Alaska Gov. Mike Dunleavy speaks during a news conference on Friday, March 15, 2024. (Photo by James Brooks/Alaska Beacon)
NOTN- Governor Mike Dunleavy on Thursday released his proposed Fiscal Year 2027 budget, a plan that would rely heavily on state savings to cover a substantial revenue gap.
The Office of Management and Budget projects the state will receive $15.3 billion in total revenue for the fiscal year beginning July 1, 2026, including $6.2 billion in unrestricted general funds available for lawmakers to appropriate, according to the statement release by Governor Dunleavy.
With declining revenue forecasts and rising costs attributed to inflation, Dunleavy’s proposal calls for withdrawing $1.5 billion from the Constitutional Budget Reserve, Alaska’s primary savings account, which currently holds about $3 billion.
Dunleavy said he plans to introduce a fiscal plan next session aimed at stabilizing state finances without raising taxes. He said the proposal will focus on expanding the private sector, controlling government growth and broadening the state’s economic base beyond oil.
Key elements of the governor’s FY 2027 budget include full statutory funding for K–12 public education, a full statutory Permanent Fund dividend of $3,650 per person and continued investment in public safety.
In an interview with KINY earlier this morning Juneau Senator Jessie Kiehl said, “The expectation is that it will be a budget that grapples with low oil prices. They’re closing below $64 a barrel, and that’s that’s really rough on the Treasury, and costs are going up for state services, just like they’re going up for Alaska. The governor has said that he’s submitting a fiscal plan, and that will be a very welcome change of pace, and if he is serious about that, it will give us a huge amount of work to do in this coming session, if we can get the state’s finances stabilized, not fat and happy, just stable, so we’re off the roller coaster. Alaska is poised for great things.”
Pet food and supplies donations, Photo courtesy of Grateful Dogs of Juneau
Organizers of Juneau’s 16th annual Holiday Pet Food Drive say community support is more critical than ever for families struggling to afford pet food and supplies.
The drive, organized by Grateful Dogs of Juneau, began December 8, and runs through December 14, with donation boxes at Petco, Juneau Animal Rescue, and the main lobby of Bartlett Regional Hospital.
According to Pam Nelson of Grateful Dogs of Juneau, the organization distributes roughly 1,000 pounds of pet food to community food pantries every month.
“We’ve seen the need rise every month this year to the point that even in spring, our first spring pet food drive, we actually ran out of food.” She said, “This year has been an especially hard year for people.”
Pam said rising heating and utility costs leave many families forced to choose between paying bills and feeding their pets.
“If you have to choose between getting your heating oil, paying your electric bill, which is going to go up higher because it’s so cold, we can help offset having to make the choice between whether you can buy pet food.” Said Nelson.
Larger bags are broken down into smaller four- to five-pound portions to serve more families. A single 40-pound bag of dog food can help as many as 10 households, Pam said.
“I love Juneau.” She said, “I’ve lived here for almost 30 years, and just the amount that come out for their community members is just awesome.”
Donation bins will remain available at Petco and Juneau Animal Rescue during business hours, and at the Bartlett hospital lobby from 6 a.m. to 6 p.m. through Sunday. Grateful Dogs accepts donations year-round and will arrange pickup for those unable to deliver items.
Gulls hunting seeking scraps of fish swarm the docked fishing vessel Gold Rush, which harvests pollock and other groundfish, and Trident Seafood’s Kodiak plant on Oct. 3, 2022. The North Pacific Fishery Management Council set 2026 Bering Sea and Gulf of Alaska ccatch limits for pollock and other groundfish species, but the prolonged federal government shutdown interrupted the flow of information that would normally be used to set those harvests. (Photo by Yereth Rosen/Alaska Beacon)
Lacking the usual amount of data to guide them, federal fishery managers relied on last year’s reports to set the coming year’s harvests for the nation’s top-volume commercial fish species: Alaska pollock.
The North Pacific Fishery Management Council, the panel that sets harvest levels and other rules for fisheries conducted in federal waters off Alaska, voted on Sunday to keep 2026 pollock catch limits in the Bering Sea at about the same level as this year’s limits while paring back the pollock catch limit for the Gulf of Alaska.
