List of White Pass and Yukon Route locomotives and cars

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The White Pass and Yukon Route railroad has had a large variety of locomotives and railroad cars.

White Pass Steam Locomotives[edit]

Locomotives with dark grey have been scrapped, while locomotives with light grey have been either put on display, or sold to other railroads.

Number

or Name

Builder Whyte Type

─────── Tractive Effort (1942)[1]

Date

Built

Shop No. Remarks
Duchess Baldwin Locomotive Works 2-4-0T

2,900 lbf (13 kN)

Sep.

1878

4424 Originally, Dunsmuir, Diggle & Co. 30-inch gauge 0-6-0T #2, Duchess. Dunsmuir, Diggle sold to Wellington Colliery R.R. in 1883. Duchess converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3 feet, probably about 1889. Resold to Albion Iron Works (dealer) thereafter. Resold to John Irving Navigation Co. in April 1900 for use on the Taku Tram. Irving Navigation purchased by the White Pass in June 1900. Duchess powered the Taku Tram from 1900 to 1920. Used as a trash burner at Carcross, Yukon from 1920 to 1931. Put on display at Carcross in 1931. Named for Catherine S. D. Wellesley (1773–1831), wife of the 1st Duke of Wellington.[2]
2nd 4 Baldwin Locomotive Works 2-6-2

11,031 lbf (49.07 kN)

Sep.

1912

37564 Originally, Klondike Mines Ry. #4. Purchased by the White Pass in 1942. Sold to the Oak Creek Central Ry. in 1955 (OCC #4). Resold to the Peppermint & North Western R.R. in 1960 (P&NW #4). Resold to the Petticoat Junction R.R. in 1964 (PJ #4). Resold to the Gold Nugget Junction R.R. in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[3][4] Resold to Dry Gulch USA, near Pryor, Oklahoma, in 2005.
8 Climax Locomotive Works 0-4-(4+4-0)

[3-Truck Climax ] 20,000 lbf (89 kN)

Dec.

1897

167 Originally, Colorado & Northwestern Ry. #2. Acquired by the White Pass in 1899. Sold to W.D. Hofius & Co. (dealer) in 1902. Resold in 1903 to the White Star Lumber Co., who reduced it to an 0-4-(4-0) [2-truck] type and converted it to standard gauge (WSL #1). Resold to the Maytown Lumber Co. about 1912 or 1916.[5][6] Maytown Lumber discontinued operations in 1929.[7] Locomotive presumed scrapped thereafter.
USA 10 Baldwin Locomotive Works 4-6-0

16,010 lbf (71.2 kN)

Jan.

1916

42768 Originally, East Tennessee & Western North Carolina R.R. #10. Purchased by the U.S. Army in 1942. Bore "W.P.&Y.R." on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[8]
USA 14 Baldwin Locomotive Works 4-6-0

16,010 lbf (71.2 kN)

Sep.

1919

52406 Originally, East Tennessee & Western North Carolina R.R. #14. Purchased by the U.S. Army in 1942. Bore "W.P.&Y.R." on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[8]
USA 20

(ex-USA 3920)

Baldwin Locomotive Works 2-8-0

13,200 lbf (59 kN)

Dec.

1890

11355 Originally, Denver, Leadville & Gunnison Ry. #272. Became Colorado & Southern Ry. #69 in 1899.[9] Purchased by the U.S. Army in April 1943 as #3920 for use on the White Pass. Renumbered to 20 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.
USA 21

(ex-USA 3921)

Baldwin Locomotive Works 2-8-0

13,200 lbf (59 kN)

Dec.

1890

11356 Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.[9] Purchased by the U.S. Army in April 1943 as #3921 for use on the White Pass. Renumbered to 21 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.
USA 22

(ex-USA 3922)

Baldwin Locomotive Works 2-8-0

12,600 lbf (56 kN)

May

1904

24109 Originally, Silverton Northern R.R. #3. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3922 for use on the White Pass. Renumbered to 22 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1945.
USA 23

(ex-USA 3923)

Baldwin Locomotive Works 2-8-0

12,600 lbf (56 kN)

Apr.

1906

27977 Originally, Silverton Northern R.R. #4. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3923 for use on the White Pass. Renumbered to 23 in June 1943. Retired in 1944. Shipped out of Skagway, Alaska. Scrapped in 1945.
24

(ex-USA 24, exx-USA 3924)

Baldwin Locomotive Works 2-8-0

15,510 lbf (69.0 kN)

May

1904

24130 Originally, Silverton, Gladstone & Northerly R.R. #34, Gold Prince. Sold to the Silverton Northern R.R. in 1915 (SN #34). The S.N. R.R. was abandoned in 1942. Loco resold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3924 for use on the White Pass. Renumbered to 24 in June 1943. Retired in 1945. Sold to the White Pass in 1947. Scrapped in 1951.
Georgetown Loop RR 40 Baldwin Locomotive Works 2-8-0

21,437 lbf (95.36 kN)

Sep.

1920

53777 Originally, International Railways of Central America #50. Renumbered to 40 in 1928.[4] Sold to the Georgetown Loop R.R. in 1977 (GL #40). Operated on the White Pass in 2000 and 2001. Returned to the G.L. R.R. in 2001.
51

(ex-1st 1)

Brooks Locomotive Works 2-6-0

10,380 lbf (46.2 kN)

Jan.

1881

494[10] Originally, Utah & Northern Ry. #23. Renumbered to 80 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 3).[10] Acquired by the White Pass in 1898 as 1st 1. Larger boiler installed and renumbered to 51 in 1900. Powered the Taku Tram from 1920 to 1931. Retired in 1941. Put on display at Whitehorse, Yukon in 1958.
52

(ex-1st 2)

Brooks Locomotive Works 2-6-0

10,380 lbf (46.2 kN)

Aug.

1881

567[10] Originally, Utah & Northern Ry. #37. Renumbered to 94 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 4).[10] Acquired by the White Pass in 1898 as 1st 2. Larger boiler installed and renumbered to 52 in 1900. Powered the Taku Tram from 1930 to 1936. Retired in 1940. Put on display at Skagway, Alaska in 1971.
53

(ex-1st 3)

Grant Locomotive Works 2-8-0

12,876 lbf (57.28 kN)

about Apr. 1882[11] probably, one of

1443-1446, 1448-1452[12]

Proposed Denver & Rio Grande R.R. Class C-16, ##230-239 series, loco, but sold instead to the Toledo, Cincinnati & St. Louis R.R. in 1882 (TC&StL #63).[11] Resold to the Cincinnati Northern Ry. in 1883 (CN #63). Transferred to the Cincinnati, Lebanon & Northern Ry. in 1885 (CL&N #63). Repossessed by Grant in June 1887.[13] Sold to the Columbia & Puget Sound R.R. via Barrows & Co. (dealer) in September 1887 (C&PS #9).[14] Acquired by the White Pass in 1898 as 1st 3. Renumbered to 53 in 1900. Retired in 1907. Scrapped in 1918.
54

(ex-1st 4)

Baldwin Locomotive Works 4-4-0

5,470 lbf (24.3 kN)

Mar.

1878

4294 Earliest-built locomotive to operate on the White Pass. Originally, Thurston County R.R. Construction Co., d.b.a. “Olympia & Tenino R.R.,” #1, E. N. Ouimette. Transferred to Olympia & Chehalis Valley R.R. in 1881 (O&CV #1). Sold to the Columbia & Puget Sound R.R. in 1890 (C&PS #10).[15] Acquired by the White Pass in 1898 as 1st 4. Renumbered to 54 in 1900. Sold to the Tanana Mines Ry. in 1905 (TM #50). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #50). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1923 (ARR #50). The locomotive was scrapped in 1930.
55

(ex-5)

Baldwin Locomotive Works 2-8-0

12,150 lbf (54.0 kN)

May

1885

7597 Originally, Columbia & Puget Sound R.R. #8. Acquired by the White Pass in 1898 as #5. Renumbered to 55 in 1900. Sold to the Klondike Mines Ry. in 1904 (KM #2). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[3]
56

(ex-6)

Baldwin Locomotive Works 2-8-0

16,800 lbf (75 kN)

Jan.

1899

16455 Purchased new. Originally #6. Renumbered to 56 in 1900. Rebuilt from Vauclain compound to simple in 1907. Scrapped in 1938.
57

(ex-7)

Baldwin Locomotive Works 2-8-0

15,118 lbf (67.25 kN)

Jan.

1899

16456 Vauclain compound locomotive. Purchased new. Originally #7. Renumbered to 57 in 1900. Sold in 1906 to the Klondike Mines Ry. (KM #3). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[3]
59 Baldwin Locomotive Works 4-6-0

15,400 lbf (69 kN)

May

1900

17749 Purchased new. Scrapped in 1941.
60 Baldwin Locomotive Works 4-6-0

15,400 lbf (69 kN)

May

1900

17750 Purchased new. Retired in 1942. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990.
61 Baldwin Locomotive Works 2-8-0

17,600 lbf (78 kN)

June

1900

17814 Purchased new.[16] Retired in 1944. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. Sold to Mid-West Locomotive & Machine Works in 2007.
62 Baldwin Locomotive Works 4-6-0

14,600 lbf (65 kN)

June

1900

17895 Purchased new. Retired in 1945. Used as riprap along the Skagway River in 1949.
63 Brooks Locomotive Works 2-6-0

8,400 lbf (37 kN)

Apr.

1881

522 Originally, Kansas Central R.R. # 7, Sidney Dillon. Renumbered to 102 in 1885. K.C. R.R. converted to standard gauge in 1890.[17] Locomotive sold to F.M. Hicks & Co. (dealer) after 1896. Purchased from Hicks by the White Pass in 1900.[18] Sold to the Klondike Mines Ry. in 1902 (KM #1). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[3]
64 Hinkley Locomotive Works 2-6-0

7,802 lbf (34.71 kN)

Nov.

1878

1781 May have been built as an 0-6-0.[19] Originally, North Western Coal & Navigation Co. #10. Configured as a 2-6-0 by 1891. The N.W.C.&N. Co. was sold to the Alberta Railway & Coal Co. in 1891. Locomotive sold to the Columbia & Western Ry. in 1896 (C&W #2). The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd 506, but never physically renumbered it.[20] Purchased by the White Pass in 1900. Retired in 1907. Scrapped in 1918.
65 Brooks Locomotive Works 2-6-0

8,480 lbf (37.7 kN)

Sep.

1881

578 Originally, Kansas Central R.R. # 8, L. T. Smith. Renumbered to 103 in 1885. Sold to the Columbia & Western Ry. in 1896 (C&W #3).[17] The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd 507, but never physically renumbered it.[20] Purchased by the White Pass in 1900. Sold to the Tanana Mines Ry. in 1906 (TM #51). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #51). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1923 (ARR #51). The locomotive was scrapped in 1930.
66 Baldwin Locomotive Works 4-6-0

15,400 lbf (69 kN)

May

1901

18964 Purchased new.[21] Retired in 1953. Used as riprap along the Skagway River in 1967.
67 Baldwin Locomotive Works 4-6-0

15,400 lbf (69 kN)

May

1901

18965 Purchased new.[21] Retired in 1941. Used as riprap along the Skagway River in 1951.
68 Baldwin Locomotive Works 2-8-0

24,000 lbf (110 kN)

June

1907

30998 Purchased new. Severely damaged by rock slide in 1917 and retired.[22] Scrapped in 1938.
69 Baldwin Locomotive Works 2-8-0

23,962 lbf (106.59 kN)

Apr.

1908

32962 Purchased new. Nicknamed Gila Monster by the 770th Railway Operating Battalion during World War II. Retired in 1954. Sold to the Black Hills Central R.R. in 1956. (BHC #69, Klondike Casey). Resold to the Nebraska Midland Ry. in 1973 (NM #69).[22] Last run by N.M. Ry. in 1990. Sold back to the White Pass in 2001. Returned to service on the White Pass in 2008.
70 Baldwin Locomotive Works 2-8-2

21,600 lbf (96 kN)

May

1938

62234 Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #70).[4] S.D.C. sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[23]
71 Baldwin Locomotive Works 2-8-2

21,600 lbf (96 kN)

Jan.

1939

62257 Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #71).[4] S.D.C. sold out to Dollywood in 1986 (Dollywood #71).[23] She is currently under restoration at Dollywood.
72 Baldwin Locomotive Works 2-8-2

21,600 lbf (96 kN)

May

1947

73351 Purchased new. Retired in 1964. Used as a stationary boiler from 1964 to 1969. Severely damaged in the 1969 Skagway roundhouse fire. All but its chassis was scrapped in 1974. The chassis was sold to Silver Dollar City in 1977. S.D.C. sold out to Dollywood in 1986.[23] Chassis scrapped in 1999.
73 Baldwin Locomotive Works 2-8-2

21,600 lbf (96 kN)

May

1947

73352 Purchased new. Retired in 1964. Put on display at Bennett, British Columbia in 1968. Moved to Whitehorse, Yukon for restoration in 1979. Restored to service in 1982.[2] Operable.
80 American Locomotive Company 2-8-2

19,000 lbf (85 kN)

July

1920

61980 Originally, Sumpter Valley Ry. 2nd 101. Renumbered to 20 in 1920. Purchased by the White Pass in 1940.[24] Retired in 1958. Sold back to the S.V. Ry. in 1977 (SV #20).[4]
1st 81 American Locomotive Company 2-8-2

19,000 lbf (85 kN)

July

1920

61981 Originally, Sumpter Valley Ry. 2nd 102. Renumbered to 19 in 1920. Purchased by the White Pass in 1940.[24] Retired in 1957. Sold back to the S.V. Ry. in 1977 (SV #19).[4]
Proposed USA 152 Baldwin Locomotive Works 4-6-0

10,000 lbf (44 kN)

June

1920

53296 Originally, Alaskan Engineering Commission #152. The A.E.C. became The Alaska Railroad in 1923. Locomotive acquired by the U.S. Army in 1942 for use on the White Pass, shipped to Skagway, Alaska, but not off loaded. Sold to Davidson Scrap Metals about 1947. Resold to the Camino, Cable & Northern R.R. in 1951 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry R.R. in 1975 (H RR #2).[4]
190

(ex-USA 190)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69425 U.S. Army Class S118. Originally, USA #190, and used by the Army on the White Pass.[25] Turned over to the White Pass in 1946. Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[26]
191

(ex-USA 191)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69426 U.S. Army Class S118. Originally, USA #191, and used by the Army on the White Pass.[25] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[26]
192

(ex-USA 192)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69427 U.S. Army Class S118. Originally, USA #192, and used by the Army on the White Pass.[25] Turned over to the White Pass in 1946. Retired in 1957. Sold to the Rebel R.R. in 1960 (R RR #192).[26] The Rebel R.R. sold out to Gold Rush Junction in 1970 (GRJ #192). G.R.J. sold out to Silver Dollar City in 1977 (SDC #192). S.D.C. sold out to Dollywood in 1986 (Dollywood #192, Klondike Katie).[23]
193

(ex-USA 193)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69428 U.S. Army Class S118. Originally, USA #193, and used by the Army on the White Pass.[25] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[26]
194

(ex-USA 194)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69429 U.S. Army Class S118. Originally, USA #194, and used by the Army on the White Pass.[25] Retired in 1944. Sold to the White Pass in 1947. Scrapped in 1951.[26]
195

(ex-USA 195)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69430 U.S. Army Class S118. Originally, USA #195, and used by the Army on the White Pass.[25] Retired in 1946. Sold to the White Pass in 1947. Put on display at Skagway, Alaska in 1962.[26]
196

(ex-USA 196)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69431 U.S. Army Class S118. Originally, USA #196, and used by the Army on the White Pass.[25] Turned over to the White Pass in 1946. Retired in 1950. Used as riprap along the Skagway River in 1967.[26]
197

(ex-USA 197)

Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69432 U.S. Army Class S118. Originally, USA #197, and used by the Army on the White Pass.[25] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[26]
USA 198 Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69433 U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the White Pass.[25] Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #32).[26][27] The F.C. C.G.-S. was abandoned by 1970.[28] Locomotive scrapped by 2003.
USA 199 Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69434 U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the White Pass.[25] Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #18).[26][27] The F.C. C.G.-S. was abandoned by 1970.[28] Locomotive scrapped by 2003.
USA 200 Baldwin Locomotive Works 2-8-2

16,000 lbf (71 kN)

Feb.

1943

69435 U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the White Pass.[25] Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #19).[26][27] The F.C. C.G.-S. was abandoned by 1970.[28] Locomotive scrapped by 2003.
USA 250 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64981 Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #470. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]
USA 251 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64982 Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #471. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]
USA 252 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64983 Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #472. Purchased by the U.S. Army in 1942 for use on the White Pass. Wrecked and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]
USA 253 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64985 Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #474. Purchased by the U.S. Army in 1942 for use on the White Pass. On February 5, 1943, en route from Prince Rupert, British Columbia, to Skagway, Alaska, it sank on a barge during an ice storm at Haines, Alaska. Recovered 13 days later. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]
USA 254 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64986 Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #475. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]
USA 255 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64988 Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW#477. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]
USA 256 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64990[30] Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #479. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[29]

[31][32][33][34][35]

White Pass Gasoline-Mechanical Locomotives[edit]

Locomotives with dark grey have been scrapped, while locomotives with light grey have been either put on display, or sold to other railroads.

Number or Name Builder Horse-
power
AAR Type Date Built Shop No. Remarks
Ford Tram Westminster Iron Works 90 B 1937 68 Has a Ford Motor Co. V-8 engine and no automatic brake system. Purchased new. Powered the Taku Tram from 1937 to 1950. Operated at Carcross, Yukon, tie plant from 1952 to 1982. Retired in 1982. Unserviceable.
2nd 3 Skagit Steel & Iron Works (Motor Appliance Corp.) 27 B 1924 Had a Fordson tractor engine. Originally, owned by Charles H. Frye and leased to Frye Lettuce Farms, Inc. Frye Lettuce went bankrupt in 1934. Locomotive purchased by the White Pass in 1936. Relegated to Shops use only. Retired in 1943. Scrapped in 1946.
3rd 3

(ex-USA 7651)

Plymouth Locomotive Works 175 B July

1942

4471 Plymouth Model ML6-25. LeRoi, Inc. RX15-C7 engine. Originally, U.S. Army #7651 and operated on the Kuparuk Ry. in Nome, Alaska. Shipped to Skagway, Alaska in 1943. Turned over to the White Pass in 1946 (WP&YR 3rd 3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970.

