Alaska Highway: Alcan Highway Campgrounds Alaska.com Updated for the 2016 camping seasons. While not an all inclusive list of Alaska Highway RV Parks and Campgrounds our selection is growing and up to date on who is and who is not open for the 2016 camping season. Getting to the Alaska Highway! If driving to Alaska from the lower 48 states, prepare for many miles of heavy equipment and construction through Northern B.C. as the oil and natural gas development and exploration along the Alaska Highway and the Northern Gateway oil pipeline along the Yellowhead Highway are in full swing. This construction is causing some traffic problems for tourists and dusty driving conditions for hundreds of miles. Prepare for a longer than normal trip if taking the Alaska Highway this summer. Turning off in Prince George and heading west on the Yellowhead Highway takes you to the Cassiar Highway, one of the scenic alternative routes worth contemplating. Additionally, taking the Alaska Ferry from Prince Rupert to Haines is really a great choice to consider. The costs are about the same but the experience is exceptional and very relaxing. Alaska Highway Then and Now: Where is the Alaska Highway?

Driving the Alaska Highway in a Motorhome via the Alaska Highway, also known as the Alaska Canada Highway, and the Alcan Highway, begins at the monument marking Mile zero in the center of Dawson Creek, BC. At this point, the road leads north to Alaska through some extremely scenic locations like Stone Mountain Provincial Park , Muncho Lake , Rancheria Falls , Teslin, Whitehorse, Kluane Provincial Park and many others you will encounter along this northern journey. Historic Locations Along The Way The road was originally built mostly by the US Army as a supply route during World War II. Crews worked from both ends and met at the historic linkup point of Contact Creek located at Milepost 588 of the Alaska Highway . Campgrounds on Alaska Highway There are plenty of camping opportunities available along the Alaska Highway and many of these offer some unique camping experiences worthy of a multiple day stay. While we have not stayed at every one of the campgrounds on Alaska Highway we have visited a large number and must say our list of places to return to has continued to grow and grow. Be sure to read over these pages beginning at mile "0" in Dawson Creek B.C.

See Campgrounds along the Alaska Highway as well as the page about Camping Along the Alaska Highway which discusses Boondocking vs Alaska Highway RV Parks. Drive The Alaska Highway If you're planning to drive up the world famous Alcan Highway you're in for some history. This page begins as you are entering Alaska. As you cross the US/Canada border into Alaska you will find your first Alaskan gas station waiting to serve your fuel and vehicle needs. Prices at the gas station located on the left hand hand side tend to be considerably less than in Canada and there is also a nice campground is located on the property plus a small restaurant with a gift shop attached. Also See Alaska Highway Gas Stations Gas prices along the Alaska Highway have been pretty high compared to stateside prices and while you will be getting a reprieve in Alaska, gas prices in Alaska will be higher than what you find in the lower 48 states. Typically the prices here at the border are just a nickel to a dime over what is found in Tok about 100 miles further into Alaska. Additional Reading: Alaska Roadside First Aid Kits Driving To Alaska in a Motorhome or pulling a RV.

The famous Alaska Highway, AKA - Alcan Highway, remains as a testament to the combined efforts of the United States and Canadian governments during World War 2. This website is not intended to describe the highway, the purpose is to assist in planning out your camping destinations on the Alaska Highway. Contrary to popular belief, the Alaska Highway is not the mucky, grueling gravel route it once was. Today you enjoy traveling on a relatively modern paved highway that is well maintained compared to the old road we used in the past. Yes there will be construction areas and in the spring through early summer you will encounter frost heaves and some pretty nasty pot holes. But this should not to deter you from traveling this expansive road system. Every adventure worth experiencing comes with some obstacles, the road condition is a minor one compared to the wonders you will encounter along the Alaska Highway. Are you ready for an adventure? If you are even slightly inclined to take on this magnificent camping adventure, read on and you will begin to understand the allure of driving the Alaska Highway. The Alaska Highway officially starts off in Dawson Creek, British Columbia. This scenic and historic highway has been straightened out so it’s path is wide and long through many distinct and enchanting expanses of wilderness.

Along this scenic journey you will be transported back into time, you will experience a lifestyle cherished by those who have chosen this slow paced, less stressed standard of living. As your journey unfolds, you will be faced with many options. With some prior planning, you will be on your way to a very relaxed and enjoyable adventure. As this is not a weekend road trip, I suggest you take the time to research the areas and make tentative plan for the trip. Be fairly open to diversion by not setting strict timelines. After 28 trips on the Alaska highway in all four seasons, still new adventure presents itself upon every trip. A little side trip here and another there is the norm when traveling over a wild and scenic highway like this one. This Page will deal with the portion of the Alaska Highway from the Yukon/Alaska border to Fairbanks Alaska. The official terminus of the highway is in fact located in Delta Junction Alaska and the portion between Delta Junction and Fairbanks is in reality on the Richardson Highway. It’s a minor point but one that we needed to point out. The Alaska Highway, AKA Alcan Highway The facts you need to know before you go. Notice to U.S. Travelers U.S.

passport information for Entering and exiting Canada starting in 2007. Starting in January of 2007, ALL persons, including U.S. citizens, traveling by air between the United States and Canada, Mexico, Central and South America, the Caribbean, and Bermuda will be required to present a valid passport, Air NEXUS card, or U.S. Coast Guard Merchant Mariner Document. Updated January 1, 2008, ALL persons, including U.S. citizens, traveling between the U.S. and Canada, Mexico, Central and South America, the Caribbean, and Bermuda by land or sea (including ferries), may be required to present a valid passport or other documents as determined by the Department of Homeland Security. While recent legislative changes permit a later deadline, the Departments of State and Homeland Security are working to meet all requirements as soon as possible. Ample advance notice will be provided to enable the public to obtain passports or passport cards for land/sea entries. For Alaska Highway Campgrounds in Canada, Also See: Alaska Highway Campgrounds from the Yukon Border at Beaver Creek to Tok Alaska.

