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) | September 1878 | 4424 | No train brake. Originally, Dunsmuir, Diggle & Co. 2 ft 6 in (762 mm) gauge 0-6-0T #2, Duchess. (Named for Catherine S. D. Wellesley [1773–1831], wife of the 1st Duke of Wellington.[2]) Dunsmuir, Diggle sold to Wellington Colliery Railroad in 1883. Duchess converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3 ft (914 mm), 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 WP&YR 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 WP&YR depot in Carcros, Yukon, and remains there today. |
| 2nd 4 | Baldwin Locomotive Works | 2-6-2 11,031 lbf (49.07 kN) | September 1912 | 37564 | Originally, Klondike Mines Railway #4. The Klondike Mines Railway was abandoned in 1913 and the assets were sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive purchased by the WP&YR in 1942. Retired in 1950. Sold to the Oak Creek Central Railway in 1955 (OCC #4). Resold to the Peppermint & North Western Railroad. in 1960 (P&NW #4). Resold to the Petticoat Junction Railroad in 1964 (PJ #4). Resold to the Gold Nugget Junction Railroad in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[3][4] Resold to Dry Gulch, U.S.A. (now New Life Ranch Frontier Cove) in 2005. Resold, and moved to Georgetown Loop Railroad 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) | December 1897 | 167 | Originally, Colorado & Northwestern Railway #2. Acquired by the WP&YR 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 Bros.- or White Star Lumber Co., who reduced it to an 0-4-(4-0) [2-truck] type and converted it to standard gauge (WSL #1). Probably scrapped about 1916.[5][6] The known evidence suggests that this locomotive was not sold to the Maytown Lumber Co.[7] |
| USA 10 | Baldwin Locomotive Works | 4-6-0 16,010 lbf (71.2 kN) | January 1916 | 42768 | Originally, East Tennessee & Western North Carolina Railroad #10. Purchased by the U.S. Army in 1942. Bore "W.P.&Y.R." on tender.[8] Severely damaged in the 1943 Whitehorse engine house fire and retired. Shipped to Auburn, Washington in 1944. Scrapped in 1946.[9] |
| USA 14 | Baldwin Locomotive Works | 4-6-0 16,010 lbf (71.2 kN) | September 1919 | 52406 | Originally, East Tennessee and Western North Carolina Railroad #14. Purchased by the U.S. Army in 1942. Bore "W.P.&Y.R." on tender.[8] Severely damaged in the 1943 Whitehorse engine house fire and retired. Shipped to Auburn, Washington in 1944. Scrapped in 1946.[9] |
| USA 20 (ex-USA 3920) | Baldwin Locomotive Works | 2-8-0 13,200 lbf (59 kN) | December 1890 | 11355 | Originally, Denver, Leadville & Gunnison Railway #272. Became Colorado and Southern Railway #69 in 1899.[10] Purchased by the U.S. Army in April 1943 as #3920 for use on the WP&YR. Renumbered to 20 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][11] |
| USA 21 (ex-USA 3921) | Baldwin Locomotive Works | 2-8-0 13,200 lbf (59 kN) | December 1890 | 11356 | Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.[10] Purchased by the U.S. Army in April 1943 as #3921 for use on the WP&YR. Renumbered to 21 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][11] Exchanged tenders in 1930 with Chicago, Burlington & Quincy Railroad 2-8-0 Loco #537 (Baldwin 1896).[11] |
| USA 22 (ex-USA 3922) | Baldwin Locomotive Works | 2-8-0 12,600 lbf (56 kN) | May 1904 | 24109 | Originally, Silverton Northern Railroad #3. The Silverton Northern Railroad 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 WP&YR. Renumbered to 22 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9] |
| USA 23 (ex-USA 3923) | Baldwin Locomotive Works | 2-8-0 12,600 lbf (56 kN) | April 1906 | 27977 | Originally, Silverton Northern Railroad #4. The Silverton Northern Railroad 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 WP&YR. Renumbered to 23 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9] |
| 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 and Northerly Railroad #34, Gold Prince. Sold to the Silverton Northern Railroad in 1915 (SN #34).[12] The Silverton Northern Railroad 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 WP&YR. Renumbered to 24 in June 1943. Retired in 1945. Sold to the WP&YR in 1947. Scrapped in 1951. Tender placed as riprap along the Skagway River in 1949.[13] |
| Georgetown Loop RR 40 | Baldwin Locomotive Works | 2-8-0 21,437 lbf (95.36 kN) | September 1920 | 53777 | Originally, International Railways of Central America #50. Renumbered to 40 in 1928.[4] The locomotive was sold to Lindsey Ashby (who also had IRCA 44) for use on the Colorado Central Railroad in 1972(CC #40) and was transferred to the Georgetown Loop Railroad in 1977 (GL #40) The locomotive was on loan to the WP&YR 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, however in 2017 the Georgetown Loop's new operator agreed to bring 40 back to the loop to operate alongside IRCA 111, the locomotive 40 originally came to America with when Ashby purchased 40 and Don Drawer #111 (a 1926 Baldwin). |
| 51 (ex-1st 1) | Brooks Locomotive Works | 2-6-0 10,380 lbf (46.2 kN) | January 1881 | 494[14] | Originally, Utah & Northern Ry. #23. Renumbered to 80 in 1885 to conform to Union Pacific Railway system-wide numbering. Sold to the Columbia & Puget Sound Railroad in 1889 (C&PS 2nd 3).[14] Acquired by the WP&YR in 1898 as 1st 1. Baldwin steel boiler, new cylinders and larger smokebox 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) | August 1881 | 567[14] | Originally, Utah and Northern Railway #37. Renumbered to 94 in 1885 to conform to Union Pacific Railway system-wide numbering. Sold to the Columbia & Puget Sound Railroad in 1889 (C&PS 2nd 4).[14] Acquired by the WP&YR in 1898 as 1st 2. Baldwin steel boiler, new cylinders and larger smokebox installed; and renumbered to 52 in 1900. Powered the Taku Tram from 1932 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 WP&YR shops. In 2014 the locomotive was cosmetically restored and put on display at the WP&YR depot in Skagway. |
| 53 (ex-1st 3) | Grant Locomotive Works | 2-8-0 12,876 lbf (57.28 kN) | December 1881 ~ March 1882,[15] most likely February 1882[16] | one of ##1443, 1446-1451, 1456-1458, 1466-1468,[15] most likely #1451[16] | Denver & Rio Grande Railroad Class C-16, proposed ##230-239 series locomotive.[17] One of the last ten locomotives built by Grant for the D.&R.G. R.R. The D.&R.G. Railroad could not pay for these ten locomotives, because railroad bond prices had just collapsed. So, the locomotives were sold instead to the Toledo, Cincinnati & St. Louis Railroad in June 1882 (TC&StL ##57-66).[15] This loco became TC&StL #63. Bondholders foreclosed on the T.C.&St.L. Railroad, and #63 was sold to the Cincinnati Northern Ry. in 1883 (CN #63). No. 63 was transferred to the Cincinnati, Lebanon & Northern Ry. in 1885 (CL&N #63).[18] Grant foreclosed on #63 in June 1887,[19] and #63 was sold to the Columbia & Puget Sound Railroad via Barrows & Co. (dealer) in September 1887 (C&PS #9).[20] Acquired by the WP&YR in 1898 as 1st 3. Larger smokebox installed and renumbered to 53 in 1899. Retired in 1907. Scrapped in 1918. |
| 54 (ex-1st 4) | Baldwin Locomotive Works | 4-4-0 5,470 lbf (24.3 kN) | March 1878 | 4294 | Earliest-built locomotive to operate on the WP&YR. Originally, Thurston County R.R. Construction Co., d.b.a. "Olympia & Tenino R.R.," #1, E. N. Ouimette. Transferred to Olympia & Chehalis Valley Railroad in 1881 (O&CV #1). Sold to the Columbia & Puget Sound Railroad in 1890 (C&PS #10).[21] Acquired by the WP&YR in 1898 as 1st 4. Renumbered to 54 in 1899. Sold to the Tanana Mines Railway. in 1905 (TM #50). The TM Railway became the Tanana Valley Railroad in 1907 (TV #50). The Tanana Valley Railroad was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1923 (ARR #50). Locomotive 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 Railroad #8. Acquired by the WP&YR in 1898 as #5. Renumbered to 55 in 1899. Sold to the Klondike Mines Railway in 1904 (KM #2). The KM Ry. was abandoned in 1913. km Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. 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) | January 1899 | 16455 | Purchased new. Originally #6. Renumbered to 56 in 1899. Rebuilt from Vauclain compound to simple in 1907. Retired in 1938. Scrapped in 1940. Tender tank rebuilt to backward-sloping in 1936. Tender temporarily placed behind Loco #61 in 1938.[22] Original tender underframe scrapped in 1938. For 1938 replacement tender underframe, see, Flatcar #1016. Tender superstructure placed as riprap along the Skagway River in 1949.[13] Retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000. |
| 57 (ex-7) | Baldwin Locomotive Works | 2-8-0 15,118 lbf (67.25 kN) | January 1899 | 16456 | Vauclain compound locomotive. Purchased new. Originally #7. Renumbered to 57 in 1899. Sold in 1906 to the Klondike Mines Railway (KM #3). The Klondike Mines Railway was abandoned in 1913. Klondike Mines Railway assets sold to the Yukon Consolidated Gold Corp. in 1925. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon and is still there today.[3] Tender returned to WP&YR in 1942, and assigned to Rotary #2 from 1942 to 1944. Tender placed as riprap along the Skagway River in 1949.[13] |
