About InterBering

InterBering is a Limited Liability Company registered in the State of Alaska. Our expertise includes the integration of information and management processes with particular focus on the organization, financing and construction of an interhemispheric Bering Strait tunnel and joining the railways of two continents, North America and Asia.

In recent years engineers from both the United States and Russia have in fact researched and planned a proposed connecting railway complete with undersea transit tunnel. The financing and completion of this potentially game-changing undertaking may well involve a merger of the best in public and private enterprise.

But the benefits will be shared by consumers on both continents and worldwide.

We at InterBering, LLC are strategically positioned to coordinate and to provide expert liaison, translation and listing services for American and other companies interested in helping us turn vision into reality. With offices in Anchorage, Alaska and experienced contacts in Russia - we stand ready to build the tunnel under the Bering Strait and also to assist to build the railroads from Canada to Alaska and further to Russia via Bering Strait tunnel.

Our InterBering.com website provides opportunities for the exchange of information between investors, governmental, public and private organizations involved in the proposed construction of the Great Bering Way, as this rail link project is also known.

We plan to actively bring about an historic agreement between the Governors of the State of Alaska (USA) and Chukotka Atonomous Okrug (Russia) making this proposed rail tunnel a future reality.

Acceptance of investments

To contact the editorial staff of the website about investment opportunities with InterBering, LLC or to send documents, information files, materials for publication on the website or links to other resources - or to advertize on InterBering.com - please see our contacts page.


Read more about Bering Strait Tunnel project.

Current review

The dream of an interhemispheric rail connection linking America with Asia across the Bering Strait remains as visionary now as when first proposed a century ago.

The opening of the Channel Tunnel connecting Britain to the European continent has made it even more so. This monumental European achievement highlights both the global challenge we face and the vast potential in opening our own secure new avenue for trade and communication between three great nations - America, Canada and Russia - and other Pacific Rim economies.

The recent disruption in air transportation caused by the Eyjafjallajökull Volcano in Iceland likewise demonstrates the unreliability of air links and the desirability of land based trade connections.

If the planning, construction and utilization of an Interhemispheric railroad connecting Alaska and Russia across the Bering Strait could be launched merely by a chance meeting of leaders, a simple handshake, and the words "Let's do it!" - it would be truly historic.

But in reality, major development projects on this scale come only after much preparation by others dedicated to an enlightened economic vision - and by private investors prepared to recognize opportunity and grasp it.

Consider, for instance, what it took to accomplish the 31.4 mile undersea rail Eurotunnel across the English Channel (la Manche, in French) between Britain and France. Construction on this now acclaimed project started in October of 1990 and the tunnel was finally opened for rail travel on May 6, 1994. But all this was preceded by much hard work overseen by two financial and construction groups from the British and French sides. In 1985 they had formed the Channel Tunnel Group/France-Manche (CTG/F-M). Before that, local banks and construction interests had joined together to lobby for the tunnel based on a 1975 study which included eleven volumes of supporting materials.

Of course, since 1957 Britain and France have been partner nations in the European Union and its predecessor. There is at present nothing approaching that level of cooperation between the United States and Russia. At times there indeed seem more issues that divide rather than unite us. But a railroad connecting our two great countries could be vastly profitable for both and speed the movement of cargo and passenger traffic. This would also make available rich mineral deposits and put new perspective on the need to get along more harmoniously. Something far removed from the old Cold War climate.

Russia could sell its abundant gas and oil to North America, adding new and convenient resources to our energy marketplace. Also, for Russia, getting fees for transit cargos from China and the rest of Asia would be lucrative.

But perhaps most importantly, economic growth would take place along new and existing railway lines in eastern Russia - with new infrastructure and an expanded labor force serving the rail network. Towns on both sides of the Bering Strait would grow along with new service companies and international joint ventures. While all this would make for economic growth, it would also help right the historic imbalance of power between Moscow and the far eastern region of Russia - something which could in itself greatly benefit free trade. As coastal jurisdictions opt to adopt policies which benefit their populations, the Moscow government would come under increased pressure to relax its trade policies.

In August 2011 the Intercontinental Magistral Eurasia - North America (conference) held in the Russian city of Yakutsk agreed, without delay or even a signed agreement with the United States, to connect the existing Russian Baikal-Amur railway to the Bering Strait. This will involve laying 2,400 miles of rail through undeveloped regions of Siberia to the Chukotka Peninsula by the year 2030. Separately, and at the same time, an undersea Bering Streat tunnel could be built from American side or from both sides to extend the rail lines between Alaska and Russia.

On November 15, 2011 Russian President Dmitry Medvedev attended a ceremony initiating construction of a new railway line shortening the trip along the Baikal-Amur route to Yakutsk. This "golden track" portion will link the towns of Berkatit along the Baikal Amur Railway and Nizhny Bestyakh, 15 kilometers (about 10 miles) from Yakutsk.

"We also have impressive plans to further develop railway services in the North, which we hope will come true in the coming decade," said the Russian president.

Medvedev mentioned at the ceremony that once a railway crossing is built over the Lena River, the rail line will reach to Yakutsk while another line will run from Nizhny Bestyakh to Magadan and then on to the Bering Strait.

"The crossing will be built by all means. Have no doubts about that," he said. The railway project in Russia is being financed with state funds and is managed by the joint stock company Russian Railways - though details haven't been announced.

