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 No train brake. 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, most likely 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. In 1931 the locomotive was put on display at the White Pass depot in Carcros, Yukon, and remains there today.

- 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. The K.M. Ry. was abandoned in 1913. K.M. Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive 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, U.S.A. in 2005. Resold, and moved to Georgetown Loop R.R. in 2015. Resold to South Park Rail Society and restored to service at Como, Colorado in 2017.
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, as #8. In 1900 the locomotive was renumbered 58 on paper, but the locomotive itself was never physically renumbered. 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. sometime between 1912 and 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. Locomotive sold to Dulien Steel Products Co. (dealer) thereafter. 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. Locomotive sold to Dulien Steel Products Co. (dealer) thereafter. 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).[10] The S.N. R.R. was abandoned in 1942. Locomotive resold to Dulien Steel Products Co. (dealer) thereafter. 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] The locomotive was sold to the Colorado Central Railroad in 1972(CC #40) and was sold again to the Georgetown Loop R.R. in 1977 (GL #40) The locomotive was on loan to The White Pass in 2000 and 2001,and was returned to the G.L. R.R. in 2001. In 2004 the locomotive was transferred to the Colorado Railroad Museum, where it remains today in an inoperable state.
51

(ex-1st 1)

Brooks Locomotive Works 2-6-0

10,380 lbf (46.2 kN)

Jan.

1881

494[11] Originally, Utah & Northern Ry. #23. Renumbered to 80 in 1885 to conform to Union Pacific Ry. system-wide numbering. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 3).[11] 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. In 1958 the locomotive was put on display at The MacBride Museum in Whitehorse, Yukon and it remains there today .
52

(ex-1st 2)

Brooks Locomotive Works 2-6-0

10,380 lbf (46.2 kN)

Aug.

1881

567[11] Originally, Utah & Northern Ry. #37. Renumbered to 94 in 1885 to conform to Union Pacific Ry. system-wide numbering. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 4).[11] 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 1936 and stored at Atlin, British Columbia until 1964 when it was brought back to Skagway. In 1971 the locomotive was put on display at The United Transportation Union Hall in Skagway, Alaska. In the early 2000s it was taken to storage at the White Pass shops. In 2014 the locomotive was cosmetically restored and put on display at the White Pass depot in Skagway.
53

(ex-1st 3)

Grant Locomotive Works 2-8-0

12,876 lbf (57.28 kN)

Jan. or Feb. 1882,[12] more likely Feb. 1882[13] one of ##1443, 1446-1451, 1456-1458,[12] most likely #1451[13] Proposed Denver & Rio Grande R.R. Class C-16, ##230-239 series, locomotive (most likely, #236[13]). Sold instead to the Toledo, Cincinnati & St. Louis R.R. in June 1882 (TC&StL #63).[14] 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.[15] Sold to the Columbia & Puget Sound R.R. via Barrows & Co. (dealer) in September 1887 (C&PS #9).[16] 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).[17] 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. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon where it remains today.[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. Tender tank rebuilt to backward-sloping in 1936. Loco #56 retired and scrapped in 1938. Tender placed behind Loco #61 in 1938.[18] Tender placed as riprap along the Skagway River in 1949, retrieved in 1990, and moved adjacent Skagway Museum about 2000.
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. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon and is still there today.[3]
59 Baldwin Locomotive Works 4-6-0

15,400 lbf (69 kN)

May

1900

17749 Purchased new. Retired and scrapped in 1941.
60 Baldwin Locomotive Works 4-6-0

15,400 lbf (69 kN)

May

1900

17750 Purchased new. Retired in 1942. In 1949 the locomotive was buried in the Skagway River to stabilize the track bed. Retrieved and moved to storage at the White Pass shops in Skagway in 1990, and remains there today.
61 Baldwin Locomotive Works 2-8-0

17,600 lbf (78 kN)

June

1900

17814 Purchased new.[19] Received slope backed replacement tender from Loco #56 in 1938.[18] Retired in 1944. Locomotive and replacement tender placed as riprap along the Skagway River in 1949. Both retrieved in 1990. Tender moved adjacent Skagway Museum about 2000. Locomotive sold to Mid-West Locomotive & Machine Works in Wisconsin in 2007 and is now under restoration there.
62 Baldwin Locomotive Works 4-6-0

14,600 lbf (65 kN)

June

1900

17895 Purchased new. Retired in 1945. Tender reassigned to #66 in 1947. Loco #62 placed as riprap along the Skagway River in 1949. Former tender (now #66 tender) used to make Flatcar #1200 in 1957.
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 to conform to Union Pacific Ry. system-wide numbering. K.C. R.R. converted to standard gauge in 1890.[20] Locomotive sold to F.M. Hicks & Co. (dealer) after 1896. Purchased from Hicks by the White Pass in 1900.[21] 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 Most likely, built as an 0-6-0.[22] 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.[23] 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 to conform to Union Pacific Ry. system-wide numbering. Sold to the Columbia & Western Ry. in 1896 (C&W #3).[20] 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.[23] 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.[24] Tender wrecked, and reassigned tender from #62 in 1947. Retired in 1953. Reassigned tender used to make Flatcar #1200 in 1957. Locomotive placed 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.[24] Retired in 1941. Placed 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.[25] 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).[25] 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).[26]
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, Beatrice) The locomotive is currently stored inoperable at the Dollywood backshop.
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.[26] 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.[27] Shipped to Skagway in 1941. Retired in 1958. Sold to Sumpter Valley R.R. 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.[27] Shipped to Skagway in 1941. Retired in 1957. Sold to Sumpter Valley R.R. 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. Instead, shipped to Lathrop (California) Army Depot. Sold to M. Davidson Co. (dealer) in 1946. Resold to the Antelope & Western R.R. in 1951 (A&W #2). Transferred to the Camino, Cable & Northern R.R. in 1963 (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.[28] Turned over to the White Pass in 1946. Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[29]
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.[28] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[29]
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.[28] Turned over to the White Pass in 1946. Retired in 1957. Sold to the Rebel R.R. in 1960 (R RR #192).[29] 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).[26]
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.[28] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[29]
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.[28] Retired in 1944. Sold to the White Pass in 1947. Scrapped in 1951.[29]
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.[28] Retired in 1946. Sold to the White Pass in 1947. Put on display adjacent to Skagway Museum in 1962.[29]
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.[28] Turned over to the White Pass in 1946. Retired in 1950. Placed as riprap along the Skagway River in 1967.[29]
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.[28] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[29]
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.[28] 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).[29][30] The F.C. C.G.-S. was abandoned in 1970.[31] Locomotive scrapped between 1970 & 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.[28] 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).[29][30] The F.C. C.G.-S. was abandoned in 1970.[31] Locomotive scrapped between 1970 & 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.[28] 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).[29][30] The F.C. C.G.-S. was abandoned in 1970.[31] Locomotive scrapped between 1979 & 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.[32]
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.[32]
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.[32]
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.[32]
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.[32]
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.[32]
USA 256 American Locomotive Co. 2-8-2

22,700 lbf (101 kN)

Sep.

1923

64990[33] 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.[32]

[34][35][36][37][38]

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 hp (67 kW) B 1937 68 No train brake. Has a Ford Motor Co. V-8 engine. Purchased new. Powered the Taku Tram from 1937 to 1950. Operated at Carcross, Yukon, tie plant from 1952 to 1982. Retired in 1982. Cannibalized.
2nd 3 Skagit Steel & Iron Works (Motor Appliance Corp.) 27 hp (20 kW) B 1924 No train brake. 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 hp (130 kW) 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.

[35][36][37][38][39]

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 hp (110 kW) B June

1947

29191 GE Phase 3b 25-Tonner. No train brake. 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. Sold back to White Pass and moved to Hamilton Mfg. Co. at Sedro-Woolley, Washington in 2013.
2nd 2 General Electric Co. 150 hp (110 kW) B June

1947

29195 GE Phase 3b 25-Tonner. No train brake. 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 hp (600 kW) 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. 1,400 hp (1,000 kW) C-C June

1954

32060 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C June

1954

32061 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C Dec.

1956

32709 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C Dec.

1956

32710 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C Dec.

1956

32711 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C Mar.

1963

34592 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C Mar.

1963

34593 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C Mar.

1963

34594 Originally, GE pattern GEX3341[40] 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. 1,400 hp (1,000 kW) C-C May

1966

35790 Originally, GE pattern GEX3341[40] 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. 1,450 hp (1,080 kW) C-C May

1966

35791 Originally, GE pattern GEX3341[40] 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. 990 hp (740 kW) C-C May

1966

35792 Originally, GE pattern GEX3341[40] with Alco Products, Inc. 6-251B prime mover. Purchased new. Scrapped in 2015. Prime mover rebuilt and installed in #101 in 2015.
101 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-01 MLW-Worthington Model Series C-14,[41] Specification DL-535E,[42] with 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 (#101). Prime mover replaced by rebuilt prime mover from #100 in 2015.
102 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-02 MLW-Worthington Model Series C-14,[41] Specification DL-535E.[42] Alco Products, Inc. 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
103 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-03 MLW-Worthington Model Series C-14,[41] Specification DL-535E.[42] 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 (#103).
104 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-04 MLW-Worthington Model Series C-14,[41] Specification DL-535E.[42] 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 (#104).
105 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-05 MLW-Worthington Model Series C-14,[41] Specification DL-535E.[42] Alco Products, Inc. 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
106 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-06 MLW-Worthington Model Series C-14,[41] Specification DL-535E.[42] 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 (#106).
107 Montreal Locomotive Works 1,200 hp (890 kW) C-C May

1969

6023-07 MLW-Worthington Model Series C-14,[41] Specification DL-535E.[42] 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 (#107).
108 Montreal Locomotive Works 1,200 hp (890 kW) C-C Dec.

1971

6054-01 MLW-Worthington Model Series C-14,[41] Specification DL-535E. MLW 6-251D prime mover. Purchased new.
109 Montreal Locomotive Works 1,200 hp (890 kW) C-C Dec.

1971

6054-02 MLW-Worthington Model Series C-14,[41] Specification DL-535E. MLW 6-251D prime mover. Purchased new.
110 Montreal Locomotive Works 1,200 hp (890 kW) C-C Dec.

1971

6054-03 MLW-Worthington Model Series C-14,[41] Specification DL-535E. MLW 6-251D prime mover. Purchased new.
Proposed 111 Bombardier Inc.
(bought MLW in 1975)
1,200 hp (890 kW) 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. 1,200 hp (890 kW) 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. 1,200 hp (890 kW) 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. 1,200 hp (890 kW) 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 1995. Operable. Damaged in 2006 derailment.

[36][37][38][39][43]

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 Builder Date

Built

Remarks
1 ........ W.P.&Y.R. 1900 Open observation car. Single 4-wheel truck. No air brake. Used on the Taku Tram. Converted to a flat car in 1937. Retired in 1951.
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 train brake. Demolished due to a derailment in 1942. Scrapped in 1943.
X3 ........ American Car & Foundry Co., Lot #8339.[44]

(St. Charles)

1918 Baggage Car, used on the White Pass exclusively as a Tool Car. 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.
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.
1st 200 1st Lake Fraser (1945-1968) 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 1968.
2nd 200 2nd Lake Summit W.P.&Y.R. 1992 Built up from Flat Car #497, 498, or 499.[45] Equipped with wheelchair lift.
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.
1st 202 ........ J. Hammond Car Co.[46] 1887[46] Combine. Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890 (C&PS #5 or 6).[47] Acquired by the White Pass in 1898. Sold to Klondike Mines Ry. in 1904 (KM #200). The K.M. Ry. was abandoned in 1913. K.M. Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire in the late 1940s.[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.
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.
1st 204 ........ Billmeyer & Small Co.[48] 1882[49] Originally owned by the Addison & Northern Pennsylvania Ry. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Ry., which purchased the A.&N.P. Ry. under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[50] Resold to the Columbia & Puget Sound R.R. in 1888 (C&PS #3 or 4).[51] 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.[52]
2nd 204 Lake Chilkoot W.P.&Y.R. 1993 Built up from one of Flat Cars ##470-477.[45]
1st 205 ........ Seattle & Walla Walla R.R.[53] 1877[53] Baggage Car. Originally, S.&W.W. R.R. #2.[53] 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 1925. 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]
1st 206 ........ J. Hammond Car Co.[46] 1887[46] Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890 (C&PS #5 or 6).[47] 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]
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.
1st 208 ........ Billmeyer & Small Co.[48] 1882[49] Originally owned by the Addison & Northern Pennsylvania Ry. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Ry., which purchased the A.&N.P. Ry. under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[50] Resold to the Columbia & Puget Sound R.R. in 1888 (C&PS #3 or 4).[51] 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. K.M. Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire in the late 1940s.[3]
2nd 208 Lake Homan W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45]
1st 209 ........ ........ ........ See, #267.
2nd 209 Lake Bernard W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45]
210 ........ Seattle & Walla Walla R.R.[53] 1876[53] Earliest-built rolling stock to operate on the White Pass. Originally, S.&W.W. R.R. Coach #1.[53] Transferred to Columbia & Puget Sound R.R. in 1880 (C&PS #1).[54] 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).[52] The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter.
211 ........ American Car & Foundry Co., Lot #8338.[44]

(St. Charles)

1918 Combine. 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 (#211). Returned to passenger service, and cupola added in 1946.
212 ........ Carter Bros. Car Co.[55] 1884[55] 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.[56][57] about Nov. 1881[57] Originally, Texas & St. Louis Ry. (#22 or 24).[57][58] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[58][59][60] Purchased by the White Pass in 1900. Cupola added in 1971. Cupola removed in 1988.
216 Lake Black (since 1996) J.G. Brill & Co.[56][57] about Nov. 1881[57] Originally, Texas & St. Louis Ry. (#22 or 24).[57][58] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[58][59][60] Purchased by the White Pass in 1900. Cupola added in 1967. Cupola removed in 1996.
218 Lake Atlin (since 1945) Jackson & Sharp Co. June 1881[61][62] 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.[61][62] Purchased by the White Pass in 1901.[19][24] (Not from the Los Angeles & Redondo Ry.–the L.A..&R. Ry. sold its 3 ft. gauge cars in 1902, 1½ years after this car had been purchased, and it had not owned any J.&S. Co. cars.[63])
220 Lake Dewey (since 1945) Jackson & Sharp Co. June 1881[61][62] 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.[61][62] Purchased by the White Pass in 1901.[19][24] (Not from the Los Angeles & Redondo Ry.–the L.A..&R. Ry. sold its 3 ft. gauge cars in 1902, 1½ years after this car had been purchased, and it had not owned any J.&S. Co. cars.[63])
222 Lake Lindeman (since 1945) Jackson & Sharp Co. 1883[62][64] Originally, Kaaterskill R.R.[65] (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.[62][64] Purchased by the White Pass in 1901.[19][24] (Not from the Los Angeles & Redondo Ry.–the L.A..&R. Ry. sold its 3 ft. gauge cars in 1902, 1½ years after this car had been purchased, and it had not owned any J.&S. Co. cars.[63])
224 Lake Marsh (since 1945) Jackson & Sharp Co. 1883[62][64] Originally, Kaaterskill R.R.[65] (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.[62][64] Purchased by the White Pass in 1901.[19][24] (Not from the Los Angeles & Redondo Ry.–the L.A..&R. Ry. sold its 3 ft. gauge cars in 1902, 1½ years after this car had been purchased, and it had not owned any J.&S. Co. cars.[63])
226 2nd Lake Fraser (since 1962) W.P.&Y.R. 1903 Work car from 1960 to 1962.
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.[66] Open observation car from 2002 to 2005. Walled-in, in 2005.
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 1952) most likely, Nevada-California-Oregon Ry.[67] 1892[68] Originally, N-C-O Ry. #6.[69] Purchased by the White Pass in 1916. Work car from 1945 to 1952. #X7 from 1947 to 1952. Back to Passenger Car #234 in 1952.
236 Lake Mayo (since 1945) Harlan & Hollingsworth Corp. 1887 Originally, South Pacific Coast R.R. #66. Sold to Nevada-California-Oregon Ry. via Atlantic Equipment Co. (dealer) in 1909 (N-C-O 2nd 4[69]). Purchased by the White Pass in 1916.
238 Lake Watson (since 1951) W.P.&Y.R. 1922 ........
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.
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.
244 2nd Lake Emerald (since 1962) Carter Bros. Car Co. 1884[70] 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.[71] Work car from 1960 to 1962. Converted back to passenger car in 1962.
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.[71] Used on the Taku Tram from 1928 to 1936.
250 ........ Pullman Co., Lot #C1073, Plan #253.[72] 1885 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.[71][73] Destroyed by the 1932 Skagway roundhouse fire.
252 Lake Muncho (since 1951) Pullman Co., Lot #C1073, Plan #253.[72] 1885 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).[71][73] Car purchased by the White Pass in 1930.
254 Lake Dezadeash (since 1963)

(1st Lake Emerald, 1951-1957)

Pullman Co., Lot #C1073, Plan #253.[72] 1885 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).[73] Car purchased by the White Pass in 1934.[71] 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.
256 Lake LeBarge (since 1945) Pacific Car & Foundry Co. 1936 Purchased new.
258 Lake Kluane (since 1945) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. #102. Purchased by the White Pass in 1937.[17]
260 Lake Tutshi (since 1945) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. #103.[17] Purchased by the White Pass in 1937.
262 1st Lake Summit (1950-1969) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. #105.[17] 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.
264 Lake Aishihik (since 1948) Carter Bros. Car Co. 1885 Originally, San Joaquin & Sierra Nevada R.R. Ettie. S.J.&S.N. R.R. merged into the Northern Ry. in 1888 (N. Ry. #1011). Northern Ry. merged into the Southern Pacific Co. in 1898 (SP #1011). Car leased to the South Pacific Coast R.R. from 1904 to 1906. Leased to the Nevada & California Ry. from 1906 to 1908.[74] Sold to Northwestern Pacific R.R. in 1908 (NWP #732). Purchased by the White Pass in 1927 as #246.[71] Renumbered to 264 in 1948.
266 Lake Schwatka (since 1963) American Car & Foundry Co.