Alaska Highway | Military Wiki | Fandom powered by Wikia Terminus b AK-2 [fix JctCA] {JctCA} - Unknown parameter 1=AK, 2=2 / at Delta Junction, AK The Alaska Highway (also known as the Alaskan Highway, Alaska-Canadian Highway, or ALCAN Highway) was constructed during World War II for the purpose of connecting the contiguous United States to Alaska through Canada. It begins at the junction with several Canadian highways in Dawson Creek , British Columbia, and runs to Delta Junction, Alaska, via Whitehorse , Yukon. Completed in 1942 at a length of approximately 2,700 kilometres (1,700 mi), As of 2015 [update] it is 2,232 km (1,387 mi) long. The difference in distance is due to constant reconstruction of the highway, which has rerouted and straightened out numerous sections. The highway was opened to the public in 1948. [2] Legendary over many decades for being a rough, challenging drive, the highway is now paved over its entire length.

[1] An informal system of historic mileposts developed over the years to denote major stopping points; Delta Junction, at the end of the highway, makes reference to its location at "Historic Milepost 1422." [1] It is at this point that the Alaska Highway meets the Richardson Highway , which continues 155 km (96 mi) to the city of Fairbanks. This is often regarded, though unofficially, as the northern portion of the Alaska Highway, with Fairbanks at Historic Milepost 1520. [1] Mileposts on this stretch of highway are measured from Valdez, rather than the Alaska Highway. The Alaska Highway is popularly (but unofficially) considered part of the Pan-American Highway , which extends south (despite its discontinuity in Panama ) to Argentina. [3] Contents Edit Proposals for a highway to Alaska originated in the 1920s. Thomas MacDonald , director of the U.S. Bureau of Public Roads , dreamed of an international highway spanning the United States and Canada. In order to promote the highway, Slim Williams originally travelled the proposed route by dog sled. Since much of the route would pass through Canada, support from the Canadian government was crucial.

However, the Canadian government perceived no value in putting up the required funds to build the road, since the only part of Canada that would benefit was not more than a few thousand people in the Yukon. However, some route consideration was given. The preferred route would pass through the Rocky Mountain Trench from Prince George, British Columbia to Dawson City before turning west to Fairbanks, Alaska. The attack on Pearl Harbor and beginning of the Pacific Theatre in World War II , coupled with Japanese threats to the west coast of North America and the Aleutian Islands, changed the priorities for both nations. On February 6, 1942 the construction of the Alaska Highway was approved by the United States Army and the project received the authorization from the U.S. Congress and President Franklin D. Roosevelt to proceed five days later. Canada agreed to allow construction as long as the United States bore the full cost, and that the road and other facilities in Canada be turned over to Canadian authority after the war ended.

A caterpillar tractor with grader widens the roadway of the Alaska Highway, 1942 The official start of construction took place on March 8, 1942 after hundreds of pieces of construction equipment were moved on priority trains by the Northern Alberta Railways to the northeastern part of British Columbia near Mile 0 at Dawson Creek. Construction accelerated through the spring as the winter weather faded away and crews were able to work from both the northern and southern ends; they were spurred on after reports of the Japanese invasion of Kiska Island and Attu Island in the Aleutians. During construction the road was nicknamed the "oil can highway" by the work crews due to the large number of discarded oil cans and fuel drums that marked the road's progress."The Alcan Highway".

On September 24, 1942 crews from both directions met at Mile 588 at what became named Contact Creek, [4] at the British Columbia-Yukon border at the 60th Parallel; the entire route was completed October 28, 1942 with the northern linkup at Mile 1202, Beaver Creek, and the highway was dedicated on November 20, 1942 at Soldiers Summit. The needs of war dictated the final route, intended to link the airfields of the Northwest Staging Route that conveyed lend-lease aircraft from the United States to the Soviet Union . Thus the long, impractical route over difficult terrain was chosen. The road was originally built mostly by the US Army as a supply route during World War II . There were four main thrusts in building the route: southeast from Delta Junction, Alaska toward a linkup at Beaver Creek, Yukon ; north then west from Dawson Creek (an advance group started from Fort Nelson, British Columbia after traveling on winter roads on frozen marshland from railway stations on the Northern Alberta Railways ); both east and west from Whitehorse after being ferried in via the White Pass and Yukon Route railway.