Pollock, one of key species in the North Pacific Ocean, is widely sold as fish patties and fillets, fish sticks, imitation crab meat and other products.
The council, which sets the coming year’s groundfish harvest limits each December, typically bases those decisions on detailed annual Stock Assessment and Fishery Evaluation reports, known as SAFE reports. But this year, the prolonged federal government shutdown prevented National Oceanic and Atmospheric Administration scientists and their partners from completing SAFE reports for the Bering Sea and Gulf of Alaska.
Instead, the council used the 2024 SAFE reports, supplemented with some newer data about harvests completed this year and some preliminary information about ecosystem conditions. The newer information did not reveal any conservation concerns that would justify harvest reductions, the council determined.
Information that goes into SAFE documents comes from ocean surveys and analysis done by NOAA’s Alaska Fisheries Science Center, with cooperation from research partners. Like all years’ SAFE reports, the 2024 documents for the Bering Sea and Gulf of Alaska featured two-year projections, extending through 2026.
Bob Foy, the center’s director, said that while all of this year’s planned ocean surveys were completed, despite numerous challenges, information from them had not been fully reviewed or vetted.
However, last year’s reports are solid, Foy said.
“Those stock assessments are incredibly robust,” he told the council on Thursday. “What we put together last December was based on decades of information, decades of decisions, piles of information on biology, surveys and whatnot.”
Counting all species of groundfish, a category that includes Pacific cod, sablefish, arrowtooth flounder and mackerel as well as pollock, the council set the total Bering Sea and Aleutian harvest limit at 2 million metric tons, unchanged from the 2025 limit.
The council set the Gulf of Alaska pollock harvest limit at 129,749 metric tons, considerably below the 2025 limit of 176,496 metric tons. The total Gulf of Alaska groundfish harvest limit was set at 464,336, compared to the 514,619 metric ton limit set for this year. Less than half of that 2025 limit has been harvested as of early November, according to council data.
Caitlin Yeager, representing owners of catcher-processor trawl vessels that harvest pollock, said the 2024 SAFE report held the “best scientific information available” to set 2026 harvests.
The North Pacific Fishery Management Council’s December meeting, held at the William A. Egan Civic and Convention Center in Anchorage, is seen underway on Dec. 6, 2025. (Photo by Yereth Rosen/Alaska Beacon)
Yeager, vice president for policy and engagement for the Seattle-based At-sea Processors Association, told the council that its plans for the 2026 pollock harvest were responsible.
“Maintaining these specifications ensures not only continuity but also legal defensibility and avoids the risk of a regulatory lapse that would otherwise halt our fishery operations” next spring, she said in testimony to the council on Saturday.
Some industry representatives, citing positive indicators turned up by scientists’ surveys this year, argued for an increase in the allowable catch of Gulf of Alaska Pacific cod. The council did not take that step, but members agreed to revisit cod catch limits in the next few months if Alaska Fisheries Science Center scientists are able to provide enough information to warrant an adjustment.
While fishing industry representatives welcomed the council’s decisions, some environmental and community advocates expressed concern.
Some testifying to the council or submitting written comments argued that catch limits for pollock and other groundfish should be reduced, citing information gaps and the ongoing and controversial incidental catches of river-bound salmon. Those accidental catches are called bycatch.
Megan Williams, fisheries scientist with Ocean Conservancy, was among those urging caution. She noted that this year, the annual ecosystem reports were not completed. That “represents another key data gap in 2026,” she said.
Abbreviated reports available in October contained some “red flags” that justified a more cautious approach to harvest limits, she said. “Data from 2024 and 2025 indicated a return to warm conditions with marine heatwaves occurring in all regions at given points, and reduced sea ice and cold-pool extent in the Bering Sea,” she said. The cold pool is an area of chilled deepwater that usually lingers in the Bering Sea in the summer, separating fish populations in the southern part of the sea from those in the north.
Francis Thompson, president of the Algaaciq Native Village in the Yukon River village of St. Marys, said the council was jumping too far ahead with its projections, not only for the coming year but for the year after that, given lack of information about salmon and other issues.
“It amazes me that you guys are already projecting 2026 and 2027 for allowable harvest of pollock,” he said in testimony on Saturday.