(St. Charles), Lot #8337.[44]

1918 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.
267 Lake Portage (since 1988) American Car & Foundry Co.

(St. Charles), Lot #8338.[44]

1918 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 (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.
268 Lake Lewes (since 1966) American Car & Foundry Co.

(St. Charles), Lot #8337.[44]

1918 Originally, Sumpter Valley Ry. Coach #26. Converted to a passenger and railway post office combine, most likely in 1928.[75] 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.
270 Lake Kathleen (since 1967) J. Hammond Car Co. 1893 Originally, Pacific Coast Ry. Baggage Car #201.[17] Purchased by White Pass as Baggage Car 1st 207 in 1937. Cupola added in 1937. Cupola removed, converted to passenger car, and renumbered to 270 in 1967.
272 Lake Nisutlin (since 1967) W.P.&Y.R. 1900 Originally, Baggage Car 1st 203. Cupola added in 1925. Cupola removed, converted to passenger car, and renumbered to 272 in 1967. Wrecked at White Pass in 2014.
274 Lake Primrose Coast Steel Fabricators, Ltd. 1969 Purchased new. Sold in 2011. Resold to Georgetown Loop R.R. by 2014 (#274).
276 1st Lake Big Salmon Coast Steel Fabricators, Ltd. 1969 Purchased new. Sold in 2005. Resold to Edwards Railcar Co. in 2007.
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.
280 Lake Dease Coast Steel Fabricators, Ltd. 1969 Purchased new. Shipped out in 2012. Sold to the Colorado Railroad Museum in 2015.
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.
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.
286 Lake Kusawa Coast Steel Fabricators, Ltd. 1976 Purchased new. Shipped out in 2012. Sold to the Colorado Railroad Museum in 2015.
288 1st Lake McClintock Coast Steel Fabricators, Ltd. 1976 Purchased new. Sold in 2005. Resold in 2007.
290 Yukon River W.P.&Y.R. 1994 Built up from one of Flat Cars ##470-477.[45]
300 Skagway River Beartown Mechanical Design 1998 Purchased new.
302 Taiya River Beartown Mechanical Design 1998 Purchased new.
304 Copper River Beartown Mechanical Design 1998 Purchased new.
306 Stikine River Beartown Mechanical Design 1998 Purchased new.
308 Klondike River Beartown Mechanical Design 1998 Purchased new.
310 Mackenzie River Beartown Mechanical Design 1998 Purchased new.
312 Tatshenshini River Jeff Hamilton 2000 Purchased new.
314 Alsek River Jeff Hamilton 2000 Purchased new.
316 Liard River Jeff Hamilton 2000 Purchased new.
318 Taku River Jeff Hamilton 2000 Purchased new.
320 Pelly River Jeff Hamilton 2001 Purchased new.
322 Fortymile River Jeff Hamilton 2001 Purchased new.
324 Porcupine River Jeff Hamilton 2001 Purchased new.
326 Peel River Jeff Hamilton 2001 Purchased new.
328 Stewart River Jeff Hamilton 2001 Purchased new.
330 Peace River Jeff Hamilton 2001 Purchased new.
332 Lake Johns Jeff Hamilton, shop #HA200401 2004 Purchased new.
334 Thompson River Jeff Hamilton, shop #HA200402 2004 Purchased new.
336 Lake Drury Jeff Hamilton, shop #HA200403 2004 Purchased new.
338 Lake McQuesten Jeff Hamilton, shop #HA200404 2004 Purchased new.
340 Lake Finlayson Jeff Hamilton, shop #HA200405 2004 Purchased new.
342 Lake McNeil Jeff Hamilton, shop #HA200406 2004 Purchased new.
344 Lake Munroe Jeff Hamilton, shop #HA200407 2004 Purchased new.
346 Lake Pelly Jeff Hamilton, shop #HA200408 2004 Purchased new.
348 2nd Lake Klukshu Hamilton Mfg. Co., shop #001 2005 Purchased new.
350 2nd Lake McClintock Hamilton Mfg. Co., shop #002 2005 Purchased new.
352 2nd Lake Big Salmon Hamilton Mfg. Co., shop #003 2005 Purchased new.
354 2nd Lake Takhini Hamilton Mfg. Co., shop #004 2005 Purchased new.
356 2nd Lake Fairweather Hamilton Mfg. Co., shop #005 2005 Purchased new.
358 Lake Hutshi Hamilton Mfg. Co., shop #006 2005 Purchased new.
360 Lake Annie Hamilton Mfg. Co., shop #007 2005 Purchased new.
362 Lake Crag Hamilton Mfg. Co., shop #008 2005 Purchased new.
364 Lake Frances Hamilton Mfg. Co., shop #009 2005 Purchased new.
366 Lake Choutla Hamilton Mfg. Co., shop #010 2005 Purchased new.
368 Lake Wasson Hamilton Mfg. Co., shop #2007-1 2007 Purchased new.
370 Lake Surprise Hamilton Mfg. Co., shop #2007-_ 2007 Purchased new.
372 Lake McConnell Hamilton Mfg. Co., shop #2007-_ 2007 Purchased new.
374 Lake Jennings Hamilton Mfg. Co., shop #2007-_ 2007 Purchased new.
376 Lake Squanga Hamilton Mfg. Co., shop #2007-_ 2007 Purchased new.
378 Whiting River Hamilton Mfg. Co., shop #1205-12-378 2012 Hamilton Model ADA-12-15. Purchased new. Equipped with wheelchair lift.
380 Aishihik River Hamilton Mfg. Co., shop #1205-12-382 2012 Hamilton Model PASS-12-15. Purchased new.
382 Nakina River Hamilton Mfg. Co., shop #1205-12-380 2012 Hamilton Model PASS-12-15. Purchased new.
384 Lake Racine Hamilton Mfg. Co., shop #1310384 2014 Hamilton Model ADA-14. Purchased new. Equipped with wheelchair lift.
386 Lake Goat Hamilton Mfg. Co., shop #1310386 2014 Hamilton Model STD-26. Purchased new.
388 Lake Beaver Hamilton Mfg. Co., shop #1310388 2014 Hamilton Model STD-26. Purchased new.
390 Lake Fox Hamilton Mfg. Co., shop #1360-100-1 2015 Hamilton Model COMP-100. Purchased new.
400 Michael J. Heney Hamilton Mfg. Co., shop #1320400 2014 Hamilton Model "Club." Purchased new. Club car.
402 Samuel H. Graves Hamilton Mfg. Co., shop #1320402 2014 Hamilton Model "Club." Purchased new. Club car.
932 ........ ........ ........ See, #X3.
USA 932 ........ ........ ........ See, #X3.
USA 933 ........ ........ ........ See, #267.
USA 934 ........ ........ ........ See, #211.

[34][35][36][39][76][77]

Existing White Pass freight train cars[edit]

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

Number(s) Type Builder Year(s) Built Remarks
Rotary#1 Rotary Snowplow Cooke Locomotive & Machine Works, shop #56 1899 Steam driven scoop wheel. Two 17" dia. × 22" stroke cylinders. Purchased new. Retired in 1962. Restored to service in 1995.
Rotary #2 Rotary Snowplow Cooke Locomotive & Machine Works, shop #61 1900 Steam driven scoop wheel. Two 17" dia. × 22" stroke cylinders. Purchased new. Retired in 1963. Sold to Sumpter Valley R.R. in 1977. Put on display at Breckenridge, Colorado in 1989 as Denver, Leadville & Gunnison Ry. #01 (fantasy designation).
1 to 6

(6 cars)

Flatcars W.P.&Y.R. 1900 Capacity = 1.05 tons. Single 4-wheel truck. No air 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.
8 Tank Car Union Tank Car Co. (UTLX) 1912 Capacity = 6,688 US gal (25,320 l; 5,569 imp gal). Frameless ("Van Dyke")[78] tank car. Arch bar trucks. Originally, UTLX #16744, a standard gauge car. Purchased by White Pass and converted to 3-foot gauge in 1939. Donated to British Columbia Forest Museum in 1978.
X9 Flatcar Colorado & Southern Ry. 1909[79] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[80] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334085).[81] 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 C.&S. Ry. Boxcar 2nd#8311 by the Uhrich Locomotive Works in 1996. (8311 [built 1910][79] 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.
10 Tank Car Tank: Union Tank Car Co.;

underframe: Pullman Co.

Tank: 1908;

underframe: 1942

Capacity ≈ 6,500 US gal (25,000 l; 5,400 imp gal). Originally, standard gauge frameless ("Van Dyke")[78] tank car. Purchased by White Pass and converted to 3-foot gauge in 1941. Mounted on the underframe of Gondola #110[82] in 1949. Designated in 2016 to be cut down to a flatcar.[83]
27 Tank Car Tank: unknown;

replacement underframe: American Car & Foundry Co.

Tank: unknown;

replacement underframe: 1908

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[84] in 1944 (#27). Re-mounted on the underframe of Gondola #108[82] in 1952. Re-mounted on the former underframe of Tank Car #3[85] in 1956. Re-mounted on Flatcar #316[86] in 1968. Designated in 2016 to be cut down to a flatcar.[83]
28 Tank Car Tank: Union Tank Car Co. (UTLX);

replacement underframe: Pullman Co.

Tank: 1910;

replacement underframe: 1942

Capacity = 6,671 US gal (25,250 l; 5,555 imp gal). Originally, UTLX #15744, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted Flatcar #325 in 1949.[87] Re-mounted on Tank Car #35 underframe (formerly, the underframe of Gondola #116) in 1950.[82] Put on display at the Yukon Transportation Museum in 1990, posing as #42 (fantasy number).
29 Tank Car Tank: Union Tank Car Co. (UTLX);

underframes: Pullman Co.

Tank: 1911;

underframes: 1942

Capacity = 6,674 US gal (25,260 l; 5,557 imp gal). Originally, UTLX #15199, a standard gauge frameless ("Van Dyke")[78] tank car. Purchased by White Pass and mounted on the underframe of USA Boxcar #23150 (now, Flatcar #1127) in 1950. Re-mounted on Flatcar #115 in 1956.[82] Designated in 2016 to be cut down to a flatcar.[83]
30 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1911;

underframe: 1942

Capacity = 6,668 US gal (25,240 l; 5,552 imp gal). Originally, UTLX #15294, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on underframe of USA Boxcar #23130 (now, Flatcar #1129) in 1949. Re-mounted on Flatcar #108 (ex-Tank Car #25 underframe) in 1960.[82] Designated in 2016 to be cut down to a flatcar.[83]
31 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1910;

underframe: 1942

Capacity ≈ 6,650 US gal (25,200 l; 5,540 imp gal). Originally, UTLX #14092, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #112 in 1949.[82] Designated in 2016 to be cut down to a flatcar.[83]
32 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1911;

underframe: 1942

Capacity = 6,668 US gal (25,240 l; 5,552 imp gal). Originally, UTLX #15592, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #113 in 1950.[82] Designated in 2016 to be cut down to a flatcar.[83]
33 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1911;

underframe: 1942

Capacity = 6,650 US gal (25,200 l; 5,540 imp gal). Originally, UTLX #15176, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #101 in 1950.[82] Designated in 2016 to be cut down to a flatcar.[83]
34 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1911;

underframe: 1942

Capacity = 6,660 US gal (25,200 l; 5,550 imp gal). Originally, UTLX #15497, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #102 in 1950.[82] Designated in 2016 to be cut down to a flatcar.[83]
35 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1911;

underframe: 1942

Capacity = 6,671 US gal (25,250 l; 5,555 imp gal). Originally, UTLX #15058, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #105 in 1950.[82] Designated in 2016 to be cut down to a flatcar.[83]
36 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1911;

underframe: 1942

Capacity = 6,666 US gal (25,230 l; 5,551 imp gal). Originally, UTLX #15526, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #107 in 1951.[82] Designated in 2016 to be cut down to a flatcar.[83]
37 Tank Car Tank: Union Tank Car Co. (UTLX);

underframe: Pullman Co.

tank: 1908;

underframe: 1942

Capacity = 6,649 US gal (25,170 l; 5,536 imp gal). Originally, UTLX #13001, a standard gauge frameless (“Van Dyke”)[78] tank car. Purchased by White Pass and mounted on Gondola #114 in 1951.[82] Designated in 2016 to be cut down to a flatcar.[83]
38 Tank car American Car & Foundry Co. 1945 Capacity = 6,110 US gal (23,100 l; 5,090 imp gal). Originally U.S. Navy (Hawaii) #64-0026. Purchased by White Pass via Kronkie-Dalien Co. (dealer) in 1954. Designated in 2016 to be cut down to a flatcar.[83]
39 Tank car American Car & Foundry Co. 1945 Capacity = 6,110 US gal (23,100 l; 5,090 imp gal). Originally U.S. Navy (Hawaii) #64-0021. Purchased by White Pass via Kronkie-Dalien Co. (dealer) in 1954. Designated in 2016 to be cut down to a flatcar.[83]
40 Tank Car Tank: Union Tank Car Co.;

replacement underframe: Pullman Co., Lot #5706-A

Tank: unknown;

underframe: 1942

Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[78] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Corp. (dealer). Mounted on Flatcar #106[82] in 1954. Re-mounted on Flatcar #1139[88] in 1979 or 1980. Designated in 2016 to be cut down to a flatcar.[83]
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")[78] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Corp. (dealer). Mounted on Flatcar #103[82] in 1954. Designated in 2016 to be cut down to a flatcar.[83]
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")[78] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Corp. (dealer). Mounted on Flatcar #109[82] in 1954. Designated in 2016 to be cut down to a flatcar.[83]
Fantasy 42 Tank Car Tank: Union Tank Car Co.;

underframe: Pullman Co.

Tank: 1910;

underframe: 1942

Formerly, #28. On display at Yukon Transportation Museum. See, #28, above.
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")[78] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Corp. (dealer). Mounted on Flatcar #104[82] in 1954. Designated in 2016 to be cut down to a flatcar.[83]
50, 51, and 58 to 65

(10 cars)

Tank Cars Union Tank Car Co. (UTLX) #50: 1908; #51: 1915; #58: 1907; #59: 1908; #60: 1908; #61: 1908; #62: 1908; #63: 1908; #64: 1908; #65: 1908 Originally, UTLX standard gauge tank cars.[89] 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)).[90] ##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 R.R. in 2005; #61 to S.V. R.R. 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.[89] 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.[91] Renumbered to UTLX 88105 in 1947. Renumbered to UTLX 11017 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #100[82] in 1980. Designated in 2016 to be cut down to a flatcar.[83]
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.[89] 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.[91] Renumbered to UTLX 88107 in 1947. Renumbered to UTLX 11019 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #106[82] in 1980. Water car.
57 Tank Car Tank: Union Tank Car Co. (UTLX);

replacement underframe: Pullman Co., Lot #5706-A

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.[89] 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.[91] Renumbered to UTLX 88108 in 1947. Renumbered to UTLX 11020 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #1169[88] in 1982. Designated in 2016 to be cut down to a flatcar.[83]
479 to 482, and 484 to 491

(12 cars)

Container Flatcars National Steel Car Corp.[92] 1969 Capacity = 50 short tons (45 t). Purchased new. #479 had deck and retaining railings added in the 1990s for use in open-air baggage service. ##486, 487, and 489 were configured to accept baggage containers in 2009.
640 Multi-Service Car[93]

(Ballast Car)

Canadian Car & Foundry Co., Lot #2247, Specification #F-76 1958 Capacity = 55 cu yd (42 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland) #6794.[94] Purchased by the White Pass and converted to 3-foot gauge in 1990.
641 to 647

(7 cars)

Multi-Service Cars[93]

(Ballast Cars)

Canadian Car & Foundry Co., Lot #2269, Specification #F-80 1959 Capacity = 55 cu yd (42 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by the White Pass and converted to 3-foot gauge in 1990.

No. 641 = CN #6774; #642 = CN #6765; #643 = CN #6786; #644 = CN #6758; #645 = CN #6768; #646 = CN #6772; #647 = CN #6784.[94]

650 to 657

(7 cars)

Side-Pivot, Drop-Side, Air-Dump Cars[95] 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 1989. #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, 662, and 664

(3 cars)

Ralson-Type Drop-Bottom Dump Cars Pacific Car & Foundry Co. 1940 ##661-665 capacity = 22 cu yd (17 m3). Arch bar trucks. 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 R.R. in 1985 (SV #661). ##662 and 664 sold to S.V. R.R. in 1991 (SV ##86, 664).