The U.S. Army commandeered equipment of all kinds, including local riverboats, railway locomotives, and housing originally meant for use in southern California. Although it was completed on October 28, 1942 and its completion was celebrated at Soldier's Summit on November 21 (and broadcast by radio, the exact outdoor temperature censored due to wartime concerns), the "highway" was not usable by general vehicles until 1943. Even then there were many steep grades, a poor surface, switchbacks to gain and descend hills, and few guardrails. Bridges, which progressed during 1942 from pontoon bridges to temporary log bridges , were replaced with steel bridges where necessary. A replica log bridge, the Canyon Creek bridge, can be seen at the Aishihik river crossing; the bridge was rebuilt in 1987 and refurbished in 2005 by the Yukon government as it is a popular tourist attraction. The easing of the Japanese invasion threat resulted in no more contracts being given to private contractors for upgrading of specific sections.

Some 100 miles (160 km) of route between Burwash Landing and Koidern, Yukon, became nearly impassable in May and June 1943, as the permafrost melted, no longer protected by a layer of delicate vegetation. A corduroy road was built to restore the route, and corduroy still underlays old sections of highway in the area. Modern construction methods do not allow the permafrost to melt, either by building a gravel berm on top or replacing the vegetation and soil immediately with gravel. The Burwash-Koidern section, however, is still a problem as the new highway built there in the late 1990s continues to experience frost heave. In 1993 Brian Corntassel and Tony Leonard of HW Lochner Inc, Chicago Civil Engineers proposed the Juneau Access Project through the Taku River valley into Canada and from Juneau up the West Lynn canal Juneau to Haines, Haines to Skagway and Taku River route Juneau to Atlin BC with 13 Ferry Transportation, 94 bridges and 17 Glacierial Tunnels for ADOT&PF.

The plans were documented in metric units for the Canadian portion of the design, drawn in standard then computer files were scaled and matched together perfectly at demonstration. The EPA enforced cooperating with the design to avoid all American eagles nests and Native American Brian Corntassel represented the Birds natural habitat and highway plans simultaneously through the projects successful completion. Post war Edit The original agreement between Canada and the United States regarding construction of the highway stipulated that its Canadian portion be turned over to Canada six months after the end of the war. [5] This took place on April 1, 1946 when the US Army transferred control of the road through the Yukon and British Columbia to the Canadian Army, Northwest Highway System. The Alaskan section was completely paved during the 1960s; largely gravel even in 1981, the Canadian portion of the Alaska Highway is now completely paved , mostly with bituminous surface treatment . The Milepost , an extensive guide book to the Alaska Highway and other highways in Alaska and Northwest Canada, was first published in 1949 and continues to be published annually as the foremost guide to travelling the highway. The settlement of Destruction Bay was originally a work camp for the highway.

The British Columbia government owns the first 82.6 miles (132.9 km) of the highway, the only portion paved during the late 1960s and 1970s. Public Works Canada manages the highway from Mile 82.6 (km 133) to Historic Mile 630. The Yukon government owns the highway from Historic Mile 630 to Historic Mile 1016 (from near Watson Lake to Haines Junction ), and manages the remainder to the U.S. border at Historic Mile 1221. The State of Alaska owns the highway within that state (Mile 1221 to Mile 1422). The Alaska Highway was built for military purposes and its route was not ideal for postwar development of northern Canada. [6] Rerouting in Canada has shortened the highway by approximately 35 miles (56 km) since 1947, mostly by eliminating winding sections and sometimes by bypassing residential areas. The historic milepost markings are therefore no longer accurate but are still important as local location references.

Some old sections of the highway are still in use as local roads, while others are left to deteriorate and still others are plowed up. Four sections form local residential streets in Whitehorse (3... see map) and Fort Nelson (1), and others form country residential roadways outside of Whitehorse. Although Champagne, Yukon was bypassed in 2002, the old highway is still completely in service for that community until a new direct access road is built. Rerouting continues, expected to continue in the Yukon through 2009, with the Haines Junction- Beaver Creek section covered by the Canada-U.S. Shakwak Agreement . The new Donjek River bridge was opened 26 September 2007, replacing a 1952 bridge. Under Shakwak, U.S. federal highway money is spent for work done by Canadian contractors who win tenders issued by the Yukon government. The Shakwak Project completed the Haines Highway upgrades in the 1980s between Haines Junction and the Alaska Panhandle , then funding was stalled by Congress for several years.

The Milepost shows the Canadian section of the highway now to be approximately 1,187 miles (1,910 km), but the first milepost inside Alaska is 1222. The actual length of the highway inside Alaska is no longer clear because rerouting, as in Canada, has shortened the route, but unlike Canada, mileposts in Alaska are not recalibrated. The BC and Yukon governments and Public Works Canada have recalibrated kilometre posts . The latest BC recalibration was carried out in 1990; using its end-point at the border at Historic Mile 630, the Yukon government has recalibrated in three stages: in 2002, from Mile 630 to the west end of the Champagne revision; in fall 2005, to a point just at the southeast shore of Kluane Lake, and in fall 2008, to the border with Alaska. There are historical mileposts along the B.C. and Yukon sections of the highway, installed in 1992, that note specific locations, although the posts no longer represent accurate driving distance.

There are 80 mileposts in B.C., 70 in the Yukon and 16 in Alaska with a simple number marker of the original mile distance. There are 31 "historic signs" in B.C., 22 in Yukon and 5 in Alaska, identifying the significance of the location. There are 18 interpretive panels in B.C., 14 in Yukon and 5 in Alaska which give detailed text information at a turn-off parking area. The portion of the Alaska Highway in Alaska is designated Alaska Route 2 . In the Yukon, it is Highway 1 and in British Columbia, Highway 97 . The portion of the Alaska Highway in Alaska was planned to become part of the United States Numbered Highway System , to be signed as part of U.S. Route 97. The portion of the Alaska Highway in Alaska is also unsigned Interstate A-1 and unsigned Interstate A-2 .