It is not fair that industrial fishing operators in the Bering Sea are allowed to continue their harvests at steady levels, he said, while subsistence users on the Yukon and elsewhere in Western Alaska have been forced to stop fishing because of low runs. The subsistence fishers account for only about 1 percent of the salmon catch, at most, but are bearing all the conservation burden, he said.
“We’re not going to be fishing for a while. And many of the folks in our area, the 1 percent that have put aside their fishing to save the resource for the escapement, are tired,” he said.
Escapement is the term used to describe salmon that reach their freshwater spawning grounds, allowing them to reproduce.
The council did not take action on salmon bycatch. Limits on Chinook bycatch already exist for the pollock fleet, and action on a chum salmon bycatch limit is scheduled to be taken at the council’s next meeting, to be held in February.
Council member Anne Vanderhoeven, during Sunday’s deliberations, said there is not yet any justification to reduce pollock harvests to conserve depressed runs of salmon in Western Alaska.
“The impacts of the salmon crisis are truly devastating to subsistence users and Alaska Native culture,” she said. “But the best scientific information available does not support the assertion that relatively small adjustments to the pollock (total allowable catch) will measurably or significantly increase salmon escapement to Western Alaska rivers.”
Karmen Monigold, a member of Protect the Kobuk, a Northwest Arctic advocacy group opposed to the Ambler Access Road, poses for a portrait in Kotzebue, Alaska, Saturday, Oct. 4, 2025. (AP Photo/Annika Hammerschlag)
AP- Ice blocks drift past Tristen Pattee’s boat as he scans the banks of Northwest Alaska’s Kobuk River for caribou. His great uncle Ernest steadies a rifle on his lap. It’s the last day of September, and by every measure of history and memory, thousands should have crossed by now. But the tundra is empty, save for the mountains looming on the horizon — the Gates of the Arctic National Park.
Days after Pattee’s unsuccessful hunt, the Trump administration approved construction of the Ambler Access Road — a 211-mile (340-kilometer) route designed to reach massive copper deposits that would cut through that wilderness, crossing 11 major rivers and thousands of streams where salmon spawn and caribou migrate. The approval, which is facing lawsuits though proponents believe construction could start next year, came as record rainfall in Northwest Alaska flooded villages and ripped through fish spawning habitat — the latest climate-driven blow to Indigenous communities already watching caribou and salmon numbers plummet.
As the co-owner of a wilderness guiding company in Ambler, Pattee’s livelihood depends on keeping this landscape intact. An Inupiaq hunter, his ability to feed his family and continue the subsistence traditions of his ancestors depends on healthy caribou and fish populations.
Yet he supports building the road.
“Everything takes money nowadays,” said Pattee, who serves on Northwest Arctic Subsistence Regional Advisory Council, a federal advisory group. Jobs in local villages are scarce, and with gasoline at $17.50 a gallon, the ability to power all-terrain vehicles and boats needed to hunt is out of reach for many. Pattee estimates a single caribou hunting trip from Ambler costs $400. Mining jobs, he believes, would offer a lifeline, and the minerals could slow the climate shifts that are threatening his subsistence way of life.
It’s the irony of climate change in Northwest Alaska: the minerals needed to power the green energy transition sit beneath some of the continent’s last pristine wilderness — a landscape already on the frontlines of the climate crisis, where temperatures are rising four times faster than the rest of the planet.
“I see the climate changing. I’ve been seeing it for years now. It’s scary,” said Pattee. “Losing our culture, our tradition, is very concerning. So let’s do anything we can to help mitigate it.”
The decline before the road
Over the last two decades, the Western Arctic Caribou Herd has plummeted from nearly half a million to some 164,000 — a 66% decline, according to the Alaska Department of Fish and Game. Of those that remain, fewer now cross the Kobuk River during fall migration, where Pattee and other Inupiaq hunters would historically gather in late summer to stockpile meat for winter. While caribou populations naturally fluctuate, scientists say the increasingly delayed cold and snow that triggers the migration south has caused caribou to remain in the Brooks Range, where they are difficult for hunters to access.