663 Ralson-Type Drop-Bottom Dump Car Pacific Car & Foundry Co. 1940 See, Remarks for ##661~664, above.

This car sold to Sumpter Valley R.R. in 1991 (SV #663). Resold back to White Pass in 2005. Put on display at 8th Ave. and Spring St., Skagway, Alaska in 2016.

665 Ralson-Type Drop-Bottom Dump Car Pacific Car & Foundry Co. 1940 See, Remarks for ##661~664, above.

This car put on display adjacent to Skagway Museum in 1991.

670, 671, 678, and 684

(4 cars)

3-Bay Hopper Cars[96] East Broad Top Railroad and Coal Company No. 670: 1918; #671: 1915; #678: 1914; #684: 1917 ##670-684 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.[97]

672, 674, 676, and 679 to 683

(8 cars)

3-Bay Hopper Cars[96] 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 ##670~684, 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.[97] Nos. 672, 674, 679, 680, 682, and 683 to Sumpter Valley R.R. in 1991; #676 to Lahaina, Kaanapali & Pacific R.R. in 1995; #681 sold to Hamilton Mfg. Co. in 2011.

708 Boxcar Colorado & Southern Ry. 1910[79] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. #8336.[98] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232914).[80] Turned over to the White Pass in 1946 (#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. Retired in 2009, but still on trucks.
737 Flatcar Colorado & Southern Ry. 1910[79] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[80] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334073).[81] Sold to the White Pass in 1947 (#737).
742 Boxcar Colorado & Southern Ry. 1910[79] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. #8313.[98] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232943).[80] Turned over to the White Pass in 1946 (#742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work car service beginning in 2009.
783 Flatcar Colorado & Southern Ry. 1910[79] Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[80] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334117).[81] Sold to the White Pass in 1947 (#783). Sold to Marcus Rail LLC in 1987. Rebuilt back into C.&S. Ry. Boxcar #8323 by the Uhrich Locomotive Works in 1996. (Unknown whether 8323 was its original C.&S. Ry. number.) Sold to the City of Breckenridge, Colorado in 1998.
1st 901

-scrapped

Cupola Caboose W.P.&Y.R. 1900 4-wheel caboose. Not in service from 1902 to 1906. Restored to service in 1906. Scrapped in 1939.
2nd 901

-trucks detached

Cupola Caboose W.P.&Y.R. 1899 Converted from a stock car in 1901. Renumbered to 1st 905 in 1906. See, 1st 905 under Existing White Pass Car Bodies Detached from Trucks, below.
3rd 901 Extended Vision Caboose W.P.&Y.R. 1972 ........
1st 903

-scrapped

Cupola Caboose W.P.&Y.R. 1900 4-wheel caboose. Scrapped in 1939.
2nd 903 Extended Vision Caboose W.P.&Y.R. 1969 Sold to Midwest Central R.R. in 1991.
1st 905

-trucks detached

Cupola Caboose W.P.&Y.R. 1899 Renumbered from 2nd 901 in 1906. Sold in 1952. See, 1st 905 under Existing White Pass Car Bodies Detached from Trucks, below.
2nd 905 Extended Vision Caboose W.P.&Y.R. 1968 Became U.S. Forest Service shelter at Denver, Alaska in 1994.
907

-destroyed

Cupola Caboose W.P.&Y.R. 1939 Rebuilt in 1949. Destroyed in 1969 Skagway roundhouse fire.
USA 909

“1st 909” -destroyed

Cupola Caboose Union Pacific Ry.[99] 1883[99] Originally owned by the Utah & Northern Ry. (U&N #74~85). Renumbered to 1604~1615 in 1885 to conform to Union Pacific Ry. system-wide numbering.[99] Transferred to Oregon Short Line & Utah Northern Ry. in 1889 (OSL&UN #1604~1615). Transferred to Oregon Short Line R.R. in 1897 (OSL #16001).[100] Sold to the Sumpter Valley Ry. in 1903 (SV #4).[101] Purchased by the U.S. Army in 1943 for use on the White Pass (USA #909). Destroyed by fire on December 9, 1945.
WP&YR 909

“2nd 909”

Cupola Caboose with Flanger Colorado & Southern Ry. 1910[79] Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[102] Converted to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90857).[103] Renumbered to 857 in 1944. Turned over to the White Pass in 1946 (#909). Retired in 1968. Restored to service in 1998.
1st 911 Cupola Caboose Sumpter Valley Ry.[104] 1904[105] Originally, S.V. Ry. #3. Purchased by U.S. Army in 1943 (USA #911). Retired in 1946. Sold to the White Pass in 1947 (1st 911). Resold in 1947 to a private party who used it as a shed in Skagway, Alaska. Sent to Sumpter Valley R.R. in 1991 (SV #3). Restored to operation on S.V. R.R. in 2006.
2nd 911 Cupola Caboose Colorado & Southern Ry. 1910[79] Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[102] Converted to caboose by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90861).[103] 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. (Named for Karl Katler [ fl. 1955, d. 1970’s], White Pass steel gang foreman.) Re-converted back to caboose and renumbered to 2nd 911 in 1967. Retired in 1972. Put on display at 8th Ave. and Spring St., Skagway, Alaska in 2016.
3rd 911 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.
1000 Flatcar W.P.&Y.R. 1954 Capacity = 30 short tons (27 t). Arch bar trucks.[106] Made from unused passenger car underframe. Put on display at the Yukon Transportation Museum in 1995.
1001 Flatcar W.P.&Y.R. 1954 Capacity = 30 short tons (27 t). Arch bar trucks.[106] Made from unused passenger car underframe. Put on display behind Loco #195, adjacent to Skagway Museum, between 1998 & 2000.
1002 Flatcar W.P.&Y.R. 1954 Capacity = 30 short tons (27 t). Made from unused passenger car underframe.
1003 to 1007, and 1009

(6 cars)

Flatcars Trucks: American Steel Foundries;

remainders of cars: see, Remarks

Trucks: 1942;

remainders of cars: most likely, 1942 or 1943

Capacity = 30 short tons (27 t). Purchased from U.S. Navy (Hawaii) in 1954. Trucks built for Navy.
1010 to 1013

(4 cars)

Flatcars Trucks: American Steel Foundries;

remainders of cars: see, Remarks

Trucks: 1942;

remainders of cars: most likely, 1942 or 1943

Capacity = 30 short tons (27 t). Purchased from U.S. Navy (Hawaii) in 1956. Trucks built for Navy.
1016 Flatcar W.P.&Y.R. 1943, 1956 Capacity = 30 short tons (27 t). Made in 1956 from Flatcar #R2 (W.P.&Y.R., 1943).
1020 Flatcar Pacific Car & Foundry Co. 1957 Capacity = 30 short tons (27 t). Purchased new.
1021 Flatcar Pacific Car & Foundry Co. 1957 Capacity = 30 short tons (27 t). Purchased new.
1025 Flatcar Pacific Car & Foundry Co. 1961 Capacity = 30 short tons (27 t). Purchased new.
1026 Flatcar Pacific Car & Foundry Co. 1961 Capacity = 30 short tons (27 t). Purchased new.
1102, 1103, 1105, 1107 to 1110, 1114, 1116, 1118, and 1120

(11 cars)

Flatcars Pullman Co., Lot #5706-A.[107] 1942 Capacity = 30 short tons (27 t). 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.[108] Purchased by White Pass via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954.

No. 1105 was configured with railings in 2014 to act as a medical rescue car.

1127 Flatcar Pullman Co., Lot #5706-A.[107] 1942 Capacity = 30 short tons (27 t). Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23150).[108] Cut down to underframe for Tank Car #29 in 1943. Converted to flatcar in 1957 (#1127).
1128 Flatcar Pullman Co., Lot #5706-A.[107] 1942 Capacity = 30 short tons (27 t). Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23135).[108] Cut down to work car in 1944. Transferred to White Pass in 1946 (#23135). Renumbered to #1st X9 in 1947. Became underframe of Tank Car #11 in 1952. Converted to flatcar in 1959 (#1128). Put on display behind Loco #195, adjacent to Skagway Museum, between 1998 & 2000.
1129 Flatcar Pullman Co., Lot #5706-A.[107] 1942 Capacity = 30 short tons (27 t). Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23130).[108] Cut down to underframe for Tank Car #30 in 1943. Converted to flatcar in 1960 (#1129).
1131, 1145 to 1147, 1150 1153, 1156, 1157, 1161, 1163, 1166, 1170, 1172, and 1173

(14 cars)

Flatcars Pullman Co., Lot #5706-A.[107] 1942 ##1131-1174 capacity = 30 short tons (27 t). 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.[108] Sold to Oahu Ry. in 1959. Cut down to flatcars and sold to White Pass in 1962.

Nos. 1131, 1156, 1157, 1163, and 1170 to Midwest Central R.R. in 1996;[109] ##1157 and 1163 resold to Georgetown Loop R.R. in 2011; #1172 to Georgetown Loop R.R. in 2005; ##1146 and 1150 to Kauai Plantation in 2005; ##1145, 1147, 1161, and 1166 to Sumpter Valley R.R. in 2005; ##1153 and 1173 to Georgetown Loop R.R. in 2007.

1132 to 1138, 1140, 1142, 1144, 1165, 1168, and 1174

(13 cars)

Flatcars Pullman Co., Lot #5706-A.[107] 1942 See, Remarks for ##1131~1173, above.
1179, 1181, 1184, 1185, and 1190

(5 cars)

Flatcars Pullman Co., Lot #5706-A.[107] 1942 ##1179-1193 capacity = 30 short tons (27 t). 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.[108] Sold to Kahului R.R. and cut down to flatcars in 1961. Sold to White Pass via Midwest Steel Corp. (dealer) in 1967.

No. 1185 to Sumpter Valley R.R. in 1993; #1181 to Midwest Central R.R. in 1996;[109] ##1179, 1184, and 1190 to Kauai Plantation in 2005.

1180, 1183, and 1193

(3 cars)

Flatcars Pullman Co., Lot #5706-A.[107] 1942 See, Remarks for ##1179~1190, above.
1200 Depressed Center Flatcar Baldwin Locomotive Works, W.P.&Y.R. 1900 (Baldwin), 1957 (W.P.&Y.R.) Capacity = 30 short tons (27 t). Built in 1957 from Loco #66 replacement tender underframe (Baldwin shop #17895).
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 shop #62234). Tender reassigned to Rotary #1 in 1950. Tender reassigned to Loco #190 between 1953 & 1955. Tender 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).

[110]

Existing White Pass track cars[edit]

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

Number(s) or Name Type Builder Year(s) Built Remarks
Claws #1 Right Rail Spike Puller Nordco, Inc., shop #403 1992 Self-propelled, Diesel-hydraulic. Nordco Claws Model LS. Has 31 H.P. Deutz AG F2L1011 engine. Originally owned by Kansas City Southern Ry. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[111]
Claws #2 Left Rail Spike Puller Rexnord, Inc. (Nordco, Inc. since 1987), shop #129 1984 Self-propelled, Diesel-hydraulic. Rexnord/Nordberg Claws Model LS. Originally owned by Atlas Railroad Construction, LLC. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[111]
Hi-Rail Road-Rail Vehicle Ford Motor Co., VIN 1FT7W2B69DEB52216 (2013)

Hamilton Mfg. Co.

2016 Made from Made from Ford Super Duty F-250 SRW pickup truck. 385 hp (287 kW) V-8 gasoline engine.
Hydra-Spiker Spiker Rexnord, Inc. (Nordco, Inc. since 1987), shop #151 1984 Self-propelled, Diesel-hydraulic. Rexnord/Nordberg Hydra-Spiker Model B. Purchased in 2004 via North American Equipment Sales Co. (dealer). Previous owner unknown. Converted to 3-foot gauge by N.A. Equip. Sales.[111]
Tie Master #1 Tie Exchanger RCC Materials & Equipment Corp., shop #B9302012AWP 1994 Has an 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. Transported on push car to and from work sites.
Tie Master #2 Tie Exchanger RCC Materials & Equipment Corp. 1994 Has an 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. Transported on push car to and from work sites.
Tie Master #3 Tie Exchanger RCC Materials & Equipment Corp., shop #B9907058AWP 1999 Has an 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. Transported on push car to and from work sites.
26-3 Ballast Regulator Kershaw Mfg. Co., shop #C26-108 1989 Self-propelled. Kershaw Model 26-3-1. 185 hp (138 kW) General Motors Corp. 3-53 Diesel engine. Purchased new.
950 Tie Crane Pandrol Jackson, Inc., shop #151893 1995 Self-propelled, Diesel-hydraulic. Pandrol Jackson Model 950. 71 hp (53 kW) Deere & Co. 4039D engine. Crane engine = 76 hp (57 kW) Cummins Engine Co. 4BT Diesel. Purchased new.
2001 Inspection Car Fairmont Railway Motors, Inc., shop #231549 or 231550 1968 Gasoline-mechanical. Fairmont Model M15-B1 (Z36). Has 8 hp (6.0 kW) Fairmont RO6-P engine. Purchased new. No cab. Sold by 1996.
2003 Inspection Car Fairmont Railway Motors, Inc., shop #231551 1968 Gasoline-mechanical. Fairmont Model M15-B1 (Z36). Has 8 hp (6.0 kW) Fairmont RO6-P engine. Purchased new. No cab. Put on display in the Skagway Airport between 2001 & 2012.
most likely, 2004 Inspection Car Fairmont Railway Motors, Ltd. (Canada) about 1966 Gasoline-mechanical. Fairmont Model M19-H (Z36). Built in Canada. Has Fairmont RO-C engine. Transferred to Sumpter Valley R.R. between 1991 & 1993 (SV M-31).
2009 Gang Trailer W.P.&Y.R. between 1969 & 1976 Push car with fully enclosed cab. Has manual brake. Cab formerly on Gang Car #2013 may have been installed between 1982 & 1990. Extensively, if not entirely, rebuilt between 2003 & 2015.
2010 Gang Car Chassis: Fairmont Railway Motors, Inc. shop #222770, 227447, 228867, or 230526;

cab: W.P.&Y.R.

between 1961 & 1967 Gasoline-mechanical. Fairmont Model A5-E (Z36). Original and replacement engines both 35 hp (26 kW) Waukesha Motor Co. Model FC. Put on display at Yukon Transportation Museum between 1990 & 2001.

[#222770=1961, #227447=1965, #228867=1966, #230526=1967.]

2018 Gang Car Fairmont Railway Motors, Inc., most likely, shop #237978, 237993, or 237994[112][113][114][115] 1973 Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass.
2019 Gang Car Fairmont Railway Motors, Inc., most likely, shop #237978, 237993, or 237994[112][113][114][115] 1973 Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. Engine failed in 2015. Stored.
2020 Gang Car Fairmont Railway Motors, Inc., most likely, shop #241349 or 241350[112][113][114][115] 1976 Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass.
2021 Gang Car Fairmont Railway Motors, Inc., most likely, shop #241349 or 241350[112][113][114][115] 1976 Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass.
2022 Gang Car Fairmont Railway Motors, Inc., most likely, shop #242262 or 242263[112][113][114][115] 1976 Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass.
2024 Gang Car Fairmont Railway Motors, Inc., most likely, shop #243932 or 243933[112][113][114][115] 1977 Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass.
2026 Gang Car Fairmont Railway Motors, Inc., most likely, shop #244678[112][113][114][115] 1978 Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass.
9 cars with no visible number Push Cars unknown between 1947 & 1972 No brake rigging (unlike the TT14 push cars, 2019A et al., below).
2044 Gang Car Fairmont Railway Motors, Inc., most likely, shop #237978, 237993, or 237994[112][113] 1973 Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. Road No. 2044 applied in 1979.[113]
2019A, 2042, 2045 to 2049, 2150, and 3 with no visible number

(11 cars)

Push Cars Fairmont Railway Motors, Inc. between 1973 & 1975 Fairmont Model TT14 (Z36). Have running gear equipped for manual brakes, but no human interfaces to actuate brakes. ##2042, 2045 to 2049, and 2151 have road Nos. crudely embossed on one end or edge car. Such Road Nos. applied in 1979.
no visible number Haulmark Trailer Chassis: Fairmont Railway Motors, Inc.;

container: Haulmark

2015 Haulmark 5' Wide Transport Cargo container mounted on Fairmont Model TT14 (Z36) push car. Has running gear equipped for manual brake, but no human interface to actuate brake.
2055 Inspection Car Chassis: Patrick W. "Smitty" Smith;

superstructure: White Pass

chassis: late 1990’s;

superstructure: 2005

Gasoline-mechanical. Has 14 hp (10 kW) Fairmont Railway Motors, Inc. RK-B engine (1955~1979, ex-Arizona & California R.R.). Chassis and engine once on a standard gauge inspection car built in the late 1990s by "Smitty" Smith for his own use. Converted to narrow gauge after 1999. Sold to White Pass and new cab installed in 2005. Rebuilt car never used by White Pass. Put on display in Carcross depot in 2008 or 2009.
no number Reproduction Lever Car (Handcar) Car: White Pass;

Wheels: Fairmont Railway Motors, Inc.