[32][33][34][35][36]

White Pass Diesel-Electric Locomotives[edit]

Locomotives with dark grey have been scrapped, while locomotives with light grey have been either put on display, or sold to other railroads.

Number Builder Horse-
power
AAR Type Date Built Shop No. Remarks
2nd 1 General Electric Co. 150 B June

1947

29191 GE Phase 3b 25-Tonner. Cummins Engine Co. HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #6. Purchased by the White Pass in 1969. Retired in 1979. Donated to the British Columbia Forest Museum in 1985 (BCFM #1).
2nd 2 General Electric Co. 150 B June

1947

29195 GE Phase 3b 25-Tonner. Cummins Engine Co. HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #10. Purchased by the White Pass in 1969. Retired in 1972. Scrapped in 1985.
2nd 81 General Electric Co. 800 C-C June

1957

32933 Convertible gauge locomotive. Alco Products, Inc. 6-251A prime mover. Originally, U.S. Army #3000. Operated on the Denver & Rio Grande Western R.R. from 1957 to 1960. Purchased by the White Pass in 1973. Retired in 1980. Sold to Bandegua (Guatemala subsidiary of Del Monte Fresh Produce, N.A.) in 1981 (Bandegua #314). Scrapped by 2006.
90 General Electric Co. 1400 C-C June

1954

32060 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251A prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins Engine Co. QSK45L prime mover in 2009.
91 General Electric Co. 1450 C-C June

1954

32061 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251A prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive LLC with Cummins Engine Co. QSK45L prime mover in 2010.
92 General Electric Co. 1450 C-C Dec.

1956

32709 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2012.
93 General Electric Co. 1450 C-C Dec.

1956

32710 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Colt Industries, Fairbanks Morse Div. 6-251 prime mover installed in 1998. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2012.
94 General Electric Co. 1450 C-C Dec.

1956

32711 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2011.
95 General Electric Co. 1450 C-C Mar.

1963

34592 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2013.
96 General Electric Co. 1450 C-C Mar.

1963

34593 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2013.
97 General Electric Co. 1450 C-C Mar.

1963

34594 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2011.
98 General Electric Co. 1400 C-C May

1966

35790 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins Engine Co. QSK45L prime mover in 2009.
99 General Electric Co. 1450 C-C May

1966

35791 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive LLC with Cummins Engine Co. QSK45L prime mover in 2010.
100 General Electric Co. 1450 C-C May

1966

35792 Originally, GE pattern GEX3341[37] with Alco Products, Inc. 6-251B prime mover. Purchased new. New prime mover in 2014.
101 Montreal Locomotive Works 1200 C-C May

1969

6023-01 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1101). Repurchased by the White Pass in 1999 (WP&YR #101).
102 Montreal Locomotive Works 1200 C-C May

1969

6023-02 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
103 Montreal Locomotive Works 1200 C-C May

1969

6023-03 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1105). Repurchased by the White Pass in 1999 (WP&YR #103).
104 Montreal Locomotive Works 1200 C-C May

1969

6023-04 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1104). Repurchased by the White Pass in 1999 (WP&YR #104).
105 Montreal Locomotive Works 1200 C-C May

1969

6023-05 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
106 Montreal Locomotive Works 1200 C-C May

1969

6023-06 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1106). Repurchased by the White Pass in 1999 (WP&YR #106).
107 Montreal Locomotive Works 1200 C-C May

1969

6023-07 MLW-Worthington Model Series C-14,[38] Specification DL-535E.[39] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1107). Repurchased by the White Pass in 1999 (WP&YR #107).
108 Montreal Locomotive Works 1200 C-C Dec.

1971

6054-01 MLW-Worthington Model Series C-14,[38] Specification DL-535E. MLW 6-251D prime mover. Purchased new.
109 Montreal Locomotive Works 1200 C-C Dec.

1971

6054-02 MLW-Worthington Model Series C-14,[38] Specification DL-535E. MLW 6-251D prime mover. Purchased new.
110 Montreal Locomotive Works 1200 C-C Dec.

1971

6054-03 MLW-Worthington Model Series C-14,[38] Specification DL-535E. MLW 6-251D prime mover. Purchased new.
Proposed 111 Bombardier Inc.
(bought MLW in 1975)
1200 C-C July

1982

6123-01 Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1993. Sold to United States Gypsum Co. in 1993 (USG #111). Operable.
Proposed 112 Bombardier Inc. 1200 C-C July

1982

6123-02 Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #112). Operable.
Proposed 113 Bombardier Inc. 1200 C-C July

1982

6123-03 Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #113). Destroyed in an accident in 1992.
114 Bombardier Inc. 1200 C-C July

1982

6123-04 Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Purchased by the White Pass in 1991. Operable.

[33][34][35][36][40]

White Pass Passenger Cars[edit]

Cars with dark grey have been scrapped, while cars with light grey have been either put on display, or sold to other railroads.

Number Name[41] Builder Date

Built

Remarks
1st 1 ........ W.P.&Y.R. 1900 Open observation car. Single 4-wheel truck. No automatic brake. Used on the Taku Tram. Converted to a flat car in 1937. Retired in 1951.
2nd 1 ........ Chassis and body: Paige Motor Co.;

front truck and drive wheels at rear: W.P.&Y.R.

1933 Self propelled, 50 hp (37 kW) gasoline-mechanical, Chevrolet Division 194 engine. Made from Paige Model 6-75 Sedan. No air brake. Broke an axle and retired in 1947. Front truck used to build #4. Remainder placed as riprap along the Skagway River.
2 ........ Chassis: Ford Motor Co.;

powered front truck and idler wheels at rear: W.P.&Y.R.

1935 Self propelled, 85 hp (63 kW) gasoline-mechanical, Ford Motor Co. V-8 engine. Made from 1934 Ford chassis and a bus body. No air brake. Demolished due to a derailment in 1942. Scrapped in 1943.
X3

(ex-932, exx-USA 932)

........ American Car & Foundry Co.

(St. Charles)

1918 Baggage Car, used on the White Pass exclusively as a Tool Car. From AC&F Lot #8339.[42] Originally, Sumpter Valley Ry. Baggage Car #5. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #932). Turned over to the White Pass in 1946 (#932). Renumbered to X3 in 1947. Scrapped in 1971.
4 ........ Chassis and body: Willys-Overland Corp.;

front truck and drive wheels at rear: W.P.&Y.R.

1947 Self propelled, 60 hp (45 kW) gasoline-mechanical, Willys L134 engine. Made from 1947 Willys 4-63 Jeep station wagon (Willys shop #27100). Contained front truck from 2nd 1. No air brake. Scrapped in 1955.
5 The Red Line Beartown Mechanical Design 1998 Self propelled, 436 hp (325 kW) Diesel-hydraulic, Caterpillar Inc. Model 3406 engine. Purchased new. Sold to Miles Canyon Historic Ry. Society in 2004. Named after a stage and boat line which operated between White Pass, British Columbia, and Carcross, Yukon, from 1898 to 1901.[2][43]
100 ........ Buda Co. 1912 Self propelled, 30 hp gasoline-mechanical. Buda Inspection Car No. 100. No air brake. Purchased new. Destroyed by the 1932 Skagway roundhouse fire.
1st 200 1st Lake Fraser (1945-1969) W.P.&Y.R. 1902 Business car from 1902 to 1941. Passenger car from 1941 to 1954. Work Car #X16 from 1954 to 1969, but not physically renumbered. Scrapped in 1969. “Fraser Lake” is the un-official name for Bernard Lake.[2][44] Mr. Fraser was Duncan C. Fraser (1845–1910), a Member of Parliament from Nova Scotia.[43] A larger and more famous lake in British Columbia is officially named Fraser Lake.
2nd 200 2nd Lake Summit W.P.&Y.R. 1992 Built up from Flat Car #497, 498, or 499.[45] Equipped with wheelchair lift. Named after the lake just north of White Pass, British Columbia.[43]
1st 201 ........ ........ ........ See, 1st 205.
2nd 201 ........ W.P.&Y.R. 1900 Baggage Car. Destroyed in a runaway in 1938.
3rd 201 Lake Crater W.P.&Y.R. 1992 Built up from Flat Car #497, 498, or 499.[45] Equipped with wheelchair lift. Named after the lake just north of Chilkoot Pass, British Columbia, which looks like a crater.[43][46]
1st 202 ........ J. Hammond Car Co.[47] 1887[47] Combine. Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890.[48] Acquired by the White Pass in 1898. Sold to Klondike Mines Ry. in 1904 (KM #200). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940’s.[3]
2nd 202 Lake Bare Loon W.P.&Y.R. 1992 Built up from Flat Car #497, 498, or 499.[45] Equipped with wheelchair lift. Named after the lake just to the west of Mile Post 37, in which 1970's Chilkoot Trail hikers skinny dipped and heard loons wail.[49] Bare Loon Lake is un-officially named “Beaver Lake.”
1st 203 ........ ........ ........ See, #272.
2nd 203 Lake Fantail W.P.&Y.R. 1993 Built up from one of Flat Cars ##470-477.[45] Equipped with wheelchair lift. Fantail Lake named for the Fantail Trail, the winter sled trail which extended between Atlin and The Forks (46 miles), The Forks and Log Cabin (9-mile spur), and The Forks and White Pass (15-mile spur).[50] The name Fantail is probably a metaphor, which figuratively referred to the end of the Trail’s radiating into two spurs at The Forks.[51]
1st 204 ........ Billmeyer & Small Co.[52] ca. 1878-1883[53][54] Had excursion car seat spacing.[55] Known to be owned by Barrows & Co. (N.Y. dealer) and located on the Billmeyer Co. property at York, Pennsylvania in 1887.[56] Possibly, one of ten Billmeyer excursion cars ordered by the Baltimore & Delta Ry. in 1882 and built in 1882 or 1883, of which five were refused by both the B.&D. Ry. and its successor, the Maryland Central R.R.[54][57] In any event, car sold to Barrows by 1887. Resold to Columbia & Puget Sound R.R. in 1887 (C&PS #3 or 4).[56] Acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #204). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #204). Car wrecked in 1916.[58]
2nd 204 Lake Chilkoot W.P.&Y.R. 1993 Built up from one of Flat Cars ##470-477.[45] Chilkoot was derived from a Tlingit phrase, which means storehouse for blenny (a type of fish).[59]
1st 205

(ex-1st 201)

........ Seattle & Walla Walla R.R.[60] 1877[60] Baggage Car. Originally, S.&W.W. R.R. #2.[60] Transferred to Columbia & Puget Sound R.R. in 1880. Acquired by the White Pass in 1898 (1st 201). Renumbered to 1st 205 in 1900. Cupola added in 1939. Destroyed in a wreck in 1943.
2nd 205 Lake Chilkat W.P.&Y.R. 1993 Built up from one of Flat Cars ##470-477.[45] Chilkat was derived from a Tlingit phrase, which means storehouse for sockeye (red) salmon.[61][62]
1st 206 ........ J. Hammond Car Co.[47] 1887[47] Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890.[48] Acquired by the White Pass in 1898. Sold to the Alaskan Engineering Commission in 1918. The A.E.C. became The Alaska Railroad in 1923. The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter.
2nd 206 Lake Nares W.P.&Y.R. 1993 Built up from one of Flat Cars ##470-477.[45] Nares Lake named for Adm. Sir George S. Nares (1831–1915), an Arctic explorer.[46][49][63][64]
1st 207 ........ ........ ........ See, #270.
2nd 207 Lake Morrow W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45] Equipped with wheelchair lift. Morrow Lake named for William Richard Morrow (1915–1968), Yukon corrections director, who had convicts maintain the Chilkoot Trail.
1st 208 ........ Billmeyer & Small Co.[52] ca. 1878-1883[53][54] Had excursion car seat spacing.[55] Known to be owned by Barrows & Co. (N.Y. dealer) and located on the Billmeyer Co. property at York, Pennsylvania in 1887.[56] Possibly, one of ten Billmeyer excursion cars ordered by the Baltimore & Delta Ry. in 1882 and built in 1882 or 1883, of which five were refused by both the B.&D. Ry. and its successor, the Maryland Central R.R.[54][57] In any event, car sold to Barrows by 1887. Resold to Columbia & Puget Sound R.R. in 1887 (C&PS #3 or 4).[56] Acquired by the White Pass in 1898. Sold to the Klondike Mines Ry. in 1904 (KM #202). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940’s.[3]
2nd 208 Lake Homan W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45] Homan Lake named for Charles A. Homan (1848–1944), U.S. Army topographer who accompanied Lt. Schwatka along the Yukon River in 1883.[46]
1st 209 ........ ........ ........ See, #267.
2nd 209 Lake Bernard W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45] Bernard Lake is un-officially named “Fraser Lake.”[44] Bernard was J. Bernard "Ben" Moore (1865–1919), who helped establish the White Pass Trail.[2]
210 ........ Seattle & Walla Walla R.R.[60] 1876[60] Earliest-built rolling stock to operate on the White Pass. Originally, S.&W.W. R.R. Coach #1.[60] Transferred to Columbia & Puget Sound R.R. in 1880 (C&PS #1).[65] Acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #100). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #200). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1923 (ARR #200).[58] The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter.
211

(ex-USA 934)

........ American Car & Foundry Co.

(St. Charles)

1918 Combine. From AC&F Lot #8338.[42] Originally, Sumpter Valley Ry. #11. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #934). Tool car from 1943 to 1946. Turned over to the White Pass in 1946. Returned to passenger service, and cupola added in 1946 (WP&YR #211).
212 ........ Carter Bros. Car Co.[66] 1884[66] Originally, Columbia & Puget Sound R.R. #2. Acquired by the White Pass in 1898. Destroyed by the 1932 Skagway roundhouse fire.
214 Lake Spirit (since 1988) J.G. Brill & Co.[67][68] about Nov. 1881[68] Originally, Texas & St. Louis Ry. (#22 or 24).[68][69] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[69][70][71] Purchased by the White Pass in 1900. Cupola added in 1971. Cupola removed in 1988. Spirit Lake was named for the spirit of the Yukon, by U.S. Army troops during construction of the Alaska Highway in 1942.[63]
216 Lake Black (since 1996) J.G. Brill & Co.[67][68] about Nov. 1881[68] Originally, Texas & St. Louis Ry. (#22 or 24).[68][69] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[69][70][71] Purchased by the White Pass in 1900. Cupola added in 1967. Cupola removed in 1996. Named for a lake on the White Pass Trail and Klondike Highway about 3½ miles north of Skagway which is dark because it contains tannic acid and is not glacially fed.
218 Lake Atlin (since 1945) Jackson & Sharp Co. June 1881[72][73] Nos. 218 and 220 are the oldest operating rolling stock on the White Pass. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[72][73] Purchased by the White Pass in 1901.[16][21] Atlin was derived from a Tlingit phrase, which means large lake.[63][74]
220 Lake Dewey (since 1945) Jackson & Sharp Co. June 1881[72][73] Nos. 218 and 220 are the oldest operating rolling stock on the White Pass. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[72][73] Purchased by the White Pass in 1901.[16][21] Dewey Lake named for Adm. George Dewey (1837–1917), U.S. Navy.
222 Lake Lindeman (since 1945) Jackson & Sharp Co. 1883[73][75] Originally, Kaaterskill R.R.[76] (The Kaaterskill R.R. was a connecting subsidiary of the Stony Clove & Catskill Mountain R.R.) Coaches sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[73][75] Purchased by the White Pass in 1901.[16][21] Lindeman Lake named for Dr. Moritz K. A. Lindeman (1823–1908), secretary to the Bremen Geographical Society.[46][49][64]
224 Lake Marsh (since 1945) Jackson & Sharp Co. 1883[73][75] Originally, Kaaterskill R.R.[76] (The Kaaterskill R.R. was a connecting subsidiary of the Stony Clove & Catskill Mountain R.R.) Coaches sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[73][75] Purchased by the White Pass in 1901.[16][21] Marsh Lake named for Prof. Othniel C. Marsh (1831–1899), of Yale University.[46][63][64]
226 2nd Lake Fraser (since 1962) W.P.&Y.R. 1903 Work car from 1960 to 1962. “Fraser Lake” is the un-official name for Bernard Lake.[2][44] Mr. Fraser was Duncan C. Fraser (1845–1910), a Member of Parliament from Nova Scotia.[43] A larger and more famous lake in British Columbia is officially named Fraser Lake.
228 ........ W.P.&Y.R. 1904 Destroyed by the 1932 Skagway roundhouse fire.
1st 230 ........ W.P.&Y.R. 1908 Open observation car from 1908 to 1921. Walled-in, in 1921. Passenger car from 1921 to 1942. Work car from 1942 to 1943. Destroyed by fire in 1943.
2nd 230 Lake Big Kalzes W.P.&Y.R. 2002 Built up from the underframe of Tank Car #68 or 70.[77] Open observation car from 2002 to 2005. Walled-in, in 2005. Kalzas (fl. 1859) was an Indian employee of the Hudson's Bay Co.[63]
232 ........ W.P.&Y.R. 1908 Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Work car from 1942 to 1962. Renumbered to X6 in 1947. Scrapped in 1962.
234 Lake Cowley (since 1954) probably, Nevada-California-Oregon Ry.[78] 1892[79] Originally, N-C-O Ry. #6.[80] Purchased by the White Pass in 1916. Work car from 1945 to 1954. #X7 from 1947 to 1954. Back to Passenger Car #234 in 1954. Cowley Lake named for Isaac Cowley Lambert (1850–1909), chairman of the construction company which built the White Pass railroad.[43][63]
236 Lake Mayo (since 1945) Harlan & Hollingsworth Corp. 1887 Originally, South Pacific Coast R.R. #66. The S.P.C. R.R. was converted to standard gauge in 1906 and 1907. Car sold to Atlantic Equipment Co. (dealer) thereafter. Resold to Nevada-California-Oregon Ry. in 1909 (N-C-O 2nd 4[80]). Purchased by the White Pass in 1916. Mayo Lake named for Alfred H. Mayo (1846–1923), a Yukon trader.[63][64]
238 Lake Watson (since 1951) W.P.&Y.R. 1922 Watson Lake named for Francis "Frank" Watson (1883–1938), a Klondike stampeder.[63][64]
240 Lake Bennett (since 1945) St. Charles Car Co. 1884 Originally, Arizona & New Mexico Ry. #3. Sold to Coronado R.R. in 1901 (C RR #3). The Coronado R.R. was abandoned in 1923. Car resold to United Commercial Co. (dealer). Purchased by the White Pass in 1925. Bennett Lake named for James Gordon Bennett, Jr. (1841–1918), son of the founder of the New York Herald.[46][49][63][64] Originally, one of at least four lakes which bore the Tlingit name kusawa (narrow lake).[81]
242 Lake Teslin (since 1945) American Car & Foundry Co. (Jeffersonville) 1903 Originally, Coronado R.R. #7. The Coronado R.R. was abandoned in 1923. Car sold to United Commercial Co. (dealer). Purchased by the White Pass in 1925. Teslin was derived from a Southern Tutchone phrase, which means flowing out.[82]
244 2nd Lake Emerald (since 1962) Carter Bros. Car Co. 1884[83] Originally, South Pacific Coast R.R. #59. Sold to Northwestern Pacific R.R. in 1908 (NWP #731). Car purchased by the White Pass in 1927.[84] Work car from 1960 to 1962. Converted back to passenger car in 1962. Named after a lake containing a marl bed, which reflects green light from the surrounding trees.[63]
246 ........ ........ ........ See, #264.
248 Lake Tagish (since 1945) Harlan & Hollingsworth Corp. 1887 Originally, South Pacific Coast R.R. #65. Sold to Northwestern Pacific R.R. in 1907 (NWP #728). Car purchased by the White Pass in 1928.[84] Used on the Taku Tram from 1928 to 1936. Tagish was derived from a Tagish term which means it [spring ice] is breaking up.[85]
250 ........ Pullman Co. 1885 From Pullman Lot #C1073, Plan #253.[86] Originally, North Pacific Coast R.R. #22. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #22). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #713). Car purchased by the White Pass in 1930.[84][87] Destroyed by the 1932 Skagway roundhouse fire.
252 Lake Muncho (since 1951) Pullman Co. 1885 From Pullman Lot #C1073, Plan #253.[86] Originally, North Pacific Coast R.R. #26. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #26). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #716).[84][87] Car purchased by the White Pass in 1930. Muncho was derived from a Kaska term, which means big lake.[64][88]
254 Lake Dezadeash (since 1963)