The day after Pattee’s unsuccessful hunt, the first snow fell. On Oct. 6 — far later than historical norms — caribou began trickling across the Kobuk. Then the rains came, bringing heavy, late-season downpours that scientists say are becoming more common in the warming Arctic and devastating for salmon. Intense rainfall can damage and dislodge eggs, while rising water temperatures reduce oxygen levels fish need to journey upstream.
One recent study found dozens of clear streams in the Brooks Range have turned orange with toxic levels of metals — changes researchers believe is the result of permafrost thaw — which may help explain recent drops in salmon numbers. Chinook and chum salmon in particular are experiencing “sustained and dramatic declines” with periodic population crashes, which has led to complete closures of some fisheries, according to NOAA Fisheries.
Experts worry about what this year’s record storms will mean for future runs.
“Elders who’ve lived here their entire lives have never seen environmental conditions like this and they’ve never seen fish conditions this poor,” said Alex Whiting, Environmental Program Director for the Native Village of Kotzebue.
Adding pressure to a buckling landscape
The Ambler Road would add its own pressures. Thousands of culverts and nearly 50 bridges would disrupt water flow and fish passages, and more than 100 trucks would traverse the road daily over the decades-long production period. Federal biologists warn the region’s rocks contain naturally occurring asbestos and that heavy traffic would kick up dust that would settle on thousands of waterways as well as the vegetation caribou depend on. The road would also fragment the habitat of the Western Arctic Caribou Herd, potentially hindering migration patterns. The Bureau of Land Management designated some 1.2 million acres of nearby salmon spawning and caribou calving habitat as “critical environmental concern.”
Then there’s the mine. Vast amounts of water would be drawn from rivers and lakes, while groundwater levels and permafrost would be permanently disrupted. The operation would generate enormous quantities of waste rock and require a tailings facility to store toxic slurry, risking spills that could send heavy metals into waterways.
Given the record-breaking rainfall the region has seen in recent years, residents downstream worry about breaches. In Kotzebue, a hub of 3,000 at the mouth of the Kobuk where flooding prompted an emergency declaration this fall, many fear contamination could harm drinking sources and traditional Inupiaq foods like fish and bearded seals, which are already threatened by disappearing sea ice.
Poop “rolls downhill — and that’s where Kotzebue’s at,” said Karmen Monigold, an Inupiaq member of Protect the Kobuk, a grassroots effort working to stop the road, and co-chair of the Kotzebue Sound Subsistence Advisory Council.
Monigold learned to live off the land as a child from her grandparents. Determined to share her connection to nature, she taught her four sons and their cousins to hunt and fish. She’s watched climate change erode the subsistence lifestyle she fought to preserve and fears the road would accelerate that loss.
Like many opponents, she doubts promises that the road would remain private and notes other Alaska roads, such as the Dalton Highway, opened to the public despite similar assurances. An influx of outside hunters and fishers, they fear, would further stress fish and caribou populations. Even Pattee’s support for the road hinges on it being closed.
“We lose so much every generation,” Monigold said. “But right now we still have enough of a culture for it to be worth fighting for.”
In an emailed statement, Kaleb Froehlich, Managing Director of Ambler Metals, the company behind the mining project, said the operation would use proven safety controls for permafrost and will treat all water from the mining process to strict standards. The company also tracks precipitation to size facilities for heavier rainfall and has a binding agreement with NANA, an Alaska Native corporation, to prioritize recruitment from nearby communities.
Ambler Metals declined to comment on concerns specific to the road, including naturally occurring asbestos, traffic impacts, public access and habitat fragmentation, noting the company is not the road developer, though it has contributed to pre-development costs and would be its primary user. The Alaska Industrial Development and Export Authority, the state-owned investment bank developing the road, did not respond to a request for comment.
The carbon footprint of decarbonizing
Critical minerals are becoming increasingly vital — growing demand for green energy technologies could scale production by nearly 500% by 2050, according to a 2020 World Bank report. The Arctic deposit would yield not just copper, but also zinc, lead, silver and gold. At an estimated 46.7 million tons of mineral reserves, it ranks among the largest undeveloped polymetallic deposits in North America.
But there’s no guarantee the minerals would fuel clean energy. President Donald Trump has spoken openly about his disdain for electric vehicles and wind power, and the majority of copper in the U.S. goes to construction projects, according to the Copper Development Association.