Car: between 2001 & 2003

Wheels: between 1931 & 1943

Wheels bear U.S. Patent #1,789,003 (issued in 1931 to Fairmont). The last original White Pass lever car was built in 1938. Most likely, wheels from Fairmont push cars built in 1943. This reproduction lever car is on display at Skagway, Alaska.
2067 Ballast Tamper Canron, Inc., shop #4370977 1975 Self-propelled, Diesel-mechanical. Canron Model VPSJW. Has 97 hp (72 kW) General Motors Corp. 3-53 engine. Purchased new.
2154 Track Liner Fairmont Railway Motors, Inc., shop #240128 1975 Self-propelled, Diesel-hydraulic. Fairmont Model W111-B2 (Z36). Has 97 hp (72 kW) General Motors Corp. 3-53 engine. Purchased new. Sometimes called a "spud" liner.[116]
2400 Ballast Tamper Pandrol Jackson, Inc., shop #151967 1995 Self-propelled, Diesel-hydraulic. Pandrol Jackson Model 2400. Has 100 hp (75 kW) Cummins Inc. 4BT engine. Purchased new.
94105 Rail Lifter L. Geismar, shop #94105 1994 For replacing tie plates. Push car. Geismar Model LRH. Has Briggs & Stratton Corp. gasoline engine. 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.[111]

[117][118]

Existing White Pass car bodies detached 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
1-B Tank Car Tank Utah transfer site, W.P.&Y.R. Mile Post 105.5, access road at Alaska Highway Kilometer 1415.7, Whitehorse, Yukon (2016) believed to be Union Tank Car Co., but may have been Pennsylvania Tank Car Co.[119]

unknown date[119]

Shortened from a longer tank. Original tank #3961.[119] Purchased by White Pass with a similar second tank, and both mounted on Flatcar #685 in 1939 (2nd 1). Both tanks remounted on Flatcar #643 in 1959, with #3961 on the B end.

Both tanks detached from the car in 1965.

X4 Bunk Car, without Trucks 8th Ave. and Spring St., Skagway, Alaska (2016) W.P.&Y.R.

1906

Originally, W.P.&Y.R. Boxcar #690. Ore unloading door installed at the bottom of the “A” end of the car in 1910. Car converted to bunk car in 1942 (#690). Renumbered to B04, then to X4 in 1947.

Trucks detached in 1965.

USA 14 Tank Car Tank Near confluence of Lombard Pup[120] and Dominion Creek, Yukon. From Hunker Creek Road Kilometer 26, go south on Dominion Creek Road about 2 kilometers, then west on side road about ½ kilometer (2015) East Tennessee & Western North Carolina R.R.

1925

Originally, tank for E.T.&W.N.C. R.R. Tank Car #ETX603. Car purchased by U.S. Army in 1942 for use on the White Pass. Car unserviceable in 1947.

Tank became British Yukon Navigation Co. storage tank in 1952.

17 Tank Car Tank Utah transfer site, W.P.&Y.R. Mile Post 105.5, access road at Alaska Highway Kilometer 1415.7, Whitehorse, Yukon (2016) William Graver Tank Works

between 1888 & 1933

Tank for Nevada County Narrow Gauge R.R. Tank Car #183 (1933). 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[121] Refrigerator Car Superstructure Klondike Highway Mile 2.9 (north car), Skagway, Alaska (2016) Colorado & Southern Ry.

1910[79]

Originally, C.&S. Ry. Boxcar C&S #8359. Purchased by U.S. Army in 1943 for use on the White Pass.[80] Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 (USA #232895).[122] Transferred to the White Pass in 1946.

Underframe detached in 1960. From 1979 to 2006, carbody rested on substitute underframe as part of Broadway Station™ restaurant.

440 Refrigerator Car, without Trucks 1st Ave., between State St. and Main St., Skagway, Alaska (2016) W.P.&Y.R.

1906

Originally, Boxcar #686. Converted to refrigerator car in 1943 (#686). Renumbered to 440 in 1946.

Trucks detached in 1958.

506 Boxcar, without Trucks 19th Ave. and Coach Yard Alley (north car), Skagway, Alaska (2016) W.P.&Y.R.

1899

Ore unloading door installed at the bottom of the “A” end of the car in 1910.

Trucks detached in 1958.

530[123][124] Boxcar, without Trucks Klondike Highway Mile 2.9 (south car), Skagway, Alaska (2016) W.P.&Y.R.

1899[124]

Original arch bar trucks detached in 1958.[123] From 1979 to 2006, car rested on Bettendorf trucks as part of Broadway Station™ restaurant.
570 Boxcar, without Trucks 21½ Alley, between State St. and Main St., Skagway, Alaska (2016) W.P.&Y.R.

1899

Trucks detached in 1958.
one of: 538, 540, or 590[123][125] Boxcar, without Trucks 17½ Alley, between State St. and Main St., Skagway, Alaska (2016) W.P.&Y.R.

If #538 or 540: 1899; if #590: 1900[126]

Trucks detached in 1958.[123]
626 Boxcar, without Trucks 9½ Alley, between Main St. and Alaska St. (south side, just off Alaska), Skagway, Alaska (2016) W.P.&Y.R.

1900

Trucks detached in 1958.
656 Boxcar, without Trucks 8th Ave. and Spring St., Skagway, Alaska (2016) W.P.&Y.R.

1900

Trucks detached in 1958.
670 Boxcar, without Trucks 19th Ave. and Coach Yard Alley (south car), Skagway, Alaska (2016) W.P.&Y.R.

1900

Trucks detached in 1958.
682 Boxcar, without Trucks 9½ Alley, between Main St. and Alaska St. (north side, just off Main), Skagway, Alaska (2016) W.P.&Y.R.

1900

Trucks detached in 1958.
688[123][127] Boxcar, without Trucks Portage Lake, British Columbia, W.P.&Y.R. Mile Post 30.5, access road at Klondike Highway Kilometer 41.1 (2016) W.P.&Y.R.

1906[127]

Trucks detached in 1958.[123]
702 Boxcar, without Trucks 19½ Alley, between State St. and Main St., Skagway, Alaska (2016) Colorado & Southern Ry.

1909[79]

Originally, C.&S. Ry. Boxcar #8215.[98] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232907).[80] Turned over to the White Pass in 1946 (#702).

Trucks detached in 1978.

704 Boxcar, without Trucks Meadows, British Columbia, W.P.&Y.R. Mile Post 25.4 (2014) Colorado & Southern Ry.

1909[79]

Originally, C.&S. Ry. Boxcar #8197.[98] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232908).[80] Turned over to the White Pass in 1946 (#704).

Trucks detached in 1978.

712[128] Boxcar, without Trucks 14½ Alley, between Main St. and Alaska St., Skagway, Alaska (2016) Colorado & Southern Ry.

1909[79]

Originally C.&S. Ry. Boxcar #8238. Purchased by U.S. Army in 1943 for use on the White Pass (USA #232916).[80] Turned over to the White Pass in 1946 (#712).[128]

Trucks detached in 1977.

718 Boxcar, without Trucks Hunz & Hunz Enterprises, adjacent Klondike Highway Mile 2, Skagway, Alaska (2016) Colorado & Southern Ry.

1910[79]

Originally, C.&S. Ry. Boxcar #8365.[98] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232920).[80] Turned over to the White Pass in 1946 (#718).

Trucks detached in 1978.

730[129] Boxcar, without Trucks Glacier, Alaska, W.P.&Y.R. Mile Post 14.1 (2016) Colorado & Southern Ry.

1909[79]

Originally, C.&S. Ry. boxcar 8257. Purchased by U.S. Army in 1943 for use on the White Pass (USA #232933).[80] Turned over to the White Pass in 1946 (#730).[129]

Trucks detached in 1978.

2nd 734 Boxcar, without Trucks McDonald Creek, Yukon, W.P.&Y.R. Mile Post 62.9 (2014) Boxcar #728 and Boxcar 1st 734: Colorado & Southern Ry., 1910;[79]

present combination of Superstructure #728 and Underframe #734: W.P.&Y.R., 1954

1954 combination of superstructure from Boxcar #728 and underframe from Boxcar 1st 734. Superstructure originally part of C.&S. Ry. Boxcar #8309 (1910);[98] purchased by U.S. Army in 1943 for use on the White Pass (USA #232931);[80] turned over to the White Pass in 1946 (#728). Underframe originally part of C.&S. Ry. Boxcar #8392 (1910);[98] purchased by Army in 1943 for use on the White Pass (USA #232937);[80] turned over to the White Pass in 1946 (1st 734).

Trucks detached in 1978.

746[130] Boxcar Superstructure 4½ Alley, between State St. and Main St., Skagway, Alaska (2016) Colorado & Southern Ry.

1910[79]

Originally, C.&S. Ry. Boxcar #8334. Purchased by U.S. Army in 1943 for use on the White Pass (USA #232946).[80] Turned over to the White Pass in 1946 (#746).[130]

Underframe detached in 1960.

754[131] Boxcar Superstructure 12th Ave. and Broadway St., Skagway, Alaska (2016) Colorado & Southern Ry.

1910[79]

Originally, C.&S. Ry. Boxcar #8345. Purchased by U.S. Army in 1943 for use on the White Pass (USA #232951).[80] Turned over to the White Pass in 1946 (#730).[131]

Underframe detached in 1959.

1st 905 Caboose, without Trucks Skagway Gardens, adjacent Klondike Highway Mile 2, Skagway, Alaska (2016) W.P.&Y.R.

1899

Originally, Stock Car #703. Converted to cupola caboose in 1901, and renumbered to 2nd 901. (1st 901 was out of service from 1902 to 1906.) In 1906, 1st 901 was restored to service and 2nd 901 was renumbered to 1st 905.

Trucks detached and car sold in 1952. Cupola removed by 1987.

2007 Gang Car,

without Wheels

Cemetery Rd. and Shops Rd., just north of Klondike Highway Mile 1.7, Skagway, Alaska (2016) Chassis: Fairmont Railway Motors, Inc., 1961~1967;

cab: W.P.&Y.R.

Gasoline-mechanical. Fairmont Model A5-E (Z36) #222770 (1961), 227447 (1965), 228867 (1966), or 230526 (1967).

Wheels detached by 1998. Cannibalized.

236538 Gang Car,

without Wheels

Cemetery Rd. and Shops Rd., just north of Klondike Highway Mile 1.7, Skagway, Alaska (2016) Fairmont Railway Motors, Inc.

1972

Standard gauge. Gasoline-mechanical. Fairmont Model A6-F3-5 #236538. Had 103 hp (77 kW) Ford Motor Co. 240 engine. Originally, Duluth, Missabe & Iron Range Ry. Purchased by White Pass for parts.

Cannibalized.

Klondike Mines Ry. Bonanza Creek Boxcar Boxcar Superstructure Just north of K.M. Ry. Mile Post 18, which was about ¾ mile south of Flannery, Yukon. Mile Post 18 was also a short distance north of the Bonanza Creek Dam, near Bonanza Creek Road Kilometer 25.[132] (2016) W.P.&Y.R.

1905[132]

Frame built in 1901. Expected to be used to make W.P.&Y.R. car. Instead, used to make car assembled in 1905 for sale and use on the K.M. Ry. One of K.M. Ry. ##100~124 (even numbers).

Underframe detached between 1906 & 1912.[132]

Klondike Mines Ry. Soda Station Boxcar Boxcar Superstructure Soda Station, Yukon, K.M. Ry. Mile Post 27, Ridge Road Heritage Trail Kilometer 30, 2½ kilometers north of Bonanza Creek Road Kilometer 35.[132] (2014) W.P.&Y.R.

1905[132]

Frame built in 1901. Expected to be used to make W.P.&Y.R. car. Instead, used to make car assembled in 1905 for sale and use on the K.M. Ry. One of K.M. Ry. ##100~124 (even numbers).

Underframe detached between 1906 & 1912.[132]

[110]

Existing White Pass off-rail maintenance equipment[edit]

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

Unit Weight Serial Number Year Built Remarks
Bucyrus-Erie 15B Crawler Shovel/Crane 13 tons 60051 1948 Diesel. Purchased new. Unserviceable by 1978. Moved adjacent to Skagway Museum between 1978 & 1997.
Bucyrus-Erie 30B Crawler Crane 40 tons 130776 1969 Diesel. Purchased new. Sold to Hunz & Hunz Enterprises in 2014.
Caterpillar D7E Bulldozer 22 tons 48A2630 1963 Diesel. Purchased new. Has the 1963 rollover protection structure. Originally, #7. Renumbered to 2074 between 1979 & 1982. Out of service by 1994. Located at Skagway Shops.
Bulldozers used since 1994 All have been leased.
Grove RT58C 4-Wheel Crane 22 tons 71395 1989 Diesel.
Caterpillar 950E 4-Wheel Loader 17 tons 22Z04862 1990 Diesel. Purchased from NC Machinery Co. about 1994.
Komatsu WA320-3A 4-Wheel Loader 15 tons 53151 1998 Diesel.
Hitachi EX120 Crawler Excavator 13 tons 12V-42296 1995 Diesel. Can be used on a depressed center flatcar as a ditcher.
Hitachi ZX120-3 Crawler Excavator 13 tons FF01R10080523 2008 Diesel. Can be used on a depressed center flatcar as a ditcher.

[110]

Origins of White Pass passenger car names[edit]

Aishihik (##264, 380) was derived from a Southern Tutchone metaphor, which literally means below its tail, and figuratively refers to the shape of Aishihik Lake.[133]

Alsek (#314) was derived from a Tlingit verb theme, which means a person habitually rests.[134][135] 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).[136]

Annie Lake (#360) was named for Annie Austin (1870–1950), widow of Charles "Dawson Charlie" Henderson (co-discoverer of gold in the Klondike).[137]

Atlin (#218) was derived from a Tlingit phrase, which means large lake.[133][134]

Bare Loon Lake (2nd 202) is the lake just to the west of Mile Post 37, in which 1970's Chilkoot Trail hikers skinny dipped and heard loons wail.[138] Bare Loon Lake is un-officially named "Beaver Lake."

“Beaver Lake” (#388) 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.

Bennett Lake (#240) was named for James Gordon Bennett, Jr. (1841–1918), son of the founder of the New York Herald.[133][138][139][140] Originally, one of at least four lakes which bore the Tlingit name kusawa (narrow lake).[141]

Bernard Lake (2nd 209) is un-officially named "Fraser Lake." [142] Bernard was J. Bernard "Ben" Moore (1865–1919), who helped establish the White Pass Trail.[2][143]

Big Kalzas Lake (2nd 230) was named for Kalzas (fl. 1859), an Indian employee of the Hudson's Bay Co.[133]

Big Salmon Lake (##276, 352) 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.[133][144]

Black Lake (#216) is a lake on the White Pass Trail, between Klondike Highway Mile Posts 4 and 5, which is dark because it contains tannic acid and is not glacially fed.

Chilkat (2nd 205) appears to consist of the Tlingit words chíl (storehouse) and gaat (sockeye [red] salmon).[145] The word, therefore, appears to mean sockeye salmon storehouse.[146] However, “Chíl-gaat|Cache-salmon|” would consist only of two alienable nouns, which is not a common Tlingit compound.[147] One theory is that Chilkat was shortened from a longer, grammatically more common, Tlingit phrase which included the word chíl.[148] Another theory is that Chilkat was borrowed from an Eyak phrase meaning among caches.[147]

Chilkoot (2nd 204) is a Tlingit phrase which means the flooded storehouse. It corresponds to the sentence chíl-li-koo-t, which means the storehouse is flooded (koot is the participle form of li-koot).[145][149] The name refers to the legendary destruction of a village named X’āastayeekwáan (People Under the Waterfall). The village is said to have been located near the head of the lower Chilkoot River. Part of a cliff named Léik’wk’ (Little Red Snapper) broke off and fell into Chilkoot Lake. This created a large wave that flooded the river, the village, and the village storehouse(s).[150] Afterwards, a new village was established, named Lkoot (It’s Flooded). Its residents became known as Chilkoot.

Choutla (#366) was derived from a Southern Tutchone idiom, which figuratively refers to the waterfalls that feed Choutla Lake. Literally, it means laughing water.[151]

Copper River (#304) was named for abundant copper deposits along the upper river.[140]

Cowley Lake (#234) was named for Isaac Cowley Lambert (1850–1909), chairman of the construction company which built the White Pass railroad.[133][152]

Crag Lake (#362) was named for the crag overlooking the lake.

Crater Lake (3rd 201) is the lake just north of Chilkoot Pass, British Columbia, which looks like a crater.[139][152]

Dease Lake (#280) was named for Peter Warren Dease (1788–1863), chief factor of the Hudson's Bay Co.[140]

Dewey Lake (#220) most likely named for Adm. George Dewey (1837–1917), U.S. Navy.[153]

Dezadeash (#254) was derived from a Tlingit phrase, which means a snare platform (for fishing).[134][145]

Drury Lake (#336) was named for William S. Drury (1870–1953) of Taylor & Drury, Yukon merchants.[133]

Emerald Lake (##244, 254) is a lake containing a marl bed, which reflects green light from the surrounding trees.[133]

Fairweather (##278, 356) is a mountain, so named in 1778 by Capt. James Cook because he had experienced good weather when he saw it.[140][146]

Fantail (2nd 203) is a dogsled hitch in which there is a separate tug line connecting each dog to the sled. The dogs are thereby fanned out in front of the sled. Also known as a fan hitch.[154] Fantail Lake was a part of the Fantail Trail, the winter dogsled trail that extended between Log Cabin and Atlin, British Columbia.[155]

Finlayson Lake (#340) was named for Duncan Finlayson (1796–1862), chief factor of the Hudson's Bay Co.[133][140]

Fortymile River (#322) was so named because it joins the Yukon River 40 miles below (west-northwest of) Old Fort Reliance.[133][140]

Fox Lake (#390) is the name of three different lakes in southern Yukon.