(1st Lake Emerald, 1951-1957)

Pullman Co. 1885 From Pullman Lot #C1073, Plan #253.[86] Originally, North Pacific Coast R.R. #27. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #27). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #717).[87] Car purchased by the White Pass in 1934.[84] Renumbered to X18, and its use of the name Lake Emerald was discontinued in 1957. Work Car from 1957 to 1963. Converted back to passenger car and reassumed the #254 in 1963. However, in 1962, the name Lake Emerald had been reassigned to #244. Therefore, #254 was assigned the name Lake Dezadeash in 1963. Dezadeash was derived from a Tlingit phrase, which means a snare platform (for fishing).[61][74]
256 Lake LeBarge (since 1945) Pacific Car & Foundry Co. 1936 Purchased new. LeBarge is a misspelling of the surname of Michael Laberge (1837–1909), a Yukon River explorer who never actually saw the lake named for him.[49][63][64]
258 Lake Kluane (since 1945) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. #102. Purchased by the White Pass in 1937.[15] Kluane was derived from a hybrid word, consisting of the Southern Tutchone word for whitefish, plus the Tlingit word for place.[63][74]
260 Lake Tutshi (since 1945) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. #103.[15] Purchased by the White Pass in 1937. Tutshi was derived from a Tlingit metaphor, which literally means lake containing charcoal,[89] and figuratively means black lake.[74]
262 1st Lake Summit (1950-1969) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. #105.[15] Purchased by the White Pass in 1937 as #105. Work car from 1937 to 1947. Renumbered to B05 in 1947. Later in 1947, converted back to a passenger car and renumbered to 262. Destroyed by the 1969 Skagway roundhouse fire. Named after the lake just north of White Pass, British Columbia.[43]
264

(ex-246)

Lake Aishihik (since 1948) Carter Bros. Car Co. 1885 Originally, San Joaquin & Sierra Nevada R.R. Ettie. S.J.&S.N. R.R. taken over by the Southern Pacific Co. in 1888 (SP #1101). Car leased to the South Pacific Coast R.R. in 1904. Leased to Carson & Colorado Ry. in 1905 and/or 1906. Sold to Northwestern Pacific R.R. in 1908 (NWP #732). Purchased by the White Pass in 1927 as #246.[84] Renumbered to 264 in 1948. Aishihik was derived from a Southern Tutchone metaphor, which literally means below its tail, and figuratively refers to the shape of Aishihik Lake.[63]
266 Lake Schwatka (since 1963) American Car & Foundry Co.

(St. Charles)

1918 From AC&F Lot #8337.[42] Originally, Sumpter Valley Ry. Coach #25. Purchased by the White Pass in 1947 as #X5. Work car from 1947 to 1963. Converted back to a passenger car and renumbered to 266 in 1963. Schwatka Lake named for Lt. Frederick G. Schwatka (1849–1892), 3rd U.S. Cavalry, Yukon explorer.[49][63]
267

(ex-1st 209, exx-USA 933)

Lake Portage (since 1988) American Car & Foundry Co.

(St. Charles)

1918 From AC&F Lot #8338.[42] Originally, Sumpter Valley Ry. Combine #10. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #933). Tool car from 1943 to 1946. Turned over to the White Pass in 1946 as 1st 209. Returned to passenger service, and cupola added in 1946. Cupola removed, and converted to full length passenger car in 1982. Renumbered to 267 in 1992. “Portage Lake” was the un-official name for Shallow Lake.[2][43][44] Boats had to be portaged into and out of this lake.[2][90] There are at least three other “Portage Lake”s in British Columbia.
268 Lake Lewes (since 1966) American Car & Foundry Co.

(St. Charles)

1918 From AC&F Lot #8337.[42] Originally, Sumpter Valley Ry. Coach #26. Converted to a passenger and railway post office combine, probably about 1928.[91] Purchased by the White Pass in 1947 as #X12. Work car from 1947 to 1966. Converted back to a full length passenger car and renumbered to 268 in 1966. Lewes is a misspelling of the surname of Alfred B. Lewis (1866–1928), chief locating engineer of the White Pass railroad.[44][63]
270

(ex-1st 207)

Lake Kathleen (since 1967) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. Baggage Car #201.[15] Purchased by White Pass as Baggage Car 1st 207 in 1937. Cupola added in 1939. Cupola removed, converted to passenger car, and renumbered to 270 in 1967. Kathleen Lake was named for a girl in the Scottish Highlands, left behind by William "Scotty" Hume (1868–1950), a North-West Mounted Police constable (Reg. #2259) stationed on the Dalton Trail in the late 1890’s.[92]
272

(ex-1st 203)

Lake Nisutlin (since 1967) W.P.&Y.R. 1900 Originally, Baggage Car 1st 203. Cupola added by 1939. Cupola removed, converted to passenger car, and renumbered to 272 in 1967. Nisutlin was derived from a Tagish phrase.[93] Tagish is an extinct language. Assuming that the constituent Tagish words were similar in sound to the equivalent Southern Tutchone words, the phrase would have meant swift quiet flow.[94]
274 Lake Primrose Coast Steel Fabricators, Ltd. 1969 Purchased new. Sold in 2011. Primrose Lake is named for Supt. Philip C. H. Primrose (1864–1937), North-West Mounted Police (Reg. #O.56).[63]
276 1st Lake Big Salmon Coast Steel Fabricators, Ltd. 1969 Purchased new. Sold in 2005. Resold to Edwards Railcar Co. in 2007, possibly to salvage the trucks. Lake Big Salmon was renamed after the Big Salmon River about 1898; previously had been named "Island Lake." Big Salmon is the English name given to the river, whose Southern Tutchone name means water in which there is large chinook (king) salmon.[63][82]
278 1st Lake Fairweather Coast Steel Fabricators, Ltd. 1969 Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#228). Renamed Silver Queen by G.L. R.R. Fairweather is a mountain, so named in 1778 by Capt. James Cook because he had experienced good weather when he saw it.[62][64]
280 Lake Dease Coast Steel Fabricators, Ltd. 1969 Purchased new. Shipped out in 2012. Dease Lake named for Peter Warren Dease (1788–1863), chief factor of the Hudson's Bay Co.[64]
282 1st Lake Klukshu Coast Steel Fabricators, Ltd. 1976 Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#282). Renamed Clear Creek by G.L. R.R. Klukshu was derived from a Tlingit phrase, which means end of the coho salmon.[74]
284 1st Lake Takhini Coast Steel Fabricators, Ltd. 1976 Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#284). Renamed Argentine by G.L. R.R. Takhini was derived from a Tlingit metaphor, which literally means broth,[61] and figuratively refers to Takhini Hot Springs.
286 Lake Kusawa Coast Steel Fabricators, Ltd. 1976 Purchased new. Shipped out in 2012. Kusawa was derived from a Tlingit phrase, which means narrow lake.[63] Because retreating glaciers often leave long and narrow lakes, there are at least four lakes which had borne this Tlingit name, including the present day Kusawa Lake.[81]
288 1st Lake McClintock Coast Steel Fabricators, Ltd. 1976 Purchased new. Sold in 2005. Resold in 2007. McClintock Lake named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[46][49]
290 Yukon River W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45] Yukon was derived from an obsolete Gwich'in word,[95] which included the concept of long water or wide water, but did not mean “bigriver or “greatriver.[96]
300 Skagway River Beartown Mechanical Design 1998 Purchased new. Skagway was derived from a Tlingit idiom which figuratively refers to rough seas in the Taiya Inlet, that are caused by strong north winds.[97] Literally, skagway means beautiful woman.[98] The reason for its figurative meaning is that Skagway is the nickname of Kanagu, the mythical woman who transformed herself into stone at Skagway bay and who (according to legend) causes the strong, channeled winds which blow toward Haines, Alaska.[98][99] The rough seas caused by these winds are therefore referred to by the use of Kanagu’s nickname, which is Skagway. The Kanagu stone formation is likely to be Face Mountain, which is seen from Skagway bay.[100]
302 Taiya River Beartown Mechanical Design 1998 Purchased new. Taiya was derived from a Tlingit verb, which means to pack.[43][64][74][101]
304 Copper River Beartown Mechanical Design 1998 Purchased new. The Copper River is named for abundant copper deposits along the upper river.[64]
306 Stikine River (since 1999)

(Nourse River, 1998)

Beartown Mechanical Design 1998 Purchased new. Nourse River is named for Prof. Joseph E. Nourse (1819–1889), U.S. Navy.[46][64] Stikine was derived from a Tlingit idiom, which figuratively refers to whirlpools and eddies found in the Stikine River. Literally, it means river water biting itself.[74]
308 Klondike River Beartown Mechanical Design 1998 Purchased new. Klondike was derived from a Gwich’in term, which means hammerstone water.[63][64][102] [103]
310 Mackenzie River Beartown Mechanical Design 1998 Purchased new. Mackenzie River is named for Sir Alexander Mackenzie (1764–1820), Arctic explorer.[64]
312 Tatshenshini River Jeff Hamilton 2000 Purchased new. Although the meaning of tatshenshini is unrecorded, this name appears to have been derived from a Tlingit phrase, which means river with stinking chinook (king) salmon at its headwaters.[104]
314 Alsek River Jeff Hamilton 2000 Purchased new. Alsek was derived from a Tlingit verb theme, which means a person habitually rests.[74][105] It was the name of a village located on the original Upper Alsek River (now the Tatshenshini River), and near the subsequent Southern Tutchone village of Noogaayík (Nuqwa'ik).[106]
316 Liard River Jeff Hamilton 2000 Purchased new. Liard is the French word for eastern cottonwood.[64]
318 Taku River Jeff Hamilton 2000 Purchased new. Taku was derived from a longer Tlingit phrase, which means a flooding of Canadian geese.[64][74]
320 Pelly River Jeff Hamilton 2001 Purchased new. The Pelly River named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[63][64]
322 Fortymile River Jeff Hamilton 2001 Purchased new. Fortymile River was so named because it joins the Yukon River 40 miles below (west-northwest of) Old Fort Reliance.[63][64]
324 Porcupine River Jeff Hamilton 2001 Purchased new. Named for a tributary on the west side of the Skagway River, about 5 miles north of Skagway, and across the river from W.P.&Y.R. Mile Post 7.3.[107]
326 Peel River Jeff Hamilton 2001 Purchased new. Peel River named for Sir Robert Peel (1788–1850), prime minister of Great Britain.[63]
328 Stewart River Jeff Hamilton 2001 Purchased new. Stewart River named for James G. Stewart (1825–1881), who discovered this river in 1849.[63][64]
330 Peace River Jeff Hamilton 2001 Purchased new. Peace River was so named because a territorial war between the Cree and Danezaa Indians was settled along this river in the late 18th century.[64]
332 Lake Johns Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200401. Johns Lake named for John (fl. 1907), a sled dog of Joseph Keele (Joseph, 1861–1923).[63]
334 Thompson River Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200402. “Thompson River” is the un-official name of the stream flowing from Summit Lake to Bernard Lake.[90] Received this name by 1907.[108] The official name of this stream is Tutshi River.[2][44] [109]A larger and more famous river in British Columbia is officially named Thompson River.
336 Lake Drury Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200403. Drury Lake named for William S. Drury (1870–1953) of Taylor & Drury, Yukon merchants.[63]
338 Lake McQuesten Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200404. McQuesten Lake named for LeRoy N. "Jack" McQuesten (1836–1909), Yukon trader.[63][64]
340 Lake Finlayson Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200405. Finlayson Lake named for Duncan Finlayson (1796–1862), chief factor of the Hudson's Bay Co.[63][64]
342 Lake McNeil Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200406. McNeil Lake possibly named for Capt. William H. McNeill (1803–1875) of the Hudson's Bay Co.
344 Lake Munroe Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200407. Munroe Lake named for Alexander Munro (1857-fl. 1901), boundary survey axe man who broke his leg near this lake in 1901.[63]
346 Lake Pelly Jeff Hamilton 2004 Purchased new. Hamilton shop #HA200408. Pelly Lake named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[63][64]
348 2nd Lake Klukshu Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #001. Klukshu was derived from a Tlingit phrase, which means end of the coho salmon.[74]
350 2nd Lake McClintock Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #002. McClintock Lake named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[46][49]
352 2nd Lake Big Salmon Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #003. Big Salmon Lake was renamed after the Big Salmon River about 1898; previously had been named "Island Lake." Big Salmon is the English name given to the river, whose Southern Tutchone name means water in which there is large chinook (king) salmon.[63][82]
354 2nd Lake Takhini Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #004. Takhini was derived from a Tlingit metaphor, which literally means broth,[61] and figuratively refers to Takhini Hot Springs.
356 2nd Lake Fairweather Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #005. Fairweather is a mountain, so named by Capt. James Cook because he had experienced good weather when he saw it.[62][64]
358 Lake Hutshi Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #006. Hutshi was derived from a Tlingit phrase, which means the last time.
360 Lake Annie Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #007. Annie Lake named for Annie Austin (1870–1950), widow of Charles “Dawson Charlie” Henderson (co-discoverer of gold in the Klondike).[110]
362 Lake Crag Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #008. Crag Lake is named for the crag overlooking the lake.
364 Lake Frances Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #009. Frances Lake named for Lady Frances Simpson (1812–1853), wife of Hudson's Bay Co. governor, Sir George Simpson.[63][64]
366 Lake Choutla Hamilton Mfg. Co. 2005 Purchased new. Hamilton shop #010. Choutla was derived from a Southern Tutchone idiom, which figuratively refers to the waterfalls that feed Choutla Lake. Literally, it means laughing water.[111]
368 Lake Wasson Hamilton Mfg. Co. 2007 Purchased new. Hamilton shop #2007-1. Wasson Lake named for Everett Wasson (1910–1961), first bush pilot in the Yukon.[63]
370 Lake Surprise Hamilton Mfg. Co. 2007 Purchased new. Hamilton shop #2007-_. Surprise Lake so named by 1890’s Atlin prospectors.[112] Prior to 1898, one of at least four lakes which bore the Tlingit name kusawa (narrow lake).[81]
372 Lake McConnell Hamilton Mfg. Co. 2007 Purchased new. Hamilton shop #2007-_. McConnell Lake named for Charles McConnell (1871–1946), postmaster at Robinson station.[63]
374 Lake Jennings Hamilton Mfg. Co. 2007 Purchased new. Hamilton shop #2007-_. Jennings Lake named for William T. Jennings (1846–1906), civil engineer who assessed various railroad and road routes to the Yukon.[43]
376 Lake Squanga Hamilton Mfg. Co. 2007 Purchased new. Hamilton shop #2007-_. Squanga was derived from the Tlingit name for lake whitefish.[63][64]
378 Whiting River Hamilton Mfg. Co. 2012 Hamilton Model ADA-12-15, shop #1205-12-378. Purchased new. Equipped with wheelchair lift. Whiting River named for U.S. Navy Surgeon Robert Whiting (1847–1897).[62]
380 Aishihik River Hamilton Mfg. Co. 2012 Hamilton Model PASS-12-15, shop #1205-12-382. Purchased new. Aishihik was derived from a Southern Tutchone metaphor, which literally means below its tail, and figuratively refers to the shape of Aishihik Lake.[63]
382 Nakina River Hamilton Mfg. Co. 2012 Hamilton Model PASS-12-15, shop #1205-12-380. Purchased new. Nakina River named for the Tlingit river village of Nàk'ina.â,[74] which appears literally to mean upstream people.
384 Lake Racine Hamilton Mfg. Co. 2014 Hamilton Model ADA14, shop #1410384. Purchased new. Equipped with wheelchair lift. Racine Lake named for Cariste Racine (1851-1926), owner of a saw mill on Tagish Lake, and owner of the White Pass Hotel in Whitehorse.
386 Lake Goat Hamilton Mfg. Co. 2014 Hamilton Model STD26, shop #1310386. Purchased new. Goat Lake is 1921 feet above (one mile east of) Bridge 9-A and supplies the water for Pitchfork Falls.
388 Lake Beaver Hamilton Mfg. Co. 2014 Hamilton Model STD26, shop #1310388. Purchased new. “Beaver Lake” is the un-official name for Bare Loon Lake, just to the west of Mile Post 37. There are at least 14 other “Beaver Lake”s in British Columbia.
932

(ex-USA 932)

........ ........ ........ See, #X3.
USA 933 ........ ........ ........ See, #267.
USA 934 ........ ........ ........ See, #211.