| 59 | Baldwin Locomotive Works | 4-6-0 15,400 lbf (69 kN) | May 1900 | 17749 | Purchased new. Retired and scrapped in 1941. Tender underframe converted to Flatcar 1st 100 in 1942. Scrapped in 1947. |
| 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 WP&YR shops in Skagway in 1990, and remains there today. Tender assigned to Loco #191, 193, 194, or 197 from 1944 to 1946. (The corresponding 190-class tender was assigned to a rotary from 1944 to 1949.)[23] The #60 tender subsequently placed as riprap along the Skagway River in 1949.[13] Retrieved in 1989. Tender superstructure moved adjacent Skagway Museum about 2000 – upside down.[24] |
| 61 | Baldwin Locomotive Works | 2-8-0 17,600 lbf (78 kN) | June 1900 | 17814 | Purchased new.[25] Retired in 1944. Placed as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. Sold to Mid-West Locomotive & Machine Works in Wisconsin in 2003. Traded to Stockton Locomotive Works in 2016. Temporarily received the slope backed tender from Loco #56 in 1938.[22] No. 61’s original tender assigned to Loco #191, 193, 194, or 197 from 1944 to 1946. (The corresponding 190-class tender was assigned to a rotary from 1944 to 1949.)[23] The #61 tender was placed as riprap along the Skagway River in 1949.[13] |
| 62 | Baldwin Locomotive Works | 4-6-0 14,600 lbf (65 kN) | June 1900 | 17895 | Purchased new. Retired in 1945. Placed as riprap along the Skagway River in 1949. Tender assigned to Loco #191, 193, 194, or 197 in 1945 and 1946. (The corresponding 190-class tender was assigned to a rotary from 1944 to 1949.)[23] The #62 tender was reassigned to Loco #66 in 1947. Tender superstructure scrapped in 1951. Tender underframe scrapped in 1957. |
| 63 | Brooks Locomotive Works | 2-6-0 8,400 lbf (37 kN) | April 1881 | 522 | Originally, Kansas Central Railroad #7, Sidney Dillon. Renumbered to 102 in 1885 to conform to Union Pacific Railway system-wide numbering. K.C. R.R. converted to standard gauge in 1890.[26] Locomotive sold to F.M. Hicks & Co. (dealer) in 1897. Purchased from Hicks by the WP&YR in 1900.[27] Sold to the Klondike Mines Railway in 1902 (KM #1). The KM Railway was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive put on display at Dawson City, Yukon in 1961.[3] |
| 64 | Hinkley Locomotive Works | 2-6-0 7,802 lbf (34.71 kN) | November 1888 | 1781 | Built as a 2-6-0.[28] Originally, North Western Coal and Navigation Company #10. NWC&N was sold to the Alberta Railway & Coal Co. in 1891. Locomotive reduced to an 0-6-0, most likely in 1893 to accommodate dual gauge coupler fixtures.[29] Restored to a 2-6-0 and sold to the Columbia and Western Railway in 1896 (C&W #2). The Columbia and Western was taken over by the Canadian Pacific Railway in 1898. The Canadian Pacific Railway designated the locomotive 2nd 506, but never physically renumbered it.[30] Purchased by the WP&YR in 1900. Retired in 1907. Scrapped in 1918. |
| 65 | Brooks Locomotive Works | 2-6-0 8,480 lbf (37.7 kN) | September 1881 | 578 | Originally, Kansas Central Railroad #8, L. T. Smith. Renumbered to 103 in 1885 to conform to Union Pacific Railway system-wide numbering. K.C. R.R. converted to standard gauge in 1890. Locomotive sold to the Columbia and Western Railway in 1896 (C&W #3).[26] The C&W was taken over by the Canadian Pacific Railway in 1898. The Canadian Pacific Railway designated the locomotive 2nd 507, but never physically renumbered it.[30] Purchased by the WP&YR in 1900. Sold to the Tanana Mines Railway in 1906 (TM #51). The Tanana Mines Railway became the Tanana Valley Railroad in 1907 (TV #51). The Tanana Valley Railroad was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1923 (ARR #51). Locomotive scrapped in 1930. |
| 66 | Baldwin Locomotive Works | 4-6-0 15,400 lbf (69 kN) | May 1901 | 18964 | Purchased new.[31] Retired in 1951. Placed as riprap along the Skagway River in 1967. Original tender wrecked near Fraser in 1947, and left there until at least 1990.[32] Locomotive received the tender from Loco #62 in 1947. The superstructure from the ex-#62 tender was scrapped in 1951. Loco #66 then received the tender superstructure from the original tender of Loco #69. The ex-#69 superstructure was placed as riprap along the Skagway River in 1957.[13] The ex-#62 tender underframe scrapped in 1957. |
| 67 | Baldwin Locomotive Works | 4-6-0 15,400 lbf (69 kN) | May 1901 | 18965 | Purchased new.[31] Retired in 1941. Placed as riprap along the Skagway River in 1949. Tender underframe converted to Flatcar 101 in 1942. Scrapped in 1947. |
| 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.[33] Scrapped in 1938. |
| 69 | Baldwin Locomotive Works | 2-8-0 23,962 lbf (106.59 kN) | April 1908 | 32962 | Purchased new. Nicknamed Gila Monster by the 770th Railway Operating Battalion during World War II.[34] Retired in 1954. Sold to the Black Hills Central Railroad in 1956. (BHC #69, Klondike Casey). Resold to the Nebraska Midland Railroad in 1973 (NM #69).[33] Last run by Nebraska Midland Railroad in 1990. Sold back to the WP&YR in 2001. Returned to service on the WP&YR in 2008. Locomotive has not operated since 2013 and is currently stored at the WPYR shops. Received a hybrid tender in 1951. Hybrid underframe from the pre-1951 tender of Loco #71.[8] Hybrid superstructure had been from the tender of Sumpter Valley Railway Loco #50 (1916). Ex-SV #50 tender delivered with WP&YR Loco 1st 81 in 1941. Ex-SV #50 tender superstructure used to make #69 replacement tender in 1951.[35] |
| 70 | Baldwin Locomotive Works | 2-8-2 25,200 lbf (112 kN) | May 1938 | 62234 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #70).[4] Silver Dollar City sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[36] Received the tender from Loco #195 in 1950.[37] Loco #70's original tender assigned to Rotary #1 from 1950 to 1953, assigned to Loco #190 from 1953 to 1960,[8] and used to make Flatcar #1201 in 1962. |
| 71 | Baldwin Locomotive Works | 2-8-2 25,200 lbf (112 kN) | January 1939 | 62257 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #71).[4] Silver Dollar City sold out to Dollywood in 1986 (Dollywood #71, Beatrice).[36] Locomotive currently stored inoperable at the Dollywood backshop. Received the tender from Loco #196 in 1950.[38] Loco #71 exchanged tenders with Loco #192 (i.e., #71 received ex-#69/#71 hybrid tender) in 1977 (by Silver Dollar City). Hybrid tender scrapped between 1986 and 1999. |
| 72 | Baldwin Locomotive Works | 2-8-2 25,200 lbf (112 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 1977. The chassis was sold to Silver Dollar City in 1977. Silver Dollar City sold out to Dollywood in 1986.[36] Chassis scrapped in 1999. Tender from one of Loco ##191, 193, 194, 197.[39] Tender damaged in the 1969 Skagway roundhouse fire. Superstructure scrapped shortly thereafter. Underframe shipped out of Skagway in 1979. |
| 73 | Baldwin Locomotive Works | 2-8-2 25,200 lbf (112 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] Rebuilt 2018-2019. Operable. Original tender from one of Loco ##191, 193, 194, 197.[39] The tender was replaced by the 190-class tender of Loco 1st 81 in 2001.[40] The original #73 tender became an auxiliary tender in 2019.[41] |
| 80 | American Locomotive Company | 2-8-2 19,000 lbf (85 kN) | July 1920 | 61980 | Originally, Sumpter Valley Railway 2nd 101. Renumbered to 20 in 1920. Purchased by the WP&YR in 1940.[42] Shipped to Skagway in 1941. Retired in 1958. Sold to Sumpter Valley Railroad in 1977 (SV #20).[4][43] Delivered to WP&YR in 1941 with the tender from SV 2-8-2 Loco #18 (Baldwin 1916). Loco #80 received the 190-class tender from Rotary #1 or Rotary #2 in 1949.[39] The 1949 #80 tender put on display with Loco #195 in 1962.[44] In 1993, WP&YR #80 (by then SV RR Loco #20) received the former tender of Sumpter Valley Railway Loco #19.[43] |
| 1st 81 | American Locomotive Company | 2-8-2 19,000 lbf (85 kN) | July 1920 | 61981 | Originally, Sumpter Valley Railway 2nd 102. Renumbered to 19 in 1920. Purchased by the WP&YR in 1940.[42] Shipped to Skagway in 1941. Retired in 1957. Sold to Sumpter Valley Railroad in 1977 (SV #19).[4] Restored to operation on Sumpter Valley Railroad in 1995.[43] Delivered to WP&YR in 1941 with the tender from SV 4-6-0 Loco #50 (Baldwin 1916). Loco 1st 81 received the 190-class tender from Rotary #1 or Rotary #2 in 1949.[39] The original 1st 81 tender assigned to Rotary #2 from 1949 to 1951. The 1949 1st 81 tender sold to Sumpter Valley R.R. in 1977, and returned to WP&YR in 1990. This tender replaced the tender of Loco #73 in 2001.[40] In 1993, WP&YR 1st 81 (by then, Sumpter Valley Railroad Loco #19) received the former tender of SV Ry. Loco #20.[43] |
| 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 WP&YR, 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 Railroad in 1963 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry Railroad in 1975 (Huckleberry #2).[4] Renumbered back to 152 in 2006. |