Frances Lake (#364) was named for Lady Frances Simpson (1812–1853), wife of Hudson's Bay Co. governor, George Simpson.[133][140]

“Fraser Lake” (1st 200, #226) is the unofficial name for Bernard Lake.[2][142] Mr. Fraser was Duncan C. Fraser (1845–1910), a Member of Parliament from Nova Scotia.[152] A larger and more famous lake in British Columbia is officially named Fraser Lake.

Goat Lake (#386) is 1921 feet above (one mile east of) Bridge 9-A and supplies the water for Pitchfork Falls.

Samuel H. Graves (1852-1911) (#402) was the first president of White Pass.[152] In 1885, Graves had become an associate of Close Brothers, the firm that later financed the White Pass.

Michael J. Heney (1864-1910) (#400) was the labor contractor who built the White Pass railroad.[152]

Homan Lake (2nd 208) was named for Charles A. Homan (1848–1944), U.S. Army topographer who accompanied Lt. Schwatka along the Yukon River in 1883.[139]

Hutshi (#358) was derived from a Tlingit phrase, which means last lake.[133][156]

Jennings Lake (#374) was named for William T. Jennings (1846–1906), civil engineer who assessed various railroad and road routes to the Yukon.[143][152]

Johns Lake (#332) was named for John (fl. 1907), a sled dog of Joseph Keele (Joseph, 1861–1923).[133]

Kathleen Lake (#270) 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 1890s.[157]

Klondike (#308) was derived from a Hän term, which means hammer river. Hammers had been used to erect barriers in the Klondike River, in order to catch Chinook (king) salmon.[133][140][158][159] Literally, it may mean Chinook Salmon River.[160][161] Hammer River may be a figurative meaning which evolved because of the way in which the salmon were caught.

Kluane (#258) was derived from a hybrid word, consisting of the Southern Tutchone word for whitefish, plus the Tlingit word for place.[133][134]

Klukshu (##282, 348) was derived from a Tlingit phrase, which means end of the coho salmon.[134]

Kusawa (#286) was derived from a Tlingit phrase, which means narrow lake.[133] 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.[141]

LeBarge (#256) is a misspelling of the surname of Michael Laberge (1837–1909), a Yukon River explorer who never actually saw the lake named for him.[133][138][140]

Lewes (#268) is a misspelling of the surname of Alfred B. Lewis (1866–1928), chief locating engineer of the White Pass railroad.[133][142]

Liard (#316) is the French word for eastern cottonwood.[140]

Lindeman Lake (#222) was named for Dr. Moritz K. A. Lindeman (1823–1908), secretary to the Bremen Geographical Society.[138][139][140]

Mackenzie River (#310) was named for Sir Alexander Mackenzie (1764–1820), Arctic explorer.[140]

Marsh Lake (#224) was named for Prof. Othniel C. Marsh (1831–1899), of Yale University.[133][139][140] The Tagish name for Marsh Lake was Taagish-áai (lake that contains breakup water).[162]

Mayo Lake (#236) was named for Alfred H. Mayo (1846–1923), a Yukon trader.[133][140]

McClintock Lake (##288, 350) was named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[138][139]

McConnell Lake (#372) was named for Charles McConnell (1871–1946), postmaster at Robinson station.[133]

McNeil Lake (#342) possibly named for James H. McNeill (1871-1951), Yukon Superintendent of Public Roads and Buildings, 1917-1945.[163]

McQuesten Lake (#338) was named for LeRoy N. "Jack" McQuesten (1836–1909), Yukon trader.[133][140]

Morrow Lake (2nd 207) was named for William Richard Morrow (1915–1968), Yukon corrections director, who proposed that convicts maintain the Chilkoot Trail.[164]

Muncho (#252) was derived from a Kaska term, which means big lake.[140][165]

Munroe Lake (#344) was named for Alexander Munro (1857-1949), boundary survey axe man who broke his leg near this lake in 1901.[133]

Nakina River (#382) was named for the Tlingit village of Naak'ina.áa,[134] which means people situated upstream.[166]

Nares Lake (2nd 206) was named for Adm. Sir George S. Nares (1831–1915), an Arctic explorer.[133][138][139][140]

Nisutlin (#272) was a name used by the Tagish Indians.[167] Nevertheless, its origin was neither Tagish nor Tlingit.[168] Most likely, from a Southern Tutchone phrase, which means strong flow.[169]

Peace River (#330) was so named because a territorial war between the Cree and Danezaa Indians was settled along this river in 1781.[140]

Peel River (#326) was named for Sir Robert Peel (1788–1850), prime minister of Great Britain.[133]

Pelly Lake (#346) was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[133][140]

Pelly River (#320) was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[133][140]

Porcupine River (#324) is a tributary on the west side of the Skagway River, near Klondike Highway Mile Post 6, and across the river from W.P.&Y.R. Mile Post 7.3.[170]

“Portage Lake” (#267) is the un-official name for the lake at W.P.&Y.R. Mile Post 30.5, just north of Shallow Lake and just south of Maud Lake.[142][152] Originally, Áak’w Sáani (Cute Little Lake in Tlingit).[171] Then, un-officially “Shallow Lake,” until that name became the official name for the lake just to the south.

Primrose Lake (#274) was named for Supt. Philip C. H. Primrose (1864–1937), North-West Mounted Police (Reg. #O.56).[133]

Racine Lake (#384) was named for Cariste Racine (1851-1926), owner of a sawmill on Tagish Lake, and owner of the White Pass Hotel in Whitehorse.

Red Line (#5) was a stage and boat line which operated between White Pass, British Columbia, and Carcross, Yukon, from 1898 to 1901.[2][152]

Schwatka Lake (#266) was named for Lt. Frederick G. Schwatka (1849–1892), 3rd U.S. Cavalry, Yukon explorer.[133][138] In 1876, Lt. Schwatka had led the initial cavalry charge at the Battle of Slim Buttes.

Skagway (#300) was derived from a Tlingit idiom which figuratively refers to rough seas in the Taiya Inlet, that are caused by strong north winds.[172] Literally, skagway means beautiful woman.[173] 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.[174] 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.[175]

Spirit Lake (#214) was named for the spirit of the Yukon, by U.S. Army troops during construction of the Alaska Highway in 1942.[133]

Squanga (#376) was derived from the Tlingit name for lake whitefish.[133][140]

Stewart River (#328) was named for James G. Stewart (1825–1881), who discovered this river in 1849.[133][140]

Stikine (#306) 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.[134]

Summit Lake (2nd 200, #262) is the lake just north of White Pass, British Columbia.[152]

Surprise Lake (#370) so named in 1898 by prospectors Kenneth Maclaren and Frederick “Fritz” Miller.[176] Previously, one of at least four lakes which bore the Tlingit name kusawa (narrow lake).[141]

Tagish (#248) is a shortened version of Taagish Tóo’e’, which is the Tagish name for the Tagish River, and which translates to the water that appears when it is breaking up ["it" being spring ice].[177] The reason that the Tagish Indians adopted the shortened version to identify themselves is that, prior to 1898, they spent their winters along the Tagish River.[178] The Tagish name for Tagish Lake was Tahk-o or Taku.[179] The Tagish name for Marsh Lake was Taagish-áai (lake that contains breakup water).[162]

Taiya (#302) was derived from a Tlingit verb, which means to pack.[134][140][152][180]

Takhini (##284, 354) was derived from a Tlingit metaphor, which literally means broth,[145] and figuratively refers to Takhini Hot Springs.

Taku (#318) is a contraction of a longer Tlingit phrase, which means a flooding of Canadian geese.[134][140]

Tatshenshini (#312) was derived from a Tlingit phrase which means river with stinking chinook (king) salmon at its headwaters.[181]

Teslin (#242) was derived from a Southern Tutchone phrase, which means flowing out.[144]

“Thompson River” (#334) is the un-official name of the stream flowing from Summit Lake to Bernard Lake.[182] The official name of this stream is Tutshi River.[2][142][183] Received the name “Thompson River” by 1899.[184] Most likely, named for Livingston Thompson (1851-1904), who was a surveyor and friend of William J. Rant, the British Columbia agent, magistrate, and assistant land commissioner for Bennett. Both had previously been British Army captains. In 1898, Thompson was the Secretary of the Bennett Lake & Klondyke Navigation Co.[185] In that year, the B.L.&K.N. Co. operated a freighting service over the White Pass Trail – and along this river – using 200 horses.[186] In 1899, these horses were sub-subcontracted to the W.P.&Y.R. to haul sleighs between White Pass and Bennett – again along this river.[187] Because the river is in British Columbia, William J. Rant would have been instrumental in naming it. By 1899, Livingston Thompson was the only Thompson for whom Rant would have had reason to name the river.

Tutshi (#260) was derived from a Tlingit metaphor, which literally means lake containing charcoal,[188] and figuratively means black lake.[134]

Wasson Lake (#368) was named for Everett Wasson (1910–1961), first bush pilot in the Yukon.[133]

Watson Lake (#238) was named for Francis "Frank" Watson (1883–1938), a Klondike stampeder.[133][140]

Whiting River (#378) was named for U.S. Navy Surgeon Robert Whiting (1847–1897).[146]

Yukon (#290), or Ųųg Han, is a contraction of the words in the Gwich'in phrase chųų gąįį han, which mean white water river and which refer to the visual effect of glacial silt in the Yukon River.[189][190] The contraction omits the consonant "ch" and the vowels "ąįį."[191] In 1843, the Holikachuks had told the Russians that their name for the river was Yukkhana and that this name meant big river.[192] Although it served as the name of a big river, Yukkhana does not literally correspond to a Holikachuk phrase that means big river.[193][194] The Holikachuks had borrowed the upriver language name and conflated its meaning with the meaning of Kuigpak, which is the Yup’ik name for the same river.[195] Two years later, the Gwich’ins told the Hudson’s Bay Company that their name for the river was Yukon and that the name meant white water river.[189] White water river in fact corresponds to Gwich’in words that can be shortened to form Yukon.[190]

[196]