[31][32][33][36][90][113][114]

Existing White Pass Freight Cars and On-Rail Maintenance Equipment[edit]

Cars with dark grey have been scrapped, while cars with light grey have been either put on display, or sold to other railroads.

Number(s) Type Builder Year(s) Built Remarks
1 to 6

(6 cars)

Flatcars W.P.&Y.R. 1900 Capacity = 1.05 tons. Single 4-wheel truck. No automatic brake. Used on the Taku Tram. Retired in 1951. #1 was a passenger car from 1900 to 1937. #4 put on display at Skagway, Alaska in 1971. 4 cars are at Taku, British Columbia. 1 car is at Scotia Bay, British Columbia.
26-3 Ballast Regulator Kershaw Mfg. Co. 1989 Self propelled, 185 hp (138 kW) General Motors Corp. 3-53 Diesel engine. Kershaw Model 26-3-1, shop #C26-108. Purchased new.
8 Tank Car Union Tank Car Co. 1906 Capacity = 6,616 US gal (25,040 l; 5,509 imp gal). Frameless ("Van Dyke")[115] tank car. Originally, UTLX #10844, a standard gauge car. Purchased by White Pass and converted to 3-foot gauge in 1939. Donated to British Columbia Forest Museum in 1978.
10 Tank Car Tank: Union Tank Car Co.;

underframe: Pullman Co.

Tank: unknown;

underframe: 1942

Capacity ≈ 6,500 US gal (25,000 l; 5,400 imp gal). Originally, standard gauge frameless ("Van Dyke")[115] tank car. Purchased by White Pass and converted to 3-foot gauge in 1941. Mounted on the underframe of Gondola #110[116] in 1949.
27 Tank Car Tank: unknown;

underframes: see, Remarks

Tank: unknown;

underframes: see, Remarks

Capacity = 6,672 US gal (25,260 l; 5,556 imp gal). Tank was originally part of a standard gauge car. Tank purchased by White Pass in 1944. Re-mounted on Flatcar #319[117] in 1944 (#27). Re-mounted on the underframe of Gondola #108[116] in 1952. Re-mounted on the former underframe of Tank Car #3[118] in 1956. Re-mounted on Flatcar #316[119] in 1968. Not suitable for road service.
28 to 37

(10 cars)

Tank Cars Tanks: Union Tank Car Co. (UTLX);

underframes: Pullman Co.

No. 31 tank: 1910; # 37 tank: 1908; other tanks: 1911;

underframes: 1942

Originally, standard gauge frameless ("Van Dyke")[115] tank cars. Purchased by White Pass and mounted on 3-foot gauge flatcars in 1949 (##28, 30-31), 1950 (##29, 32-35), and 1951 (##36-37). About 1992, #28 was put on display at Whitehorse posing as #42.

No. 28 = UTLX #15744 (6,671 US gal (25,250 l; 5,555 imp gal)) + Gondola #116 underframe (UF);[116] #29 = UTLX #15199 (6,674 US gal (25,260 l; 5,557 imp gal)) + Flatcar #115;[116][120] #30 = UTLX #15294 (6,668 US gal (25,240 l; 5,552 imp gal)) + Flatcar #108;[116][121] #31 = UTLX #14092 (≈6,650 US gal (25,200 l; 5,540 imp gal)) + Gondola #112 UF;[116] #32 = UTLX #15592 (6,668 US gal (25,240 l; 5,552 imp gal)) + Gondola #113 UF;[116] #33 = UTLX #15176 (6,650 US gal (25,200 l; 5,540 imp gal)) + Gondola #101 UF;[116] #34 = UTLX #15497 (6,660 US gal (25,200 l; 5,550 imp gal)) + Gondola #102 UF;[116] #35 = UTLX #15058 (6,672 US gal (25,260 l; 5,556 imp gal)) + Gondola #105 UF;[116] #36 = UTLX #15526 (6,666 US gal (25,230 l; 5,551 imp gal)) + Gondola #107 UF;[116] #37 = UTLX #13001 (6,649 US gal (25,170 l; 5,536 imp gal)) + Gondola #114 UF.[116]

38 and 39

(2 cars)

Tank Cars American Car & Foundry Co. 1945 Capacity = 6,110 US gal (23,100 l; 5,090 imp gal). #38 originally was U.S. Navy (Hawaii) #64-0026. #39 originally was U.S. Navy (Hawaii) #64-0021. Both purchased by White Pass via Kronkie-Dalien Co. (dealer) in 1954.
40 Tank Car Tank: Union Tank Car Co.;

underframe: Pullman Co.

Tank: unknown;

underframe: 1942

Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[115] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #106[116] in 1954. Re-mounted on Flatcar #1139[122] between 1978 and 1980.
41 Tank Car Tank: Union Tank Car Co.;

underframe: Pullman Co.

Tank: unknown;

underframe: 1942

Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[115] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #103[116] in 1954.
42 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

Tank: 1911;

underframe: 1942

Capacity = 6,645 US gal (25,150 l; 5,533 imp gal). Originally, UTLX #15258, a standard gauge frameless ("Van Dyke")[115] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #109[116] in 1954. This #42 is not on display at Whitehorse; #28 is on display in Whitehorse posing as #42.
43 Tank Car Tank: Union Tank Car Co.;

underframe: Pullman Co.

Tank: unknown;

underframe: 1942

Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[115] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #104[116] in 1954.
50, 51, and 58 to 65

(10 cars)

Tank Cars Union Tank Car Co. (UTLX) #51: 1915; #58: 1907; all others: 1908 Originally, UTLX standard gauge tank cars.[123] Converted to 3-foot gauge during 1924, 1927, and 1930. As 3-foot gauge cars, they ran on the D.&R.G.W. R.R. Purchased by White Pass in 1963. #50 = UTLX #13084 (6,533 US gal (24,730 l; 5,440 imp gal)); #51 = UTLX #12739 (6,583 US gal (24,920 l; 5,481 imp gal)); #58 = UTLX #12770 (6,561 US gal (24,840 l; 5,463 imp gal)); #59 = UTLX #12977 (6,535 US gal (24,740 l; 5,442 imp gal)); #60 = UTLX #13236 (6,488 US gal (24,560 l; 5,402 imp gal)); #61 = UTLX #13172 (6,482 US gal (24,540 l; 5,397 imp gal)); #62 = UTLX #12962 (6,646 US gal (25,160 l; 5,534 imp gal)); #63 = UTLX #13168 (6,495 US gal (24,590 l; 5,408 imp gal)); #64 = UTLX #12918 (6,651 US gal (25,180 l; 5,538 imp gal)); #65 = UTLX #12757 (6,567 US gal (24,860 l; 5,468 imp gal)).[124]

Nos. 50, 51, 62, 63, 64, and 65 to Cumbres & Toltec Scenic R.R. in 1991; #58 to Colorado R.R. Museum in 1991; #59 to Georgetown Loop R.R. in 1991; #60 to Sumpter Valley Ry. in 2005; #61 to S.V. Ry. in 1991 (SV 2nd 100).

52 Tank Car Tank: Union Tank Car Co. (UTLX);

replacement underframe: Pullman Co.

Tank: 1908;

replacement underframe: 1942

Capacity = 6,487 US gal (24,560 l; 5,402 imp gal). Originally, UTLX Tank #13219, a standard gauge tank car.[123] Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed by 1929.[125] Renumbered to UTLX 88105 in 1947. Renumbered to UTLX 11017 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #100[116] in 1980.
53 Tank Car Tank: Union Tank Car Co. (UTLX);

replacement underframe: Pullman Co.

Tank: 1908;

replacement underframe: 1942

Capacity = 6,533 US gal (24,730 l; 5,440 imp gal). Originally, UTLX Tank #12838, a standard gauge tank car.[123] Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed by 1929.[125] Renumbered to UTLX 88107 in 1947. Renumbered to UTLX 11019 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #106[116] in 1980. Water car.
57 Tank Car Tank: Union Tank Car Co. (UTLX);

replacement underframe: Pullman Co.

Tank: 1908;

replacement underframe: 1942

Capacity = 6,533 US gal (24,730 l; 5,440 imp gal). Originally, UTLX Tank #12881, a standard gauge tank car.[123] Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed by 1929.[125] Renumbered to UTLX 88108 in 1947. Renumbered to UTLX 11020 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #1169[122] in 1982.
479 to 482, and 484 to 491

(12 cars)

Container Flatcars National Steel Car Corp.[126] 1969 Capacity = 40 short tons (36 t). Purchased new. #479 had deck and retaining railings added in 1990s for use in open-air baggage service. ##486, 487, and 489 were configured to accept baggage containers in 2009.
640 Multi-Service Car[127]

(Ballast Car)

Canadian Car & Foundry Co. 1958 Capacity = 55 cu yd (42 m3). From CC&F Lot #2247, Specification #F-76. Originally, 42-inch gauge, Canadian National Rys. (Newfoundland) #6794.[128] Purchased by the White Pass and converted to 3-foot gauge in 1990.
641 to 647

(7 cars)

Multi-Service Cars[127]

(Ballast Cars)

Canadian Car & Foundry Co. 1959 Capacity = 55 cu yd (42 m3). From CC&F Lot #2269, Specification #F-80. Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by the White Pass and converted to 3-foot gauge in 1990. #641 = CN #6774; #642 = CN #6765; #643 = CN #6786; #644 = CN #6758; #645 = CN #6768; #646 = CN #6772; #647 = CN #6784.[128]
650 to 657

(8 cars)

Side-Pivot, Drop-Side, Air-Dump Cars[129] Eastern Car Co. 1958 Capacity = 16 cu yd (12 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by White Pass and converted to 3-foot gauge in 1988. #650 = CN #15016; #651 = CN #15015; #652 = CN #15010; #653 = CN #15006; #654 = CN #15011; #655 = CN #15005; #656 = CN #15004; #657 = CN #15013.
661 to 665

(5 cars, ex-861 to 865, exx-801 to 805)

Ralson-Type Drop-Bottom Dump Car Pacific Car & Foundry Co. 1940 Capacity = 22 cu yd (17 m3). Purchased new. Originally, ##801-805. Renumbered to 861-865, respectively, in 1947. Renumbered to 661-665, respectively, in 1960.

No. 661 sold to Sumpter Valley Ry. in 1985 (SV #661). #662 sold to S.V. Ry. in 1991 (SV #86). #663 sold to S.V. Ry. in 1991 (SV #663); resold back to White Pass in 2005 (#663). #664 sold to S.V. Ry. in 1991 (SV #664). #665 put on display at Skagway, Alaska in 1991.

670, 671, 678, and 684

(4 cars)

3-Bay Hopper Cars[130] East Broad Top Railroad and Coal Company No. 670: 1918; #671: 1915; #678: 1914; #684: 1917 Capacity = 50 cu yd (38 m3) of coal, but only 38 cu yd (29 m3) of gravel (38 cu yd of gravel = car's weight capacity of 40 short tons (36 t)). Originally, E.B.T.R.R.&C.Co. Purchased by White Pass in 1968 for use in ballast service.

No. 670 = EBT #999; #671 = EBT #894; #678 = EBT #858; #684 = EBT #976.[131]

672, 674, 676, and 679 to 683

(8 cars)

3-Bay Hopper Cars[130] East Broad Top Railroad and Coal Company No. 672: 1919; #674: 1919; #676: 1919; #679: 1919; #680: 1919; #681: 1915 or 1916; #682: 1927; #683: 1917 See, Remarks for ##670 to 684, above.

No. 672 = EBT #1029; #674 = EBT #1038; #676 = EBT #1028; #679 = EBT #1047; #680 = EBT #1024; #681 = EBT 870-946 # range; #682 = EBT #1072; #683 = EBT #960.[131] Nos. 672, 674, 679, 680, 682, and 683 to Sumpter Valley Ry. in 1991; #676 to Lahaina, Kaanapali & Pacific R.R. in 1995; #681 sold in 2011.

708

(ex-USA 232914)

Boxcar Colorado & Southern Ry. 1910 Capacity = 25 short tons (23 t). Originally, C.&S. Ry. #8336.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232914).[133] Turned over to the White Pass in 1946 (WP&YR #708). Wash & shower work car from 1960 until 1973. Tool car from 1973 to 1982. In baggage service in 1982. Back to tool car service beginning in 1988.
737

(ex-USA 334073)

Flatcar Colorado & Southern Ry. 1910[134] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[133] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334073).[135] Sold to the White Pass in 1947 (WP&YR #737).
742

(ex-USA 232943)

Boxcar Colorado & Southern Ry. 1910 Capacity = 25 short tons (23 t). Originally, C.&S. Ry. #8313.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232943).[133] Turned over to the White Pass in 1946 (WP&YR #742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work car service beginning in 2009.
783

(ex-USA 334117)

Flatcar Colorado & Southern Ry. 1910[134] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[133] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334117).[135] Sold to the White Pass in 1947 (WP&YR #783). Sold to Marcus Rail LLC in 1987. Rebuilt back into Colorado & Southern Ry. Boxcar #8323 by the Uhrich Locomotive Works in 1996. (Unknown if 8323 was its original C.&S. Ry. number.) Sold to the City of Breckenridge, Colorado in 1998.
3rd 901[136] Extended Vision Caboose W.P.&Y.R. 1972 ........
903 Extended Vision Caboose W.P.&Y.R. 1969 Sold to Midwest Central R.R. in 1991.
2nd 905[137] Extended Vision Caboose W.P.&Y.R. 1968 Became U.S. Forest Service shelter at Denver, Alaska in 1994.
909

(ex-USA 857, exx-USA 90857)

Cupola Caboose with Flanger Colorado & Southern Ry. 1910[134] Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[138] Converted to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90857).[139] Renumbered to 857 in 1944. Turned over to the White Pass in 1946 (WP&YR #909). Retired in 1968. Restored to service in 1998.
1st 911

(ex-USA 911)

Cupola Caboose Union Pacific R.R. 1927 Originally, Sumpter Valley Ry. #3. Purchased by U.S. Army in 1943 (USA #911). Retired in 1946. Sold to the White Pass in 1947 (1st 911). Resold later in 1947 to a private party who used it as a shed in Skagway, Alaska. Returned to S.V. Ry. in 1991 (SV #3). Restored to operation on S.V. Ry. in 2006.
2nd 911

(ex-X14, exx-861, exxx-USA 861, exxxx-USA 90861)

Cupola Caboose Colorado & Southern Ry. 1909 or 1910 Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[138] Converted to caboose by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90861).[139] Renumbered to 861 in 1944. Sold to the White Pass in 1947 (#861). Converted to Work Car #X14 and named Katler's Castle in 1955. Re-converted back to caboose and renumbered to 2nd 911 in 1967. Retired in 1972. Put on display at Slagway, Alaska in 1992. Named for Karl Katler (fl. 1955), White Pass steel gang foreman.
3rd 911

(ex-913)

Extended Vision Caboose International Car Co. 1968 Originally, standard gauge car, Great Northern Ry. #X-118. Became Burlington Northern R.R. #10078 in 1970. Became BNSF Ry. #10078 in 1995. Purchased by the White Pass in 2000 as #913, and converted to 3-foot gauge. Renumbered to 3rd 911 in 2003.
950 Tie Crane Pandrol Jackson, Inc. (Harsco Corp. since 1999) 1995 Self propelled, 71 hp (53 kW) Diesel-hydraulic, Deere & Co. 4039D. Pandrol Jackson Model 950, shop #151893. Crane engine = 76 hp (57 kW) Cummins Engine Co. 4BT Diesel. Purchased new.
1000 and 1002

(2 cars)

Flatcars W.P.&Y.R. 1954 Capacity = 30 short tons (27 t). Made from unused passenger car underframes. #1000 put on display at Whitehorse, Yukon in 1995.
1003 to 1007 and 1009

(6 cars)

Flatcars Trucks: American Steel Foundries;

remainders of cars: see, Remarks

Trucks: 1942;

remainders of cars: probably, 1942 or 1943

Capacity = 30 short tons (27 t). Purchased from U.S. Navy (Hawaii) in 1954. Trucks built for Navy. Remainders of cars possibly built by Pressed Steel Car Co. and/or Koppel Industrial Car & Equipment Co.
1010 to 1013

(4 cars)

Flatcars Trucks: American Steel Foundries;

remainders of cars: see, Remarks

Trucks: 1942;

remainders of cars: probably, 1942 or 1943

Capacity = 30 short tons (27 t). Purchased from U.S. Navy (Hawaii) in 1956. Trucks built for Navy. Remainders of cars possibly built by Pressed Steel Car Co. and/or Koppel Industrial Car & Equipment Co.
1016 Flatcar W.P.&Y.R. 1956 Capacity = 30 short tons (27 t). Made from the underframe of the tender from Loco #60, 61, or 62.
1020 and 1021

(2 cars)

Flatcars Pacific Car & Foundry Co. 1957 Capacity = 30 short tons (27 t). Purchased new.
1024 to 1026[140]

(1 to 3 cars)[140]

Flatcars Pacific Car & Foundry Co. 1961 Capacity = 30 short tons (27 t). Purchased new.
1102, 1103, 1105, 1107 to 1110, 1114,[140] 1116, 1118, and 1120

(10 or 11 cars)[140]

Flatcars Pullman Co. 1942 Capacity = 30 short tons (27 t). From Pullman Lot #5706-A.[141] Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to Oahu Ry. & Land Co. in 1942.[142] Purchased by White Pass via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954.
1126 Flatcar Pullman Co. 1942 Capacity = 30 short tons (27 t). From Pullman Lot #5706-A.[141] Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23164).[142] Cut down to underframe for Tank Car #24 in 1943. Converted to flatcar in 1957 (#1126).
1127[140] Flatcar Pullman Co. 1942 Capacity = 30 short tons (27 t). From Pullman Lot #5706-A.[141] Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23150).[142] Cut down to underframe for Tank Car #29 in 1943. Converted to flatcar in 1957 (#1127).
1129 Flatcar Pullman Co. 1942 Capacity = 30 short tons (27 t). From Pullman Lot #5706-A.[141] Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23130).[142] Cut down to underframe for Tank Car #30 in 1943. Converted to flatcar in 1960 (#1129).
1132 to 1138, 1140, 1142, 1144, 1152,[140] 1165, 1168, and 1174[140]

(12 to 14 cars)[140]

Flatcars Pullman Co. 1942 Capacity = 30 short tons (27 t). From Pullman Lot #5706-A.[141] Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[142] Sold to Oahu Ry. in 1959. Cut down to flatcars and sold to White Pass in 1962.
1131, 1145, 1147, 1153, 1156, 1157, 1161, 1163, 1166, 1170, 1172, and 1173

(12 cars)

Flatcars Pullman Co. 1942 See, Remarks for ##1132 to 1174, above.