Route markings Edit A monument at the southern terminus of the Alaska Highway (Dawson Creek) The Canadian section of the road was delineated with mileposts, based on the road as it was in 1947, until 1978, and over the years, reconstruction steadily shortened the distance between some of those mileposts. That year, metric signs were placed on the highway, and the mileposts were replaced with kilometre posts at the approximate locations of a historic mileage of equal value, e.g. km post 1000 was posted approximately where historical Mile 621 would have been posted. Reconstruction continues to shorten the highway, but the kilometre posts, at two-km intervals, were recalibrated along the B.C. section of road in 1990 to reflect then-current driving distance. The section of highway covered by the 1990 recalibration has since been rendered shorter by further realignments, such as near Summit Pass and between Muncho Lake and Iron Creek. Based on where those values left off, new Yukon kilometre posts were erected in fall 2002 between the B.C.

border and the west end of the new bypass around Champagne, Yukon ; in 2005, additional recalibrated posts continued from there to the east shore of Kluane Lake near Silver City; and in fall 2008, from Silver City to the boundary with Alaska. Old kilometre posts, based on the historic miles, remained on the highway, after the first two recalibrations, from those points around Kluane Lake to the Alaska border. The B.C. and Yukon sections also have a small number of historic mileposts, printed on oval-shaped signs, at locations of historic significance; these special signs were erected in 1992 on the occasion of the highway's 50th anniversary. The Alaska portion of the highway is still marked by mileposts at one-mile (1.6 km) intervals, although they no longer represent accurate driving distance, due to reconstruction. A monument at the northern terminus of the Alaska Highway ( Delta Junction ). The historic mileposts are still used by residents and businesses along the highway to refer to their location, and in some cases are also used as postal addresses.

Residents and travellers, and the government of the Yukon, do not use "east" and "west" to refer to direction of travel on the Yukon section, even though this is the predominant bearing of the Yukon portion of the highway; "north" and "south" are used, referring to the south (Dawson Creek) and north (Delta Junction) termini of the highway. This is an important consideration for travellers who may otherwise be confused, particularly when a westbound travel routes southwestward or even due south to circumvent a natural obstacle such as Kluane Lake . Some B.C. sections west of Fort Nelson also route more east-to-west, with southwest bearings in some section; again, "north" is used in preference to "west". Since 1949 The Milepost , an exhaustive guide to the Alaska Highway and all other routes through the region, has been published each year. The community Wonowon, British Columbia ist named by its location at mile 101, spoken "one-oh-one".

Route description Alaska Highway between Fort Nelson and Watson Lake The pioneer road completed in 1942 was approximately 1,680 miles (2,700 km) from Dawson Creek to Delta Junction. The army then turned the road over to the Public Roads Administration of Washington, which then began putting out section contracts to private road contractors to upgrade selected sections of the road. These sections were upgraded, with removal of excess bends and steep grades; often, a traveler could identify upgraded sections by seeing the telephone line along the PRA-approved route alignment. When the Japanese invasion threat eased, the PRA stopped putting out new contracts. Upon hand-off to Canada in 1946, the route was 1,422 miles (2,288 km) from Dawson Creek to Delta Junction. Border crossing at Port Alcan station The route follows a northwest then northward course from Dawson Creek to Fort Nelson. On October 16, 1957, a suspension bridge crossing the Peace River just south of Fort St. John collapsed. A new bridge was built a few years later. At Fort Nelson, the road turns west and crosses the Rocky Mountains, before resuming a westward course at Coal River.

The highway crossed the Yukon-BC border nine times from Mile 590 to Mile 773, six of those crossings were from Mile 590 to Mile 596. After passing the south end of Kluane Lake, the highway follows a north-northwest course to the Alaska border, then northwest to the terminus at Delta Junction. Postwar rebuilding has not shifted the highway more than 10 miles (16 km) from the original alignment, and in most cases, by less than 3 miles (4.8 km). It is not clear if it still crosses the Yukon-BC border six times from Mile 590 to Mile 596. Major intersections See Alaska Route 2#Major intersections for the intersections along the Alaska Route 2 section Bypassed road segments still in use View of the highway at Mile 1,337 (Looking Eastbound).

Fort Nelson – Mile 301 to 308, now local residential feeder roads Wildflower Drive, Highland Road, Valleyview Drive Whitehorse Mile 898, now local residential road just west of Yukon River Bridge Mile 920.3 to 922.5, now the southern and northern portions of Centennial Street; middle portion is Birch Street Mile 922.5 to 922.7, now a portion of Azure Road Mile 924, now a portion of Cousins Airfield Road Mile 925.5 to 926.9, now Parent Road (east end overlooks Alaska Highway/Klondike Highway junction) Mile 927.2 to 927.7, now Echo Valley Road Mile 928 to 928.3, now Jackson Road Mile 929 to 934, now Old Alaska Highway Mile 968, now entrance road to Mendenhall River Subdivision Champagne-Aishihik traditional territory Mile 969 to 981, Champagne loop (bypassed in fall 2002 by 8.6-mile (13.8 km)

 revision) Mile 1016, Hume Street in Haines Junction including access to First Nation subdivision Other former segments have deteriorated and are no longer usable.