See also[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 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), 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). The Steam Locomotive Directory of North America. Transportation Trails.  (2 Vols.)
  5. ^ Thompson, Dennis Blake; Richard Dunn & 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. ^ Sloan, Robert E. & 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. 200, 388.
  11. ^ a b c d Pitchard, George E. (2004). Locomotive Roster – Narrow Gauge, 1871–1903: Utah Northern Railroad, et. al., note 13, citing, Union Pacific Ry. Vol. 53, General Journal E (September 1889, November 1889), Nebraska State Historical Society manuscripts. Dates of sale used to determine correspondence between Utah & Northern Ry. numbers and Columbia & Puget Sound R.R. numbers. Only one U.&N. Ry. Brooks 2-6-0 sold in September 1889 (U.&N. Ry. #80, C.&P.S. R.R. 2nd 3). Only one U.&N. Ry. Brooks 2-6-0 sold in November 1889 (U.&N. Ry. #94, C.&P.S. R.R. 2nd 4).
  12. ^ a b W.P.&Y.R. #53 was one of the last 10 locomotives built by the Grant Locomotive Works for the Denver & Rio Grande R.R. Because the bubble had burst in the railroad equipment bond market, the D.&R.G. R.R. could not pay for these locomotives. So, they were sold instead to the Toledo, Cincinnati & St. Louis R.R. The shop numbers of these 10 locomotives are not directly known. But coincidentally, there are exactly 10 Grant shop numbers in the correct time frame, for which the identity of the corresponding locomotive is not otherwise known, namely ##1443, 1446-1451, and 1456-1458. In March 1882, a New York newspaper had reported the rumor “of one case where locomotives were completed according to order, but were not delivered, because the purchasers could not pay for them.” The newspaper also reported Mr. Grant’s statement that this rumor “related to [an] establishment [other] than his own.” The Sun (New York), Vol. 49, No. 212 (March 31, 1882), page 3, Col. 3, ¶¶ 4-5 (Locomotives Going Cheap). Beginning in June 1882, events verified the rumor and revealed that Grant had in fact built the locomotives. Specifically, the T.C.&St.L. R.R. stated in June 1882 that “The Denver & Rio Grande Railroad Company, being unable to pay for several locomotives ordered to be built several months ago, they have been sold by the builders to the Toledo, Cincinnati & St. Louis Company …” Cincinnati Daily Gazette, Vol. 109, No. 144 (June 17, 1882), at page 8, Col. 2. The D.&R.G. R.R.’s response was that it “had a contract with the Grant Locomotive Works for forty engines to be delivered last fall. They delivered thirty; the remainder were not delivered within the contract time.” The Railway Age Monthly and Railway Service Magazine, Vol. 3, No. 8 (Aug. 1, 1882), at page 506, Col. 2 (Denver & Rio Grande). In fact, the D.&R.G. R.R. had even refused the last two of the 30 Grant locomotives “delivered within the contract time,” namely Grant shop ##1441-1442. Dubits, Robert J. & Lorenz P. Schrenk (1991). Construction List of the Grant Locomotive Works and Its Predecessors. , at pp. 45-46, 48, reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400. The D.&R.G. R.R.’s inability to pay for the locomotives is substantiated by its own announcement on January 27, 1882 relating to a “changed financial atmosphere” [i.e., the bubble had burst in the railroad equipment bond market]. See, Railroad Gazette, Vol. 14, No. 46 (Nov. 24, 1882), at page 731 (Denver & Rio Grande). As set forth above, shop #1442 had been completed before the 10 T.C.&St.L. R.R. locomotives were built. In March 1882, the month that the rumor was reported in the newspaper, Grant completed its shop ##1459-1465 locomotives for the Texas & St. Louis Ry. Coincidentally, there are exactly 10 Grant shop numbers between ##1442 and 1459, for which the identity of the corresponding locomotive is not directly known. Dubits and Schrenk (1991). Construction List of the Grant Locomotive Works. , at pp. 47-48. This evidence suggests that the shop numbers of the 10 T.C.&St.L. R.R. 2-8-0’s are these same 10 otherwise unidentified Grant numbers, namely ##1443, 1446-1451, and 1456-1458. (#1444 had been built for the Richmond & Alleghany R.R. #1445 had been built for the T.&St.L. Ry. ##1452-1455 had been built for the Richmond & Danville R.R. Id.) Evidence also suggests that the dates of manufacture corresponding to these 10 Grant shop numbers are January and February 1882. Specifically, Grant reported that “Up to Feb. 1, 1882, [shop #1450] had been completed …” Clayton, W. Woodford, and William Nelson (eds.) (1882). History of Passaic and Bergen Counties, New Jersey, with Biographical Sketches of Many of Its Pioneers and Prominent Men. Everts & Peck.  link), at page 437.
  13. ^ a b c W.P.&Y.R. #53 had been Toledo, Cincinnati & St. Louis R.R. #63. To the extent known, the T.C.&StL. R.R. almost always assigned road numbers in the same sequence as the corresponding shop numbers of multiple locomotives purchased at the same time. There are only two known contrary instances, both trivial: one involving locomotives of different wheel arrangements (1st 4, #5), and the other involving leased locomotives (##94-95). See, Rehor, John A. (1965). The Nickel Plate Story. Kalmbach Publishing Co. ISBN 0-89024-012-4. , at pp. 431-35; Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder’s List Collection. Tap Lines #400, passim. If the usual T.C.&St.L. R.R. numbering practice was followed, then T.C.&St.L. R.R. #63 (W.P.&Y.R. #53) would have been Grant shop #1451 (Feb. 1882). Its intended D.&R.G. R.R. number would have been 236.
  14. ^ The Railway Age Monthly and Railway Service Magazine, Vol. 3, No. 7 (July 1, 1882), at page 443 (Toledo, Cincinnati & St. Louis [N.G.]), citing, Boston Evening Transcript, Vol. 55, No. 16,916 (June 13, 1882), at page 8, Col. 2 ("purchase of ten thirty-ton consolidated engines, built for the Denver & Rio Grande Railroad"); The Railway Age Monthly and Railway Service Magazine, Vol. 3, No. 8, at page 506, citing, Cincinnati Daily Gazette, Vol. 109, No. 144, at page 8, Col. 2.
  15. ^ 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).
  16. ^ 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.
  17. ^ 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.
  18. ^ a b W.P.&Y.R. Superintendent Report for week ending February 26, 1938, Klondike Gold Rush National Historic Park Archives, Skagway, Alaska.
  19. ^ a b c d e W.P.&Y.R. Record of Vouchers (unpublished, 1900–1901), White Pass & Yukon Route Company Records, Yukon Archives.
  20. ^ a b Quastler, Imre E. (1999). Kansas Central Narrow Gauge. South Platte Press. ISBN 0-942035-48-8. , at pp. 8-9, 79, 83-84.
  21. ^ W.P.&Y.R. Ledger No. 1, Additions & Improvements (unpublished, 1899–1905), White Pass & Yukon Route Company Records, Yukon Archives.
  22. ^ Edson, William D. (1980). The Hinkley Locomotive Construction Record. Railway & Locomotive Historical Society, Inc. , Railroad History No. 142, at page 83.
  23. ^ a b Lavallée, Omer (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN 0-919130-34-8. , at page 380.
  24. ^ 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.
  25. ^ 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.
  26. ^ a b c Dollywood Timeline.
  27. ^ a b Ferrell, Mallory H. (1967). Rails, Sagebrush and Pine. Golden West Books. LCCN 67-28315. , at pp. 106–07.
  28. ^ 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.
  29. ^ 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.
  30. ^ a b c Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN 0-905878-01-9. 
  31. ^ a b c Sampson, Henry (editor) (various dates). Jane's World Railways: Railways in South America, "Peru."
  32. ^ a b c d e f g Locomotives of the Rio Grande. 1980. , at page 24.
  33. ^ The shop number of this locomotive is readable in a photo taken in a bone yard at Auburn, Washington between 1944 and 1946. Photographer unknown.
  34. ^ 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.
  35. ^ a b c Passim, W.P.&Y.R. Journal (unpublished, 1938–1947), White Pass & Yukon Route Company Records, Yukon Archives.
  36. ^ a b c d Passim, Miscellaneous White Pass & Yukon Route Company Records (unpublished), Yukon Archives, Whitehorse, Yukon, Canada.
  37. ^ 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.
  38. ^ a b c Passim, Clifford, Howard (1999). Alaska/Yukon Railroads. Oso Publishing Co. ISBN 0-9647521-4-X. 
  39. ^ a b c Passim, Roberts, Earl W. and David P. Stremes (editors) (2008). Canadian Trackside Guide 2008. Bytown Railway Society. pp. 1–92, 4–15. ISSN 0829-3023. 
  40. ^ 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.
  41. ^ 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.
  42. ^ a b c d e f g The Alco "Model RSD-##" designations had been discontinued by 1969.
  43. ^ Passim, White Pass Company Diesel Roster (2008).
  44. ^ a b c d e Mullet, Alfred & Leonard Merritt (2009). Sumpter Valley Railway. Arcadia Publishing. ISBN 978-0-7385-7125-6. , at pp. 80-83.
  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 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. Also, the 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.
  47. ^ 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 https://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.
  48. ^ 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.
  49. ^ a b Steuben Farmers’ Advocate (Bath, N.Y.), Vol. 67, #48 (November 29, 1882), at page 3, Col. 4 (A.&N.P. Railway – “Up to this time there have been received two freight engines, box and flat cars, mail and baggage cars, two passenger coaches and two combination coaches. Two passenger engines are expected in about two weeks, and other passenger coaches will soon be here.”).
  50. ^ a b Car known to have been owned by Barrows & Co. (dealer) and located on the Billmeyer & Small Co. property at York, Pennsylvania in 1887. 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). Oregon Improvement Co. Records, U. of Washington Libraries. The managing owner of Barrows & Co. was Eugene G. Barrows (1828-1888). New York City Directory (1887). Trow’s Printing Co., at page 97 (“Barrows, Eugene G., supplies, 66 B’way … Barrows & Co., supplies, 64 B’way”). In 1887, Mr. Barrows was also a director of the newly formed Addison & Pennsylvania Ry., which purchased the assets of the Addison & Northern Pennsylvania Ry. under foreclosure, in the same year. 15 Annual Report of the Secretary of Internal Affairs, Part 4: Railroad, Canal, Navigation, Telephone, and Telegraph Companies (Pennsylvania 1888), at pp. 5-6. Coincidentally, two A.&N.P. Ry. passenger cars were sold in 1887. 4 Annual Report of the Board of Railroad Commissioners of the State of New York (1887), at page 73 (A.&N.P. Ry. had 4 second class passenger cars on Sept. 30, 1886); 5 Annual Report of the Board of Railroad Commissioners of the State of New York (1888), at page 86 (A.&P. Ry. had only 2 second class passenger cars on September 30, 1887 – 2 less than the A.&N.P. Ry. had one year before). At least, the architecture of the roofs and roof ends of the full-length A.&N.P. Ry. passenger cars match the roofs and roof ends of the cars which Mr. Barrows purchased, and which later became White Pass ##204 and 208. Hilton, George W. (1990). American Narrow Gauge Railroads. Stanford Univ. Press. ISBN 0-8047-1731-1. , at page 254 (cars behind locomotive cab). (The car at the right end of the A.&N.P. Ry. train is a combine.) Mr. Barrows almost certainly was the purchaser of the two A.&N.P. Ry. cars that were sold, in view of: (a) his primary business interest in purchasing and selling used railroad cars, (b) his influence as a director of the A.&P. Ry., (c) his coincidentally obtaining two used narrow gauge passenger cars at the same time the two A.&N.P. Ry. narrow gauge passenger cars were sold, and (d) the visual similarity between the cars he purchased and the visible portion of the cars in the cited photograph.
  51. ^ a b 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 8, 1888 letter from William H. Odenatt to Elijah Smith (cars rebuilt). 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.
  52. ^ a b Deely, Nicholas (1996). Tanana Valley Railroad: the Gold Dust Line. Denali Designs. ISBN 0-9648669-1-9. , at pp. 147–48.
  53. ^ 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.
  54. ^ 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.
  55. ^ 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, https://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, https://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.
  56. ^ 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's Manual of Railroads., No. 15 (1882), advertising section at page 116; also in advertising section of years close to 1882.
  57. ^ a b c d e f Railroad Gazette, Vol. 13, No. 51 (December 23, 1881), at page 727, ("J. G. Brill & Co. … recently delivered several narrow-gauge passenger cars to the Texas & St. Louis road.").
  58. ^ 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 that 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.
  59. ^ 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 Publishing Co. ISBN 0-87833-026-7. , at page 206.
  60. ^ a b Wood, John V. (1983). Railroads Through the Coeur d’Alenes. Caxton Printers, Ltd. ISBN 0-87004-291-2. , at page 73.
  61. ^ 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.)
  62. ^ 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.
  63. ^ a b c d “Widening of the [Los Angeles & Redondo Ry.] tracks was completed Oct. 1, 1902 at which time all 3 ft. gauge equipment was sold.” Best, Gerald M. (1958). Early Steam Suburban Railroads In Los Angeles, at page 23, Bulletin No. 99, Railway and Locomotive Historical Society (Oct. 1955). “Electric cars [were expected to] make their initial trip over the Redondo railroad on Thanksgiving day [November 1902]. … The old steam railroad [had been] practically rebuilt …” Press and Horticulturist (Riverside, California), Vol. 27, No. 82 (Oct. 10, 1902), at page 7, Col. 3 (Southern California News). “Los Angeles & Redondo Railway … Date standardized: … 1902” Robertson, Donald B. (1998). Encyclopedia of Western Railroad History Volume 4: California. Caxton Printers, Ltd. ISBN 0-87004-385-4. , at page 139. Accordingly, from June 30, 1900 until at least August 1, 1902, the L.A.&R. Ry. retained all 22 of its 3 ft. gauge passenger service cars. Report of the Board of Railroad Commissioners of the State of California for the Year Ending December 31, 1900, at page 226 (June 30, 1900 total=22); Poor’s Manual of Railroads, No. 35 (1902), at page 618 (Aug. 1, 1902 total=22). But, it is undisputed that the White Pass obtained Cars ##218, 220, 222, and 224 in May 1901 in Chicago, 17 months prior to October 1902 and a long distance from Los Angeles. W.P.&Y.R. Record of Vouchers (unpublished, 1900–1901), at page 4 (“New Coaches”; “Trans chgs on Coaches Chicago to Seattle”), W.P.&Y.R. Company Records, Yukon Archives; Special Report: White Pass & Yukon Route 1901 (unpublished), at page 123 (“four [4] second-hand coaches bought in Chicago”), W.P.&Y.R. Company Records, Yukon Archives. Furthermore, during 1885 to 1890, inclusive, Jackson & Sharp Co. sold no cars to the Redondo Ry. (the L.A.&R. Ry’s. 1889-1896 predecessor), or to the Rosecrans R.R. or to the San Gabriel Valley Rapid-Transit Ry. (regional prior owners of 3 ft. gauge cars). Jackson & Sharp Co. Engineering Record Book for 1885-1890, Smithsonian Institution, National Museum of American History, Archives Center, Collection NMAH.AC.0156 (J.&S. Car Co. Records). More particularly, all of the passenger cars ordered by or delivered to the Redondo Ry. in 1889 were built by the Laclede Car Mfg. Co. Railroad Gazette, Vol. 21, No. 32 (Aug. 9, 1889), at page 533, Col. 3. Finally, there is no record which supports the report that Cars ##218, 220, 222, and 224 came from the L.A.&R. Ry. This unsubstantiated report first materialized after 1983, after the history of these cars had been reported as “unknown,” in Clifford, Howard (1983). Doing the White Pass: The Story of the White Pass & Yukon Route and the Klondike Gold Rush. Sourdough Enterprises. ISBN 0-911803-04-1. , at pp. 79-80.
  64. ^ a b c d Kaaterskill R.R. Construction & Equipment Sub-ledger (unpublished), at page 150, New York Central R.R. Co. Records, St. Louis Mercantile Library, St. Louis, Missouri.
  65. ^ 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.
  66. ^ 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.
  67. ^ The Nevada-California-Oregon Ry. built much of its own rolling stock.
  68. ^ $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.
  69. ^ 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, California State Railroad Museum, Sacramento, 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.
  70. ^ 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’s Manual of Railroads, No. 18 (1885), 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.
  71. ^ a b c d e f The Western Railroader, v. 32, #7 (July 1969), at pp. 4, 7-10.
  72. ^ 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.
  73. ^ a b c Dickinson, A. Bray (1970). Narrow Gauge to the Redwoods. Trans-Anglo Books. ISBN 0-87046-010-2. , at page 138.
  74. ^ The Nevada & California Ry. was formed by the Southern Pacific Co. and took over the Carson & Colorado Ry. in 1905. No. 264 is likely to have been been to Keeler, California.
  75. ^ 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, the conversion did not occur in a vacuum. S.V. Ry. Baggage and RPO Car #2 was retired in 1928, which then reduced the number S.V. Ry. RPO’s from three to two. See, Poor’s Railroad Section for 1929, at page 503. In light of the S.V. Ry’s. car building practices, Car No. 26’s RPO components were likely to have been cannibalized from Car #2. Furthermore, a declining passenger market and a continuing need for a third RPO as a backup would have made 1928 the optimum year in which to convert No. 26.
  76. ^ Passim, White Pass Company Coach Roster (2008).
  77. ^ Mulvihill, Carl E. (2000). White Pass & Yukon Route Handbook. R. Robb, Ltd. , at pp. 80–85 (Passenger Car History).
  78. ^ a b c d e f g h i j k l m n o p History of UTLX at page 13.
  79. ^ a b c d e f g h i j k l m n o p q The 1909 and 1910 C.&S. Ry. boxcars may be distinguished from each other by the configuration of the coupler pocket.
  80. ^ a b c d e f g h i j k l m n o C.&S. Ry. Allotment for Expenditure #10608 (unpublished, 1942), Colorado & Southern Ry. Records, Robert W. Richardson Railroad Library, Colorado Railroad Museum, Golden, Colorado.
  81. ^ a b c 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.
  82. ^ 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.
  83. ^ a b c d e f g h i j k l m n o p q r s Tank Cars stored in Carcross Boneyard between 2002 and 2016: Tank Cars No. 27, No. 30, No. 31, No. 32, No. 33, No. 34, No. 35, No. 36, No. 37, No. 40, No. 41, No. 42, No. 43, and No. 52. Tank Cars stored in Carcross Boneyard between 2013 and 2016: Tank Cars No. 10, No. 29, No. 38, No. 39, and No. 57. In 2016, these tank cars were moved to Skagway to be cut down to flatcars.
  84. ^ Flatcar #319 was built by Sumpter Valley Ry. in 1917 (SV #76633), sold to White Pass in 1942.
  85. ^ Underframe of Tank Car #3 was originally Flatcar #541, built by White Pass in 1900, installed under Tank #3 in 1925.
  86. ^ Flatcar #316 was originally Hart Convertible Car #316, built by American Car & Foundry Co. in 1908, converted to flatcar in 1942.
  87. ^ Flatcar #325 was built by Sumpter Valley Ry. in 1917 (SV #76617), sold to White Pass in 1942.
  88. ^ a b Flatcars ##1139 and 1169 were built as boxcars in 1942. See, Remarks for Flatcars ##1131-1174.
  89. ^ a b c d Notwithstanding contrary published information, visual inspection of Tank Cars ##50-65 discloses that they were never frameless tank cars.
  90. ^ 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.
  91. ^ 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.