The Trump administration has framed the issue as one of national security and deemed reliance on “hostile foreign powers’ mineral production” an acute threat. In March, the White House issued an executive order instructing the Secretary of the Interior to prioritize mineral production and mining as the primary land use on all federal lands known to hold mineral deposits.
Yet even that argument doesn’t quite fit. While the U.S. is heavily reliant on China for some 20 different minerals, the Arctic deposit’s primary minerals — copper and zinc — are not among them, according to the 2025 USGS report. The U.S. sources 45% of its refined copper from Chile, Canada, Mexico and Peru, and 73% of its zinc from Canada and Mexico. The rest is mined domestically.
The real issue isn’t whether the minerals are needed — it’s who gets to decide, said Andrea Marston, an associate professor of geography at Rutgers University who studies mining and Indigenous rights in the Americas. Mining projects like Ambler are sometimes located on Indigenous lands, creating what she calls a false ethical dilemma: mine to save the climate, or protect the land and perpetuate warming. That framing, she argues, obscures other possibilities like investing in mass public transportation, recycling minerals that already exist and designing systems that consume less.
“You cannot justify steamrolling Indigenous lands with a kind of global story of climate change because that just ends up reiterating colonial plunder in a new way,” she said. “The starting point should be: it is their land to decide what to do with.”
A community divided
Ambler mayor Conrad Douglas recognizes the exorbitant cost of living in his village and the desperate need for jobs. But he also knows the Canadian and Australian mining companies that hold the rights to the Ambler deposits may source workers from elsewhere, and he fears what it would all do to the land.
His concerns are layered: fugitive dust, tailings runoff and a cruel cycle where increasingly heavy rains wipe out fish runs, forcing people to rely more on caribou just as the road threatens to further disrupt those herds. With gas prices already putting hunting out of reach for many families, the equation becomes impossible.
“I don’t really know how much the state of Alaska is willing to jeopardize our way of life, but the people do need jobs,” he said, dressed in a pro Ambler Road hoodie.
Douglas worked at Red Dog Mine in the early 1990s and has seen how it benefited neighboring villages with jobs and community support. But he worries the companies behind Ambler won’t take the same approach.
For Pattee, the jobs represent more than income — they would allow people to reconnect with their culture. Young Inupiaq hunters once took immense pride in providing for their families, he said.
“That was their proud moment. That was what they lived for,” he said. “Nowadays, without being able to afford hunting, a lot of that’s been taken away.”
As for impacts on fish and caribou, Pattee believes mining safeguards work. In addition to wilderness guiding, he works as an environmental technical supervisor at Red Dog Mine and has seen good practices firsthand.
Still, “there’s always a worry,” he said.
What would be left
Nick Jans, an author who moved to Ambler in 1979, has watched the landscape transform over 46 years. When he first arrived, permafrost banks held firm against the rivers and caribou poured through by the hundreds of thousands.
The road, he argued, would deliver the final blow to a landscape already stressed by climate change.
“This isn’t about my backyard — this is about your backyard. This is the world’s backyard,” he said, his voice catching. “We have to protect something that was this planet as it was before us. Otherwise, we’re gonna lose our way. And I would say we already have.”
The night after his unsuccessful hunt, Pattee and his family gathered around a table of bowhead whale, beluga, seal and moose — a rare meal all together as relatives had flown in from Anchorage. Like many in Ambler, Pattee’s family members have left over the years to find jobs. In a village this small, each departure is felt — the population has dwindled from 320 in 2010 to some 200 today.
“We’re losing our community. We’re literally losing it,” he said. “People want to be home but they just don’t have the opportunities to keep them there.”
The Cold Bay dock is seen in 2021 during a visit by the ferry Tustumena. (Photo by Sean Maguire/contributed image)
The Alaska Department of Transportation and Public Facilities is planning a new dock at Cold Bay, one of the most remote stops on the state ferry system’s route map.
More than 600 miles southwest of Anchorage, on the Alaska Peninsula, the town of just 56 people is the gateway to the Izembek National Wildlife Refuge and home to a 10,000-foot runway used as an emergency stop for trans-Pacific flights.
Cold Bay is a stop on the ferry route between Kodiak and Dutch Harbor, but the dock serves more than ferries — it connects the town with ships that supply groceries, water and almost everything else it needs.