| 190 (ex-USA 190) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69425 | U.S. Army Class S118. Originally, USA #190, and used by the Army on the WP&YR.[45] Transferred to the WP&YR in 1946. Out of service by 1959.[46] Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[47] Exchanged tenders with Rotary #1 (i.e., received Loco #70's original tender) in 1953.[8][48] Along with Loco #190, former tender of Loco #80 (ex-SV #18 tender) sold to Tweetsie Railroad in 1960,[35] instead of the ex-Loco #70 tender. |
| 191 (ex-USA 191) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69426 | U.S. Army Class S118. Originally, USA #191, and used by the Army on the WP&YR.[45] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[47] Tender reassigned to Rotary #1 or Rotary #2 in 1944; or reassigned to Loco #72 or 73 in 1947.[39] |
| 192 (ex-USA 192) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69427 | U.S. Army Class S118. Originally, USA #192, and used by the Army on the WP&YR.[45] Transferred to the WP&YR in 1946. Retired in 1957. Sold to the Rebel Railroad in 1960 (Rebel Railroad #192).[47] The Rebel Railroad sold out to Gold Rush Junction in 1970 (GRJ #192). Gold Rush Junction sold out to Silver Dollar City in 1977 (Silver Dollar City #192). Silver Dollar City sold out to Dollywood in 1986 (Dollywood #192, Klondike Katie).[36] Exchanged tenders with Rotary #2 (thereby receiving hybrid tender) in 1953.[8][48] Hybrid tender consisted of underframe from Loco #69's original tender, and superstructure from Loco #71's original tender.[8] Loco #192 exchanged tenders with Loco #71 (i.e., received Loco #196’s original tender, by Silver Dollar City) in 1977. Loco #192's original tender sold to Sumpter Valley Railway in 1977, and returned to WP&YR in 1990. |
| 193 (ex-USA 193) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69428 | U.S. Army Class S118. Originally, USA #193, and used by the Army on the WP&YR.[45] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[47] Tender reassigned to Rotary #1 or Rotary #2 in 1944; or reassigned to Loco #72 or 73 in 1947.[39] |
| 194 (ex-USA 194) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69429 | U.S. Army Class S118. Originally, USA #194, and used by the Army on the WP&YR.[45] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[47] Tender reassigned to Rotary #1 or Rotary #2 in 1944; or reassigned to Loco #72 or 73 in 1947.[39] |
| 195 (ex-USA 195) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69430 | U.S. Army Class S118. Originally, USA #195, and used by the Army on the WP&YR.[45] Retired in 1946. Sold to the WP&YR in 1947. Put on display adjacent to Skagway Museum in 1962.[47] Tender reassigned to Loco #70 in 1950.[37] Tender from #80 (originally #191, 193, 194, or 197 tender) put on display with Loco #195 in 1962.[44] |
| 196 (ex-USA 196) | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69431 | U.S. Army Class S118. Originally, USA #196, and used by the Army on the WP&YR.[45] Transferred to the WP&YR in 1946. Retired in 1950. Placed as riprap along the Skagway River in 1968.[47] Tender assigned to Loco #71 from 1950 to 1977.[38] Tender reassigned to Loco #192 in 1977 (by Silver Dollar City). |
| 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 WP&YR.[45] Retired in 1945. Sold to the WP&YR in 1947. Scrapped in 1951.[47] Received the tender from #60 or #61 in 1944. Original tender reassigned to Rotary #1 or Rotary #2 in 1944.[39] |
| USA 198 | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69433 | U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the WP&YR.[45] Retired in 1944. Shipped to Auburn, Washington in 1945. Sold to Dulien Steel Products Co. (dealer) in 1946.[9] Resold to the Hacienda Casa Grande of the Chicama Valley, Peru in 1948 (CG #17).[47][49][50] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[51] This loco was subsequently re-numbered to 32.[52] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[53] CG #32 (ex-USA 198) was scrapped between 1976 & 2003.[54] |
| USA 199 | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69434 | U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the WP&YR.[45] Retired in 1944. Shipped to Auburn, Washington in 1945. Sold to Dulien Steel Products Co. (dealer) in 1946.[9] Resold to the Hacienda Casa Grande of the Chicama Valley, Peru in 1948 (CG #18).[47][49][50] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[51] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[53] CG #18 (ex-USA 199) was scrapped between 1970 & 1976.[54] |
| USA 200 | Baldwin Locomotive Works | 2-8-2 16,000 lbf (71 kN) | February 1943 | 69435 | U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the WP&YR.[45] Retired in 1944. Shipped to Auburn, Washington in 1945. Sold to Dulien Steel Products Co. (dealer) in 1946.[9] Resold to the Hacienda Casa Grande of the Chicama Valley, Peru in 1948 (CG #19).[47][49][50] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[51] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[53] CG #19 (ex-USA 200) was scrapped between 1970 & 1976.[54] |
| USA 250 | American Locomotive Co. | 2-8-2 27,500 lbf (122 kN) | September 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
| USA 251 | American Locomotive Co. | 2-8-2 27,540 lbf (122.5 kN) | September 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
| USA 252 | American Locomotive Co. | 2-8-2 27,540 lbf (122.5 kN) | September 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 WP&YR. Wrecked and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
| USA 253 | American Locomotive Co. | 2-8-2 27,540 lbf (122.5 kN) | September 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 WP&YR. 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 to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
| USA 254 | American Locomotive Co. | 2-8-2 27,540 lbf (122.5 kN) | September 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
| USA 255 | American Locomotive Co. | 2-8-2 27,540 lbf (122.5 kN) | September 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
| USA 256 | American Locomotive Co. | 2-8-2 27,540 lbf (122.5 kN) | September 1923 | 64990[56] | 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][55] |
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 | Westminster Iron Works Heavy Duty Utility Rail Car.[64] 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 1966. Retired in 1966. 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 WP&YR 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 Kougarok R.R. (originally, the Wild Goose R.R.), out of Nome, Alaska. Derailed frequently, due to poor roadbed on the Kougarok R.R. Shipped to Skagway, Alaska in 1943. Transferred to the WP&YR in 1946 (WP&YR 3rd 3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970. |
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 HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #6. Purchased by the WP&YR in 1969. Retired in 1979. Sold to Duffy & Son, Inc., in 1981. Donated to the British Columbia Forest Museum in 1985. Sold back to WP&YR and moved to Hamilton Manufacturing 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 HBI-600 prime mover. Originally, Colorado Fuel & Iron #10. Purchased by the WP&YR in 1969. Retired in 1972. Sold to Duffy & Son, Inc., in 1981. Scrapped in 1985. |
| 2nd 81 | General Electric Co. | 800 hp (600 kW) | C-C | June 1957 | 32933 | Convertible gauge locomotive. Alco 6-251A prime mover. Originally, United States Army #3000. Operated on the Denver & Rio Grande Western Railroad from 1957 to 1960. Purchased by the WP&YR in 1973. Retired in 1978. Sold to Bandegua (Guatemala subsidiary of Del Monte Foods) in 1981 (Bandegua #314). Scrapped by 2006. |
| 90 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | June 1954 | 32060 | Originally, GE pattern GEX3341[66] with Alco 6-251A prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins QSK45L prime mover in 2008-2009. |
| 91 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | June 1954 | 32061 | Originally, GE pattern GEX3341[66] with Alco 6-251A prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive with Cummins QSK45L prime mover in 2009-2010. |
| 92 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | December 1956 | 32709 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2011-2012. Offered for sale in 2022. |
| 93 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | December 1956 | 32710 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Colt Industries, Fairbanks-Morse 6-251 prime mover installed in 1998. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2011-2012. Offered for sale in 2022. |
| 94 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | December 1956 | 32711 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2010-2011. Offered for sale in 2022. |
| 95 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | March 1963 | 34592 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2012-2013. Offered for sale in 2022. |
| 96 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | March 1963 | 34593 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2012-2013. Offered for sale in 2022. |
| 97 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | March 1963 | 34594 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2010-2011. Offered for sale in 2022. |