Nos. 1131, 1156, 1157, 1163, and 1170 to Midwest Central R.R. in 1996;[143] ##1157 and 1163 resold to Georgetown Loop R.R. in 2011; ##1145, 1147, 1161, and 1166 to Sumpter Valley Ry. in 2005; ##1153 and 1173 to Georgetown Loop R.R. in 2007; #1172 to Georgetown Loop R.R. in 2005.

1180, 1183, and 1193

(3 cars)

Flatcars Pullman Co. 1942 Capacity = 30 short tons (27 t). From Pullman Lot #5706-A.[141] Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[142] Sold to Kahului R.R. and cut down to flatcars in 1961. Sold to White Pass via Midwest Steel Corp. (dealer) in 1967.
1181 and 1185

(2 cars)

Flatcars Pullman Co. 1942 See, Remarks for ##1180 to 1193, above.

No. 1181 to Midwest Central R.R. in 1996;[143] #1185 to Sumpter Valley Ry. in 1993.

1200 Depressed Center Flatcar W.P.&Y.R. 1943, 1957 Capacity = 30 short tons (27 t). Originally, Flatcar R-2 (1943). To underframe for Loco #66 tender in 1951. Rebuilt to depressed center flatcar in 1957.
1201 Depressed Center Flatcar Baldwin Locomotive Works and W.P.&Y.R. 1938 (Baldwin), 1962 (W.P.&Y.R.) Capacity = 30 short tons (27 t). Originally, underframe for Loco #70 tender (Baldwin Ser. #62234, 1938). Tender reassigned to Rotary #1 in 1950. Tender reassigned to Loco #190 between 1953 & 1955. Rebuilt to depressed center flatcar in 1962.
1202 Depressed Center Flatcar W.P.&Y.R. 1967 Capacity = 30 short tons (27 t).
1203 Depressed Center Flatcar W.P.&Y.R. 1968 Capacity = 40 short tons (36 t).
2001 and 2003

(2 cars)

Gang Cars Fairmont Railway Motors, Inc. (Harsco Corp. since 1979) 1965 Gasoline-mechanical, OD-B engine. Fairmont Model M15-B (Z36). #2003 is Fairmont shop #231551. Both purchased new. No cab. #2001 sold by 1996. #2003 is on display in the Skagway airport.
2009 Push Car Fairmont Railway Motors, Inc. 1960’s Has fully enclosed cab.
2010 Track Car Fairmont Railway Motors, Inc. 1960’s Gasoline-mechanical. Purchased new. Has fully enclosed cab. Currently at Yukon Transportation Museum, Whitehorse, Yukon.
2010A Push Car Fairmont Railway Motors, Inc. 1960’s ........
2018 to 2022, 2024, 2026, and 2044

(8 cars)

Gang Cars Fairmont Railway Motors, Inc. 1975 Gasoline-mechanical, 130 hp Ford Motor Co. 300 engine. Fairmont Model A6-F. #2022 is Fairmont shop #236538. All purchased new. All have fully enclosed cabs.
2042, 2045 to 2049, and “2150” [sic]

(7 cars)

Push Cars Fairmont Railway Motors, Inc. 1975 Car numbers are crudely embossed on one end of car or on one upper edge of car.
Numbers not discernible

(6 cars)

Push Cars Fairmont Railway Motors, Inc. unknown ........
2055 Track Car Fairmont Railway Motors, Inc. 1975 Gasoline-mechanical, Fairmont Model MT19. Purchased new. Open sides. Retired between 2008 & 2014. Put on display in Carcross depot.
2067 Ballast Tamper Canron, Inc. (Harsco Corp. since 1992) 1975 Self propelled, 97 hp (72 kW) Diesel-mechanical, General Motors Corp. 3-53 engine. Canron Model VPSJW, shop #4370977. Purchased new.
2154 Track Liner Fairmont Railway Motors, Inc. 1975 Self propelled, 97 hp (72 kW) General Motors Corp. 3-53 Diesel engine. Fairmont Model W111-B-2, shop #240128. Purchased new. Sometimes called a "spud" liner.[144]
2400 Ballast Tamper Pandrol Jackson, Inc. 1995 Self propelled, 100 hp (75 kW) Diesel-hydraulic, Cummins Inc. 4BT engine. Pandrol Jackson Model 2400, shop #151967. Purchased new.
94105 Rail Lifter L. Geismar 1994 For replacing tie plates. Push car. Has Briggs & Stratton Corp. gasoline engine. Geismar Model LRH, shop #94105. Originally owned by Norfolk Southern Ry. Purchased in 2006 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[145]
Claws #1 Right Rail Spike Puller Nordco, Inc. 1992 or 1993[146] Self propelled, Diesel-hydraulic. Has a 31 H.P. Deutz AG F2L1011 engine. Nordco Claws Model LS, shop #403. Originally owned by Kansas City Southern Ry. or Atlas Railroad Construction, LLC. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[145]
Claws #2 Left Rail Spike Puller Rexnord, Inc. (Nordco, Inc. since 1987) 1984 or 1985 Self propelled, Diesel-hydraulic. Rexnord/Nordberg Claws Model LS, shop #129. Originally owned by Atlas Railroad Construction, LLC or Kansas City Southern Ry. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[145]
Hydra-Spiker Spiker Rexnord, Inc. (Nordco, Inc. since 1987) 1984 or 1985 Self propelled, Diesel-hydraulic. Rexnord/Nordberg Hydra-Spiker Model B, shop #151. Purchased in 2004 via North American Equipment Sales Co. (dealer). Previous owner unknown. Converted to 3-foot gauge by N.A. Equip. Sales.[145]
Rotary #1 Rotary Snowplow Cooke Locomotive & Machine Works 1899 Steam driven scoop wheel. Two 17" dia. × 22" stroke cylinders. Cooke shop #56. Purchased new. Retired in 1962. Restored to service in 1995.
Rotary #2 Rotary Snowplow Cooke Locomotive & Machine Works 1900 Steam driven scoop wheel. Two 17" dia. × 22" stroke cylinders. Cooke shop #61. Purchased new. Retired in 1963. Sold to Sumpter Valley Ry. in 1977. Put on display at Breckenridge, Colorado in 1989 as Denver, Leadville & Gunnison Ry. #01 (fantasy designation).
Tie Master #1 Tie Exchanger RCC Materials & Equipment Corp. 1994 Push car. RCC shop #B9302012AWP. Has an 18 hp Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new.
Tie Master #2 Tie Exchanger RCC Materials & Equipment Corp. 1994 Push car. Has an 18 hp Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new.
Tie Master #3 Tie Exchanger RCC Materials & Equipment Corp. 1999 Push car. RCC shop #B9907058AWP. Has an 18 hp Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new.
X9

(ex-123, exx-773, exxx-USA 334085)

Flatcar Colorado & Southern Ry. 1909[134] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[133] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334085).[135] Built up into gondola in 1944. Sold to the White Pass in 1947 (Gondola #773). Renumbered #123 in 1950. Cut back down to flatcar in 1952. Became Work Car 4th #X9 (4th boom car) in 1958. Sold to Marcus Rail LLC in 1987. Rebuilt into Colorado & Southern Ry. Boxcar 2nd #8311 by the Uhrich Locomotive Works in 1996. (8311 [built 1910][134] cannot have been its original C.&S. Ry. number.) Sold to the City of Breckenridge, Colorado in 1998. Sold to the U.S. Forest Service and moved to Boreas Pass, Colorado in 2002.

Existing White Pass Car Bodies Disconnected from Trucks[edit]

Car bodies with light grey have been either put on display or sold.

Number Unit Last Reported Location Builder

Year Built

Remarks
X4

(ex-B04, exx-690)

Bunk Car, without Trucks

(ex-Boxcar)

On display near City Museum, Skagway, Alaska W.P.&Y.R.

1906

Originally, W.P.&Y.R. Boxcar #690. Converted to bunk car in 1942 (#690). Renumbered to B04, then to X4 in 1947. Trucks removed by 1964.
USA 14 Tank Car Tank Near Dawson City, Yukon East Tennessee & Western North Carolina R.R.

1925

Capacity between 4,448 US gal (16,840 l; 3,704 imp gal) & 4,575 US gal (17,320 l; 3,809 imp gal). Originally, tank for E.T.&W.N.C. R.R. Tank Car #ETX603. Car purchased by U.S. Army in 1942. Tank became British Yukon Navigation Co. storage tank in 1952.
17 Tank Car Tank In Utah Transfer yard, Whitehorse, Yukon William Graver Tank Works

unknown year

Capacity ≈ 6,500 US gal (25,000 l; 5,400 imp gal). Originally, tank for Nevada County Narrow Gauge R.R. Tank Car #183. Car purchased by White Pass via Dulien Steel Products Co. (dealer) in 1943. Tank became British Yukon Navigation Co. Storage Tank #T.8 at Whitehorse, Yukon in 1952.
406

(ex-USA 232895)

Refrigerator Car Superstructure

(ex-Boxcar Superstructure)

Private residence in Skagway, Alaska Colorado & Southern Ry.

1910

Originally, superstructure for C.&S. Ry. Boxcar #8359.[132] Car purchased by U.S. Army in 1943.[138] Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #232895).[147] Transferred to the White Pass in 1946 (WP&YR #406). Superstructure detached from underframe in 1960.
414

(ex-1st 770, exx-USA 232899)

Refrigerator Car Superstructure

(ex-Boxcar Superstructure)

Private residence in Skagway, Alaska Colorado & Southern Ry.

1909 or 1910

Originally, superstructure for C.&S. Ry. boxcar. Car purchased by U.S. Army in 1943. Converted to insulated boxcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #232899).[147] Sold to the White Pass in 1947 (WP&YR 1st 770). Converted to refrigerator car in 1948 (WP&YR #414). Superstructure detached from underframe in 1961.
440

(ex-686)

Refrigerator Car, without Trucks

(ex-Boxcar)

Skagway, Alaska W.P.&Y.R.

1906

Originally, W.P.&Y.R. Boxcar #686. Converted to refrigerator car in 1943 (#686). Renumbered to 440 in 1946. Trucks removed in 1958.
506 Boxcar, without Trucks Adjacent the coach yard, Skagway, Alaska W.P.&Y.R.

1899

Trucks removed in 1958.
570 Boxcar, without Trucks Private residence on 21st St., Skagway, Alaska W.P.&Y.R.

1899

Trucks removed in 1958.
602 Boxcar, without Trucks Private property in Skagway, Alaska W.P.&Y.R.

1900

Trucks removed in 1957.
626 Boxcar, without Trucks Private property in Skagway, Alaska W.P.&Y.R.

1900

Trucks removed in 1958.
642 Boxcar, without Trucks Whitehorse, Yukon W.P.&Y.R.

1900

Trucks removed in 1957.
656 Boxcar, without Trucks Adjacent to the north loop switch, Skagway Shops, Alaska W.P.&Y.R.

1900

Trucks removed in 1958.
666 Boxcar, without Trucks Private property in Skagway, Alaska W.P.&Y.R.

1900

Trucks removed in 1958.
670 Boxcar, without Trucks Adjacent the coach yard, Skagway, Alaska W.P.&Y.R.

1900

Trucks removed in 1958.
680 Boxcar, without Trucks Private property in Skagway, Alaska W.P.&Y.R.

1900

Trucks removed in 1943.
682 Boxcar, without Trucks Private property in Skagway, Alaska W.P.&Y.R.

1900

Trucks removed in 1958.
one of 502-698 (even) Boxcar, without Trucks Portage, British Columbia W.P.&Y.R.

1899-1906

Trucks removed.
702

(ex-USA 232907)

Boxcar, without Trucks Private property in Skagway, Alaska Colorado & Southern Ry.

1909

Originally, C.&S. Ry. Boxcar #8215.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232907).[133] Turned over to the White Pass in 1946 (WP&YR #702). Trucks removed in 1978.
704

(ex-USA 232908)

Boxcar, without Trucks Meadows, British Columbia Colorado & Southern Ry.

1909

Originally, C.&S. Ry. Boxcar #8197.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232908).[133] Turned over to the White Pass in 1946 (WP&YR #704). Trucks removed in 1978.
710

(ex-USA 232915)

Boxcar Superstructure Skagway, Alaska Colorado & Southern Ry.

1909

Originally, superstructure for C.&S. Ry. Boxcar #8254.[132] Car purchased by U.S. Army in 1943 for use on the White Pass (USA #232915).[133] Turned over to the White Pass in 1946 (WP&YR #710). Superstructure detached from underframe in 1960.
probably, 712

(ex-USA 232916)

Boxcar, without Trucks Glacier, Alaska Colorado & Southern Ry.

1909[134]

Probably, originally C.&S. Ry. Boxcar #8238.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232916).[133] Turned over to the White Pass in 1946 (#712). Trucks removed in 1977. Remainder moved to Glacier between 1996 & 2000.
718

(ex-USA 232920)

Boxcar, without Trucks Private residence near Skagway Shops, Alaska Colorado & Southern Ry.

1910

Originally, C.&S. Ry. Boxcar #8365.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232920).[133] Turned over to the White Pass in 1946 (WP&YR #718). Trucks removed in 1978.
730

(ex-USA 232933)

Boxcar, without Trucks Skagway Shops, Alaska Colorado & Southern Ry.

1909

Originally, C.&S. Ry. Boxcar #8257.[132] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232933).[133] Turned over to the White Pass in 1946 (WP&YR #730). Trucks removed in 1978.
1st 734

(ex-USA 232937)

Boxcar Superstructure Alaska Dept. of Transportation & Public Facilities, off Klondike Highway near Dyea Rd., Skagway, Alaska Colorado & Southern Ry.

1910

Originally, superstructure for C.&S. Ry. Boxcar #8392.[132] Car purchased by U.S. Army in 1943 for use on the White Pass (USA #232937).[133] Turned over to the White Pass in 1946 (WP&YR #734). Superstructure detached from underframe in 1954.
2nd 734

(ex-728, exx- USA 232931)

Boxcar, without Trucks W.P.&Y.R. Bridge 62A, Yukon Colorado & Southern Ry.

1910

Originally, superstructure for C.&S. Ry. Boxcar #8309.[132] Car purchased by U.S. Army in 1943 for use on the White Pass (USA #232931). Turned over to the White Pass in 1946 (WP&YR #728). Superstructure of #728 mated with underframe of #734 in 1954 (WP&YR 2nd 734).[133] Trucks removed in 1978.
1st 905

(ex-2nd 901, exx-703)

Cupola Caboose, without Trucks

(ex-Stock Car)

Commercial structure off Klondike Highway near 23rd Ave., Skagway, Alaska W.P.&Y.R.

1899

Originally, W.P.&Y.R. Stock Car #703. Converted to cupola caboose and renumbered to 2nd 901 in 1901, in spite of the fact that Caboose 1st 901 was still in operation. 2nd 901 renumbered to 1st 905 in 1906. Trucks removed in 1952.[136]

Former Colorado & Southern Ry. Freight Cars Shipped To the White Pass In 1943[edit]

176 former Colorado & Southern Ry. freight cars, which were by then owned by the U.S. Army, were shipped to the White Pass in 1943.[33] These consisted of 100 flatcars,[135] 50 boxcars,[135] 10 refrigerator cars,[147] 5 insulated boxcars,[147] and 11 cupola cabooses.[139] About 83 of the 100 flatcars were cut down from other types of C.&S. Ry. cars. In addition, 9 of the 10 refrigerator cars, all 5 of the insulated boxcars, and 9 of the 11 cupola cabooses were reconfigured from C.&S. Ry. boxcars by the Chicago Freight Car Parts Co.[148]

The two ex-C.&S. Ry. cupola cabooses that were not reconfigured from boxcars were U.S. Army ##90851 and 90852. #90851 had previously been C.&S. Ry. #1005.[149] In 1944, it was renumbered to 851. In 1945, it was scrapped.[33] #90852 had previously been C.&S. Ry. #1003.[149] In 1943, it was wrecked.[33]

U.S. Army Cupola Caboose #90853 was also shipped to the White Pass in 1943. Although this car was numbered in series with the ex-C.&S. Ry. cars, this car was not ex-C.&S. Ry. It had been built in 1885 by the Denver and Rio Grande R.R. for its own use as 2nd 57. It later became Denver & Rio Grande Western R.R. #0556. It was sold to the Silverton Northern R.R. in 1937. Purchased by the Army via Dulien Steel Products Co. (dealer) in 1943.[150] Wrecked in 1943.[33]

There were no cars shipped to the White Pass from among the 79 former C.&S. Ry. freight cars that had been transferred to Victor A. Miller in 1938 for use on the Rio Grande Southern R.R., and resold to the Army in 1942.[151] 76 of the Miller cars were shipped to the Oahu Ry. & Land Co.

