Alaska Statewide Long-Range Transportation & Freight Plan

The Freight Plan is part of the LRTP but focuses more on how freight moves to, from, and within the state. It will identify individual projects to maintain and improve freight movement in support of our economy.

The LRTP and Freight Plan are being developed in phases. At each phase there will be meetings with a Statewide Transportation Advisory Committee (STAC) and Freight Advisory Committee (FAC), transportation providers and businesses, and public outreach events.

Key phases include: 

• Data Collection and Analysis Phase: This phase documents the existing conditions and key statewide trends to help inform the future vision for our transportation system.

• Strategic Direction Phase: Visions, goals, and policies are set with the focus on moving people and goods safely and efficiently. Performance targets are also set so DOT&PF can measure whether the desired outcomes are being achieved over time. Finally, scenario planning will be completed to help decision-makers consider how the system will perform under different future scenarios (such as high, medium, or low economic growth or different investment strategies).

• The LRTP and FP Plan Development Phase: Information from the previous phases will be summarized into a final LRTP/FP. The LRTP will remain a high level policy document and will not identify specific projects. The Freight Plan will include priority freight projects.

The Ted Stevens Anchorage International Airport is a critical link in the global supply chain and the fourth busiest cargo airport in the world. The state is rich in natural resources driving primary industries, including petroleum extraction and commercial fishing and processing. 

Melting permafrost, increased flooding, and coastal erosion threaten our roads and runways. Ongoing environmental changes may make the Northwest Passage more viable as a future shipping lane and open opportunities for new ports to supply ships and crews.

DOT&PF will need to monitor new transportation technologies such as electric vehicles, automated vehicles, and unmanned aerial systems (drones).

The cost to maintain the transportation system is increasing. The State of Alaska does not currently have a dedicated funding source for transportation projects and receives funds from a variety of sources:

• Federal Highway Administration Program
• Federal Transit Administration Program
• Federal Aviation Administration Airport Capital Improvement Program
• State General Fund

Active transportation such as walking and biking, is the only way many people can get around, especially in rural Alaska. Pathways, sidewalks and bike facilities can provide important connections between modes, better serve people without access to motorized transportation, and improve public health. 

Many bus trips connect to another method of travel. This could be a walk or bike ride to a local bus stop or the train, ferries, or other buses. Public transportation will continue to play an essential role in the transportation network, especially for people without access to a personal vehicle or other motorized transportation.

Alaska’s aviation system is unlike any other in the United States and it contributes significantly to the Alaska economy. DOT&PF owns and operates approximately 90% of the public-use airports. Of this the Rural Airport System consists of 237 commercial and general aviation airports. The urban and rural systems have very different roles and needs.

The vast majority of rural airports do not have the resources to provide active airport management, including airfield inspections and oversight of maintenance and capital improvements. The communities rely heavily on state and federal funding programs to provide a minimum level of service. Populations are declining in many rural villages, contributing even more to the challenges of providing air service. In April 2020, the loss of one carrier resulted in a 90% reduction cutting off essential services to remote communities that do not have redundant transportation options. There is a continued need to focus on reliability, service, and safety with special consideration to rural airports that serve communities who do not have other transportation options.

Ted Stevens Anchorage International Airport and Fairbanks International Airport are bright spots:

• In 2020, Anchorage saw a 5% increase in cargo and is now the fourth busiest cargo airport in the world.
• Fairbanks is projecting a 33% increase in passenger flights for 2021, when compared to 2019.

Moving forward, there will continue to be opportunities to leverage Alaska's ideal geolocation.

The Alaska Marine Highway System (AMHS) provides service to 35 communities who depend on it to travel and get supplies. Although ferry ridership has been declining over the last 10 years, it will continue to play a critical role in serving coastal communities. There is a need for more stable funding, improving the ferry system’s reliability (regular service and on-time), and providing more efficient connections to other modes.

There are 476 ports and harbors serving communities, fishing fleets, and other commercial and recreational purposes. Of these, 58 are used for commercial purposes. While DOT&PF does not own or operate these ports, DOT&PF does provide the road and air connections to get goods and people to the rest of Alaska. For example, the Port of Alaska handles half of Alaska’s inbound freight movement, which is then consumed by nearly 90% of the state’s population. Between 70-75% of the freight stays in the Anchorage/Mat-Su area. A major challenge facing ports statewide is decreasing shipping volumes. One of the causes for the decrease is the reduction in oil production on the North Slope. Again, providing safe and efficient connections to roads and airports to transfer goods will help all Alaskans.

The National Oceanic and Atmospheric Administration (NOAA) has been monitoring Bering Sea Ice formation for over a decade and data shows later formation of sea ice each progressive year in the Bering Sea and the shrinking extent of this ice. As less ice forms over the Arctic and forms later each year, this presents opportunities for shipping over the Northwest Passage, cutting shipping time between Asia and Europe significantly.