| 98 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | May 1966 | 35790 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins QSK45L prime mover in 2008-2009. |
| 99 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | May 1966 | 35791 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive with Cummins QSK45L prime mover in 2009-2010. Offered for sale in 2022. |
| 100 | General Electric Co. | 990 hp (740 kW) | C-C | May 1966 | 35792 | Originally, GE pattern GEX3341[66] with Alco 6-251B prime mover. Purchased new. Shipped out for rebuild in 2013, however the rebuild was never completed and the locomotive was scrapped for parts in 2015. |
| 101 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May 1969 | 6023-01 | MLW-Worthington Model Series C-14,[67] Specification DL-535E,[68] with Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1101). Repurchased by the WP&YR in 1999 (#101). Sold to the Durango & Silverton Narrow Gauge Railroad in April 2020 (D&S #101).[69] |
| 102 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May 1969 | 6023-02 | MLW-Worthington Model Series C-14,[67] Specification DL-535E.[68] Alco 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,[67] Specification DL-535E.[68] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1105). Repurchased by the WP&YR in 1999 (#103). Sold to the Durango & Silverton Narrow Gauge Railroad in May 2021 (D&S #103, Roxanne). |
| 104 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May 1969 | 6023-04 | MLW-Worthington Model Series C-14,[67] Specification DL-535E.[68] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1104). Repurchased by the WP&YR in 1999 (#104). |
| 105 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May 1969 | 6023-05 | MLW-Worthington Model Series C-14,[67] Specification DL-535E.[68] Alco 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,[67] Specification DL-535E.[68] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1106). Repurchased by the WP&YR in 1999 (#106). Sold to the Durango & Silverton Narrow Gauge Railroad in May 2021 (D&S #106). |
| 107 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May 1969 | 6023-07 | MLW-Worthington Model Series C-14,[67] Specification DL-535E.[68] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1107). Repurchased by the WP&YR in 1999 (#107). Sold to the Durango & Silverton Narrow Gauge Railroad in April 2020 (D&S #107, Charlotte).[69] |
| 108 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | December 1971 | 6054-01 | MLW-Worthington Model Series C-14,[67] Specification DL-535E. MLW 6-251D prime mover. Purchased new. Stored out of service. |
| 109 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | December 1971 | 6054-02 | MLW-Worthington Model Series C-14,[67] Specification DL-535E. MLW 6-251D prime mover. Purchased new. |
| 110 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | December 1971 | 6054-03 | MLW-Worthington Model Series C-14,[67] Specification DL-535E. MLW 6-251D prime mover. Purchased new. |
| Proposed 111 | Bombardier (bought Montreal Locomotive Works in 1975) | 1,200 hp (890 kW) | C-C | July 1982 | 6123-01 | Bombardier Specification DL-535E. 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).[70] Operable. |
| Proposed 112 | Bombardier | 1,200 hp (890 kW) | C-C | July 1982 | 6123-02 | Bombardier Specification DL-535E. 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).[70] Operable. |
| Proposed 113 | Bombardier | 1,200 hp (890 kW) | C-C | July 1982 | 6123-03 | Bombardier Specification DL-535E. 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.[70] |
| 114 | Bombardier | 1,200 hp (890 kW) | C-C | July 1982 | 6123-04 | Bombardier Specification DL-535E. Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Purchased by the WP&YR in 1995.[70] Damaged in 2006 derailment. Rebuilt 2007-2008. Sold to Cumbres & Toltec Scenic R.R. in November 2023. |
| 3001 | National Railway Equipment Company | 3,000 hp (2,200 kW) | C-C | March 2020[71] | 278-3001-03-2020 | NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1110 but not delivered.[72] Retained by NRE as Demonstrator #1110. Completed and sold to WP&YR in 2020.[71] |
| 3002 | National Railway Equipment Company | 3,000 hp (2,200 kW) | C-C | March 2020[71] | 278-3002-03-2020 | NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1109 but not delivered.[72] Retained by NRE as Demonstrator #1109. Completed and sold to WP&YR in 2020.[71] |
| 3003 | National Railway Equipment Company | 3,000 hp (2,200 kW) | C-C | June 2020[71] | 278-3003-06-2020 | NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1111 but not delivered.[72] Retained by NRE as Demonstrator #1111. Completed and sold to WP&YR in 2020.[71] |
| 3004 | National Railway Equipment Company | 3,000 hp (2,200 kW) | C-C | June 2020[71] | 278-3004-06-2020 | NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1112 but not delivered.[72] Retained by NRE as Demonstrator #1112. Completed and sold to WP&YR in 2020.[71] |
| 3005 | National Railway Equipment Company | 3,000 hp (2,200 kW) | C-C | September 2020 | 274-3005-09-2020 | NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Purchased in 2020. |
| 3006 | National Railway Equipment Company | 3,000 hp (2,200 kW) | C-C | September 2020 | 274-3006-09-2020 | NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Purchased in 2020. |
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 | ........ | WP&YR | 1900 | Open observation car. Single 4-wheel truck. No air brake. Used on the Taku Tram. Converted to a flatcar in 1937. Retired in 1951. |
| 2 | ........ | Chassis: Ford Motor Co.; powered front truck and idler wheels at rear: WP&YR | 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.[74] | 1918 | Originally, Sumpter Valley Railway Baggage Car #5. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #932). Transferred to the WP&YR (#932), and converted to a tool car, in 1946. Renumbered to X3 in 1947. Retired in 1969. Scrapped in 1971. |
| 5 | The Red Line | Beartown Mechanical Design, shop No. 1003 | 1998 | Self-propelled, 436 hp (325 kW) Diesel-hydraulic, Caterpillar Inc. Model 3406 engine. Built up from Flatcar #496. Sold to Miles Canyon Historic Ry. Society in 2004. Society merged into the MacBride Museum in 2017. Car severely damaged by fire (arson) at Whitehorse in 2021. |
| 1st 200 | 1st Lake Fraser (1946-1968) | WP&YR | 1902 | Business car from 1902 to 1939. Passenger car from 1939 to 1954. Bunk & Dining Car #X16 from 1954 to 1968, but not physically renumbered. Scrapped in 1969. |
| 2nd 200 | 2nd Lake Summit | Underframe: National Steel Car Corp.; body: WP&YR | 1992 | Built up from one of Flatcar ##476 to 478. Equipped with wheelchair lift. 1st Lake Summit (Coach #262) had been destroyed by fire in 1969. |
| 1st 201 | ........ | ........ | ........ | See, 1st 205. |
| 2nd 201 | ........ | WP&YR | 1900 | Baggage Car. Destroyed in a runaway in 1938. |
| 3rd 201 | Lake Crater | Underframe: National Steel Car Corp.; body: WP&YR | 1992 | Built up from one of Flatcar ##476 to 478. Equipped with wheelchair lift. |
| 1st 202 | ........ | J. Hammond Car Co.[75] | 1887[75] | Combine. Originally, Olympia & Chehalis Valley R.R. Combine #3. Sold to Columbia & Puget Sound Railroad in 1890 (C&PS #5 or 6).[76] Acquired by the WP&YR in 1898. Sold to Klondike Mines Railway in 1904 (KM #200). The KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire between 1947 & 1949.[3] |
| 2nd 202 | Lake Bare Loon | Underframe: National Steel Car Corp.; body: WP&YR | 1992 | Built up from one of Flatcar ##476 to 478. Equipped with wheelchair lift. |
| 1st 203 | ........ | ........ | ........ | See, #272. |
| 2nd 203 | Lake Fantail | Underframe: National Steel Car Corp.; body: WP&YR | 1992 | Built up from Flatcar #495. Equipped with wheelchair lift. |
| 1st 204 | ........ | Billmeyer & Small Co.[77] | 1882[78] | Originally, Addison & Northern Pennsylvania Railway. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Railway, which purchased the A&NP under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[79] Resold to the Columbia & Puget Sound Railway in 1888 (C&PS #3 or 4).[80] Acquired by the WP&YR in 1898. Sold to the Tanana Mines Railway in 1905 (TM #204). The TM Railway became the Tanana Valley Railroad in 1907 (TV #204). Car wrecked in 1916.[81] |
| 2nd 204 | Lake Chilkoot | Underframe: National Steel Car Corp.; body: WP&YR | 1993 | Built up from Flatcar #497. |
| 1st 205 | ........ | Seattle & Walla Walla Railroad[82] | 1877[82] | Baggage Car. Originally, S&WW #2.[82] Transferred to Columbia & Puget Sound R.R. in 1880. Acquired by the WP&YR in 1898 (1st 201). Renumbered to 1st 205 in 1900. Cupola added in 1924. Destroyed in a wreck in 1943. |
| 2nd 205 | Lake Chilkat | Underframe: National Steel Car Corp.; body: WP&YR | 1993 | Built up from Flatcar #498. |
| 1st 206 | ........ | J. Hammond Car Co.[75] | 1887[75] | Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound Railroad in 1890 (C&PS #5 or 6).[76] Acquired by the WP&YR 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 to have been scrapped thereafter. |