  92. ^ Combes (1970). 1970 Car and Locomotive Cyclopedia of American Practice. , § 3: Freight Train Cars, at page 103.
  93. ^ 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.
  94. ^ a b Lousy paint job. Ghosts of old numbers readable.
  95. ^ 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.
  96. ^ a b Contain uncontrollable, laterally disposed hoppers; therefore, not as suitable for ballast service as ##640-647.
  97. ^ a b Ghosts of old numbers readable. Architecture of trucks limit potential years of construction of #681.
  98. ^ a b c d e f g C.&S. Ry. numbers stenciled on the car interior were not painted over.
  99. ^ a b c See, Rudnick, Ron. “Re: Eight wheel Caboose on C&Sng?” C&Sng Discussion Forum, May 18, 2015, 9:44am, citing, Union Pacific Ry. Vol. 37, General Journal A (December 1880); Vol. 40, General Journal B (June 1883); Vol. 43, General Journal C (May 1885), Nebraska State Historical Society manuscripts, relating to Utah & Northern Ry. Cabooses ##1600-1622. (Journal descriptions of U.&N. Ry. Cabooses ##1600-1603, 1616-1612 do not fit the description of S.V. Ry. Caboose #4. U.&N. Ry. Cabooses ##1604-1615 were built in 1883 as U.&N. Ry. ##74-85.)
  100. ^ It is unlikely that this caboose was ever physically renumbered to 16001. The Oregon Short Line R.R. was not under Union Pacific Ry. control for only about a year, from its organization in 1897, until sometime in 1898. When delivered to the Sumpter Valley Ry., this caboose bore no number. Furthermore, all of the other O.S.L. R.R. cars that were delivered to the S.V. Ry. in 1903 either bore no number or still bore their Oregon Short Line & Utah Northern Ry. number. Sumpter Valley Ry. Freight and Express Bills, at pp. 24-29 (April–June 1903).
  101. ^ See, Salt Lake Tribune, Vol. 45, No. 177 (April 10, 1903), at page 5, Col. 5 (Eccles Buys the Lot - “The Sumpter Valley railway … has purchased from the Oregon Short Line all the narrow-gauge equipment of the latter company …”); Sumpter Valley Ry. Freight and Express Bills, at pp. 24 (April 20, 1903-“Cab 025772”), 26 (June 12, 1903-“Caboose Exn”), 26 (June 13, 1903-“Cab”); Sumpter Valley Ry., Valuation No. 103, schedule of Sumpter Valley Ry. freight train cars (Interstate Commerce Commission, 1916) (Caboose #4 “purchased second hand”). O.S.L.&U.N. Ry. car numbers and O.S.L. R.R. car numbers determined from Official Railway Equipment Registers.
  102. ^ a b C.&S. Ry. Allotment for Expenditure #10715 (unpublished, Aug. 1943), Colorado & Southern Ry. Records, Colorado Railroad Museum.
  103. ^ a b 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.
  104. ^ Sumpter Valley Ry., Valuation No. 103, schedule of Sumpter Valley Ry. freight train cars (Interstate Commerce Commission, 1916) (“Caboose Cars – Nos. 2 and 3: [built by] S.V. Ry. Co.”).
  105. ^ East Oregonian (Pendleton), Vol. 17, No. 5037 (May 2, 1904), at page 1, Col. 2 (Sumpter Extension, ¶ 4) (“the company is building new refrigerator cars and cabooses”). The Sumpter Valley Ry. had had only 2 cabooses as of June 30, 1897, presumably ##1-2. Poor’s Manual of Railroads for 1898, at page 273. By June 30, 1907, the S.V. Ry. had 3 cabooses, presumably ##1-3. 1st Report of the Railroad Commission of Oregon (1907), at page 172. Therefore, Caboose #3 would have been included in the reported 1904 S.V. Ry. car building. It is noteworthy that, while the assembly of this car occurred in 1904, many of the components were cannibalized from older cars.
  106. ^ a b After 1960, ##1000 and 1001 were the only two White Pass flatcars to have arch bar trucks.
  107. ^ a b c d e f g h 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.
  108. ^ 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.
  109. ^ a b A 6th Honolulu-type flatcar, the number of which is unknown, was also delivered to the M.C. R.R. in 1996.
  110. ^ a b c Passim, W.P.&Y.R. Equipment Lists as of 1943-1982, Office of Superintendent, Rail Division, privately held.
  111. ^ a b c d From North American Equipment Sales Co. company records.
  112. ^ a b c d e f g h White Pass records do not disclose Fairmont shop numbers of 2000-series track cars, and Fairmont records do not disclose White Pass 2000-series road numbers. Fairmont sold four A6-F3-3 (Z36)’s to the White Pass: Shop Nos. 231566 in 1968, and 237978, 237993 and 237994 in 1973. Fairmont also sold seven A6-F4-1 (Z36)’s to the White Pass: Shop Nos. 241349 and 241350 in Jan. 1976, 242262 and 242263 in Sept. 1976, 243932 and 243933 in 1977, and 244678 in 1978. All except No. 231566 had cab heaters. Of the 11 total A6-F’s sold to the White Pass, eight are currently (in 2014) in existence: Road Nos. 2018-2022, 2024, 2026, and 2044. These eight have cab heaters. All except Road No. 2044 are painted orange. Road No. 2044 is painted green and yellow.
  113. ^ a b c d e f g h i Former No. 2014 is presumed to be Fairmont Shop No. 231566 (1968), because of its significantly lower road number and because all other White Pass A6-F’s have cab heaters. Road No. 2044 existed before 1976, with green and yellow paint already applied, but with no road number yet applied. Short and Narrow Rails, Vol. 2, No. 1 (Serial 5, July 1979), at page 27 (lower right photo taken by Ted Schnepf in 1975). Accordingly, Road No. 2044 would be Shop No. 237978, 237993, or 237994 (1973). Its road number was not applied until 1979.
  114. ^ a b c d e f g Missing Road Nos. 2023 and 2025 are presumed to correspond to two A6-F4-1 (Z36)’s that have been removed from the roster. On November 27, 1978, two A6-F’s collided head-on at Mile Post 65.5, two miles south of Carcross, Yukon. "Extensive" damage to the two cars occurred. Thompson, Keith W. & Edward Weinberg (1979). Report of the Inquiry Into the White Pass and Yukon Railway and Other Surface Transportation Services Into and Out of the Yukon. Canadian Transport Commission. , Appendix 2. One or both of Road Nos. 2023 and 2025 may have been in that collision.
  115. ^ a b c d e f g Current, as well as currently vacant, A6-F Road Nos. 2018-2019, 2020-2021, 2022-2023, 2024-2025, and 2026 are presumed to have been assigned sequentially to the five 1973-1978 A6-F delivery batches. In that event, every shop number and every road number in any batch would be greater than every shop number and every road number in every earlier batch. Within any batch, however, the order of the shop numbers and the order of the road numbers may or may not be inverted. Accordingly, Road Nos. 2018, 2019, and 2044 would be Fairmont Shop Nos. 237978, 237993, and 237994 (1973), in unknown order. Road Nos. 2020 and 2021 would be Fairmont Shop Nos. 241349 and 241350 (Jan. 1976), in unknown order. Road Nos. 2022 and 2023 would be Fairmont Shop Nos. 242262 and 242263 (Sept. 1976), in unknown order. Road Nos. 2024 and 2025 would be Fairmont Shop Nos. 243932 and 243933 (1977), in unknown order. Road No. 2026 would be Fairmont Shop No. 244678 (1978).
  116. ^ The "spud" is the spade or chisel that can vibrate up and down, and anchors the machine to the ground.
  117. ^ Passim, W.P.&Y.R. Gas Shop records, Skagway Shops, Alaska.
  118. ^ Passim, Fairmont Railway Motors, Inc. records, Martin County Historical Society, Fairmont, Minnesota.
  119. ^ a b c Neither Union Tank Car Co. (UTLX) #3961 nor Pennsylvania Tank Car Co. (PTX) #3961 was a 3-compartment car. UTLX #3961, which existed by 1919, had a 10,394 gal. capacity and more likely had a diameter that was not consistent with the WP&YR tank. PTX #3961, which was built in 1916, had an 8,297 gal. capacity and could have had a diameter consistent with the WP&YR tank. Boyd, E. B. (July 30, 1919). Circular 6-O of United States and Canadian Railroads, Showing Capacities of Tank Cars; Official Railway Equipment Register, January 1915, June 1917. PTX (Sharon, Pennsylvania) was purchased by General American Transportation Co. in 1928, but remained a separate entity past 1939.
  120. ^ Pup is a term that was current during the Klondike Gold Rush. A pup is a small second order stream (one which is formed by the confluence of two first order streams), and which is also a tributary to yet another stream. Usually, they flow down gulches on the sides of a valley, into the creek at the bottom of the valley.
  121. ^ No. 406 is the only refrigerator car body recorded to exist since 1962 which (a) did not ever exist at a location different from the then-location of the Klondike Highway/Broadway Station refrigerator car body (which eliminates ##766, 768, 2nd 770 [ex-402]), (b) was built in 1910 (which again eliminates #766), and (c) is not depicted in a photo with damage that is inconsistent with the condition of the Klondike Highway/Broadway Station refrigerator car body (which again eliminates ##768, 2nd 770 [ex-402]).
  122. ^ 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.
  123. ^ a b c d e f The last 21 remaining 1899-1906 built boxcars and refrigerator cars were retired in 1958. None of the pre-1958-retired cars appear to have been sold to and used by local residents. See, Kemp, Forster A. (1957). “Reports on the White Pass & Yukon Route.” Canadian Railroad Historical Assn. News Report No. 81 (Sept. 1957), at pp. 91-93 (freight car notes compiled in July 1957). According to Mr. Kemp’s July 1957-recorded observations, there were two caboose bodies on private properties in Skagway [1st 905, 1st 911], but there were no boxcar bodies thereon. Also, according to Mr. Kemp, at least 23 freight cars had been dumped into the Skagway River by July 1957, but only seven tenders had been dumped into the river by then. An eighth tender superstructure (ex-#66, nee #69) would be dumped into the river later that same year. Its underframe had been removed to build Flatcar #1200 in April that year. This suggests that retired railroad cars were still being dumped into the Skagway River in 1957. Empirical evidence corroborates Mr. Kemp’s observations. Of the thirteen 1899-1906 White Pass boxcars and refrigerator cars observed and identified by number after 1958, eleven (85%) had been retired in 1958. The only two pre-1958 cars had been maintenance of way boxcars with windows cut in them; one of the two (#642) was retained as a yard office in Whitehorse; the other (#602) was placed on a trash laden, derelict lot in Skagway. Of the eleven numerically identified 1899-1906 cars which were sold to and used by the local residents, all had been retired in 1958 (##436, 440, 506, 518, 530, 570, 626, 656, 666, 670, 682, some now demolished).
  124. ^ a b The Mile 2.9/Broadway Station boxcar is 28 feet long and has no evidence that an ore door ever existed at the bottom of its “A” end. Among the 1958-retired boxcars, only four met these criteria and did not exist at some other location (##530, 538, 540, 590). Of these four, the list can be further narrowed to those three boxcars built in 1899 which bear numbers lower than 568. The pre-568 number is determined by the round holes which engaged the truss rod bolts. These holes are located on the ends of the car next to the corner plates. On boxcars which bear numbers lower than 568, these holes are round, and there are no smaller holes located adjacent to them. On boxcars which bear numbers higher than 566, the holes are square, with two smaller round holes located adjacent to the square holes. The Klondike Highway boxcar has the pre-#568 round truss rod bolt holes. See, also, Spude, Robert L. S. (1983). Skagway, District of Alaska – 1884-1912: Building the Gateway to the Klondike. Univ. of Alaska, Fairbanks. , at Appendix: Buildings within the Skagway Historical District (“Broadway Station Restaurant … Kurt Koster[s] constructed this pizza parlor in the spring of 1979, using two vintage 1899 box cars.” [sic, should be: using one vintage 1899 box car and one 1910 refrigerator car]). Of the three pre-#568 boxcars, #538 can be eliminated because photographic evidence shows that #538 had a major hole in the door on its right side, because the metal strap at the bottom of this door this door had a slight bowing, and because the Mile 2.9/Broadway Station boxcar does not reflect having had either defect. Of the two remaining boxcars, #530 is the only one which has been reported to exist since 1958. #530 has been reported to exist in 1976 – just three years before it disappeared and the Broadway Station restaurant appeared. In addition, #530 cannot be the car on 17½ Alley, because the 1976 report noted numerous underframe components which are not visible on the car on 17½ Alley. Thus, #530 must be the Mile 2.7/Broadway Station boxcar.
  125. ^ The 17½ Alley boxcar is 28 feet long and has no evidence that an ore door ever existed at the bottom of its “A” end. Among the 1958-retired boxcars, only four met these criteria and did not exist at some other location. Of these four, #530 can be eliminated, because a 1976 observation of #530 noted numerous underframe components which are not visible on the car on 17½ Alley. This leaves the three listed cars.
  126. ^ A White Pass boxcar which bears a number lower than 568 may be distinguished from a White Pass boxcar which bears a number higher than 566 by the shape of the holes which engaged the truss rod bolts. These holes are located on the ends of the car next to the corner plates. On boxcars which bear numbers lower than 568, these holes are round, and there are no smaller holes located adjacent to them. On boxcars which bear numbers higher than 566, the holes are square, with two smaller round holes located adjacent to the square holes.
  127. ^ a b The Portage Lake boxcar is 30 feet long and has no cutout in its end sheathing to allow the buffer block to abut the underframe directly. On this car, the buffer block abuts the sheathing. As such, the car would have been built in 1906. 30-foot boxcars built in 1900 had the cutout, and 30-foot boxcars built in 1906 did not have the cutout. Among the 1958-retired boxcars, only ##688 and 694 had been built in 1906 and are not otherwise accounted for. #694 is eliminated based on a photo of that car which discloses a grab-iron on the “B” end attached upside-down (i.e., bolts under rung). This leaves #688.
  128. ^ a b The boxcar on 14½ Alley is identifiable as a 1909 C&S-type boxcar that has not had its underframe detached to make a flatcar. One of the coupler pockets on this car still contains 1909 C&S-type draft gear. Draft gear connects a coupler to the car’s underframe. The presence of draft gear therefore indicates that the original underframe remains under the car. The underframe would have been detached from a boxcar, if a flatcar had been made from it. Of the 31 White Pass C&S-type boxcars, ##706, 712, and 720 are the only three which (a) were not cut down to flatcars, (b) were not built in 1910, (c) were not disposed of before 1950, and (d) are not otherwise accounted for. Of these three, #706 had its trucks detached in 1969, #720 had its trucks detached in 1969 in 1972, and neither has been recorded to exist since. The car on 14½ Alley is further identifiable on its left side as #712 by the replacement door, by the two vertical gashes to the left of the replacement door, and by the bowing of the second and third from the bottom grab-irons. (Compare, 712 (1982) and 14½ Alley (2006).)
  129. ^ a b The car at Glacier is identifiable as #730 by comparing a circa 2010 photo of the car at Glacier with a circa 1970 photo of #730, and noting five flaws common to both cars. First, the grab-iron on the right side of the “B” end has the identical bend. Second, there is an identical chunk of wood missing, just above the corner plate on the right side of the “B” end. Third, there is an identical chunk of wood missing along the lower edge, about ¼ of the way from that corner to the car door. Fourth, there is a horizontal gash in the wood, a few inches above the last missing chunk. Fifth, there is a similar gash in the wood on the left side of the “B” end, just below the second grab-iron from the top. (Compare, 730 (196x) and (Glacier 201x).)
  130. ^ a b Since 1961, seventeen Colorado & Southern-type boxcar bodies have been recorded to exist in Skagway, Alaska, or on the W.P.&Y.R. Sixteen of the 17 bodies cannot be the 4½ Alley body, based on three reasons. Only #746 is not eliminated by these reasons. First, eight of these bodies (##702, 704, 706, 710, 712, 720, 730, 758) are eliminated because they had been built in 1909, while the 4½ Alley body has 1910 built coupler pockets. Second, six of the nine remaining bodies (##708, 718, 1st 734, 2nd 734 [ex-728], 742, 754) are eliminated because, at one or more times, they have existed at locations different from the then-location of the 4½ Alley body. Third, two of the three remaining bodies (##714, 738) are eliminated because photos of them disclose damages which are inconsistent with the condition of the 4½ Alley body. The foregoing reasons alone indicate that the 4½ Alley boxcar body must have been #746. In addition to the foregoing reasons, all W.P.&Y.R. C.&S.-type boxcar bodies except ##714, 1st 734, 736, 746, 748, and 754 are eliminated from being the 4½ Alley body because of its 1910 coupler pockets and because its underframe has been detached. Of those last six bodies, ##714, 1st 734, and 754 are eliminated because photos of them disclose damages which are inconsistent with the condition of the 4½ Alley body. Of the remaining three bodies, ##736 and 748 are eliminated because they never had their corresponding C.&S. Ry. numbers recorded. Most likely, the latter two bodies had been demolished before the attempt was made to record the C.&S. Ry. numbers. As with the first three reasons, only #746 is not eliminated. Furthermore, the 4½ Alley boxcar and #754 had nearly identical histories for a time after their underframes were detached. During this initial time, both were located at the same address, both had lumber loading doors installed at their ends, and both were eventually repainted. Since the number of 754 had been recorded before repainting, it is likely that the number of the 4½ Alley boxcar was also recorded before repainting, which would make the 4½ Alley boxcar #746. The cumulative effect of all known evidence indicates that the 4½ Alley boxcar must have been #746.
  131. ^ a b This boxcar body is identifiable as being limited to ##714, 736, 746, 748, and 754 by its 1910 coupler pockets and by the fact that its underframe has been detached. It is further identifiable as #754 by the damage near the corner of the “A” end and the left side of the car. Specifically, there is more than a foot-long chunk and slice of the corner itself missing just above the corner plate. In addition, there is a scar over a foot long a few inches above the bottom at the front of the left side and another scar located several inches behind the horizontal scar. In addition, there are two gouges missing at the bottom of the “A” end near the corner plate. There is also a scar under the former location of the lower grab-iron at the front of the left side. Finally, there is a scar several inches to left of the bottom of the door on the left side. Photographic evidence shows that this damage had been present on #754 since 1957. (Compare, 754 (1957) and Broadway (2011).)
  132. ^ a b c d e f Johnson (1997). The Bonanza Narrow Gauge Railway. , at pp. 121-22, 124, 126, 152.
  133. ^ 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 Coutts, Robert C. (2003). Yukon Places and Names. Moose Creek Publishing. 
  134. ^ a b c d e f g h i j Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. , 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), 68 (T'aakú … is likely a contraction of the longer phrase, T’aawák Galakú …), 73 (#15: Naak'ina.áa = Nakina Village, #31: Naak'ina.áa Héeni = Lower Nakina River), 76 (#121: T'aakú = flood of geese), 145 (shtax'héen = biting itself water, "motion … found in … whirlpools or eddies in the river").
  135. ^ Edwards (2009). Dictionary of Tlingit. , at pp. 29, (l = verb classifier), 47 (aa = one), 204 (ulséix = s/he rests [regularly]), 294 (-x [suffix] = repeatedly).