For the United States, Russia and Canada roughly 5,500 miles of new railroads would need to be built, with the tunnel itself, at an estimated total cost of perhaps $100 billion or more. In comparison, this is a fraction of the Iraq War cost.

The entire cost of an undersea Bering Strait tunnel project would depend on many things, of course. The final bill for the tunnel between Britain and France, for instance, was 80% over initial estimates; in current prices that would be $17.5 billion. But in the case of the Eurotunnel both governments had extensive networks of inland railroads, so the major need was a connecting tunnel.

And while in Russia it does not seem to be a question of who will handle the financing, a weak U.S. economy combined with tepid interest in Canada means that finding money to build the North American section of the international railroad could be an issue.

This is why we formed the InterBering LLC, The Bering Strait Tunnel and Railroad Construction Investment Corporation and established this website. We at InterBering believe that the entire Bering Strait Tunnel project can be financed through private funding, without the financial help of central governments. This is in fact the way the Eurotunnel was built. With approval by local territorial governments - if not those in Washington and Ottawa - sufficient money could be found through private investors.

In reality, the planning, construction and utilization of an Interhemispheric railroad connecting Alaska and Russia across the Bering Strait will be launched only after much preparation by those with enlightened economic vision - and by private investors prepared to recognize opportunity and grasp it.

Progressing step by step, we intend to first establish an office in Anchorage where local governments, construction concerns and finance groups can work together to achieve the higher level of communication necessary.

Moreover, in our view the United States and Canada could build a railroad to the Bering Strait several times faster than the Russians will do it through their completely undeveloped Siberian lands. This is because it is possible to initiate North American construction from different places at the same time: from the existing Alaska Railroad in Fairbanks simultaneously in opposite directions (and the construction of a southeastern 80-mile railway from North Pole to Delta Junction with a near a mile-long bridge over the Tanana River is already underway), and from Fort Nelson in Canada to the north.

Coming to the shores of the Bering Strait 10-15 years earlier than the Russians, at the same time we could go on to build the entire tunnel (about a 12-15 year project) with our own financing and labor force, including the portion on Russian territory. That could potentially give us more control over key aspects such as tunnel maintenance, security, customs and operation schedules - including the possibility of controlling land on the Russian side to house workers, etc.

U.S. Congressional interest in taking over from InterBering, LLC the construction of the project could follow, as the many economic benefits become readily apparent - including the hundreds of thousands of new American jobs the project will produce. Building new conventional rail lines and high-speed railroads that run at 280 miles per hour, plus producing the steel, cement, copper and aluminum wire, power plants and many other necessary components will involve a vast number of workers.

Alaska will benefit from a through rail connection linking the continental U.S. and Asia because such a railroad will not only help end the isolation of our largest state but will give it increased opportunities to ship liquefied natural gas and oil to vast new markets - and to do so by train rather than by enormously expensive pipelines. The Alaska Department of Transportation might become the single biggest supporter of building a transcontinental railroad.

And just as with the Suez and Panama canals, the country or countries who design and build the Bering Strait tunnel will be the ones who control its traffic, cargos and travelers. This adds a strategic consideration which cannot be overlooked.

As one of the greatest civil engineering projects in history, this Interhemispheric North America-Eurasia railroad could also usher in a new era of American and Russian cooperation. The moment at which American and Russian workers drive in the final spike will be as significant to the world as that World War II moment almost 80 years ago when our armies linked up across the river Elba in Germany to end a war.

Russia's military intervention in Ukraine, which commenced in February 2022, halted development plans for the construction of the US-Russia railroad. However, as hostilities are anticipated to cease eventually, the future global landscape may prove more conducive to advancing our railway project.

Assuming that the outcome of the conflict in Ukraine will inevitably result in the defeat of the aggressor, it becomes evident that the new Russian government will seek to establish swift and extensive business relations with the United States. An essential initiative for this renewed cooperation could involve the decision to link our countries' coasts with a railway and tunnel.

Alternatively, should the war's conclusion align with the aspirations of those advocating for the division of Russia into smaller states, we may face a scenario where the Far East and Siberia no longer remain part of Russia. In such a scenario, the US would connect its railway with independent states like Chukotka, the Magadan Republic, and the Far Eastern Russian Republic, among others.

In a more extreme scenario, should Russia collapse, its easternmost region, Chukotka, might seek annexation by the United States to safeguard itself from potential reintegration into Russia or other emerging entities in the region.

Should the United States annex Chukotka, akin to its acquisition of Alaska, the Bering Strait would fall entirely under US control. Consequently, constructing a tunnel beneath it would become significantly more feasible, as the United States would avoid disputes over train traffic, customs, and railway track width.

Predicting the trajectory of events from 2022 to 2025 is fraught with uncertainty, yet major conflicts often precipitate profound global transformations. The construction of the Bering Strait Tunnel and the long-awaited railroad connecting North America with Eurasia could reshape the political landscape of Russia's Far East and offer a solution to a longstanding challenge.

Additionally, considering China's potential territorial ambitions in eastern Russia, the possibility of the United States and China becoming neighbors, whether closer to or along the 60th parallel in Asia, remains uncertain but feasible. This prospect presents a significant opportunity for future trade routes between the two nations, and connecting this new railroad to the vast markets of Japan and South Korea could further amplify its positive impact.

Fyodor G. Soloview
Founder / Member / President InterBering, LLC
Anchorage, Alaska
United States of America

By Ed Peters, South China Morning Post, Oct. 4, 2020.