| 2nd 206 | Lake Nares | Underframe: National Steel Car Corp.; body: WP&YR | 1993 | Built up from Flatcar #499. When this car was completed in 1993, it was mistakenly numbered “203.” Shops personnel had forgotten that the 2nd 203 had been completed the year before. When the mistake was discovered in 1994, there already was a 2nd 204 and 2nd 205. Therefore, the car was then renumbered to 2nd 206. |
| 1st 207 | ........ | ........ | ........ | See, #270. |
| 2nd 207 | Lake Morrow | Underframe: National Steel Car Corp.; body: WP&YR | 1993 | Built up from Flatcar #493. Equipped with wheelchair lift. |
| 1st 208 | ........ | Billmeyer & Small Co.[77] | 1882[78] | Originally, Addison & Northern Pennsylvania Railway. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Railway, which purchased the A&NP under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[79] Resold to the Columbia & Puget Sound Railroad in 1888 (C&PS #3 or 4).[80] Acquired by the WP&YR in 1898. Sold to the Klondike Mines Railway in 1904 (KM #202). The KM Railway. was abandoned in 1913. KM Railway assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire between 1947 & 1949.[3] |
| 2nd 208 | Lake Homan | Underframe: National Steel Car Corp.; body: WP&YR | 1993 | Built up from Flatcar #494. |
| 1st 209 | ........ | ........ | ........ | See, #267. |
| 2nd 209 | Lake Bernard | Underframe: National Steel Car Corp.; body: WP&YR | 1993 | Built up from Flatcar #491. |
| 210 | ........ | Seattle & Walla Walla Railroad[82] | 1876[82] | Earliest-built rolling stock to operate on the WP&YR. Originally, S&WW Coach #1.[82] Transferred to Columbia & Puget Sound Railroad in 1880 (C&PS #1).[83] Acquired by the WP&YR in 1898. Sold to the Tanana Mines Railway in 1905 (TM #100). The TM Railway became the Tanana Valley Railroad in 1907 (TV #200). The TV RR was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1923 (ARR #200).[81] The Alaska Railroad's narrow-gauge branch was abandoned in 1930. Car presumed to have been scrapped thereafter. |
| 211 | Combo (since 2017) | American Car & Foundry Co., Lot #8338.[74] | 1918 | Combine. Originally, Sumpter Valley Ry. #11. Tool car from 1937 to 1943. Purchased by the U.S. Army for use on the WP&YR (USA #934), and returned to passenger service, in 1943. Transferred to the WP&YR (#211), and cupola added, in 1946. Roof damaged by the 1969 Skagway roundhouse fire and replaced shortly thereafter, resulting in a slightly altered roof shape. |
| 212 | ........ | Carter Brothers[84] | 1884[84] | Originally, Columbia & Puget Sound R.R. #2. Acquired by the WP&YR in 1898. Destroyed by the 1932 Skagway roundhouse fire. |
| 214 | Lake Spirit (since 1988) | J.G. Brill & Co.[85][86] | about November 1881[86] | Originally, St. Louis Southwestern Railway (T&StL #22 or 24).[86][87] Sold to Coeur d'Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[87][88][89] Purchased by the WP&YR in 1900. Cupola added in 1971. Cupola removed in 1994. |
| 216 | Lake Black (since 1996) | J.G. Brill & Co.[85][86] | about November 1881[86] | Originally, St. Louis Southwestern Railway (T&StL #22 or 24).[86][87] Sold to Coeur d'Alene Railway & Navigation Co. in 1886 (CdAR&N #1 or 2).[87][88][89] Purchased by the WP&YR in 1900. Cupola added in 1967. Cupola removed in 1996. |
| 218 | Lake Atlin (since 1946) | Jackson & Sharp Co. | June 1881[90][91] | Nos. 218 and 220 are the oldest operating rolling stock on the WP&YR. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[90][91] Purchased by the WP&YR in 1901.[25][31] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[92]) |
| 220 | Lake Dewey (since 1946) | Jackson & Sharp Co. | June 1881[90][91] | Nos. 218 and 220 are the oldest operating rolling stock on the WP&YR. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[90][91] Purchased by the WP&YR in 1901.[25][31] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[92]) |
| 222 | Lake Lindeman (since 1946) | Jackson & Sharp Co. | 1883[91][93] | Originally, Kaaterskill R.R.[94] (The Kaaterskill R.R. was a connecting subsidiary of the Stony Clove & Catskill Mountain Railroad) Coaches sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[91][93] Purchased by the WP&YR in 1901.[25][31] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[92]) |
| 224 | Lake Marsh (since 1946) | Jackson & Sharp Co. | 1883[91][93] | Originally, Kaaterskill R.R.[94] (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.[91][93] Purchased by the WP&YR in 1901.[25][31] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[92]) |
| 226 | 2nd Lake Fraser (since 1962) | WP&YR | 1903 | Bunk car from 1960 to 1962. 1st Lake Fraser (Coach 1st 200) had been converted to a bunk & dining car in 1954. From 1962 until 1968, both 1st 200 and #226 bore the name Lake Fraser. |
| 228 | ........ | WP&YR | 1904 | Destroyed by the 1932 Skagway roundhouse fire. |
| 1st 230 | ........ | WP&YR | 1908 | Open observation car from 1908 to 1921. Walled-in, in 1921. Passenger car from 1921 to 1942. Bunk car from 1942 to 1943. Destroyed by fire in 1943. |
| 2nd 230 | Lake Big Kalzes | Underframe: American Car & Foundry Co., Lot #TC-3263; body: WP&YR | 2001 | Built upon the underframe of Tank Car #70. Open observation car from 2002 to 2005. Walled-in, in 2005. |
| 232 | ........ | WP&YR | 1908 | Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Bunk car from 1942 to 1962. Renumbered to X6 in 1947. Scrapped in 1960. |
| 234 | Lake Cowley (since 1952) | most likely, Nevada-California-Oregon Railway[95] | 1892[96] | Originally, N-C-O #6.[97] Purchased by the WP&YR in 1916. Bunk car from 1945 to 1952. #X7 from 1947 to 1952. Back to Passenger Car #234 in 1952. |
| 236 | Lake Mayo (since 1946) | 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[97]). Purchased by the WP&YR in 1916. |
| 238 | 1st Lake Watson (since 1951) | WP&YR | 1922 | ........ |
| 240 | Lake Bennett (since 1946) | 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 WP&YR in 1926. |
| 242 | Lake Teslin (since 1946) | 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 WP&YR in 1926. |
| 244 | 2nd Lake Emerald (since 1962) | Carter Brothers | 1884[98] | Originally, South Pacific Coast Railroad #59. Sold to Northwestern Pacific Railroad in 1908 (NWP #731). Car purchased by the WP&YR in 1927.[99] Bunk car from 1960 to 1962. Converted back to passenger car in 1962. 1st Lake Emerald (Coach #254) had been converted to a bunk car in 1957. |
| 246 | ........ | ........ | ........ | See, #264. |
| 248 | Lake Tagish (since 1946) | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast Railroad #65. Sold to Northwestern Pacific Railroad in 1907 (NWP #728). Car purchased by the WP&YR in 1928.[99] Used on the Taku Tram from 1928 to 1936. |
| 250 | ........ | Pullman Co., Lot #C1073, Plan #253.[100] | 1893 | Originally, North Pacific Coast Railroad #22. The NPC became the North Shore R.R. in 1902 (NS #22). NS RR merged into the Northwestern Pacific Railroad in 1907 (NWP #713). Car purchased by the WP&YR in 1930.[99][101] Destroyed by the 1932 Skagway roundhouse fire. |
| 252 | Lake Muncho (since 1951) | Pullman Co., Lot #C1073, Plan #253.[100] | 1893 | Originally, North Pacific Coast Railroad #26. The NPC became the North Shore Railroad in 1902 (NS #26). NS Railroad merged into the Northwestern Pacific Railroad in 1907 (NWP #716).[99][101] Car purchased by the WP&YR in 1930. |
| 254 | Lake Dezadeash (since 1963) (1st Lake Emerald, 1951-1957) | Pullman Co., Lot #C1073, Plan #253.[100] | 1893 | Originally, North Pacific Coast Railroad #27. The NPC became the North Shore Railroad in 1902 (NS #27). North Shore Railroad merged into the Northwestern Pacific Railroad in 1907 (NWP #717).[101] Car purchased by the WP&YR in 1932.[99] Renumbered to X18, and its use of the name Lake Emerald was discontinued in 1957. Bunk 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 LaBerge (since 2016) (Lake LeBarge, 1945-2016) | Pacific Car & Foundry Co. | 1936 | Purchased new. Used as the Royal Coach for the Queen and Duke of Edinburgh state visit to Whitehorse in 1959. |
| 258 | Lake Kluane (since 1946) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Railway #102.[21] Purchased by the WP&YR in 1938. |
| 260 | Lake Tutshi (since 1946) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Railway #103.[21] Purchased by the WP&YR in 1938. |
| 262 | 1st Lake Summit (1950-1969) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Railway #105.[21] Purchased by the WP&YR in 1938 as #105. Bunk car from 1938 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 Brothers | 1885 | Originally, San Joaquin & Sierra Nevada Railroad Ettie. SJ&SN merged into the Northern Ry. in 1888 (Northern Ry. #1011). Northern Railway merged into the Southern Pacific Co. in 1898 (SP #1011). Car leased to the South Pacific Coast Railroad from 1904 to 1906. Leased to the Nevada & California Railway from 1906 to 1908.[102] Sold to Northwestern Pacific Railroad in 1908 (NWP #732). Purchased by the WP&YR in 1927 as #246.[99] Renumbered to 264 in 1948. |