More recent construction projects have deliberately ploughed up roadway to close it. See also Valdez Alaska - The Terminus of the Alaska Pipeline Valdez Alaska Valdez Alaska The Terminus of the Alaska Pipeline The colorful town of Valdez, made infamous by Exxon Valdez disaster , offers much more than just an oil terminal. Unlike hundreds of miles of coastlines nearby, Valdez itself and the broad bay to its front were untouched by the spill. Situated in a majestic fjord, where the 5,000-foot tall Chugach Mountains rise from Prince William Sound, Valdez is often called Alaska’s “Little Switzerland,” making it an ideal spot for both summer and winter activities. Valdez is a fishing paradise for anglers, salmon and halibut are within anyone’s reach. Cruise the pristine waters of the Sound amongst massive tidewater glaciers. The abundant marine and bird life are a given. Mountains, glaciers, towering waterfalls, historic Gold Rush trails, Native culture and history are a few things to choose from. And with over 900 inches of fresh powder each year, Valdez provides an incredibly beautiful escape for skiers, snowboarders and snowmachiners.

Valdez Wildlife: The seawaters near town abound with sea otters, Dall porpoise, harbor seals, Stellar sea lions, & Humpback and Orca whales. Coastal mountain cliffs are home to mountain goats, and the surrounding landscape boasts black and brown bears in addition to many other smaller animal species. Valdez takes flight with area bird viewing opportunities. Bald eagles are abundant and scores of ducks and shorebirds can be identified through most of summer and fall. Please be sure to observe wildlife and their dens, rookeries, and nests with respect. History: The growth and settlement of Valdez was attributed to fur trading, salmon canning, and gold and copper mining. During the Klondike Gold Rush of 1897-98, prospectors came to Valdez believing the Copper River and valdez Glacier to be the entry to the interior gold fields. From 1910 to 1916, copper and gold mining flourished in the area. In the early 1970’s, Valdez became the staging area for work on the lower portion of the Trans Alaska Pipeline.

Today, Valdez hosts the Valdez Marine Terminal, which is the southernmost end of the 800-mile pipeline. Flightseeing: Depart the Valdez waterfront and immediately enter the lush wilderness of the Chugach mountains with an experienced Alaska bush pilot. Whether you want to land on a mountain lake, fly over fjords, view glaciers and wildlife or just enjoy the phenomenal and breathtaking beauty of the last frontier. Scheduled services are also available to Prince William Sound. See the City of Valdez website page. Location: Valdez is located on the north shore of Port Valdez, a deep-water fjord in Prince William Sound. It lies 305 road miles east of Anchorage, and 364 road miles south of Fairbanks. It is the southern terminus of the Richardson Highway and the trans-Alaska pipeline. Access: It’s a 6 to 7 hour drive by vehicle via the Richardson Highway, Alaska Marine Highway ferry from Cordova, Whittier and Seward. It’s a 40-minute flight from Anchorage. Accommodations: 7 hotel/motels; 30 bed and breakfasts. 14 restaurants/cafes/snackbars.

share Driving the Alaska Highway | Alaska Travel Blog ~ Alaska Tour & Travel Tips for Driving The Alaska Highway We receive frequent questions regarding driving the Alaska Highway. How long will it take? What route should we take? What services are available? These are just some of the most common questions. Alaska Tour & Travel does not offer any lodging or tours along this highway but we thought we should steer those interested to the best travel guides to help with the trip! The Alaska Highway is commonly called the Alcan Highway as it begins in Canada and ends in Alaska. It was constructed in 1942 to serve as a link between Alaska and the contiguous United States (known locally as the “Lower 48”). The highway has seen vast improvements since its construction, not only in road conditions but in services provided for travelers. Now the highway is somewhat of a tourist destination in and of itself, not just a way of getting to Alaska! Alaska Highway travelers truly experience the vastness of Alaska and are amazed at the scenery and wildlife offered by the last great frontier. The Alaska Highway starts in Dawson Creek, British Columbia , winds northwest through the Yukon Territory of Canada and officially ends in Delta Junction, Alaska 1,422 miles from Dawson Creek.

Delta Junction is at the junction of the Alaska Highway and the Richardson Highway. When you leave the Alaska Highway, you have the option of traveling about 100 miles north on the Richardson Highway to get to Fairbanks or head south via the Richardson and Glenn Highways to get to Anchorage , a distance of about 335 miles. For anyone planning on driving to or through Alaska we recommend that your first step is to purchase The Milepost . This is a mile-by-mile guide to the roads and highway in Alaska and includes the Alaska Highway. It is considered the “bible of North Country travel”! It is an excellent guide and offers insight to service stations, lodging, restaurants, photo stops and even the history of towns and parks along the way. I have lived in Alaska for over 30 years and I still use this guide when I travel to areas of Alaska new to me. The Milepost is updated annually and can be purchased online or may be available in the travel section of your local bookstore. A drive on the Alaska Highway can take anywhere from 60 hours to seven to ten days depending on what you are looking for.