53 of the former C.&S. Ry. freight cars were turned over to the White Pass in 1946, under the terms of the Army lease. In addition, 58 more of the former C.&S. Ry. freight cars were sold by the Army to the White Pass in 1947.[33]

White Pass Tractors[edit]

Number Unit Serial Number Year Built Remarks
........ Holt 45 Caterpillar® Tractor[152] 1175[152] Jan. 1911[152] “45” = 45 h.p. Gasoline. Built at Stockton, California. Purchased new.[152] Unserviceable by 1942. Still existed in 1950. Gone by 1965.
........ Crawler Tractor, built in U.K.[153] by 1911 Gasoline. Acquired in 1911. Unusable. Wheels frequently came off tracks. Returned in 1912.[153]
........ Caterpillar Crawler Tractor between 1931 & 1939 Diesel. Acquired by White Pass in 1938 or 1939. Still existed in 1942. Gone by 1945.
........ Caterpillar 2-Ton Crawler Tractor 70603 1925 Gasoline. Built at East Peoria, Illinois. Acquired by White Pass in 1940. Still existed in 1949. Gone by 1965.
........ Cletrac (Cleveland Tractor Co.) Crawler Tractor “84230” [sic - suspect No. 19__ Diesel. Owned by Canadian government from 1940 to 1944 and used by White Pass (under contract) to build Whitehorse airport. Transferred to White Pass in 1944. Gone in 1946.
........ Jaques-Fraser Model T 4-Wheel Tractor 1948 Gasoline. Purchased in 1949. Used at Ben-My-Chree. Still existed in 1950. Gone by 1965.
Bulldozers: ........ ........ ........ All bulldozers used by White Pass since at least 1994 have been leased.
Caterpillar RD7 Bulldozer probably, 9G138 1936 Diesel. Owned by Canadian government from 1940 to 1944 and used by White Pass (under contract) to build Whitehorse airport. Transferred to White Pass in 1944. Still existed in 1949. Gone by 1965.
Caterpillar RD7 Bulldozer 9G1103W 1936 Diesel. Owned by Canadian government from 1940 to 1944 and used by White Pass (under contract) to build Whitehorse airport. Transferred to White Pass in 1944. Still existed in 1949. Gone by 1965.
Caterpillar D7 Bulldozer between 1937 & 1946 Diesel. Acquired by White Pass in 1946. Still existed in 1949. Gone by 1965.
International Harvester T6 Bulldozer 5402 T 1941 Gasoline. Acquired by White Pass in 1946. Still existed in 1949. Gone by 1965.
5 International Harvester TD18A Bulldozer probably, between 1949 & 1955 Diesel. Acquired by White Pass between 1949 & 1962. Still existed in 1962. Gone by 1965.
1st 6 Caterpillar D6B Bulldozer 44A2797 1961 Diesel. Purchased new. Gone in 1969.
2nd 6 Caterpillar D7E Bulldozer 48A11936 1969 Diesel. Purchased new. Still existed in 1978. Gone by 1994.
7 Caterpillar D7E Bulldozer 48A2630 1963 Diesel. Purchased new. Still existed in 1978. Gone by 1994.
8 Caterpillar D8 Bulldozer 8R1101 1942 Diesel. Purchased from U.S. Army in 1946. Still existed in 1978. Gone by 1994.
1st 9 Caterpillar D7E Bulldozer 48A542 1962 Diesel. Purchased by White Pass in 1963. Gone in 1969.
2nd 9 Caterpillar D7E Bulldozer 48A12685 1969 Diesel. Purchased new. Still existed in 1978. Gone by 1994.
2074

(ex-10)

Caterpillar D7F Bulldozer 94N8163 1974 Diesel. Originally, #10. Renumbered to 2074 between 1979 & 1982. Sold between 1979 & 1994. Now unserviceable.
Cranes: ........ ........ ........ ........
........ Bucyrus-Erie 15B Crawler Shovel/Crane 60051 1948 Diesel. Purchased new. Moved to Skagway city hall between 1978 & 2014.
........ Bucyrus-Erie 30B Crawler Crane 130776 1969 Diesel. Purchased new. Sold to Hunz & Hunz Enterrprises in 2014.
........ Link-Belt YC-18 4-Wheel Crane 16G1-172 1971 Diesel. Purchased new. Sold to Hunz & Hunz Enterrprises between 1989 & 2014.
........ Grove RT58C 4-Wheel Crane 71395 1989 Diesel.
Loaders: ........ ........ ........ ........
........ Caterpillar 922B 4-Wheel Loader 88J1998 1969 Diesel. Purchased new. Still existed in 1978. Gone by 1994.
........ Caterpillar 950E 4-Wheel Loader 22Z04862 1990 Diesel. Purchased from NC Machinery Co. about 1994.
........ Komatsu WA320-3A 4-Wheel Loader 53151 1998 Diesel.
Excavator: ........ ........ ........ ........
........ Hitachi EX120 Crawler Excavator 12V-42296 1995 Diesel.

[154][155]

Links to Rosters of White Pass Boats and Winter Stages[edit]

For the roster of White Pass boats, see, List of steamboats on the Yukon River.

For the roster of White Pass winter stages, see, Overland Trail (Yukon).

References and Notes[edit]