| 266 | Lake Schwatka (since 1963) | American Car & Foundry Co. (St. Charles), Lot #8337.[74] | 1918 | Originally, Sumpter Valley Railway Coach #25. Purchased by the WP&YR in 1947 as #X5. Bunk 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.[74] | 1918 | Originally, Sumpter Valley Railway Combine #10. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #933). Tool car from 1943 to 1946. Transferred to the WP&YR 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.[74] | 1918 | Originally, Sumpter Valley Railway Coach #26. Converted to a passenger and railway post office combine, most likely in 1928.[103] Purchased by the WP&YR in 1947 as #X12. Bunk 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 Railway Baggage Car #201.[21] Purchased by WP&YR 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 (1967-2016) | WP&YR | 1900 | Originally, Baggage Car 1st 203. Cupola added in 1924. Cupola removed, converted to passenger car, and renumbered to 272 in 1967. Wrecked at White Pass in 2014. Scrapped in 2016 |
| 274 | Lake Primrose | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2011. Resold to Georgetown Loop Railroad in 2012 (GL #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 Railroad in 2007 (GL #228). Renamed Silver Queen by Georgetown Loop Railroad. |
| 280 | 1st Lake Dease | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Shipped out in 2012. Sold to the Colorado Railroad Museum in 2015 (CRRM #80). |
| 282 | 1st Lake Klukshu | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold to Georgetown Loop Railroad in 2007 (GL #282). Renamed Clear Creek by Georgetown Loop Railroad |
| 284 | 1st Lake Takhini | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold to Georgetown Loop Railroad in 2007 (GL #284). Renamed Argentine by Georgetown Loop Railroad. |
| 286 | Lake Kusawa | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Shipped out in 2012. Sold to the Colorado Railroad Museum in 2015 (CRRM #86). |
| 288 | 1st Lake McClintock | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold in 2007. |
| 290 | Yukon River | Underframe: National Steel Car Corp.; body: WP&YR | 1994 | Built up from Flatcar #492. |
| 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 (since 1999) (Norse River, 1998~1999) | Beartown Mechanical Design | 1998 | Purchased new. The car's original name misspelled the Nourse River's name by omitting the "u." |
| 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. 1st Lake Klukshu (Coach #282) was sold in 2005. |
| 350 | 2nd Lake McClintock | Hamilton Mfg. Co., shop #002 | 2005 | Purchased new. 1st Lake McClintock (Coach #288) was sold in 2005. |
| 352 | 2nd Lake Big Salmon | Hamilton Mfg. Co., shop #003 | 2005 | Purchased new. 1st Lake Big Salmon (Coach #276) was sold in 2005. |
| 354 | 2nd Lake Takhini | Hamilton Mfg. Co., shop #004 | 2005 | Purchased new. 1st Lake Takhini (Coach #284) was sold in 2005. |
| 356 | 2nd Lake Fairweather | Hamilton Mfg. Co., shop #005 | 2005 | Purchased new. 1st Lake Fairweather (Coach #280) was sold in 2005. |
| 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. |
| 401 | Michael J. Heney | Hamilton Mfg. Co., shop #1320400 | 2014 | Hamilton Model "Club." Purchased new. Club car. Originally, #400. Renumbered to 401 in 2018. |
| 402 | Samuel H. Graves | Hamilton Mfg. Co., shop #1320402 | 2014 | Hamilton Model "Club." Purchased new. Club car. |
| 501 | Lake Lynx (since 2020) (3rd Lake Emerald in 2019) | Hamilton Mfg. Co., shop #001 | 2019 | Purchased new. In 2018, a decision had been made to scrap Coach #244, 2nd Lake Emerald. Thus when Coach #501 was built, the name Lake Emerald was thought to be available. But by 2020, Coach #244 still existed, and a revised decision was then made not to scrap it. Thus in 2020, Coach #501 needed a new name. Lake Lynx was the new name. |
| 502 | Lake Wolf (since 2020) (2nd Lake Watson in 2019) | Hamilton Mfg. Co., shop #002 | 2019 | Purchased new. In 2018, a decision had been made to scrap Coach #238, 1st Lake Watson. Thus when Coach #502 was built, the name Lake Watson was thought to be available. But by 2020, Coach #238 still existed, and a revised decision was then made not to scrap it. Thus in 2020, Coach #502 needed a new name. Lake Wolf was the new name. |
| 503 | 2nd Lake Dease | Hamilton Mfg. Co., shop #003 | 2019 | Purchased new. 1st Lake Dease (Coach #280) had been sold in 2015. |
| 504 | Lake Moose (since 2020) (Lake Kluahne in 2019) | Hamilton Mfg. Co., shop #004 | 2019 | Purchased new. In 2018, a decision had been made to scrap Coach #258, Lake Kluane. Thus when Coach #504 was built, the name Lake Kluahne was thought to be available. But by 2020, Coach #258 still existed, and a revised decision was then made not to scrap it. Thus in 2020, Coach #504 needed a new name. Lake Moose was the new name. |
| 505 | Lake Partridge | Hamilton Mfg. Co., shop #005 | 2020 | Purchased new. |
| 506 | Lake Couger | Hamilton Mfg. Co., shop #006 | 2020 | Purchased new. |
| 507 | Lake Octopus | Hamilton Mfg. Co., shop #007 | 2020 | Purchased new. |
| 508 | Lake Tincup | Hamilton Mfg. Co., shop #008 | 2020 | Purchased new. |
| 932 | ........ | ........ | ........ | See, #X3. |
| USA 932 | ........ | ........ | ........ | See, #X3. |
| USA 933 | ........ | ........ | ........ | See, #267. |
| USA 934 | ........ | ........ | ........ | See, #211. |
[57][58][59][60][63][65][104][105]
Existing White Pass freight train 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(s) or Name | Type | Builder | Year(s) Built | Remarks |
|---|---|---|---|---|
| a. Boxcars | ............. | ............. | ............. | All time boxcar total = 201 (including World War II U.S. Army cars). The following remain in existence: |
| 708 | Boxcar | Colorado & Southern Railway | 1910[106] | Capacity = 25 short tons (23 t). Originally, C&S #8336.[107] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232914).[108] Transferred to the WP&YR in 1946 (#708). Wash & shower 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. |
| 742 | Boxcar | Colorado & Southern Railway | 1910[106] | Capacity = 25 short tons (23 t). Originally, C&S #8313.[107] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232943).[108] Transferred to the WP&YR in 1946 (#742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work service beginning in 2009. Retired by 2016. |
| b. Cabooses: | ............. | ............. | ............. | All time caboose total = 27 (including World War II U.S. Army cars). The following remain in existence: |
| 3rd 901 | Extended Vision Caboose | WP&YR | 1972 | ........ |
| 2nd 903 | Extended Vision Caboose | WP&YR | 1969 | Sold to Midwest Central Railroad in 1991. |
| 2nd 905 | Extended Vision Caboose | WP&YR | 1968 | Became U.S. Forest Service shelter at Denver, Alaska in 1994. |
| 909 | Cupola Caboose with Flanger | Colorado & Southern Railway | 1910[106] | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[109] Cut down to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #90857).[110] Renumbered to 857 in 1944. Transferred to the WP&YR in 1946 (#909). Retired in 1968. Restored to service in 1998. Retired again in 2019. Permanently laid up on static display with Rotary #1 in Skagway. |
| 1st 911 | Cupola Caboose | Sumpter Valley Railway[111] | 1904[112] | Originally, Sumpter Valley Railway #3.[112] Rebuilt in 1927. Purchased by U.S. Army in 1943 (USA #911). Retired in 1946. Sold to the WP&YR in 1947 (1st 911). Resold in 1947 to a private party who used it as a shed in Skagway, Alaska. Sent to Sumpter Valley Railroad in 1991 (SV #3). Restored to operation on Sumpter Valley Railway in 2006. |
| 2nd 911 | Cupola Caboose | Colorado & Southern Railway | 1910[106] | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[109] Converted to caboose by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #90861).[110] Renumbered to 861 in 1944. Sold to the WP&YR in 1947 (#861). Converted to Bunk Car #X14 in 1955. Named Katler's Castle, 1962~1965[8] (for Karl Kattler [1905-1971], WP&YR section 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. |
| c. Flatcars: | ............. | ............. | ............. | All time flatcar total = 620 (including World War II U.S. Army cars). The following remain in existence: |
| 1 to 6 (6 cars) | Flatcars | WP&YR | 1900 | Capacity = 1.05 tons. Single 4-wheel truck. No air brake. Used on the Taku Tram. Retired in 1951. No. 1 was a passenger car from 1900 to 1937. Number 4 put on display at Skagway, Alaska in 1971. 4 cars are at Taku, British Columbia. 1 car is at Scotia Bay, British Columbia. |
| 479, 481, and 484 to 490 (9 cars) | Container Flatcars | National Steel Car Corp.[113] | 1969 | Capacity = 52.5 short tons (47.6 t). Purchased new. |
| 737 | Flatcar | Colorado & Southern Railway | 1910[106] | Capacity = 25 short tons (23 t). Originally, C&S boxcar. Purchased by U.S. Army in 1943.[108] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334073).[114] Sold to the WP&YR in 1947 (#737). Retired in 2017. |
| 1000 | Flatcar | WP&YR | 1954 | Capacity = 30 short tons (27 t). Arch bar trucks.[115] Made from proposed – but unused – underframe for Passenger Car 258. Put on display at the Yukon Transportation Museum in 1988. |
| 1001 | Flatcar | WP&YR | 1954 | Capacity = 30 short tons (27 t). Arch bar trucks.[115] Made from proposed – but unused – underframe for Passenger Car 260. Put on display at the Skagway Museum in 1988. |
