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State of Alaska issues regulations for carbon offsets program

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State of Alaska issues regulations for carbon offsets program


JUNEAU — The Dunleavy administration has finalized regulations to start selling carbon offset credits on state land.

The Legislature approved Senate Bill 48 in May last year to allow the state to establish a carbon offset program. New state regulations are set to go into effect July 19. In Haines, a yearlong public process has started to amend the state forest management plan to allow for carbon offsets.

Trevor Fulton, the state’s carbon offset program manager, said it would likely take another 18 months to two years for the state to start selling carbon credits.

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“We’re still relatively early in that process,” he said at a public meeting in Haines in May.

That process has already been more than a year in the making.

During his annual address to the Legislature last January, Gov. Mike Dunleavy unveiled plans to monetize carbon in Alaska. SB 48 created a framework to establish carbon offsets on state land. The other Dunleavy bill, approved by legislators in May, allows the state to establish a regulatory framework for storage of carbon dioxide deep underground.

Dunleavy said last year that a carbon management system could generate billions of dollars per year in new state revenue. But at first, revenue expectations from carbon credits are much more modest.

The state is looking at three areas to start selling carbon offsets: Haines State Forest, Tanana Valley State Forest and state forested land in the Matanuska-Susitna region. All three pilot projects are expected to be around 75,000 acres to 100,000 acres each. Anew, an outside consultant, estimated in 2022 that the state could bring in $8 million per year from the three areas, in the first decade.

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“We hope to see that grow as projects develop across the landscape, and as we tap further into Alaska’s potential for carbon offsetting,” Fulton said.

By law, 80% of revenue generated from carbon credits would go to the state’s general fund, which could be appropriated for any purpose. The other 20% would be directed to the state’s renewable energy grant fund for clean energy projects.

Carbon offsets in Alaska could see the state receive compensation for protecting forests, kelp farms or even selling millions of acres of beetle-killed wood for biochar, a carbon-rich material that has applications in agriculture.

[Environmentalists urge US to plan ‘phasedown’ of trans-Alaska pipeline amid climate concerns]

In an interview, Fulton said the state is looking to participate in carbon offsets in two ways: By developing its own offset program, and then by establishing a leasing program for carbon management projects to third parties. Fulton said state law likely prevents leasing management of Alaska’s timber resources. That means third-party leasing would likely be limited to projects such as biochar and kelp farms, he said.

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Alaska is set to participate in the $2 billion global voluntary carbon market, which allows corporations such as airlines to purchase carbon credits to offset their emissions. The much larger $800 billion compliance market that California participates in with its cap-and-trade program mandates that corporations reduce their emissions to certain levels, including with carbon offsets.

Each carbon offset equates to one metric ton of carbon avoided or removed from the atmosphere. Fulton said that would be the equivalent of the amount of carbon produced by an average round-trip drive from Anchorage to Seattle.

Climate vs. logging

The revenue implications of carbon credits are uncertain for Alaska — and so are the environmental benefits. A growing number of studies have questioned how emission reductions from offsets are measured and whether they are effective at all.

In response to concerns about the unregulated voluntary carbon market, the Biden administration in May released a set of principles to define high-integrity carbon offsets that have a measurable impact in reducing emissions.

Legislative debates about monetizing carbon storage in Alaska have focused more on the potential for revenue and industry investment than environmental benefits. But proving those environmental benefits could be key.

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[Previously: Alaska’s carbon storage bill, once a revenue measure, is now seen as boon for oil and coal]

Dominick DellaSala, chief scientist with Wild Heritage, a California-based forest conservation group, said the state would need to show how its offset program would reduce emissions and have that verified. Using the example of logging, DellaSala said the state could pledge not to log old-growth trees and instead use them as a carbon sink.

“That difference between what they would have released from logging versus what they are protecting is the carbon offset,” he said.

The Alaska Department of Natural Resources said the state would show the environmental benefits from its offsets program with improved “forest management projects” to increase “carbon stocks year-over-year.” A spokesperson said those projects could include planting trees and thinning tree stands to reduce crowding — among other practices.

Sealaska Corp., a Southeast Alaska Native corporation, agreed several years ago to participate in California’s cap-and-trade program and protect thousands of acres of old-growth forest for 100 years. The deal was worth a reported $100 million between 2015 and 2020.

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DellaSala said that “legitimate” carbon offsets in Southeast Alaska would come from protecting old growth forests for decades. He said the state’s regulations and other forest management practices appear “vague,” and run the risk of “greenwashing.”

In May, state officials held a public meeting to start discussions about allowing carbon offsets in Haines State Forest. The 260,000-acre forest managed by the state has some of “highest per-acre carbon levels” studied by Anew.

Jessica Plachta, executive director of Lynn Canal Conservation, welcomed the state’s interest in carbon offsets. She said that much of the timber in the area is of low value due to timber defects. Carbon offsets would be a significant improvement in forest management practices from large, old-growth timber sales, she said.

“These forests support superlative salmon-spawning and rearing habitats, host the world’s largest gathering of bald eagles, and underpin local subsistence and the commercial fishing and tourism industries, which are the bedrock of the local economy,” she said by email.

SB 48 says that state forests used for a carbon offset program “must remain open to the public” for hunting, fishing and other recreation opportunities. The Dunleavy administration has also said that carbon offsets can coexist with resource extraction industries such as logging.

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But there could be a balancing act. The trees with the greatest potential to capture carbon emissions are typically the most attractive to the timber industry.

State forester Greg Palmieri said in May that the five-year schedule of timber sales in Haines would be paused as the forest management plan is discussed. Once that process is completed, state officials should have a better idea how to apply carbon offsets in Haines.

“Every acre of the forest that’s available for timber sales is going to be available for carbon offset programs, Palmieri said, adding that “the intention is to create the highest value for the state in the resources that they own on these lands that we manage.”

State officials say they’ve heard some concerns from the timber industry, but they stressed several factors to help allay fears. State forests being considered for carbon offsets are below their allowable cut, which refers to the amount of wood that can be sustainably harvested; there are no specific projects being actively considered; and public engagement would be robust as the offsets programs are developed, they said.

“Enrollment in an improved forest management project doesn’t take timber harvest off the table, it just takes the most aggressive timber harvest scenario off the table,” a spokesperson for the Department of Natural Resources said.

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Bryce Dahlstrom, president of the Alaska Forest Association, said the timber industry’s trade group would have no comment about carbon offsetting until state projects are ready to be presented.

For Southeast Conference, a regional economic development organization, there is interest in the potential benefits of carbon offsets. Robert Venables, Southeast Conference’s executive director, said he is looking to develop a mariculture program to see how much carbon can be sequestered in kelp and seaweed.

One challenge for the state, and other actors, is to marry up the science with the potential economic benefits of carbon offsets, he said.

“I think there is a lot of potential, both on the mariculture side as well as in the forests,” he said. “That will take a new approach on both fronts.”





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Alaska

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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