  136. ^ 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 1890s, 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.
  137. ^ Hare, Greg & 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.
  138. ^ a b c d e f g 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).
  139. ^ a b c d e f g Schwatka, Frederick (1893). A Summer in Alaska. J. W. Henry. , at pp. 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.
  140. ^ 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 Phillips, James W. (1973). Alaska-Yukon Place Names. University of Washington Press. ISBN 0-295-95259-8. 
  141. ^ 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.
  142. ^ a b c d e 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.
  143. ^ a b John L. Motherwell (2012). Gold Rush Steamboats: Francis Rattenbury’s Yukon Venture. John L. Motherwell. ISBN 978-0-9868982-0-4. , at pp. 34 (Bernard Moore), 191-92 (Jennings).
  144. ^ a b 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).
  145. ^ 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).
  146. ^ a b c 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).
  147. ^ a b The form chíl-gaat "|cache-fish| which seems to refer to fish in a cache … is not a noun compound that is commonly used. There is an intriguing possible source of the name in Eyak … which means ‘among the cache(s).’" Crippen, James A. (2010). Multiple correspondences in Tlingit consonants with Proto-Athabaskan-Eyak, at page 3.
  148. ^ "Tlingit place names often incorporate nouns and verbs in contracted form, making them even more challenging to analyze and ‘unpack.’" 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 xiv.
  149. ^ Chíl (storehouse) + li (verb classifier) + koo (flooded) + t (present tense). See, Story, Gillian L. & Constance M. Naish (1973). Tlingit Verb Dictionary. University of Alaska. , at pp. 94, 335 (li-koo = be flooded), 360 ("-t" suffix indicates present tense). Without the verb classifier ("li"), chíl-li-koo-t becomes chilkoot, which means the flooded storehouse. Without a verb classifier, a Tlingit verb will become a participle (verbal adjective) or gerund (verbal noun).
  150. ^ Interview with Austin Hammond, Tlingit Elder, in Dauenhauer, Nora M., and Richard Dauehhauer (eds.) (1994). Haa Kusteeyí: Our Culture. Univ. of Washington Press. ISBN 0-295-97401-X.  , 850, 855-57 ("The name of it is Léik’wk’. It protruded way out from the edge of the cliff. That is what broke off. That is the reason Lkoot, this village, the entire village [was flooded]. The wave stretched its arm. … Yes, this has been told from near Raven’s time about this place."); Interview with Sally Burattin, Tlingit Elder ("When that broke off, and the rest of the mountain hit the water, it broke the land bridge that was there. They … called it X’āastayeekwáan, the People that Lived Under the Waterfall. And, when that mountain fell, it washed away all the people."). (“Raven’s time,” in Tlingit mythology, refers to when “Raven” cleverly caused the sun, the moon, and the stars to go into the sky and light up the world.)
  151. ^ See, Tlen (1993). Kluane Southern Tutchone Glossary. , at pp. 36 (chu = water), 79 (dläw = laugh).
  152. ^ 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.), 357 (Samuel H. Graves), 358-59 (Michael J. Heney).
  153. ^ Only circumstantial evidence exists regarding the source of this name. Dewey Lake is at the head of Dewey Creek, which had been named by 1902. Roppel, Pat (2013). "Skagway’s Castle Kern," Capital City Weekly. Shortly after the Battle of Manila Bay (1898), there were about three other Dewey Creeks in Alaska named for Admiral Dewey. See, Orth (1967). Dictionary of Alaska Place Names. , at pp. 269-70. Furthermore, there were no prominent persons named "Dewey" in Skagway around 1900.
  154. ^ See, Zagoskin, Lavrenty A., and Henry N. Michael (ed.) (1967). Lieutenant Zagoskin’s Travels in Russian America, 1842-1844: The First Ethnographic and Geographic Investigations in the Yukon and Kuskokwim Valleys of Alaska. Univ. of Toronto Press.  , at page 294 (note *30) ("harnessing dogs tandem … was introduced by the Russians. The tandem harness replaced the earlier fan-type"). The disadvantages of a fantail are that it is less effective than a tandem hitch, and that the fantail cannot be used at all on narrower trails through wooded areas. The advantage of a fantail is that, if a trail is over terrain that is rough or uneven, each dog has more room to maneuver around or over obstacles, such as rocks or chunks of ice. Lead dogs in a tandem hitch can pull following dogs into such obstacles.
  155. ^ Dickinson, Christine F. & Diane S. Smith (1995). Atlin: The Story of British Columbia’s Last Gold Rush. Atlin Historical Society. ISBN 0-9680193-0-7. , at page 39.
  156. ^ Wright (1976). Prelude to Bonanza. , at page 235 ("Hoot-chy-eye," most likely, hóoch’áai); Edwards (2009). Dictionary of Tlingit. , at page 122 (Hooch! = No more!).
  157. ^ From etymology information obtained in 2012 from memos at the Haines Junction Da Kų Cultural Centre. Hume eventually married a Southern Tutchone girl and left numerous descendants in the Haines Jct. area, including a few who worked at the Cultural Centre.
  158. ^ Ogilvie, William. "Geography and Resources of the Yukon River." The Geographic Journal, Vol. 12, No. 1 (July 1898) 21, 30 ("means Hammer creek … they used to erect barriers across the mouth to catch salmon by hammering sticks …").
  159. ^ Bright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN 978-0806135984. 
  160. ^ See, Dawson Daily News, Vol. 14, No. 59 (Oct. 7, 1912), "Remarkable Work of Archbishop McDonald in Yukon" ("Some of the Indians seem to think that the origin of the name is Ttrhondik or Large Salmon river. The stone hammer used in driving the stakes which formed the sides of the salmon fish traps was called trurh, and this seems to me to be the primary origin of the name of the famous river."); Wright (1976). Prelude to Bonanza. , at page 286, note 70 ("Ogilvie translated Trondiuck as hammer-water … This is only one of several versions of the origin of the name …"); Klondike: The Chicago Record’s Book for Gold Seekers. Monroe Book Co. 1897. , at page 437 ("Klondike, we are told, means salmon river.").
  161. ^ See, also, Ritter, John T. (1978). Han Gwich’in Athapascan Noun Dictionary. University of Alaska. , at pp. 22 (tr'ojà' = king salmon), 66 (wèe trät tr'ödoht'orr = hammer), 80 (ndek is the most common ending in the Dawson region meaning river). But, see, Bright (2007). Native American Placenames in the United States. , at page 229, which reports that Mr. Ritter later opined that t’ro is a Hän form of hammer which "no longer occurs in isolation." This is certainly possible; however, idioms occur frequently in all languages. In addition, the conflicting translations of Klondike are explained by differing attempts to abbreviate the meaning of an idiom. See, Dawson Daily News, Vol. 14, No. 59 (1912), and Wright (1976). Prelude to Bonanza. , both cited above. Therefore, tr'o•ndek appears more likely to be an idiom in which t’ro is a shortened form of the Hän word tr'ojà' (Chinook salmon).
  162. ^ a b See, Davidson (1883). The Kohklux Map. , at pp. 15, 20. Literally, taagish-áai is a hybrid phrase (Tagish + Tlingit), which means lake that contains breakup water. This name refers to Marsh Lake’s containing outflow from the Tagish River (water that appears when it is breaking up).
  163. ^ The McNeil River, which flows through McNeil Lake, was officially named in 1951, six years after Mr. McNeill left office. The head of the McNeil River is technically the "source" of the Yukon River, the most distant point upstream from the mouth of the Yukon, regardless of name. 1980 miles is the approximation most often given for this distance. Because of the sinuosity of rivers, because rivers change course, and because of the expense in performing any surveys, the exact length is not feasible to obtain.
  164. ^ Norris, Frank B. (1996). Legacy of the Gold Rush: An Administrative History of the Klondike Gold Rush National Historical Park. U.S. National Park Service. , Chapter 3, "Canadians Begin Managing the Chilkoot Trail."
  165. ^ Figueiredo, Renato B. (ed., 2014). Freelang Kaska Online Dictionary (men = lake, cho = big).
  166. ^ Náakee (upstream) + naa (people) + .áa (to be situated). Edwards (2009). Dictionary of Tlingit. , at page 328 (AA[1]). Without a verb classifier, a Tlingit verb will become a participle (verbal adjective) or gerund (verbal noun).
  167. ^ Wright (1976). Prelude to Bonanza. , at page 183.
  168. ^ Sidney (1980). Place-Names of the Tagish Region, Southern Yukon. , at #33 (Nisaleen probably from Athapaskan). Mrs. Sidney knew both Tagish and Tlingit, but did not know the origin of the word, suggesting that it was from an Athabascan language other than Tagish. (Tlingit is not an Athabascan language.)
  169. ^ The Southern Tutchone phrase is nàsät-lį (nàsät [strong] + [flow], "į" is nasalized). See, Tlen, Daniel (1993). Kluane Southern Tutchone Glossary. Yukon College. , at pp. 72 (nàsät = strong), 74 (nasal vowels); Davidson (1883). The Kohklux Map. , at page 26 (the Athabascan suffix -lin means flowing); Tom (1987). Èkeyi: Gyò Cho Chú. , at page 16 (#32: délin = running out).
  170. ^ Orth (1967). Dictionary of Alaska Place Names. , at page 769 (top of right column).
  171. ^ See, Sidney (1980). Place-Names of the Tagish Region, Southern Yukon. , at #105 (Log Cabin = Áax’w Sáani Xoo “among the small lakes”); Twitchell, Lance A. (2015). Tlingit Dictionary. Goldbelt Heritage Foundation. , at pp. 28, 179 (áax’w = little lake), passim (sáani = diminutive).
  172. ^ 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 Tlingit-speaking 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 and ‘wrinkled up’ waves.") .
  173. ^ 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 ("[S]he was simply called Skagway [‘the beautiful one’]."). The word is also a gerund (verbal noun), 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). A gerund was created by omitting the verb classifier "-l-," thus rendering a noun. See, Id., at pp. 29-30 (Every Tlingit verb must have a classifier).
  174. ^ Krause and Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians. , 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 ("22. [Kanagu is 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"); Emmons (1916). History of Tlingit Tribes and Clans, reproduced in, Thornton (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment. , at page 19 (Skagway is reportedly derived from the following legend: "[T]he rock wall opened and [Skagway] disappeared forever. But when the North wind blows down from the White Pass, … it was believed to be the breath of her spirit …"); The Desert News, Vol. 343, No. 19 (July 22, 1936), at page 14 ("There is a legend surrounding the name of Skagway. … To this [yet unnamed] village came a beautiful maiden … At last they beheld a mountain open and receive [the maiden] into a huge cavity which was afterward closed. The tradition is that every time a stranger crosses … White Pass and returns, that person brings with him the dread north wind which is the curse of Skagway.").
  175. ^ 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).
  176. ^ See, Motherwell (2012). Gold Rush Steamboats. , at page 98.
  177. ^ See, Sidney (1980). Place-Names of the Tagish Region, Southern Yukon. , Entry No. 54 (Tagish Narrows = Taagish Tóo’e’ = breakup [of ice, e.g.] - water). The prefix de- (or taa-) = it; tu (or tóo’) = water. Figueiredo, Renato B. (ed., 2014). Freelang Tagish Online Dictionary. Gish may have been borrowed from Tlingit. The Tlingit verb root geesh is an idiom, which figuratively means to get wet, and literally means to be like kelp. See, Story and Naish (1973). Tlingit Verb Dictionary. , at pp. 245-46 (wet), 314 (geesh). Broken up spring ice does get wet. The suffix -e’ may be the Tagish possessed noun suffix.
  178. ^ See, Wright, Allen A. (1976). Prelude to Bonanza: The Discovery and Exploration of the Yukon. Gray’s Publishing. , at page 186 ("on the east bank of the river, … the Tagish people … reside during the winter"). In the summers, the tribesmen would fan out in all directions. Their winter home was the one location that they all had in common. It was common for smaller bands of Indians to use a local geographic feature to identify themselves. See, e.g., Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. , at page xix (Col. 2).
  179. ^ Schwatka (1893). A Summer in Alaska. , at page 115 ("This new lake … is called by the Indians in the country Tahk-o …"). For the meaning of taku, see, "Remarks" for Car No. 318, Taku River.
  180. ^ See, Edwards (2009). Dictionary of Tlingit. , at pp. 29 (di = verb classifier), 313, 365 (yaa = to carry).
  181. ^ 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); Crippen (2010). Multiple correspondences in Tlingit consonants, at page 4. 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 …").
  182. ^ Mulvihill (2000). White Pass & Yukon Route Handbook. , at page 48 (Thompson River).
  183. ^ Wright (1976). Prelude to Bonanza. , Map #4, between pp. 58-59 (Tutshi River).
  184. ^ Stretch, R.H. (1899). Revised Map of the White Pass and Yukon Route to the Atlin Gold Fields. White Pass & Yukon Route, at 59° 38' N, 135° W.
  185. ^ Motherwell (2012). Gold Rush Steamboats. , at pp. 44-45.
  186. ^ Motherwell (2012). Gold Rush Steamboats. , at page 55, citing, Daily Colonist (Victoria, B.C.), Vol. 80, No. 47 (Aug. 5, 1898), at page 5, Col. 3.
  187. ^ Minter (1987). The White Pass. , at page 275 (“subcontracted pack trains of horses and mules”).
  188. ^ 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 (2009). Dictionary of Tlingit. , 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’.
  189. ^ a b "Dear Sir / I have great pleasure in informing you that I have at length after much trouble and difficulties, succeed[ed] in reaching the ‘Youcon’, or white water River, so named by the natives from the pale colour of its water. … /// I have the honour to Remain Your obᵗ Servᵗ / John Bell" Hudson’s Bay Company Correspondence to George Simpson from John Bell (August 1, 1845), HBC Archives, D.5/14, fos. 212-215d, also quoted in, Coates, Kenneth S. & William R. Morrison (1988). Land of the Midnight Sun: A History of the Yukon. Hurtig Publishers. ISBN 0-88830-331-9. , at page 21.
  190. ^ a b In Gwich’in, adjectives, such as big (choo) and white (gąįį), follow the nouns that they modify. Thus, white water is chųų gąįį. White water river is chųų gąįį han. Peter, Katherine (1979). Dinjii Zhuh Ginjik Nagwan Tr’iłtsąįį: Gwich’in Junior Dictionary. Univ. of Alaska. , at pp. ii (ą, į, ų are nasalized a, i, u), xii (adjectives follow nouns), 19 (big = nitsii or choo), 88 (ocean = chųų choo [literally, big water]), 105 (river = han), 142 (water = chųų), 144 (white = gąįį).
  191. ^ The phrase thus became ųųg han (if the "ųų" remains nasalized), or yuk han (if there is no nasalization). This phrase existed by 1843, because the Holikachuk had borrowed it by then, as documented below. A hook under a vowel, as in “ų,” indicates that the vowel is nasalized.
  192. ^ "[The Yukon] in the language of the Kang-ulit (Yup’ik) people is Kvikhpak; in the dialect of the downriver Inkilik (Holikachuk), Yukkhana; of those upriver (Koyukon), Yuna. All these terms mean the same thing in translation–‘Big River.’ I have kept the local names as a clearer indication of the different tribes along the river." Lt. Zagoskin’s Note 63 (1848), translated in, Zagoskin and Michael (1967). Lieutenant Zagoskin’s Travels. , at page 295. Zagoskin did not come into contact with the Gwich’in Indians and had no access to the information that Yukon means white water river in Gwich’in.
  193. ^ In Holikachuk, big river or big water would be xinchux or toochux. Kari, James, et. al. (1978). Holikachuk Noun Dictionary. Univ. of Alaska Fairbanks.  link), at page 19 (river = xin; water = too); Hargus, Sharon (2008). Vowel quality and duration in Deg Xinag. Univ. of Washington. , at page 29, note 33 (big = chux in Holikachuk). Adjectives followed the nouns that they modified in Holikachuk.
  194. ^ Thirty-nine pages of cited "Sources," representing over a century of research, did not verify Zagoskin’s report that Yukon means big river. Orth (1967). Dictionary of Alaska Place Names. , at pp. 6-44 ("Sources of Names"), 1069 ("The Eskimo … descriptively called it ‘Kuikpak’ meaning ‘big river.’ The Indian name ‘Yukon’ probably means the same thing."). Orth does not say "probably" when discussing Kuikpak’s meaning. Orth’s use of "probably" is limited to the discussion of Yukon’s meaning, which indicates that Zagoskin’s report that Yukon means big river was never verified. In addition, Orth’s "Sources" do not even include the Hudson’s Bay Company correspondence, which states that Yukon means white water river in Gwich’in. Nor do Orth’s "Sources" include aboriginal dictionaries.
  195. ^ The Holikachuk were in a position to conflate the meanings of the Gwich’in and Yup’ik names, because they traded with people who spoke the two languages. Lt. Zagoskin reported that: "The Ttynay tribe, which we know under their own name of ‘Inkilit,’ [now, Holikachuk,] … live along the routes of communication between the Yukon and the coast and are occupied almost exclusively with buying up furs from the natives living along the Yunnaka (Koyukuk River, a Yukon tributary)." Zagoskin also reported that: "The Inkalik proper [Holikachuk] …, who are chiefly occupied in trading both with their fellow tribesmen and with the neighboring tribes of Kang-ulit (Yup’ik Eskimo), have adopted the way of life of the latter …" Zagoskin and Michael (1967). Lieutenant Zagoskin’s Travels. , at pp. 196-97, 244. Because they had adopted the Eskimo way of life, and because they were the ones trading upriver, the Holikachuk would have been "the Esquimaux" referred to in John Bell's report: "The Esquimaux to the westwards likewise ascends the ‘Youcon’ and carry on a trade with the natives, as well as with the Musquash [Gwich’in] Indians … I have seen a large camp of the latter tribe on the Rat River on my return, who, had about a doz: of beat [hammered] Iron Kettles of Russian Manufacture which they bartered from the Esquimaux." See, Hudson’s Bay Company Correspondence to Simpson from Bell (1845), HBC Archives, D.5/14, fos. 212, 213. For these reasons, the Holikachuk were in a position to conflate the meanings of the two names, and to furnish this conflated information to the Russians.
  196. ^ Many White Pass passenger car names were partly derived from aboriginal place names. In order to represent most aboriginal names in writing, the pronunciations of these names had to be conformed to English phonology. The aboriginal languages had no written alphabet, and they had about 12 sounds that do not occur in English. Therefore, there were no symbols which corresponded to these non-English sounds. For that technical reason, the pronunciations of such names were conformed to English sounds. An example of a sound which does not occur in English is the initial consonant in the word Tlingit. It is a lateral sound, which means that it is made to the side of the tongue. Begin by holding the tip of the tongue against the roof of the mouth, as you would when you begin to pronounce a “d” or “t” sound. Then drop a side of the tongue and make a “thl” sound on that side. In addition, aboriginal place names usually describe some prominent characteristic of the place. Descriptive place names were needed as a tool to guide the traveler. See, Davidson, George (1883). The Kohklux Map. Yukon Historical & Museums Assn. , at page 25. There were no maps or written instructions to guide the traveler, because the aboriginal languages had not been reduced to writing prior to the arrival of the English or Russian language. As a consequence of not having a written language, people in the pre-1900 aboriginal societies viewed the world quite differently from people today.

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