| 1002 | Flatcar | WP&YR | 1954 | Capacity = 30 short tons (27 t). Made from unused passenger car underframe. |
| 1003, 1004, and 1007 (3 cars) | Flatcars | unknown | 1942 | Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[116] Car purchased by WP&YR in 1954. |
| 1005 | Flatcar | Koppel Industrial Car & Equipment Co.[117] | 1933[117] | Same remarks as for ##1003, 1004, and 1007, above. |
| 1006 | Flatcar | unknown | 1943 | Same remarks as for ##1003, 1004, and 1007, above. |
| 1009 | Flatcar | unknown | most likely, 1943 | Same remarks as for ##1003, 1004, and 1007, above. |
| 1010, 1012, and 1013 (3 cars) | Flatcars | Pressed Steel Car Co.[118] | 1945[118] | Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[116] Car purchased by WP&YR in 1956. |
| 1011 | Flatcar | Koppel Industrial Car & Equipment Co.[117] | 1933[117] | Same remarks as for ##1010, 1012, and 1013, above. |
| 1016 | Flatcar | WP&YR | 1938 & 1956 | Capacity = 30 short tons (27 t). Originally, 1938 replacement underframe for Loco 56’s tender.[119] Rebuilt into weed burner in 1941.[120] Rebuilt into the second underframe for Rotary #1 in 1942. Rebuilt into Flatcar R2 in 1944. Wrecked in 1951. Rebuilt into Flatcar #1016 in 1956. |
| 1020 | Flatcar | Pacific Car & Foundry Co. | 1957 | Capacity = 30 short tons (27 t). Purchased new. |
| 1021 | Flatcar | Pacific Car & Foundry Co. | 1957 | Same remarks as for #1020, above. |
| 1024 to 1026 (3 cars) | Flatcars | Pacific Car & Foundry Co. | 1961 | Same remarks as for #1020, above. |
| 1102, 1103, 1105, 1107 to 1110, 1114, 1116, 1118, and 1120 (11 cars) | Flatcars | American Car & Foundry Co. | 1942 | Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Purchased by WP&YR via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954. Number 1105 was configured with railings in 2014 to act as a medical rescue car. |
| 1127 | Flatcar | Pullman Co., Lot #5706-A.[122] | 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).[121] Cut down to underframe for Tank Car #29 in 1943. Converted to flatcar in 1957 (#1127). |
| 1128 | Flatcar | Pullman Co., Lot #5706-A.[122] | 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).[121] Cut down to idler car in 1944. Transferred to WP&YR 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 in 1988. |
| 1129 | Flatcar | Pullman Co., Lot #5706-A.[122] | 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).[121] Cut down to underframe for Tank Car #25 in 1943. Transferred to WP&YR in 1946 (#23130). Became underframe of Tank Car #25 in 1943. Converted to flatcar in 1950 (#1129). |
| 1132 to 1138, 1140, 1142, 1144, 1165, 1168, and 1174 (13 cars) | Flatcars | American Car & Foundry Co. | 1942 | Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121][123] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[124] Sold to WP&YR and cut down to flatcars in 1962. |
| 1131, 1143, 1145, 1149, 1153, 1156, 1157, 1161, 1166, 1170, and 1173 (11 cars) | Flatcars | American Car & Foundry Co. | 1942 | Same remarks as for ##1132~1174 (13 cars), above.[123] In addition: No. 1143 to the Lahaina, Kaanapali & Pacific Railroad in 1990. No. 1149 to L.K.&P. R.R. in 1995.[125] Nos. 1131, 1156, 1157, and 1170 to Midwest Central Railroad in 1995.[126] Of these, #1157 resold to Georgetown Loop Railroad in 2011.[127] Nos. 1145, 1161, and 1166 to Sumpter Valley Railway in 2005.[128] Nos. 1153 and 1173 to Georgetown Loop Railroad in 2007.[127] |
| either 1146 or 1150 (one car) | Flatcar | American Car & Foundry Co. | 1942 | Same remarks as for ##1132~1174 (13 cars), above.[123] In addition: To Kauai Plantation in 2005.[129] (The other car of this pair is the underframe for KP Passenger Car Wainiha.) |
| 1180, 1183, and 1193 (3 cars) | Flatcars | American Car & Foundry Co. | 1942 | Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Sold to Kahului Railroad and cut down to flatcars in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. |
| 1176, 1177, and 1181 (3 cars) | Flatcars | American Car & Foundry Co. | 1942 | Same remarks as for ##1180, 1183, and 1193 (3 cars), above. In addition: No. 1177 to Lahaina, Kaanapali & Pacific Railroad in 1982. No. 1176 to Lahaina, Kaanapali & Pacific Railroad in 1995.[125] No. 1181 to Midwest Central Railroad in 1995, and resold to the Georgetown Loop Railroad in 2015.[127] |
| 1200 | Depressed Center Flatcar | WP&YR | 1957 | Capacity = 30 short tons (27 t). |
| 1201 | Depressed Center Flatcar | Baldwin Locomotive Works (shop #62234) and WP&YR | 1938 (Baldwin), 1962 (WP&YR) | Capacity = 30 short tons (27 t). Originally, underframe for Loco #70 tender (Baldwin). Tender assigned to Rotary #1 from 1950 to 1953. Assigned to Loco #190 from 1953 to 1960.[8] Used to make Depressed Center Flatcar #1201 in 1962. |
| 1202 | Depressed Center Flatcar | WP&YR | 1967 | Capacity = 30 short tons (27 t). |
| 1203 | Depressed Center Flatcar | WP&YR | 1968 | Capacity = 40 short tons (36 t). |
| d. Gondolas | ............. | ............. | ............. | All time gondola total = 30. None remain in existence. |
| e. Hopper Cars: | ............. | ............. | ............. | All time hopper car total = 31 (including multi-service cars). The following remain in existence: |
| 640 | Multi-Service Car[130] | 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.[131] Purchased by the WP&YR and converted to 3-foot gauge in 1990. |
| 641 to 647 (7 cars) | Multi-Service Cars[130] | 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 WP&YR and converted to 3-foot gauge in 1990. No. 641 = CN #6774; #642 = CN #6765; #643 = CN #6786; #644 = CN #6758; #645 = CN #6718; #646 = CN #6772, #647 = CN #6768.[131] |
| 672, 674, 679, and 680 (4 cars) | 3-Bay Hopper Cars | East Broad Top R.R. & Coal Co. | 1919 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT. Purchased by WP&YR in 1968. No. 672 = EBT #1026; #674 = EBT #1038; #679 = EBT #1047; #680 = EBT #1024.[132] To Sumpter Valley R.R. in 1991 (SV ##672, 674, 679, 680). |
| 676 | 3-Bay Hopper Car | East Broad Top R.R. & Coal Co. | 1919 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #1028.[132] Purchased by WP&YR in 1968. To Lahaina, Kaanapali & Pacific R.R. in 1995. |
| 678 | 3-Bay Hopper Car | East Broad Top R.R. & Coal Co. | 1914 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #858.[132] Purchased by WP&YR in 1968. Stored since 2002. |
| 682 | 3-Bay Hopper Car | East Broad Top R.R. & Coal Co. | 1927 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #1072.[132] Purchased by WP&YR in 1968. To Sumpter Valley R.R. in 1991 (SV #682). |
| 683 | 3-Bay Hopper Car | East Broad Top R.R. & Coal Co. | 1917 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #960.[132] Purchased by WP&YR in 1968. To Sumpter Valley R.R. in 1991 (SV #960). |
| f. Refrigerator Cars | ............. | ............. | ............. | All time refrigerator car total = 31 (including World War II U.S. Army cars). None remain in existence. |
| g. Side Dump Cars: | ............. | ............. | ............. | All time side dump car total = 53. The following remain in existence: |
| One of ##30-39 | Chassis of Center-Pivot, Side-Lift Dump Car | unknown | 1890s | Capacity of bin had been 4 cubic yards. Single 4-wheel truck. No air brake. Originally owned by W. D. Hofius & Co. Sold to WP&YR in 1899 for use during construction of railroad.[133] Chassis observed in 2018 at Alaska 360 Dredge Town, adjacent Klondike Highway Mile 2.2, Skagway, Alaska. |
| 650 to 657 (7 cars) | Side-Pivot, Drop-Side, Air-Dump Cars[134] | Eastern Car Co. | 1958 | Capacity = 16 cu yd (12 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by WP&YR and converted to 3-foot gauge in 1989. No. 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 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #801. Renumbered to 861 in 1947. Renumbered to 661 in 1960. Sold to Sumpter Valley R.R. in 1985 (SV #661). |
| 662 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #802. Renumbered to 862 in 1947. Renumbered to 662 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #86). |
| 663 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #803. Renumbered to 863 in 1947. Renumbered to 663 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #663). Resold back to WP&YR in 2005. Put on display at 8th Ave. and Spring St., Skagway, Alaska in 2016. |
| 664 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #804. Renumbered to 864 in 1947. Renumbered to 664 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #664). |
| h. Stock Cars | ............. | ............. | ............. | All time stock car total = 35. None remain in existence. |
| i. Tank Cars: | ............. | ............. | ............. | All time tank car total = 65 (including World War II U.S. Army cars). The following remain in existence: |
| Auxiliary Tender | Auxiliary Tender | Baldwin Locomotive Works | 1943 | Capacity = 5,000 US gal (19,000 L; 4,200 imp gal). Originally, tender of one of Loco ##191, 193, 194, 197. Reassigned to Loco #73 in 1947. Removed from Loco #73 between 2001 & 2003. Became an auxiliary tender in 2019.[41] |