College students traveling from Alaska to the Lower 48 have multiple drivers and drive straight through the night as the highway is simply the way of getting from point A to point B. If you plan to really appreciate the Alaska Highway, I suggest taking a week to stop along the way and enjoy the sights. The Milepost can help you decide on where to stop and help you with lodging options. Generally, services such as food, lodging and fuel are about fifty miles apart. Occasionally the distance between services may stretch to over 100 miles but there are signs alerting you to this fact. Cell phone coverage, both on the Alaska Highway and on highways within Alaska, is spotty. There will be long stretches where there is no cell phone service. Cell phone coverage does improve when you are close to cities. Road conditions have improved a great deal over the years. What started as a dirt road is now nearly paved in its entirety. You will encounter frost heaves – breaks in the road caused by the freezing and thawing of the soil under the road – but usually there are flags or warning signs. Summer is the season for road construction and repair so you may encounter minor delays along the way.

For the Canada portion of the highway visit 511 Yukon for current road conditions. Once in Alaska, call 511 for up-to-date road conditions and construction information or visit the 511 Alaska site. A great option for travelers who will be traveling both to and from Alaska by car is to drive the complete Alaska Highway one way and to travel by ferry the other. The ferry is operated by the Alaska Marine Highway System . This option gives you the opportunity to experience the Inside Passage and Southeast Alaska in addition to the Alaska Highway. Bellingham, Washington is the southern terminus of the Alaska Marine Highway. With proper planning and a sense of adventure, a drive vacation on the Alaska Highway will be the experience of a lifetime! FAQ: Driving the Alaska Highway - The MILEPOST FAQ: Driving the Alaska Highway White Pass & Yukon Route Railroad FAQ: Driving the Alaska Highway Whether contemplating a trip up the Alaska Highway, or already packed and ready to go, travelers ask The MILEPOST® many of the same questions each year about what to expect along this pioneer road.

And no wonder there are questions: The Alaska Highway traverses a vast wilderness in a remote expanse of North America, from Mile 0 at Dawson Creek, BC, to Delta Junction, AK, at Mile 1422, official end of the Alaska Highway (which is 96 driving miles from Fairbanks, the unofficial end of the highway at Historical Mile 1523). Such a trip requires planning. Following are the top ten most-frequently-asked questions about driving the Alaska Highway, and our answers. 1. Is the Alaska Highway paved? and 2. What are road conditions like? The short answers are “yes” and “mostly good.” The last section of original gravel road on the Alaska Highway was paved by 1992. That being said, you will still come across gravel road— “gravel breaks” that are anywhere from a few feet to a few miles long—where road repairs are under way. Road construction is a fact of life here in the summer, although delays are usually minimal. The asphalt surfacing of the Alaska Highway ranges from poor to excellent. Much of the highway is in fair condition, with older patched pavement and a minimum of gravel breaks and chuckholes.

Recently upgraded sections of road offer excellent surfacing. Relatively few stretches of road fall into the “poor” category, i.e. chuckholes, gravel breaks, deteriorated shoulders, bumps and frost heaves. Damaged road is usually flagged with small orange flags or cones. There’s a lot of straight road the first 300 miles of highway, between Dawson Creek and Fort Nelson. North of Fort Nelson, the Alaska Highway crosses the Rocky Mountains: Expect about 150 miles of narrow road with curves and hills and few passing lanes. This stretch of road crosses Summit Pass (Historic Milepost 392), highest summit on the Alaska Highway at 4,250 feet elevation. You may experience an odd snowstorm here, even in July. After winding through the MacDonald River valley—few guardrails and watch for caribou and stone sheep on the road—the highway straightens out again for the next 140 miles into Watson Lake, YT. The stretch of road between Watson Lake and Whitehorse, approximately another 300 miles, is in fair to good condition, with easy curves through wide river valleys and along lakes.

From Whitehorse to Haines Junction, a distance of 100 miles, it is straight road with fair surfacing. The next 200 driving miles, from Haines Junction to the Alaska border, consists of long straight stretches of improved highway with wide lanes and generous shoulders; a short, winding section along the shore of Kluane Lake followed by a long stretch of road through the Shakwak Valley—between Destruction Bay and the Alaska border. These miles are subject to frost heaving and potholes and they may not be marked, drive at a speed that make sudden stops possible. Reconstruction and maintenance on this stretch is ongoing. From the Alaska–Yukon border to Delta Junction, the Alaska Highway is in fair to good condition, with occasional frost heaving and shoulders ranging from narrow to generous. There are short straight stretches and easy curves along here. Watch for moose. 3. What kind of vehicle should I take? Drive what you want to drive, just make sure it is mechanically sound with good tires (and a spare).

You will see all sorts of vehicles traveling the Alaska Highway in summer, from bicycles, motorcycles, vintage and compact cars to pop-up trailers, motorhomes, 5th-wheelers towing passenger cars and plenty of trucks, big and small. The MILEPOST® field editors have driven a variety of vehicles on road logging trips, from a VW Eurovan to a Saturn, Subaru wagon, Honda CRV and Pontiac Grand Am pulling a small trailer, to a 28-foot Class C motorhome. Field editors out of the Anchorage office currently drive a truck/camper. 4. What do I need to know about crossing the border? U.S. and Canadian citizens are required to present one of the following travel documents as identification when crossing the U.S.–Canada border: U.S. or Canadian Passport, valid for air, land and sea travel; Passport Card (U.S. only), valid for land and sea travel; Enhanced Driver’s License (EDL), available in some states and provinces, valid for land and sea travel; or a Trusted Traveler program card (NEXUS, SENTRI or FAST/Expres), issued to pre-approved, low-risk travelers and valid for sea and land use.