State surveys have found that the existing dock “is nearing the end of its serviceable life and is at risk of failing.”
Most of the funding for the new dock is expected to come from the federal government; the Infrastructure Investment and Jobs Act passed by Congress during the Biden administration included $43.4 million for the dock, and the state will contribute another $8.7 million in matching funds.
The final cost of the dock may be higher than that; inflation has driven the cost of all construction projects higher than they were in 2023, when the federal government awarded a construction grant.
Under DOT’s timeline, the project will go out to bid in spring 2027, with construction beginning the following year, and projected to be completed in 2029.
The new dock is expected to be large enough to support the planned replacement for the ferry Tustumena.
One public meeting about the project has already taken place; a second is planned for Tuesday evening, Dec. 16, by Zoom.
Sen. Jesse Bjorkman, R-Nikiski, speaks Wednesday, April 23, 2025, on the floor of the Alaska Senate. (Photo by James Brooks/Alaska Beacon)
In a Friday hearing, members of the Alaska Senate spoke critically about a proposed new ferry terminal in Juneau, questioning why the project would be worth its multimillion-dollar cost.
Earlier this year, state legislators planned to divert $62 million from a variety of transportation projects in order to pay for the state share of federal transportation grants worth between $500 million and $600 million.
Lawmakers included the diversion in their budget for the year, but Dunleavy vetoed the maneuver, saying that the “funding is either still obligated in the original project or has been fully expended and is unavailable for reappropriation.”
That left legislators’ spending plan partially unfunded.
One of lawmakers’ biggest targets this past spring was DOT’s plan to build a new ferry terminal in Juneau, roughly 30 miles north of the existing terminal in Auke Bay, in Juneau at a place called Cascade Point, which would shorten ferry runs to Haines and Skagway.
Legislators sought to divert $37 million from an account intended to fund that new terminal, but Dunleavy vetoed the transfer and the Department of Transportation subsequently signed a $28.5 million contract for work on the terminal.
In October, the state’s ferry advisory board concluded that the project likely did not make economic sense.
“Do you agree with that study?” asked Sen. Jesse Bjorkman, R-Nikiski, during Friday’s hearing of the Senate Transportation Committee.
“Can you please make the case to the Alaska people why you think investing this money … in the Cascade Point project makes fiscal sense for Alaskans?”
Anderson responded that “as a public agency, we’re more than economics. In this case, there’s this idea of saving people time with a much shorter run, saving money, the cost of operating that ship, we’re saving fuel. It’s less carbon emissions. I mean, there’s a lot of good benefits to shorter ferry runs.”
Lawmakers don’t have the votes to override the governor’s vetoes, which means that when they reconvene in January, they’ll have to come up with a new way to fund construction work this summer.
According to documents presented to the committee on Friday, the Alaska Department of Transportation has “deferred” about 25 projects 1-3 years “to remain within available match.”
Without new money, “fewer projects will move to contract award, limiting construction activity.”
Ryan Anderson, commissioner of the Alaska Department of Transportation and Public Facilities, told the transportation committee that his agency is prioritizing “shovel ready” projects, those that are about to go to construction.
“As we go and prioritize projects through this year, we’ll continue that action, and we’ll be ready. That’s really how we’re looking at this program,” he said.
NOTN- Capital City Fire Rescue responded to its first ice-related emergency of the season after a person broke through thin ice on Mendenhall Lake on Tuesday, authorities said in a Facebook post.
The individual fell through the ice but was able to climb out without assistance and was treated for hypothermia, according to a CCFR statement.
The incident comes as Juneau is experiencing cold weather this week.
Officials say that ice conditions remain highly variable and unpredictable across the lake, particularly near the glacier, creek mouths and areas of moving water.
“People ask, ‘When is the lake safe?’ We will say never, as we respond all winter long for people that went through the ice,” CCFR wrote in their post.
The National Weather Service advises that ice thickness can vary dramatically over short distances on Mendenhall Lake and warns that early-season ice is especially unreliable. Even with freezing temperatures, officials expect cycles of thawing and refreezing through the winter.
