not going to pass the bill with a $500,000 fiscal note. It was never heard in House Finance.
In the final hours of the 2024 session, the language of HB 396 – along with other bills that had not passed – was inserted into another bill by Sen. Scott Kawasaki (SB 189) to extend the Alaska Commission on Aging. Legislators well understood that attaching all these other bills to Sen. Kawasaki’s bill to extend the Alaska Commission on Aging did not comply with the “single subject” rule, which was specifically written to prevent these kinds of shenanigans.
Sen. Kawasaki knew, too, that his bill—with all the other legislation now contained in it—didn’t comply with the single subject rule, but he wanted his bill to pass and voted for it, along with most legislators. So, SB 189 to extend the Commission on Aging, along with the guide concession program bill and others, passed the legislature and was sent to the Governor for his signature. You can read the final bill here.
SB 189 was not signed by the governor because he was advised that the way it passed wasn’t legal. However, everything within the final bill — including a guide concession pilot program — did become law, though the guide concession program wasn’t funded.
Subsequently, former Rep. David Eastman sued the legislature over the single subject rule violation. The case is currently awaiting judgment.
Fast forward to the current 2025 legislative session. Legislators were told that to resolve the Eastman lawsuit, everything within SB 189 that violated the single subject rule — including the guide concession program — had to be re-submitted exactly as written the previous session and pass this session.
The current guide concession program bill is Senate Bill 97, sponsored by the Senate Resources Committee. We again recommended some amendments to the bill. If this was going to pass, at least make it so the state was paid back by the guide industry, along with some other fixes to the bill. Some of those amendments were offered in the Senate Resources Committee and had majority support, but the legislative attorney told the committee that any amendments to the bill would not moot the Eastman challenge. The bill needed to pass exactly as written, including with any appropriations.
So, the bill wasn’t amended and SB 97 passed out of Senate Resources and will now go to Senate Finance, where members of that committee won’t question the half-million-dollar fiscal note as they would have under normal circumstances. They will vote to spend money we don’t have, pass the bill, and move it out of committee because they’ve been told that’s the only way to stifle the Eastman lawsuit. The final bill will pass both houses for the same reason.
The situation we are in now is one in which legislators knowingly violated the law the previous session, were called on it by a former legislator they don’t particularly like, and now, in order to fix their mistake, are going to double down on it so that former legislator doesn’t make them look bad. That isn’t the way bills are supposed to become law. You aren’t supposed to violate the law and then fix the mistake by doing an end-run around the process.
The main reason we oppose a guide concession program is that the problem was never “too many guides.” The problem is too many nonresident hunters who are required to hire a guide being given unlimited hunting opportunity by the Board of Game! Limit the number of nonresident sheep hunters, for example, that take 60-90% of the sheep harvested in some areas, and you thereby limit the number of guides they are required to hire. But the Board of Game refuses to limit nonresident sheep hunters, saying they only support a costly guide concession program as a solution.
The Big Game Commercial Services Board is the body that regulates the guide industry and has been saying for nearly twenty years that there are too many guides. They have the duty and authority to limit guides, yet have done nothing to check their own. They also only support a guide concession program as a fix.
Read our letter of opposition to a guide concession program here.
Either board could fix the known problems without such a high cost to the state. The reason they have refused to do so for so long is because a guide concession program is the guide industry’s preferred solution. Unlike other states, in Alaska we don’t look at things from the point of view of what’s best for resident hunters and our wildlife; we look at it from the point of view of what’s best for the guide industry.
Mark Richards is the executive director of Resident Hunters of Alaska.
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Alaska
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.”
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.
“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.
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.
Alaska
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.
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.
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.
Alaska
Alaska is reporting 18 in-custody deaths so far this year, tying a grim record
The Department of Corrections this week reported the 18th death of an inmate this year, tying the record for the highest number of annual in-custody deaths in at least the past decade.
Kane William Huff, who had been imprisoned at Goose Creek Correctional Center near Wasilla, died Dec. 11, according to a DOC statement. Huff, 46, was serving a sentence for a 2018 conviction on two counts of sexual abuse of a minor, according to online court records. DOC officials said he had been in custody since 2015.
Huff was found unresponsive in the prison’s infirmary, where he had been housed, said Department of Public Safety spokesman Austin McDaniel. Alaska State Troopers, who handle in-custody death investigations, have closed their investigation and are awaiting autopsy results from the State Medical Examiner Office, McDaniel said. Troopers don’t believe Huff died by suicide or that foul play was involved, he said.
The last time as many people died in state custody was in 2022, when a record seven inmates also died by suicide, according to a department snapshot of deaths since 2015.
The Department of Corrections began consistently keeping inmate death statistics in 2001, said spokesperson Betsy Holley. The department also posts data showing in-custody deaths since 2015. That year, 15 people died while in DOC custody.
The state’s official count for 2025 doesn’t include the death of 36-year-old William Farmer, who died in a hospital in January after he was severely beaten by his cellmate at the Anchorage Correctional Complex the month before.
An upward trend of in-custody deaths in the past several years has alarmed some prisoner rights advocates and prompted state lawmakers to ask Department of Corrections officials to address the deaths in multiple hearings this year. The department has also found itself under fire for inmate suicides.
This year, at least four inmates have died of natural or expected causes, such as disease or a medical event, while at least five have died by suicide, according to information provided by Alaska State Troopers.
Officials have also said that a Spring Creek Correctional Center prisoner died of an overdose in April.
Another inmate, 53-year-old Jeffrey Foreman, died in July after being restrained by guards after an altercation with his cellmate at the Anchorage Correctional Complex.
[Correction: An earlier version of this story incorrectly described the year the Department of Corrections started consistently keeping inmate death statistics. It was 2001, not 2015.]
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