(NEXUS can also be used at participating airport kiosks.) If you are traveling with minors, you must carry proper identification for each child such as a birth certificate, passport, citizenship card, permanent resident card, etc. U.S. motorists convicted of a criminal offense, such as Driving Under the Influence (DUI), may be refused entry into Canada or may be required to apply for admittance permits and pay fees. Canada vigorously enforces its firearms importation laws. Border officials may search any vehicle for undeclared firearms and seize any vehicle and firearm where such firearms are found. Firearms in Canada are classified as restricted, non-restricted and prohibited. ALL handguns are either restricted or prohibited. Visitors CANNOT import a prohibited firearm into Canada. There is also a list of prohibited weapons and devices which include mace and stun guns/tasers. Fireworks are not allowed in Canada. Visit the Canada Firearms Centre and Canada Border Services Agency for details. The U.S. and Canada have restrictions and limitations that apply to importing alcohol, tobacco, meat, eggs, dairy products, fresh fruit, vegetables and other food and non-food items. Details on these items may be found at Canadian Customs and U.S. Customs .

Canada also follows CITES guidelines regarding the import/export of endangered species of wild fauna and flora including parts or products. Dogs and cats require proof of current vaccination against rabies and health certificates are recommended (issued not more than 30 days prior to crossing the border that state that your pet is healthy). While these certificates are not always reviewed, the lack of them may result in longer wait times at the border and even inadmissibility of your pet Visit the Canada Border Services Agency online for more information. Access detailed information for both U.S. citizens and international visitors under the Travel menu on the U.S. Customs and Border Protection website. 5. Are cell phone and Internet service available? There are long stretches of the Alaska Highway without cell phone service. Service may also depend on your U.S. provider’s coverage in Canada or your Canadian provider’s coverage in the U.S. Cell phone service providers in Alaska include AT&T, Verizon and GCI. T-Mobile subscribers can gain signal via the Alaska-owned GCI network.

Coverage is, for the most part, confined to the highway system, although there is no coverage (outside major communities) along the Denali, Elliott, Steese or Dalton Highways (except for Deadhorse/Prudhoe Bay). There are also "dead zones" found along all highways. Coverage is increasing in bush villages and available in large communities. Alaska provider coverage is spotty to nonexistent along the Alaska Highway in Yukon and northern British Columbia outside major communities like Whitehorse, Fort Nelson, Fort St. John and Dawson Creek. There is coverage in major communities from the Yellowhead Highway south along the West and Central Access Routes in British Columbia. Coverage is good in Alberta along the East Access Route. Canadian travelers in Alaska and visitors from the Lower 48 in both Canada and Alaska will need to check with their cellular service providers regarding coverage and application of roaming and/or international rates. Cellular service in western Canada is provided by Bell and Telus. According to Yukon Tourism mobile phone coverage is available in all Yukon communities, but they suggest you check with your own mobile service provider to find out if yours will work in the Yukon.

For the technically minded "Bell Mobility provides High Speed Packet Access (HSPA+) and Code Division Multiple Access (CDMA) digital cellular service in 17 Yukon communities." There is no service provided for Globile System for Mobile (GSM) phones. WiFi and hardwire Internet access are available at many hotels/motels and campgrounds along the Alaska Highway, as well as at some visitor centers, libraries and coffee shops/cafes. 6. How far apart are services? Gas, diesel, food and lodging are found in towns and cities along the Alaska Highway, as well as at smaller unincorporated communities, roadhouses and lodges located between the larger population centers. With the closure of several long-time roadhouses in recent years, and the seasonal nature of others, motorists should plan for 100 to 150 miles between services on a couple stretches of highway. Pay attention to your gas tank and drive on the top half of your tank. Motorists should also keep in mind that not all highway businesses are open year-round, nor are most services available 24 hours a day.

Remember that you will be driving in 2 different countries that use 2 different currencies: For the best rate, exchange your money at a bank. There are banks in Dawson Creek, Fort St. John, Fort Nelson, Watson Lake, Whitehorse, Tok, Delta Junction and Fairbanks. Haines Junction has banking service at the post office. Most businesses (but not all) will take major credit cards. Be aware that credit card companies tack on a fee for foreign currency transactions. 7. How about lodging? Do we need reservations? It’s always a good idea to call ahead for a room. Small to mid-sized communities along the Alaska Highway often have limited accommodations that can fill up with gas patch and road crews as well as tourists. It can get just as busy at the larger communities along the highway during the summer. If you don’t want to plan too far ahead, at least call a day or two in advance to arrange for accommodations. 8. How about campgrounds? There are many private RV parks and campgrounds along the Alaska Highway, as well as government campsites.