The Alaska Governor’s Mansion is seen on Tuesday, Dec. 14, 2022 during the annual holiday open house. (Photo by James Brooks / Alaska Beacon)
Holiday music, decorations and thousands of cookies are ready at the Governor’s Residence for the annual Holiday Open House today, from 3:00 p.m. to 6:00 p.m.
Students from the Thunder Mountain Middle School Carolers, the Juneau Douglas High School Band, Faith Christian School, and Juneau Alaska Music Matters (JAMM) will perform holiday music, while Alaska’s 15 state commissioners will serve up hot apple cider to all visitors.
Cookies and other holiday treats will be provided 17,050 cookies, 35 pounds of toffee and 90 pounds of fudge and chocolate will be served in the dining room. This year’s Christmas tree was donated by the U.S. Forest Service and was harvested from the Tongass National Forest.
The first open house was held by Territorial Governor Walter Eli Clark and his family on New Year’s Day 1913. The annual tradition has been held every year since, apart from two years during World War II and in 2020 due to COVID-19. Individuals with special accessibility needs can contact Maxine Lucero at (907) 465-3500, to arrange entry from 2:15-2:30 p.m.
Wooden gavel with books in background, News of the North File
The state of Alaska has settled lawsuits against Juul and Altria, two nicotine vapor manufacturers, for a combined $7.8 million, the state Department of Law said on Friday.
The suits were part of a nationwide pattern: Alaska and other U.S. states had alleged that the companies deliberately targeted children with advertising, something that likely contributed to a surge in nicotine use among children and young adults.
Altria settled Alaska’s lawsuit for $2 million last year, and the state announced a $5.8 million consent judgment with Juul on Friday.
Under the settlements, neither Juul nor Altria must admit fault, but both must abide by marketing restrictions. One key point in the settlement: Juul can’t use cartoons to advertise its products.
“This case took five years and a great deal of work from our public health and consumer
protection teams, but it was worth it,” said Alaska Attorney General Stephen Cox, in a prepared statement.
“We now have strong court-enforceable limits on how these companies can operate in
Alaska, and we’ve obtained a per-capita recovery that ranks near the top nationally, with
those dollars going straight into prevention and consumer protection.”
Alaska was one of the last states in the country to settle with Juul, which has already paid more than $1 billion to states across the country.
Some states have since filed additional lawsuits against vape distributors, alleging that they contributed to a surge in nicotine vapor use among children and young adults.
Money from Alaska’s Juul settlement is to be paid over the next five years.
Under the financial terms of the consent judgment, half of the proceeds would be used to fund tobacco control and prevention programs, and the other half would go to the Department of Law’s consumer protection program.
Typically, the spending of money earned in financial judgments must be approved by the Alaska Legislature before becoming official.
“The use of vapes and other nicotine products among youth in Alaska remains a concern,” said Alaska Department of Health Commissioner Heidi Hedberg in a prepared statement. “This funding will help families and communities continue to access education, prevention, and cessation programs.”
NOTN- The Juneau Assembly spent its Saturday retreat examining an estimated $11 million budget shortfall, Mayor Beth Weldon said it will take one to two years to fully understand as the city assesses the effects of recent voter-approved ballot measures.
“This is just an estimate because it will take us a year or two to figure out exactly what the ramifications of the ballot measures are, good or bad.” Weldon Said.
According to Weldon, about $4.4 million of the projected deficit is considered one-time cost.
The Assembly directed the manager to split reductions between delaying capital projects, including a planned waterfront museum, and pushing back one year of planned street work funded through the 1% temporary sales tax.
The remaining $6.6 million is tied to recurring costs. Weldon noted that additional financial pressures remain, including school district funding questions and outstanding police and fire labor contracts.
“To give people an idea of how big that is, when we did our priority list budgeting, all of our recreational facilities, everything together was $6 million. So we’re looking at some definitely cuts in service.” She said, “And on top of that, we also have to keep in mind that we have to have funding for glacial lake outburst floods and we have to have contracts out there for police and fire.”
To address the recurring shortfall, the city said it will tighten budget assumptions, such as eliminating long-vacant positions and delaying the launch of new programs, increase revenue, primarily through higher dockage fees and begin service reduction.
“We’re looking for community input on this, because this is where the community is going to feel it.” Weldon said.
