Alaska Railroad

As of April 2010, an extension of the railroad from Fairbanks to Delta Junction is planned, having been proposed as early as 2009. Originally, the extension was to be completed by 2010,[8] but construction of a major bridge across the Tanana River has barely begun, and construction of track has not started. A proposed 2011 Alaska state budget would provide $40 million in funding for the bridge, which would initially be for vehicular use, but would support Alaska Railroad trains once construction of track to Delta Junction began. The United States Department of Defense would provide another $100 million in funds, as the bridge and subsequent rail line would provide year-round access to Fort Greely and the Joint Tanana Training Complex.[9] A groundbreaking ceremony for the Tanana River Bridge took place on September 28, 2011.[10] The new bridge was opened (for military road traffic only) in 2014.[11]

On 21 November 2011, the Surface Transportation Board approved the construction of a new 25 miles (40 km) line between Port MacKenzie and the existing mainline at Houston, Alaska.[12]

There are plans to provide commuter rail service within the Anchorage metropolitan area (Anchorage to Mat-Su Valley via Eagle River, north Anchorage to south Anchorage) but that requires additional tracks be laid due to a heavy freight schedule.

A spur line was built to Ted Stevens International Airport in 2003, along with a depot at the airport, but the line never received scheduled service. It is not open to the public, but cruise lines can charter trains to the airport to bring passengers to cruise ships.[13] The Alaska Railroad currently leases the airport depot, officially named after Bill Sheffield, to citizens for private events including conferences, seminars, and corporate functions.[14]

For 1890-1999 refer to Canada Alaska Railway.

In 2001 federal legislation, sponsored by U.S. Senator Frank Murkowski (R-Alaska, and later state governor of Alaska), formed a bilateral commission to study feasibility of building a rail link between Canada and Alaska;[15] Canada was asked to be part of the commission, but the Canadian federal government did not choose to join the commission and commit funds for the study. The Yukon territorial government showed some interest.

A June 2006 report by the commission has recommended Carmacks, Yukon, as a hub. A line would go northward to Delta Junction, Alaska (Alaska Railroad's northern end-of-track). Another line would go from Carmacks to Hazelton, British Columbia (which is served by the CN), and that line would go through Watson Lake, Yukon, and Dease Lake, British Columbia, along the way. The third line would go from Carmacks to either Haines or Skagway, Alaska (the latter by way of the vicinity of Whitehorse, Yukon,[16][17][18][19] which are both served by the 3 ft (914 mm) (narrow-gauge) White Pass and Yukon Route Railroad), although today the White Pass & Yukon only goes as far north as Carcross, Yukon, because the entire line was embargoed in 1982 and service has not been completely restored.

Following the demise of the ill-fated Keystone Pipeline, the Alaska Canada Rail Link (ACRL) was rekindled as an alternative.[20] In November 2015, the National Post reported that a link between the southern provinces and the Alaska Railroad was again being considered by the Canadian federal government, this time routing to Alberta. In this scenario, the route would originate at Delta Junction, Alaska and use Carmacks, Yukon as a hub, like prior plans. The route would continue through Watson Lake, Yukon before entering British Columbia, where it would stop at Fort Nelson, British Columbia. It would continue to Peace River, Alberta, with its southern terminus at Fort McMurray. The route is endorsed by the Assembly of First Nations.[21][22] It is unclear whether this rail connection would ever be expanded to also serve passengers, like the Alaska Railroad.

• The Denali Star runs from Anchorage to Fairbanks[27] (approximately 12 hours one-way)[28] and back with stops in Talkeetna and Denali National Park, from which various flight and bus tours are available. The Denali Star only operates between May 15 and September 15.[28] Although the trip is only about 356 miles (573 km), it takes 12 hours to travel from Anchorage to Fairbanks as the tracks wind through mountains and valleys; the train's top speed is 59 miles per hour (95 km/h) but sometimes hovers closer to 30 miles per hour (48 km/h).
• The Aurora Winter Train[29] is available in winter months (September 15 - May 15) on a reduced weekend-only schedule (Northbound, Saturday mornings; Southbound, Sunday mornings) between Anchorage and Fairbanks on the same route as the Denali Star.
• The Coastal Classic winds its way south from Anchorage along Turnagain Arm before turning south to the Kenai Peninsula, eventually reaching Seward. This 114-mile (183 km) trip takes around four and a half hours due to some slow trackage as the line winds its way over mountains.
• The Glacier Discovery provides a short (2 hour) trip south from Anchorage to Whittier for a brief stop before reversing direction for a stop at Grandview before returning to Anchorage in the evening.
• The Hurricane Turn provides rail service to people living between Talkeetna and the Hurricane area. This area has no roads, and the railroad provides the lifeline for residents who depend on the service to obtain food and supplies. One of the last flag-stop railway routes in the United States, passengers can board the Hurricane Turn anywhere along the route by waving a large white flag or cloth.
• A spur providing service to the Ted Stevens Anchorage International Airport is used during the summer season for cruise ship service only. It was activated temporarily during the Alaska Federation of Natives (AFN) 2006 convention to provide airport-to-hotel mass transit for delegates.

• 28 EMD SD70MACs (12 equipped with head end power)
• 15 EMD GP40-2s
• 8 EMD GP38-2s
• 2 Generator Wagons
• 1 Colorado Railcar DMU Diesel multiple unit
• 2 EMD F40PHs converted into cab cars.

55 Total

• Budd Rail Diesel Car (RDC) (Retired 2009; sold to TriMet, in Oregon, as spare equipment for its WES Commuter Rail service)
• EMD MP15AC (Retired 2009)
• EMD F7

An older car repurpsosed as part of an ice plant on the Homer Spit

In 2011 the Alaska Railroad reacquired ARR 557, the last steam locomotive bought new by the railroad[30] and the last steam locomotive used by the railroad, with the intent to refurbish and operate it in special excursions between Anchorage and Portage.

A USATC S160 "2-8-0 Consolidation" engine built in 1944[31] by Baldwin Locomotive Works, 557 was originally coal-fired, but was converted to oil in 1955. It operated until 1964, when it was deemed surplus and sold as scrap. It was purchased by Monte Holm of Moses Lake, Washington and displayed in his House of Poverty Museum.[32]

After Holm's death in 2006, Jim and Vic Jansen bought 557 from the museum and returned it to the Alaska Railroad on the condition that it be restored to operation and put into service.[33]

The locomotive was sold to the non-profit Engine 557 Restoration Company for "One Dollar ($1.00) and other good and valuable considerations"[34] and they have invested (as of January, 2019) 77 months and over 75,000 hours of volunteer time in the restoration and overhaul.[35]