British Columbia has 6 provincial park campgrounds on the Alaska Highway; Yukon maintains 8 government campgrounds; and in Alaska there are 10 state and federal recreation sites for camping along the Alaska Highway. Plan to pull in in the afternoon to make sure you get a spot. During the high-season (mid-summer), certain campgrounds can fill up early in the day. The weather can include below freezing temperatures well into May. Campgrounds in many areas of Yukon and Alaska interior remain closed until mid-to late May (or offer reduced services) because of frozen water lines. 9. When is the best time to go? The Alaska Highway is driven year-round, although most tourist traffic hits the road between May and September. Expect ice on Kluane Lake in May, and there’s always the possibility of a brief snow or hail storm—even in mid-summer—around Summit Lake in the Rockies, although we’re talking about only a few miles of extreme weather. It “greens up” in the latter part of May in the North, and the leaves begin to turn as early as August in the Interior. Expect cold nights (freezing and below) by early September in parts of Yukon and Interior Alaska.

Keep in mind that some attractions and businesses in the North operate seasonally, opening around Memorial Day weekend and closing after Labor Day weekend. June and July offer lots of daylight, with summer solstice on or around June 21st. This gives you extra-long days for driving, fishing, hiking and sightseeing. May and June tend to be drier than July, but in the North as elsewhere, weather is unpredictable. Along with warm temps and long days you can expect bugs. Bring repellant for yourself and any furry family members to make your stops more enjoyable. 10. What are winter driving conditions? Staff frequently receives questions about driving the Alaska Highway in winter from people curious about Alaska winters, the northern lights and winter tourism opportunities. Military families and others who move to or from Alaska in the off-season are also curious to know how to ensure they have a safe trip despite winter road conditions and possible extreme temperatures. Our in-house and field editorial staff have driven the Alaska Highway many times in winter and report that the road surfaces are smoother and there is no dust or construction, the wildlife viewing includes plenty of variety (just not bears) and it is easier to spot wildlife on the road as they stand out against the white snow.

We enjoy the peacefulness of roads with less traffic and the expansive beauty of snow covered wide open spaces, frozen lakes, ribbons of rivers and majestic mountains. We have specific preparations and resources that we recommend as you plan for a winter trip on the Alaska Highway. Alaska and the western provinces and territories of Canada allow studded tires in winter. These dates are roughly October 15-April 15 although some areas allow them earlier and later. While studded tires aren't essential, good winter tires are recommended as snow and likely ice, is the norm. Road conditions should always be a concern and asking what's up ahead as you drive along is prudent. Be willing to spend the night if the weather isn't cooperative with your travel plans. Crews in these northern areas are well equipped to handle winter weather and roads are quickly cleared and ready for traffic after storms. Here is a list of road report phone numbers, websites and weather cams that show stretches of the roads so that you can look ahead at what is to come: For Alaska road conditions go to 511 Alaska and be sure to check the box for weather cameras which will show you all the cam views possible on Alaska roads.

By hovering over the icons on the map you can read current weather conditions. Phone 511 for recorded weather conditions on Alaska roads. For Yukon road conditions go to 511 Yukon or phone 511 or 867-456-7623. For British Columbia road conditions go to Drive BC ; web cams at: BC Highway web cams or phone 1-800-550-4997 or cell *4887. For Northwest Territories road reports go to Northwest Territories highway conditions or phone 800-550-0750. For Alberta road conditions go to 511 Alberta and click on the map for conditions or phone 511 or 855-391-9743. Much of this route includes remote miles. To help with anticipating the unknown, plan to gas up frequently. Even in winter there are gas stations open at reasonable distances but few are open 24-hours. Drive on the top half of your tank—which means, fill up whenever you get near a half-tank—just to be safe.

Phone ahead for lodging to make sure you don't arrive during an unexpected closure for the owners (even for year-round businesses). Have a block heater installed in your vehicle and keep your extension cord handy for plugging in if the weather is below zero. Keep all of your emergency road gear at the top of your load and within easy reach in an emergency. Be sure to have flares, jumper cables, a tow rope, all tire changing equipment and heavy outdoor gear for extreme temperatures, all handy just in case you need them. You don't want to have to unpack your vehicle just to reach the car jack, if it is -20F and you get a flat. Above all, if you are stopped along the road and unable to fix your vehicle, set out emergency flares to alert traffic to your situation and then stay in your car till help comes. Keep sleeping bags, food and water handy to increase the likelihood of a comfortable wait. Travelers help each other in these northern climates and we have seen tractor trailers pull up, latch on and pull out cars from a snowbank, then drive off with nothing more than a wave. Your emergency equipment may help others in need but be sure you don't cause an accident when you stop to help.

Pull well out of the way of traffic and ensure you are visible to those approaching and from behind by setting out flares (or flags) as far in advance and behind as possible to alert other drivers to slow down. For those of you from southern climates, freezing temps overnight—when your car is turned off—can affect your cargo. Remember to bring electronics, or at least their batteries, inside with you each night along your trip. Freezing temps wreak havoc on their integrity and can explode canned goods or beverages you may have with you so plan to bring them in with you when you stop for the night. Rule of thumb, if putting something in the freezer would harm it, you don't want to leave it in your car. (NOTE: your car battery is not in danger but you should have it checked for charge prior to this trip as freezing temps put more of a strain on it than normal temps.) Once you have prepared for the worst, prepare to enjoy your drive. Drive at the speed dictated by highway conditions, keep your camera handy and take frequent breaks. This winter drive will be an adventure of a lifetime and you want the photos to prove it!

Question: What is the Alaskan terminus of the Alaskan Highway?
Answer: Fairbanks