  1. ^ Since 1942, White Pass computed the tractive effort of steam locomotives by taking 20% of the weight on drivers.
  2. ^ a b c d e f g h i Johnson, Eric L. (1988). Sea to Sky Gold Rush Route. Rusty Spike Publishing. ISBN 0-9681976-1-2. , at pp. 31 (Red Line Transportation Co.), 40 (Thompson River, Tutshi River), 43 (Duchess of Wellington), 44 (“Fraser Lake [topographical maps … Bernard Lake]”), 45 (Summit Lake, Fraser Lake, Shallow Lake [italics added]), 48 (Portage), 54 (Red Line), 83 (Locomotives).
  3. ^ a b c d e f Johnson, Eric L. (1997). The Bonanza Narrow Gauge Railway. Rusty Spike Publishing. ISBN 0-9681976-0-4. , at pp. 145–50.
  4. ^ a b c d e f g Conrad, J. David (1988 (2 Vols.)). The Steam Locomotive Directory of North America. Transportation Trails. 
  5. ^ Thompson, Dennis Blake; Richard Dunn; and Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. p. 344. 
  6. ^ Hannum, James S. (2006). South Puget Sound Railroad Mania. Hannum House Publications. ISBN 978-0-9679043-5-1. , at pp. 203, 227-28, 234, 273.
  7. ^ Hannum, James S. (2002). Gone But Not Forgotten: Abandoned Railroads of Thurston County, Washington. Hannum House Publications. p. 129. ISBN 0-9679043-2-3. 
  8. ^ a b Ferrell, Mallory H. (1991). Tweetsie Country. Overmountain Press. ISBN 0-932807-58-5. , at page 190.
  9. ^ a b Chappell, Gordon; Robert W. Richardson; and Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN 0-918654-12-2. , at page 255.
  10. ^ a b c d Pitchard, George E. (unpublished manuscript, 2004). Utah Northern Railroad, et al. Locomotive Roster (Narrow Gauge) 1871–1903.  , citing, U.&N. Ry. business journals (unpublished).
  11. ^ a b The Denver & Rio Grande R.R. refused delivery of this C-16 locomotive. In June 1882, it was sold instead to the Toledo, Cincinnati & St. Louis R.R. Railway Age, June 22, 1882, at page 346. In April 1882, the D.&.R.G. R.R. took delivery of its last two C-16s, ##294 and 295. In March or April 1882, the D.&.R.G. R.R. refused delivery of Proposed C-16 ##292 and 293 from the Baldwin Locomotive Works. Locomotives of the Rio Grande. Colorado Railroad Museum. 1980. ISBN 0-918654-25-4. , at page 20; Robertson, Donald B. (1991). Encyclopedia of Western Railroad History, Vol. 2: The Mountain States. Taylor Publishing Co. ISBN 0-87833-026-7. , at pp. 106-07. By May 1882, the D.&R.G. R.R. refused delivery of is Proposed C-16 ##228 and 229, Grant ##1441 and 1442. Strapac, Joseph A. (1977). Cotton Belt Locomotives. Shade Tree Books. , at page 35. Presuming parallel treatment of the two C-16 builders, W.P.&Y.R. #53 would have been built by Grant and refused by the D.&.R.G. R.R. in March, April, or May 1882.
  12. ^ Mason & Oceana R.R. #7 appears to bear Grant shop #1447 in Claude T. Stoner Photo MO8. Bentley Historical Library, University of Michigan, Ann Arbor, Michigan, illegibly reproduced in, Koch, Michael (1979). Steam & Thunder in the Timber. World Press, Inc. , at page 223. Like White Pass #53, M.&O. R.R. #7 is a D.&R.G. R.R. Proposed ##230-239 series, Toledo, Cincinnati & St. Louis R.R. ##57-66 series, loco. Therefore, it is presumed that all 10 of D.&R.G. R.R. Proposed ##230-239 had the 10 consecutive Grant shop numbers which followed #1442. (Grant #1442 = D&RG Proposed #229 = Texas & St. Louis Ry. #31). In addition, there is an illegible owner-lessor’s plate seen in the Stoner photo. Plate may be for Post, Martin & Co., in which case the depicted locomotive would previously have been T.C.&St.L. R.R. #60 or 61. See, Rehor, John A. (1965). The Nickel Plate Story. Kalmbach Publishing Co. , at pp. 434-35.
  13. ^ Kneeland v. American Loan and Trust Co., 136 U.S. 89, 95-97, 100-01 (1890); Central Trust Co. v. Grant Locomotive Works, 135 U.S. 207, 208, 214, 216, 222, 227 (1890).
  14. ^ September 21, 1887, and September 24, 1887, letters from Elijah Smith (O.I. Co. president) to Barrows & Co., Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries.
  15. ^ a b c d e Best, Gerald M. (1981). Ships and Narrow Gauge Rails. Howell-North Books. ISBN 0-8310-7042-0. , at pp. 92–93, 140, 142. April 15, 1890, letter from H. W. McNeill (C.&P.S. R.R. resident manager) to Elijah Smith (O.I. Co. president) (I have bought the Olympia and Tenino Railroad). Oregon Improvement Co. Records.
  16. ^ a b c d e W.P.&Y.R. Record of Vouchers (unpublished, 1900–1901), White Pass & Yukon Route Company Records, Yukon Archives.
  17. ^ a b Quastler, Imre E. (1999). Kansas Central Narrow Gauge. South Platte Press. ISBN 0-942035-48-8. , at pp. 79, 83-84.
  18. ^ W.P.&Y.R. Ledger No. 1, Additions & Improvements (unpublished, 1899–1905), White Pass & Yukon Route Company Records, Yukon Archives.
  19. ^ Edson, William D. (1980). The Hinkley Locomotive Construction Record. Railway & Locomotive Historical Society, Inc. , Railroad History No. 142, at page 83.
  20. ^ a b Lavallée, Omer (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN 0-919130-34-8. , at page 380.
  21. ^ a b c d e f Special Report: White Pass & Yukon Route 1901 (unpublished), White Pass & Yukon Route Company Records, Yukon Archives, Whitehorse, Yukon, Canada.
  22. ^ a b Reisdorff, James J. (1984). Locomotive 69 From Alaska to Nebraska. South Platte Press. ISBN 0-9609568-2-4. , at pp. 3, 6, 11.
  23. ^ a b c d Dollywood Timeline.
  24. ^ a b Ferrell, Mallory H. (1967). Rails, Sagebrush and Pine. Golden West Books. LCCN 67-28315. , at pp. 106–07.
  25. ^ a b c d e f g h i j k When ordered from Baldwin, intended to be 1-meter gauge for shipment to Oran, Algeria. In March 1943, reassigned to the White Pass and assembled to 3-foot gauge.
  26. ^ a b c d e f g h i j k Peltier, Mike (2004). White Pass and Yukon MacArthurs. Light Iron Digest, August/September 2004, at pp. 8–10.
  27. ^ a b c Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN 0-905878-01-9. 
  28. ^ a b c Sampson, Henry (editor) (various dates). Jane's World Railways: Railways in South America, "Peru."
  29. ^ a b c d e f g Locomotives of the Rio Grande. 1980. , at page 24.
  30. ^ The serial number of this locomotive is readable in a photo taken in a bone yard at Auburn, Washington between 1944 and 1946. Photographer unknown.
  31. ^ a b Passim, White Pass and Yukon Route Comptroller's Special Report, for years 1907–1924 (unpublished), Robert W. Richardson Railroad Library, Colorado Railroad Museum, Golden, Colorado.
  32. ^ a b c Passim, W.P.&Y.R. Journal (unpublished, 1938–1947), White Pass & Yukon Route Company Records, Yukon Archives.
  33. ^ a b c d e f g h i Passim, Miscellaneous White Pass & Yukon Route Company Records (unpublished), Yukon Archives, Whitehorse, Yukon, Canada.
  34. ^ a b c Passim, Lavallée, Omer, and Ronald S. Ritchie (editor) (2005). Narrow Gauge Railways of Canada. Fitzhenry & Whiteside. ISBN 1-55041-830-0. , at page 124.
  35. ^ a b c Passim, Clifford, Howard (1999). Alaska/Yukon Railroads. Oso Publishing Co. ISBN 0-9647521-4-X. 
  36. ^ a b c Passim, Roberts, Earl W. and David P. Stremes (editors) (2008). Canadian Trackside Guide 2008. Bytown Railway Society. ISSN 0829-3023, at pp. 1–92, 4-15. 
  37. ^ a b c d e f g h i j k Nos. 90-100 did not have a formal General Electric Co. model number. "GEX3341" was an internal GE designation. It was the closest that these locomotives had to a GE designation of their architecture. This designation is used more frequently by rail fans than it was by GE.
  38. ^ a b c d e f g h i j Combes, C. L. (editor) (1970). 1970 Car and Locomotive Cyclopedia of American Practice. Simmons-Boardman Publishing Corp. , § 18: Diesel-Electric Locomotives, at pp. 894, 899.
  39. ^ a b c d e f g The Alco "Model RSD-##" designations had been discontinued by 1969.
  40. ^ Passim, White Pass Company Diesel Roster (2008).
  41. ^ Many White Pass passenger car names are partly derived from aboriginal words and phrases, as stated under “Remarks.” Aboriginal place names usually describe some prominent feature of the place. The reason for this method of naming is that, prior to the arrival of English or Russian speakers, the aboriginal languages were not reduced to writing. Consequently, the people had no maps. In the absence of maps and other documents, descriptive place names were needed to guide the traveler. English names that are derived from aboriginal names typically substitute some sounds that are slightly different from aboriginal language sounds. These substitutions are necessitated because aboriginal languages have about 12 sounds that are not identical to an English sound.
  42. ^ a b c d e Mullet, Alfred, and Leonard Merritt (2009). Sumpter Valley Railway. Arcadia Publishing. ISBN 978-0-7385-7125-6. , at pp. 80-83.
  43. ^ a b c d e f g h i j Minter, Roy (1987). The White Pass: Gateway to the Klondike. University of Alaska Press. ISBN 0-912006-26-9. , at pp. 22 (Dyea), 63 (Duncan C. Fraser), 94 (Crater Lake), 99 (W. T. Jennings), 175 (Cowley Lambert), 274-75 (Red Line Transportation Co.), 299 (“road … crossed Summit, Fraser, and Portage lakes”), 318 (Cowley Lambert), 332 (Red Line Transportation Co.).
  44. ^ a b c d e f Canada, Parliament (1908). Seventh Report of the Geographic Board of Canada. Sessional Papers. Paper No. 21a. , at pp. 16 (Bernard Lake), 44 (Lewes Lake [ex-Lewis]), 68 (Shallow Lake), 76 (Tutshi River), plus absence of Fraser Lake, Portage Lake, and Thompson River.
  45. ^ a b c d e f g h i j k Container flat cars built by National Steel Car Corp. for the White Pass in 1969. Combes, C. L. (editor) (1970). 1970 Car and Locomotive Cyclopedia of American Practice. Simmons-Boardman Publishing Corp. , § 3: Freight Train Cars, at page 103.
  46. ^ a b c d e f g h i Schwatka, Frederick (1893). A Summer in Alaska. J. W. Henry. , at pp. 72 (Nourse River), 90 (Lindeman Lake), 97 (Crater Lake), 99 (Homan Valley), 100 (Bennett Lake), 110 (Nares Lake), 121 (Marsh Lake), 130 (McClintock Lake). Note that Schwatka's Tlingit language interpreter was Billy Dickinson. And, Billy's mother was Sarah Dickinson, who was Aurel Krause's Tlingit language interpreter. Id., at pp. 103-04.
  47. ^ a b c d The trucks on 1st 202 are marked "J. Hammond, 1887." Johnson (1997). The Bonanza Narrow Gauge Railway. , at page 150. A photograph of 1st 202, showing the roof overhang and peculiar clerestory vents, may be found in Trains, February 1963, at page 22. A photograph of 1st 206 may be found at Prince, Bernadine L. (1964). The Alaska Railroad. Ken Wray's Print Shop. , Vol. 1 (of 2), at page 401. Note that the clerestory vents on 1st 202 and 1st 206 are constructed alike. Note also that architectures of 1st 202 and 1st 206 are alike. Thus, the appearances are that both 1st 202 and 1st 206 were built by Hammond in 1887.
  48. ^ a b In 1890, the C.&P.S. R.R. acquired a combine and a coach from the O.&C.V R.R. Oregon Improvement Company Report to Stockholders for 1890-1891 at page 56, at http://books.google.com/books?id=nxooAAAAYAAJ&pg=RA4-PA56#v=onepage&q=&f=false (Jan. 8, 2010); April 24, 1890, letter from H. W. McNeill (C.&P.S. R.R. resident manager) to Elijah Smith (O.I. Co. president) (The narrow gauge rolling stock, which we very much want at Seattle, consists of … passenger coaches, etc.). Oregon Improvement Co. Records.
  49. ^ a b c d e f g h Satterfield, Archie (1993). Klondike Park: From Seattle to Dawson City. Fulcrum Publishing. ISBN 1-55591-165-X. , at pp. 17 (Dr. Lindeman, James Gordon Bennett), 19 (Nares River, Professor O. C. Marsh, Vice-Admiral Sir Leopold McClintock), 21-22 (the lake was named in [Schwatka's] honor; Mike Laberge … never got to see the lake), 143 (Bare Loon Lake).
  50. ^ British Columbia, Parliament (1900). Report of the Chief Commissioner of Land and Works, 1899.  Sessional Papers, at page 378 (Fan Tail Winter Road) (Fantail Lake was still named “Otter Lake” when the Fantail Trail was built).
  51. ^ Ironically, the trail’s metaphoric “fantail” lasted less than a year. The 15-mile spur between The Forks and White Pass was abandoned after July 1, 1899, when the W.P.&Y.R. was extended to Log Cabin. Nevertheless, the name Fantail persisted, even after the trail no longer had a “fantail.”
  52. ^ a b 1st 208’s trucks remaining at Klondike City, Yukon read: "Billmeyer & Small Co., York, PA." Johnson (1997). The Bonanza Narrow Gauge Railway. , at pp. 48, 66, 150. 1st 204 and 1st 208 had the same architecture and both looked like Billmeyer & Small architecture.
  53. ^ a b The 4' 3" truck wheelbase makes this car appear to have been built ca. 1878-1883. Narrow gauge passenger car trucks made after 1883 usually had longer wheelbases.
  54. ^ a b c d Circumstantial evidence is all that remains as to the pre-Barrows & Co. history of Coaches 204 and 208. Both the Billmeyer & Small Co. records and the Maryland Central R.R. records were destroyed by office fires in the early 1900’s. In addition, Barrows records do not appear to have survived, either.
  55. ^ a b The passenger compartment was 35 feet long, with 14 seat and window spaces. Johnson (1997). The Bonanza Narrow Gauge Railway. , at pp. 48, 150, 153. Seat backs were no more than 2 feet, 6 inches apart. This seat back spacing was typically found on excursion cars. Most non-excursion narrow gauge passenger cars had seat back spacings of 2 feet, 10 inches or more.
  56. ^ a b c d November 15, 1887 letter from Elijah Smith (O.I. Co. president) to Barrows & Co. (We have agreed to buy from you two narrow gauge coaches at York, Pennsylvania). February 23, 1888 letter from Elijah Smith to Billmeyer & Small Co. (I enclose herewith an order for delivery of two narrow gauge passenger coaches now in your possession, belonging to Barrows & Co.). Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries.
  57. ^ a b Cumulative circumstantial evidence suggests that it might have been one of the five refused cars. Because this car was at York, Pennsylvania, it appears unlikely that it had operated on a railroad other than possibly the Baltimore & Delta Ry., the Maryland Central R.R. (the B.&D. Ry’s. successor), or the York & Peach Bottom Ry. (which connected the M.C. R.R. with York). Specifically, it does not appear practical to have sent to York used cars from any 1882-1887 narrow gauge railroad other than one of these three railroads. See, Hilton, George W. (1990). American Narrow Gauge Railroads. Stanford University Press. ISBN 0-8047-1731-1. , map at inside back cover. As for these three railroads, the B.&D. Ry. purchased two Billmeyer & Small Co. passenger cars and three Jackson & Sharp Co. passenger cars in 1881. Railway World, Vol. 7, #35 (Aug. 27, 1881), at page 831. Then, in 1882, the B.&D. Ry. ordered 10 Billmeyer excursion passenger cars and 10 J.&S. Co. excursion passenger cars, which could have yielded a possible 25 B.&D. Ry. passenger cars, consisting of 12 Billmeyer passenger cars and 13 J.&S. passenger cars. Railroad Gazette, Vol. 14, #34 (July 14, 1882), at page 434. However, by Dec. 31, 1882, the M.C. R.R. had succeeded the B.&D. Ry., and it had only 15 passenger cars, 10 fewer than the possible 25. Poor, Henry V. and Henry W. Poor (1883). Poor’s Manual of Railroads. H.V. and H.W. Poor Co. , at page 388. On Dec. 31, 1883, the M.C. R.R. had 20 passenger cars, still five fewer than the possible 25. Poor and Poor (1884). Poor’s Manual of Railroads. , at page 372. All 13 of the J.&S. passenger cars had been delivered to the B.&D. Ry.; thus, the five refused cars must have been Billmeyer excursion cars. 1885-1890 Jackson and Sharp Record Book, Jackson and Sharp Co. and American Car and Foundry Co. Records, Smithsonian Archives Center, Accession #156, Box 3, at page 287 (“Old Baltimore & Delta Cars … 13 in all {[J.&S. shop] Nos. 577-78-79, 733-34-35-36-37-38-39-40-41-42}”). In 1883, two of the five refused Billmeyer excursion cars were sold to the Y.&P.B. Ry., leaving three refused Billmeyer excursion cars unaccounted for. Delta (Pa.) Herald, Vol. 5, #34, at page 2 (July 6, 1883). Billmeyer cars were built at York. The frame base of the B.&D. Ry. Billmeyer excursion cars was recorded as 35' × 8'. Spence v. Maryland Central R.R., Equity No. 5206, Md. Cent. Ry. letter re dimensions of coaches (Balt. County Md. Cir., Oct. 27, 1890), Md. State Archives Coll. T696-82, Box 752. The frame base of WP&YR 1st 208 was recorded as 35' 2" × 8' 5". WP&YR equipment folio drawings. WP&YR 1st 204 and 1st 208 had excursion car seat spacing. The ca. 1878-1883, 4' 3" truck wheelbases on these two cars make them unlikely to have been built later than the B.&D. Ry. Billmeyer cars. This cumulative evidence suggests that these two WP&YR cars may have been among the five Billmeyer excursion cars ordered by the B.&D. Ry. in 1882, built in 1882 or 1883, and refused by both the B.&D. Ry. and the M.C. R.R.
  58. ^ a b Deely, Nicholas (1996). Tanana Valley Railroad: the Gold Dust Line. Denali Designs. ISBN 0-9648669-1-9. , at pp. 147–48.
  59. ^ Twitchell, Lance A. (2005). Lingít Dictionary, Northern Dialect. Troubled Raven Productions. , at pp. A6, B56 (chíl = storehouse); A35, B19 (lóot = eel). There is some uncertainty to this meaning. Thornton, Thomas F. (ed.) (2012). Haa Léelk'w Hás Aaní Saax'ú: Our Grandparents’ Names on the Land. Sealaska Heritage Institute. ISBN 978-0-295-98858-0. , at page 59 (#84).
  60. ^ a b c d e f Armbruster, Kurt E. (1999). Orphan Road. Washington State University Press. ISBN 0-87422-185-4. , at page 56; Records Pertaining to the Seattle and Walla Walla Railroad, at pp. 4 (1879 rolling stock), 12 (1880 rolling stock), Burlington Northern, Inc. Company Records, Accession #1972.5375, Box 1, Seattle Museum of History and Industry Library, Seattle, Washington.
  61. ^ a b c d Twitchell, Lance A. (2005). Lingít Dictionary, Northern Dialect. Troubled Raven Productions. , at pp. A6, B56 (chíl = storehouse); A10, B52 (dáas'aa = snare); A22, B47 (gaat = sockeye [red] salmon); A29, B43 (kayáash = platform); A43, B9 (taxhéeni = broth).
  62. ^ a b c d Orth, Donald J. (1967). Dictionary of Alaska Place Names. U.S. Government Printing Office. , at pp. 209 (Chilkat … means "salmon storehouse"), 325 (Fairweather, Mount), 1045 (Whiting River).
  63. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai Coutts, Robert C. (2003). Yukon Places and Names. Moose Creek Publishing. 
  64. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa Phillips, James W. (1973). Alaska-Yukon Place Names. University of Washington Press. ISBN 0-295-95259-8. 
  65. ^ July 24, 1884 letter from John L. Howard (O.I. Co. manager) to Elijah Smith (O.I. Co. president) (1 passenger coach, just overhauled). Oregon Improvement Co. Records.
  66. ^ a b The C.&P.S. R.R. owned 1 coach as of July 24, 1884, and October 30, 1884. Letters from John L. Howard to Elijah Smith. Carter "offered to build a first-class plain substantial car." Letter of November 18, 1884, from John L. Howard to Elijah Smith, Oregon Improvement Co. Records. The C.&P.S. R.R. owned 2 coaches as of November 30, 1884. Oregon Improvement Company Report to Stockholders for 1885 at page 11, http://books.google.com/books?id=nxooAAAAYAAJ&pg=PA11#v=onepage&q=&f=false (Jan. 8, 2010), and Oregon Improvement Company Report to Stockholders for 1886 at page 8, http://books.google.com/books?id=nxooAAAAYAAJ&pg=PA18-IA8#v=onepage&q=&f=false (Jan. 8, 2010). These appear to have been C.&P.S. R.R. ##1 and 2, later WP&YR ##210 and 212.
  67. ^ a b For a view of #214 before being rebuilt by the White Pass, see, Johnson (1988). Sea to Sky Gold Rush Route. , at page 74. Brill narrow gauge coaches had a distinctive appearance. See, Poor, Henry V. and Henry W. Poor (1882). Poor's Manual of Railroads. H.V. and H.W. Poor Co., advertising section at page 116; also in advertising section of years close to 1882.
  68. ^ a b c d e f Railway Gazette, December 23, 1881, at page 727.
  69. ^ a b c d Transfer from T.&St.L. Ry. to C.d'A.R.&N. Co. based on common manufacturer, similarity of appearance, and coincidental disappearance/appearance. Official Railway Equipment Guide/Register, various dates: St. Louis, Arkansas & Texas Ry. - Passenger Equipment; Northern Pacific Railroad - Coeur d'Alene Ry. & Nav. Line. In addition, two ex-T.&St.L. Ry. locomotives were sold to the C.d'A.R.&N. Co. at the same time. This further suggests that the two C.d'A.R.&N. Co. coaches were ex-T.&St.L. Ry. Strapac (1977). Cotton Belt Locomotives. , at page 275.
  70. ^ a b C.d'A.R.&N. Co. Roster as of 12/31/1886, Robertson, Donald B. (1991). Encyclopedia of Western Railroad History Volume 2: The Mountain States. Taylor Publishng Co. ISBN 0-87833-026-7. , at page 206.
  71. ^ a b Wood, John V. (1983). Railroads Through the Coeur d’Alenes. Caxton Printers, Ltd. ISBN 0-87004-291-2. , at page 73.
  72. ^ a b c d S.C.&C.M. R.R. Miscellaneous Companies & Persons Sub-ledger (Volume 208, unpublished), at page 150; S.C.&C.M. R.R. Construction & Equipment Sub-ledger (Volume 209, unpublished), at page 122; Penn Central Transportation Co. Records, Manuscripts and Archives Division, New York Public Library, Manhattan, New York. (Note: the N.Y.P.L. erroneously lists the S.C.&C.M. R.R. sub-ledgers as "Boxes" 208 and 209; they should be listed as "Volumes" 208 and 209.)
  73. ^ a b c d e f g h The way to differentiate between the ex-S.C.&C.M. R.R. (1881) coaches and the ex-Kaaterskill R.R. (1883) coaches is that the S.C.&C.M. R.R. coaches always had stoves, but the Kaaterskill R.R. coaches had no stoves while on the Kaaterskill R.R. 17th Annual Report of the Board of Railroad Commissioners of New York, for the Fiscal Year Ending June 30, 1899, at pp. 277 and 546. The cars arrived in Skagway in May 1901. W.P.&Y.R. General Office Journal (unpublished, Jan. 1901 to July 1902), W.P.&Y.R. Company Records, Yukon Archives, Whitehorse, Yukon, Canada. ##218 and 220 were put into operation with stoves in June 1901, but ##222 and 224 were put into operation with stoves over a month later. W.P.&Y.R. Letter dated July 31, 1901, COR 868, f. 5/539, W.P.&Y.R. Company Records, Yukon Archives. The apparent reason for the delay for ##222 and 224 is that they needed to have the stoves installed.
