A B742 CREW DEPARTED ANC FLYING THE WRONG SID.

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CREW RPTED FOR OVERSEAS BRIEFING ON TIME. BRIEFING WAS WELL PERFORMED AND INCLUDED DISPATCH DETAILS AND WX FOR DEST EHAM. CURRENT ANC WX 180 DEGS 10 KTS GUSTING TO 16 KTS; 10 SM. ARRS ON RWY 14. DEPS ON RWY 6L. RWY 6R CLOSED. ATIS WIND UPDATED 140 DEGS AND 8 KTS. INBOUND ACFT ARRIVED SLIGHTLY LATE ON SCHEDULED TIME. OUTBOUND CREW DEPARTED FOR ACFT AND BOARDED AS INBOUND CREW DISEMBARKED 35 MINS PRIOR TO SCHEDULED DEP. INBOUND CREW HAD LOGGED A FLUCTUATING PRESSURIZATION PROB. THE MAINT MGR INFORMED THE CAPT THAT A PRESSURIZATION CTLR WOULD BE CHANGED. CREW PERFORMED PREFLT TASKS AND INS/PMS DATA WAS LOADED. FO WAS PF. CAPT RECEIVED THE CLRNC AND WAS CONFIRMED BY FO. KNIK 6; AS FILED; MAINTAIN 4000 FT. AFTER LOADING PMS; ETC; ATIS WAS CHANGED AND WIND 230 DEGS AND 7 KTS. CREW DISCUSSED PERFORMANCE AND TAILWIND CONDITION WAS UNFAVORABLE FOR RWY 6L. RWY 14 WAS REQUESTED AND GND CTL ADVISED THIS WAS A NOISE SENSITIVE RWY. THIS SEEMED A MOOT POINT AS RWY 6L IS ALSO NOISE SENSITIVE. MAX ALLOWABLE TAILWIND OF 10 KTS FOR PERFORMANCE ON RWY 6L. ENGS STARTED FOLLOWING MAINT RELEASE AND CHKLISTS. ADVISED THAT RWY 32 WOULD BE AVAILABLE. KNIK 6 SID DEP FROM RWY 32 SETUP AND BRIEFED. FE PREPARED TKOF DATA FOR RWY 32 USING 9000 GENERAL TABLE DUE TO RWY WORK. DURING TAXI; THE TWR CHANGED RWY TO RWY 6L. TAXI WAS NON STANDARD DUE TO CLOSURES AND MEN WORKING. FO PICKED UP CHART FOR SID AND BRIEFED A R-HAND TURN TO 190 DEG HDG AT 2000 FT. ARRIVING AT TXWY H; CLRNC WAS GIVEN FOR TKOF; FOLLOWING A HVY JET. 2-3 ACFT BEHIND OURS IN SEQUENCE WAITING. CHKLIST COMPLETED AND TKOF PERFORMED. R TURN IN IMC CONDITIONS COMMENCED AT 2000 FT WITH HDOF TO DEP CTL. DEP WAS NORMAL WITH SEVERAL HEADING TURNS TO INTERCEPT J115 CLBING TO FL200 AND PROCEED ENRTE. 18 HRS AND 30 MINS LATER; THE CAPT AWOKE IN THE HOTEL IN EHAM TO FIND A FAX UNDER THE DOOR ADVISING THAT THE WRONG SID HAD BEEN FLOWN IN ANC. COMMENTS: OUR COMPANY FLTS ARE OFTEN CLRED VIA A KNIK 6 OR ANC 3 SID. COMMERCIAL CHARTS PLACES BOTH SID DEPS ON THE SAME SHEET WITH THE ANC 3 SID AS THE FACING SID IN THE MANUAL. THE PAGES ARE THEREFORE FRONT TO BACK. BOTH SID'S SHARE COMMON HEADINGS; ETC. EXAMPLE RWY 32; 6 (L AND R); 24 (L AND R). IT IS UNFORTUNATE THAT THIS CREW HAD TO EXPERIENCE THIS SIT. CHANGING WINDS; TXWY CLOSURES; CONSTRUCTION AND RWY CLOSURES/OPENINGS; BUSY NOON TIME ARPT CONDITIONS AND A SHORT TURN AROUND TIME WERE ALL CONTRIBUTING FACTORS ALONG WITH MAINT AND ACFT PERFORMANCE. HAD ANC TWR PERMITTED OUR FLT TO DEPART ON RWY 32 AS WE HAD PLANNED AND BRIEFED PRIOR TO DEPARTING THE BLOCKS (RWY 32 IS ALSO NON NOISE SENSITIVE); THIS EVENT WOULD NEVER HAVE HAPPENED. ALTHOUGH AN ANC 3 SID WAS FLOWN THERE WAS NO MENTION OF CONFLICTS OR INCONVENIENCE TO OTHER ACFT. I QUESTION ANC TWR'S OBJECTIVES IN NOT INFORMING THE CREW IMMEDIATELY OF THE DEV. THE SIT WOULD HAVE BEEN CORRECTED IMMEDIATELY. THE ACFT DEPARTED INTO IMC CONDITIONS AGAINST RAPIDLY RISING TERRAIN AND YET ANC TWR NOR ATC DEP CTL TOOK THE INITIATIVE TO CORRECT OR QUERY THE FLT PATH BEING FLOWN. THIS NON-ACTION GIVES RISE TO DOUBT IN THE ATC SYS AT ANC AND A LACK OF TRUST. RECENTLY; ANCHORAGE CTL TWR HAS BEEN THE TOPIC OF MEDIA TELEVISION AND HAS COME UNDER CRITICISM FROM CITIZENS CONCERNED WITH THE NOISE OVER THE CITY. IN LIGHT OF THE ABOVE SIT; I DID NOT CONSIDER IT UNUSUAL THAT THE ANC 3 SID AS BRIEFED AND FLOWN WOULD BE INAPPROPRIATE UNDER THE NOISE SENSITIVITY CONDITIONS.