  74. ^ a b c d e f g h i j k Thornton, Thomas F. (ed.) (2012). Haa Léelk'w Hás Aaní Saax'ú: Our Grandparents’ Names on the Land. Sealaska Heritage Institute. ISBN 978-0-295-98858-0. , at pp. 24 (#273: Aalséix = resting), 57 (#2: T'ooch’ Áayi = black lake; #22: Áa Tlein = big lake; #25: Taiya = Dayéi = to pack), 62 ("NM": Daas'aadiyáash = snare platform; "NM": Lux.aaní = whitefish lake), 63 ("NM": L'ukshú = end of the coho salmon), 73 (#15: Nàk'ina.â = Nakina Village), 76 (#121: T'aakú = flood of geese), 145 (shtax'héen = biting itself water, “motion … found in … whirlpools or eddies in the river”).
  75. ^ a b c d Kaaterskill R.R. Construction & Equipment Sub-ledger (unpublished), at page 150, New York Central R.R. Co. Records, Special Collections, Syracuse University Library, Syracuse, New York.
  76. ^ a b The Catskill locals have quit correcting tourists' pronunciation of Kaaterskill, regardless of whether the tourists say "CAT-er-SKILL", "KATE-er-SKILL", or "COT-ter-SKILL." Nowadays, any of these pronunciations will do. The original Dutch pronunciation was "COT-ter-SKILL," similar in sound to cotter pin. Kaater is the Dutch word for a male wildcat. Kill is the Dutch word for creek.
  77. ^ Tank Car #68 was originally Union Tank Car Co. (UTLX) #92131 (10,986 US gal (41,590 l; 9,148 imp gal)). Tank Car #70 was originally UTLX #72710 (11,077 US gal (41,930 l; 9,224 imp gal)). Both tank cars had been built by UTLX in 1948 as standard gauge cars. Purchased by White Pass and converted to 3-foot gauge in 1976.
  78. ^ The Nevada-California-Oregon Ry. built much of its own rolling stock.
  79. ^ $3,979.82 was expended on improvements and additions to Nevada-California-Oregon Ry. passenger cars in 1892, resulting in two first class passenger cars at the end of 1892. Report of the Board of Railroad Commissioners of the State of California 1893-1894, at pp. 118, 124. At the end of 1891, the N-C-O Ry. had no first class passenger cars. Report of the Board of Railroad Commissioners of the State of California for Year Ending Sept. 15, 1892, at pp. 268, 273.
  80. ^ a b Letter from N-C-O Ry. Gen. Mgr. to Auditor, attached to N-C-O Ry. journal entry (unpublished, 1916), Nevada-California-Oregon Ry. Collection, Manuscript Collections, Library & Collections, Leland Stanford, Jr. University, Stanford, California (Coaches ##4 and 6 sold in 1916). The N-C-O Ry. back filled car numbers vacated by earlier cars. If there was a 2nd 6, it back filled the number vacated by the 1892-built car. 2nd 4 appears to have back filled the number vacated by a renumbered baggage car.
  81. ^ a b c The four known pre-1898 Kusawa Lakes were: First, the present day Kusawa Lake at 60° N, 136° W. Krause, Aurel, and Arthur Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians 1881/1882. University of Alaska Press. ISBN 978-0-912006-66-6. , at pp. 214, 216 (Westlicher Kussooaa); Coutts (2003). Yukon Places and Names. , at page 166. Second, the present day Surprise Lake. Canada (1908). Seventh Report of the Geographic Board. , at page 72 (Surprise Lake [ex-Kusiwah Lake]); Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. , at page 73 (#2: Koosawu Áa = Surprise Lake). Third, the otherwise unnamed lake near the head of the Chilkat River. Id., at page 57 (#15: Koosawu Áa = lake in upper Chilkat River). Fourth, the present day Bennett Lake. Krause and Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians. , at pp. 211, 230 (Kussooa = today Bennett Lake). In addition, both the portage between Lindeman Lake and Bennett Lake, as well as Bennett Lake itself, also bore the Tlingit name Ch'akúx Anax Dul.adi Yé (place to pack a skin canoe over). The Tagish name for Bennett Lake was Mén Chó (big lake). Sidney, Angela (1980). Place-Names of the Tagish Region, Southern Yukon. Council for Yukon Indians. , at ##108, 111.
  82. ^ a b c Tom, Gertie (1987). Èkeyi: Gyò Cho Chú (My Country: Big Salmon River). Yukon Native Language Centre. , at pp. 12 (#1: Gyò Cho Chú), 16 (#32: Délin Chú).
  83. ^ 12 passenger cars (possibly including two parlor cars) added by South Pacific Coast R.R. in 1884. Report of the Board of Railroad Commissioners of the State of California for Year Ending Dec. 31, 1886, at page 198 (S.P.C. R.R. had 63 passenger cars, 2 parlor cars, 7 mail and baggage cars, 12 of which were added in 1884). None of the 12 S.P.C. R.R. cars added in 1884 were mail or baggage cars. Poor, Henry V. and Henry W. Poor (1885). Poor’s Manual of Railroads. H.V. and H.W. Poor Co. , at page 876 (S.P.C. R.R. had 53 passenger cars and 7 mail and baggage cars on December 31, 1883). In addition, S.P.C. R.R. employee E. W. Chapin stated that 1884 was the year in which this car was built in a June 28, 1898 deposition in lawsuit involving the Southern Pacific Co.
  84. ^ a b c d e f The Western Railroader, v. 32, #7 (July 1969), at pp. 4, 7-10.
  85. ^ Rupert, James, and John W. Bernet (editors) (2001). Our Voices: Native Stories of Alaska and the Yukon. University of Nebraska. ISBN 978-0803289840. , at page 169 (“In … their language …, Tagizi means it is breaking up, and ‘it’ refers to the spring ice.”); McClellan, Catherine (1982). “Tagish,” in, William C. Sturtevant, June Helm (editors). Handbook of North American Indians, Vol. 6: Subarctic. Smithsonian Institution. ISBN 978-0874741865. , at page 490 (“ultimately from Tagish ta•gizi, … meaning it [spring ice] is breaking up.”); Sidney (1980). Place-Names of the Tagish Region, Southern Yukon. , Entry No. 54 (“breakup [of ice, e.g.]”).
  86. ^ a b c Pullman Company Archives, Call #02/01/06, Vol. 1 & Box 35; Call #07/00/02, Vols. 1 & 20, Newberry Library, Chicago, Illinois.
  87. ^ a b c Dickinson, A. Bray (1970). Narrow Gauge to the Redwoods. Trans-Anglo Books. ISBN 0-87046-010-2. , at page 138.
  88. ^ Freelang Kaska Online Dictionary (men = lake, cho = big).
  89. ^ Twitchell (2005). Lingít Dictionary. , at pp. i (i=possessed noun suffix), 1-1 (áa), 1-45 (t’ooch’), 2-12 (charcoal), 2-32 (lake). Tlingit had fewer adjectives than other languages. Edwards, Keri (2009). Dictionary of Tlingit. Sealaska Heritage Institute. ISBN 978-0-9825786-6-7. , at page 14 (a very small category in Tlingit). This shortage of adjectives occasionally necessitated the use of substitute lexical items, such as metaphors. Sometime after Tutshi Lake had acquired its name, the word t’ooch’ did evolve also to be a standard adjective meaning black. If t’ooch’ had been an adjective meaning black at the time that the lake acquired its name, then the name would not have needed the possessed noun suffix (i). The name would have been Áa t’ooch’ or T’ooch’ áa.
  90. ^ a b c Mulvihill, Carl E. (2000). White Pass & Yukon Route Handbook. R. Robb, Ltd. , at pp. 48 (Thompson River), 51 (MP 30: portage between Middle and Shallow Lakes), 80–85 (Passenger Car History).
  91. ^ No record exists which identifies the year in which Sumpter Valley Ry. Coach No. 26 was converted to a passenger and railway post office combine. However, S.V. Ry. Baggage and RPO Car #2 was retired in 1928, which could have then reduced the number S.V. Ry. RPO’s from three to two. See, Poor’s Railroad Section. Poor’s Publishing Co. 1929. , at page 503. Assuming both a declining passenger market and a continuing need for a third RPO as a backup, 1928 would have been the optimum time to convert No. 26.
  92. ^ From etymology information obtained in 2012 from memos at the Haines Junction Da Kų Cultural Centre. Hume had left numerous descendants in the Haines Jct. area, including a few who worked at the Cultural Centre.
  93. ^ The Tagish name for the Nisutlin River was nįį-sut-lin-hin-i, a hybrid phrase consisting of nįį-sut-lin (Tagish) + hin (river in Tlingit) + i (Tlingit possessed noun suffix). See, Wright, Allen A. (1976). Prelude to Bonanza: The Discovery and Exploration of the Yukon. Gray’s Publishing. , at page 183. The Tagish suffix -lin means flowing. Davidson, George (1883). The [Second] Kohklux Map. Yukon Historical & Museums Assn. , at page 26.
  94. ^ See, Smith-Tutin, Lena (2014). Southern Tutchone Language, Unit 1. Champagne & Aishihik First Nations. , at page 8 (tsèn = quiet); see, also, Tom (1987). Èkeyi: Gyò Cho Chú. , at page 16 (#32: délin = running out). The Southern Tutchone phrase would be nįį-ts’èn-lin.
  95. ^ Coutts (2003). Yukon Places and Names. , at page 311 (1846 version of Loucheux [Gwich’in] word).
  96. ^ See, McDonald, Ven. Robert (1911). A Grammar of the Tukudh (now-obsolete Gwich’in) Language. Society for Promoting Christian Knowledge. , at pp. 10 (the letter u … has the same sound as in but), 98 (big = nittsi), 138 (great = chintssi), 153 (length = ukwanjo), 181 (stream = konjik), 197 (water = choo), 198 (width = ukwantshya) [bold type added]. Possibly, originally “Choo Ukwan,” signifying both long- and wide water.
  97. ^ Thornton, Thomas F. (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment. U.S. Dept. of Interior. , at page 53 (Most [1995-2002 informants] agreed that the name [Shԍagéi] refers to the effect of the strong north wind on the waters of Lynn Canal, which generates rugged seas).
  98. ^ a b Emmons, George T. (unpublished, 1916). History of Tlingit Tribes and Clans. B.C. Archives, reproduced in, Thornton (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment. , at page 19 (“she was simply called Skagway [‘the beautiful one’] … the rock wall opened and she disappeared forever. But when the North wind blows down from the White Pass, … it was believed to be the breath of her spirit”). The word appears to have been derived from the Tlingit verb theme -sha-ka-l-ԍéi, which means, in the case of a woman, to be beautiful. See, Edwards (2009). Dictionary of Tlingit. , at page 107 (This verb is used to describe a beautiful woman). Specifically, the word appears to have been created by omitting the verb classifier “-l-,” thus rendering a non-verb. See, Id., at pp. 29-30 (Every Tlingit verb must have a classifier).
  99. ^ Krause, Aurel, and Arthur Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians 1881/1882. University of Alaska Press. ISBN 978-0-912006-66-6. , at pp. 195 (“two bays on our right” [1st = Skagway]), 197-98 (“Kanagu, the stone woman who lives in the first of the above-mentioned bays … is sending one snowstorm after another.”), 230 (“[Kanagu, note] 22. A mythical woman who is supposed to have turned to stone and unleashes winds when angry; the rock is in the Taiya Valley [sic, ‘Valley’ should be ‘Inlet’].”), 158 (“The god or goddess [Kanagu, note 22], the personified river that empties into the Dejah Valley [sic, ‘Valley’ should be ‘Inlet’]”), 120 and 202 (river name = “Schkaguḗ”).
  100. ^ Except for the fact that “Kanagu … lives in [Skagway] bay,” the identity of the Kanagu stone formation is not recorded. However, Face Mountain’s Tlingit name translates to Kanagu’s Image. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. , at pp. 52-53 (Face Mountain = Kanagu's Image).
  101. ^ See, Edwards (2009). Dictionary of Tlingit. , at pp. 29 (di = verb classifier), 313, 365 (yaa = to carry).
  102. ^ Bright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN 978-0806135984. 
  103. ^ “[William] Ogilvie translated [Klondike] as ‘hammer-water’ … This is only one of several versions of the origin of the name …” Wright (1976). Prelude to Bonanza. , at page 286, note 70.
  104. ^ Twitchell (2005). Lingít Dictionary. , at pp. i (i=possessed noun suffix), 1-6 (chán), 1-24 (héen), 1-40 (shá), 1-44 (t'á), 2-27 (head of), 2-46 (river), 2-47 (chinook [king] salmon), 2-56 (stink). The river which originally bore the name Tatshenshini, and which actually has stinking chinook salmon at its headwaters, is now known as the "Blanchard River." As a result of arbitrary name changes by the Canadian government in the 1890s, the river which now bears the name Tatshenshini does not have stinking chinook salmon. See, Wright (1976). Prelude to Bonanza. , at page 230 (“… the east fork of [the Alsek] river system … today is known as Tatshenshini …”).
  105. ^ Edwards (2009). Dictionary of Tlingit. , at pp. 29, (l = verb classifier), 47 (aa = one), 204 (ulséix = s/he rests [regularly]), 294 (-x [suffix] = repeatedly).
  106. ^ From etymology information obtained in 2012 from memos at the Haines Junction Da Kų Cultural Centre. See, also, Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. , at page 7 (Noogaayík = old Southern Tutchone camp on present day Tatshenshini River [original Upper Alsek River]). As a result of arbitrary name changes by the Canadian government in the 1890’s, the original Upper Alsek River now bears the name Tatshenshini. Wright (1976). Prelude to Bonanza. , at page 230. In turn, the original Tatshenshini River now bears the name Blanchard. Finally, the original Lower Kaskawulsh River is now the new Upper Alsek River.
  107. ^ Orth (1967). Dictionary of Alaska Place Names. , at page 769 (top of right column).
  108. ^ Beadeker, Karl (1907). The Dominion of Canada: Handbook for Travelers. Karl Baedeker. , at page 302.
  109. ^ Wright (1976). Prelude to Bonanza. , Map #4, between pp. 58-59 (Tutshi River).
  110. ^ Hare, Greg, and Sheila Greer (1994). Désdélé Méné: The Archeology of Annie Lake. Government of Yukon. ISBN 0-9698112-0-9. , at pp. 12-13; 1901 Census of Canada, District 206, Subdistrict f-93 (Cariboo Crossing, Yukon), at page 2, ll. 26-27.
  111. ^ See, Smith-Tutin (2014). Southern Tutchone Language, Unit 1. 
  112. ^ In 1891, the creek which leads to Surprise Lake was renamed Pine Creek by prospector George Miller. John L. Motherwell (2012). Gold Rush Steamboats: Francis Rattenbury’s Yukon Venture. John L. Motherwell. ISBN 978-0-9868982-0-4. , at page 97. Prior to 1891, Pine Creek had been named Kusawu Heen (narrow creek). Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. , at page 73 (#3).
  113. ^ Passim, White Pass Company Coach Roster (2008).
  114. ^ Passim: ancestry.com; familysearch.org; findagrave.com
  115. ^ a b c d e f g History of UTLX at page 13.
  116. ^ a b c d e f g h i j k l m n o p q r Flatcar or gondola built by Pullman Co. as a flatcar, sold to U.S. Army in 1942 (27½ ton capacity, USA ##333443-333460 series). Built up into gondola in 1945. Purchased by White Pass in 1947 (##875-891 series). Renumbered to 100-116 series in 1948. If not yet under a tank car in 1952, was cut back down to flatcar in that year.
  117. ^ Flatcar #319 was built by Sumpter Valley Ry. in 1917 (SV #76633), sold to White Pass in 1942.
  118. ^ Underframe of Tank Car #3 was originally Flatcar #541, built by White Pass in 1900, installed under Tank #3 in 1925.
  119. ^ Flatcar #316 was originally Hart Convertible Car #316, built by American Car & Foundry Co. in 1908, converted to flatcar in 1942.
  120. ^ From 1950 until 1956, #29 had been mounted on the underframe of USA Boxcar #23150, which is now Flatcar #1127.
  121. ^ From 1949 until 1960, #30 had been mounted on the underframe of USA Boxcar #23130, which is now Flatcar #1129.
  122. ^ a b Flatcars ##1139 and 1169 were built as boxcars in 1942, Pullman Co. Lot #5706-A. See, Remarks for Flatcars ##1132 to 1174.
  123. ^ a b c d Notwithstanding contrary published information, visual inspection of Tank Cars ##50-65 discloses that they were never frameless tank cars.
  124. ^ These are the original UTLX numbers. UTLX re-numbered these cars in 1947 and, again, in 1956. ##50-61, 63, and 65 have internal steam heating pipes which occupy 113 gallons, that were installed by 1947. ##62 and 64 have no heating pipes.
  125. ^ a b c Type E heating pipes occupy 113 gallons; prior to installation of Type E heating pipes, tank capacity was 113 gallons greater than the number shown in the roster.
  126. ^ Combes (1970). 1970 Car and Locomotive Cyclopedia of American Practice. , § 3: Freight Train Cars, at page 103.
  127. ^ a b Multi-service cars are characterized by two parallel rows of longitudinal hopper bays, meaning that the hopper bays parallel the rails instead of being perpendicular to the rails. Each of the two rows consists of two bays, for a total of four hopper bays. Each hopper bay has two doors which pivot from the bottom, instead of from the top. Each of the eight doors may be separately controlled and adjusted. This arrangement enables the ballast flow to be controlled or stopped.
  128. ^ a b Lousy paint job. Ghosts of old numbers readable.
  129. ^ Bin floor may pivot at either side. As the bin floor pivots, the contents of the bin slide in the direction of the side that is pivoting. The side of the bin in the direction of the flow then drops, pivoting at its bottom. Large rock (or other formation material) then slides across the "dropped side" and is propelled away from the track.
  130. ^ a b Contain uncontrollable, laterally disposed hoppers; therefore, not as suitable for ballast service as ##640-647.
  131. ^ a b Ghosts of old numbers readable. Architecture of trucks limit potential years of construction of #681.
  132. ^ a b c d e f g h i j k C.&S. Ry. numbers stenciled on the car interior were not painted over.
  133. ^ a b c d e f g h i j k l m C.&S. Ry. Authorization for Expenditure #10608 (unpublished, 1942), Colorado & Southern Ry. Records, Robert W. Richardson Railroad Library, Colorado Railroad Museum, Golden, Colorado.
  134. ^ a b c d e f The 1909 and 1910 C.&S. Ry. boxcars may be distinguished from each other by the configuration of the coupler pocket.
  135. ^ a b c d e U.S. Army Transportation Corps Contract W2789-TC-925 with the C.&S. Ry. (Mar. 8, 1943), listed in, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
  136. ^ a b 1st 901 was a 4-wheel cupola caboose that was built by the W.P.&Y.R. in 1900 and scrapped in 1939. 2nd 901 was originally Stock Car #703, built by the W.P.&Y.R. in 1899, converted to cupola caboose and renumbered to 2nd 901 in 1901, renumbered to 1st 905 in 1906, superstructure detached from underframe in 1952, and became a shed in Skagway, Alaska.
  137. ^ 1st 905 was originally Stock Car #703, built by the W.P.&Y.R. in 1899, converted to cupola caboose and renumbered to 2nd 901 in 1901, renumbered to 1st 905 in 1906, superstructure detached from underframe in 1952, and became a shed in Skagway, Alaska.
  138. ^ a b c C.&S. Ry. Authorization for Expenditure #10715 (unpublished, Aug. 1943), Colorado & Southern Ry. Records, Colorado Railroad Museum.
  139. ^ a b c U.S. Army Transportation Corps Contract W2789-TC-993 with the C.&S. Ry. (Mar. 23, 1943), listed in, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
  140. ^ a b c d e f g h About 3 of the following 6 flatcars were gone by 2014: 1024, 1026, 1114, 1127, 1152, and 1174. The remaining flatcars, also about 3, were located on Graves siding at the time of observation and their numbers were not recorded.
  141. ^ a b c d e f Pullman-Standard Car Mfg. Co. records, Manager’s Cost and Manufacturing Analyses for Cars and Parts, 1938-1954 summary of cars built, MG-393, m.4, Pennsylvania State Archives, Harrisburg, Pennsylvania.
  142. ^ a b c d e f It is unknown why this expected sale of cars to the F.C. del Estado did not materialize. In 1936 and 1939, the F.C. del Estado had taken over three bankrupt narrow gauges: Ferrocarril Central del Chubut (Central of Chubut Ry.), Ferrocarril Central de Córdoba (Córdoba Central Ry.), and Ferrocarril Transandino Argentino (Argentine Transandine Ry.). In spite of urgent needs, absolutely no rolling stock was imported into Argentina from 1939 to 1946. Stones, H. R. (1993). British Railways in Argentina 1860-1948. P. E. Waters & Associates. ISBN 0-948904-53-4. , at pp. 28, 34, 58-59, 65.
  143. ^ a b A 6th Honolulu-type flatcar, the number of which is unknown, was also delivered to the M.C. R.R. in 1996.
  144. ^ The "spud" is the spade or chisel that can vibrate up and down, and anchors the machine to the ground. Spud.
  145. ^ a b c d From North American Equipment Sales Co. company records.
  146. ^ Nordco Claws Model LS shop #417 was built in 1993, and is 14 serial units after WP&YR Claws #1. Nordco Equipment Services (Oct. 1, 2012).
  147. ^ a b c d U.S. Army Transportation Corps Contract W2789-TC-961 with the C.&S. Ry. (Mar. 18, 1943), listed in, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
  148. ^ See, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
  149. ^ a b C.&S. Ry. # determined from photographs by physical features of car. After rebuilding(s), the C.&S. Ry. narrow gauge cabooses were all different. In addition, ##1003 and 1005 were the only two cabooses listed on C.&S. Ry. Authorization for Expenditure ##10608 (unpublished, 1942) and 10715 (unpublished, Aug. 1943), Colorado & Southern Ry. Records, Colorado Railroad Museum.
  150. ^ Identified from photograph by physical features of car. See, Sloan, Robert E., and Carl A. Skowronski (1975). The Rainbow Route: An Illustrated History of the Silverton Railroad, the Silverton Northern Railroad, and the Silverton, Gladstone & Northerly Railroad. Sundance Publications. ISBN 0-913582-12-3. , at pp. 347, 349.
  151. ^ See, McCoy, Dell A., Russ Collman, James L. Ehrenberger, and Gabriel Bradford (2006). The R.G.S Story: Rio Grande Southern, Vol. 12. Sundance Publications. ISBN 0-913582-77-8. , at pp. 380-93.
  152. ^ a b c d Holt Mfg. Co. Order #B38707. Holt Production Records 1894-1912, at pp. 126-27, et. seq. Accession #1969.42.354, Haggin Museum Library, Stockton, California. Holt sold no other machines to the White Pass. The statement in Manning (1912), “Motors In the Far North,” 93 The Power Wagon at page 31, that “The Holt caterpillar was purchased in the spring of 1911, equipped with a 60-horsepower engine …” (italics added) is probably not correct.
  153. ^ a b Manning, J. C. (1912). “Motors In the Far North,” 93 The Power Wagon at pp. 30-31 (Aug. 1, 1912).
  154. ^ Passim, White Pass and Yukon Route Comptroller's Special Report, for years 1940-1941, 1945-1949 (unpublished), White Pass & Yukon Route, Skagway, Alaska.
  155. ^ Passim, WP&YR Equipment Lists as of 1966-1978, Office of Superintendent, Rail Division, privately held.

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