| 8 | Tank Car | Standard Oil Co. | between 1903 & 1906[135] | Shell = 6,480 US gal (24,500 L; 5,400 imp gal), dome ≈ 136 US gal (510 L; 113 imp gal). Arch bar trucks. Originally, a Union Tank Car Co. standard gauge Class V (frameless) tank car. Built between 1903 & 1906 1906, bearing a number less than 10000. Renumbered to 10844 about 1911.[135] Purchased by WP&YR and converted to 3-foot gauge in 1939. Donated to the BC Forest Discovery Centre, Duncan, British Columbia, in 1978 (BCFDC #8). Unusual and historic tank car because it retained its original UTLX Class V architecture. |
| 10 | Tank Car | Tank: Standard Oil Co.;[136] replacement underframe: Pullman Co. | Tank: between 1906 & 1911;[136] replacement underframe: 1942 | Shell ≈ 6,500 US gal (25,000 L; 5,400 imp gal). Originally, a standard gauge Union Tank Car Co. (UTLX) Class V (frameless) tank car. Purchased by WP&YR and converted 3-foot gauge in 1941. Mounted on underframe of Gondola #110 in 1949. Stored since 2002. |
| 27 | Tank Car | Tank: American Car & Foundry Co.,[137] Lot #8470; replacement underframe: American Car & Foundry Co., Lot #5233 | Tank: 1918;[138] replacement underframe: 1908 | Shell = 6,672 US gal (25,260 L; 5,556 imp gal), dome = 111 US gal (420 L; 92 imp gal). Originally, one of United States Army Ordnance Department (GPRX) #4001~4500, probably #4042.[139] Ordered in 1917 as one of 575 standard gauge 6,500 US gal (25,000 L; 5,400 imp gal) tank cars intended to be used in France.[137] Due to the progress of World War I, this order was changed, and 500 standard gauge 7000-7020 nominal gal. tank cars were delivered to the Ordnance Department.[140] Under Army ownership, car wrecked and repaired, the repair reducing its capacity to 6,672 gallons.[141] Tank mounted on WP&YR Flatcar #319 in 1944 (USA 27).[142] Tank transferred to the WP&YR in 1946 (#27).[143] Re-mounted on the underframe of Gondola #108 in 1952.[144] Re-mounted on the underframe of Tank Car #3 in 1956.[145] Re-mounted on Flatcar #316 in 1968. Stored since 2002. |
| 28 | Tank Car | Tank: Standard Oil Co.; replacement underframe: Pullman Co. | Tank: between 1903 & 1906;[146] replacement underframe: 1942 | Shell = 6,481 US gal (24,530 L; 5,397 imp gal), dome = 190 US gal (720 L; 160 imp gal). Originally, a Union Tank Car Co. (UTLX) standard gauge UTLX Class V (frameless) tank car. Built between 1903 & 1906, bearing a number less than 10000. Renumbered to 15744 about 1912.[146] Purchased by WP&YR and mounted Flatcar #325 in 1949.[147] Re-mounted on the underframe of Gondola #116 in 1950. Put on display at the Yukon Transportation Museum in 1990, posing as #42 (fantasy number). |
| Fantasy 42 | Tank Car | ............. | ........... | See, #28. |
| 50 | Tank Car | Tank: Standard Steel Car Co.;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,383 US gal (24,160 L; 5,315 imp gal),[150] dome = 150 US gal (570 L; 120 imp gal). Originally, Union Tank Car Co. (UTLX) #13084, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88112 in 1947. Renumbered to UTLX 11024 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #13084). |
| 51 | Tank Car | Tank: Standard Steel Car Co.;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1915;[148] replacement underframe: 1927[149] | Shell = 6,374 US gal (24,130 L; 5,307 imp gal),[150] dome = 209 US gal (790 L; 174 imp gal). Originally, Union Tank Car Co. (UTLX) #12739, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88113 in 1947. Renumbered to UTLX 11025 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #12739). |
| 53 | Tank Car | Tank: Pressed Steel Car Co.;[148] replacement underframe: Pullman Co. | Tank: 1907;[148] replacement underframe: 1942 | Shell = 6,379 US gal (24,150 L; 5,312 imp gal),[150] dome = 154 US gal (580 L; 128 imp gal). Originally, Union Tank Car Co. (UTLX) #12838, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88107 in 1947. Renumbered to UTLX 11019 in 1956. Purchased by WP&YR in 1963. Tank re-mounted on Flatcar #106 in 1980. Water car. |
| 58 | Tank Car | Tank: Standard Oil Co.-Buffalo Works;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1930[149] | Shell = 6,487 US gal (24,560 L; 5,402 imp gal),[150] dome = 160 US gal (610 L; 130 imp gal). Originally, Union Tank Car Co. (UTLX) #12770, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1930.[149] Upon conversion, it ran on the D&RGW. Type W internal steam heating pipes installed in 1937.[150] Renumbered to UTLX 88125 in 1947. Renumbered to UTLX 11027 in 1956. Purchased by WP&YR in 1963. To Colorado R.R. Museum in 1991 (UTLX #88125). |
| 59 | Tank Car | Tank: Standard Steel Car Co.;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,384 US gal (24,170 L; 5,316 imp gal),[150] dome = 151 US gal (570 L; 126 imp gal). Originally, Union Tank Car Co. (UTLX) #12976, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88110 in 1947. Renumbered to UTLX 11022 in 1956. Purchased by WP&YR in 1963. To Georgetown Loop R.R. in 1991 (#59). To Colorado R.R. Museum in 2004 (#59). |
| 60 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[148] replacement underframe: American Car & Foundry Co. | Tank: 1907;[148] replacement underframe: 1942 | Shell = 6,424 US gal (24,320 L; 5,349 imp gal),[150] dome = 150 US gal (570 L; 120 imp gal). Originally, Union Tank Car Co. (UTLX) #13236, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1924.[149] Upon conversion, it ran on the Denver & Rio Grande Western R.R. Type W internal steam heating pipes installed in 1937.[150] Renumbered to UTLX 88128 in 1947. Renumbered to UTLX 11030 in 1956. Purchased by WP&YR in 1963. Tank re-mounted on Flatcar #1178 in 1980. Sold to Sumpter Valley R.R. in 2005. Tank became replacement tank for SV Tank Car #100/13055. Underframe (ex-#1178) became underframe for SV Fire Car #0178. |
| 61 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,330 US gal (24,000 L; 5,270 imp gal),[150] dome = 152 US gal (580 L; 127 imp gal). Originally, Union Tank Car Co. (UTLX) #13172, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88104 in 1947. Renumbered to UTLX 11016 in 1956. Purchased by WP&YR in 1963. To Sumpter Valley R.R. in 1991 (SV #61). |
| 62 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,339 US gal (24,000 L; 5,278 imp gal),[150] dome = 154 US gal (580 L; 128 imp gal). Originally, Union Tank Car Co. (UTLX) #13130, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88101 in 1947. Renumbered to UTLX 11013 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #12962).[151] |
| 63 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,344 US gal (24,010 L; 5,282 imp gal),[150] dome = 151 US gal (570 L; 126 imp gal). Originally, Union Tank Car Co. (UTLX) #13168, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88103 in 1947. Renumbered to UTLX 11015 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #13168). |
| 64 | Tank Car | Tank: Pressed Steel Car Co.;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,383 US gal (24,160 L; 5,315 imp gal),[150] dome = 151 US gal (570 L; 126 imp gal). Originally, standard gauge Union Tank Car Co. (UTLX) #12872, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Renumbered to UTLX 88100 in 1947. Renumbered to UTLX 11012 in 1956. Car purchased by WP&YR in 1963. To Colorado R.R. Museum in 1991 (UTLX #12918).[152] |
| 65 | Tank Car | Tank: Standard Oil Co.-Buffalo Works;[148] replacement underframe: Denver & Rio Grande Western R.R.[149] | Tank: 1907;[148] replacement underframe: 1927[149] | Shell = 6,407 US gal (24,250 L; 5,335 imp gal),[150] dome = 160 US gal (610 L; 130 imp gal). Originally, Union Tank Car Co. (UTLX) #12757, a standard gauge UTLX Class X (center sill) tank car.[148] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[149] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[150] Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #12757). |
1880’s-built White Pass Freight Cars[edit]
Cars with dark grey have been scrapped.
| Number | Type | Builder | Year(s) Built | Remarks |
|---|---|---|---|---|
| 1st 400[154] | Flatcar | Oregon Improvement Co. | 1889 | Originally, Columbia & Puget Sound Railroad Gondola #400. Sold to WP&YR and cut down to flatcar in 1898 (WP&YR 1st 400). No train brake. Relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #225). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930. |
| 1st 401[155] | Flatcar | Oregon Improvement Co. | 1889 | Originally, Columbia & Puget Sound Railroad Gondola #404. Sold to WP&YR and cut down to flatcar in 1898. Retained #404 until 1899, when it was renumbered to 1st 401. No train brake. Relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #227). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930. |
| 1st 402[154] | Flatcar | Oregon Improvement Co. | 1889 | Originally, Columbia & Puget Sound Railroad Gondola #405. Sold to WP&YR and cut down to flatcar in 1898. No train brake. Retained #405 until 1899, when it was renumbered to 1st 402. Relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #229). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930. |
| 1st 403[154] | Flatcar | Oregon Improvement Co. | 1889 | Originally, Columbia & Puget Sound Railroad Gondola #409. Sold to WP&YR and cut down to flatcar in 1898. Retained #409 until 1899, when it was renumbered to 1st 403. Wrecked and burned in 1947. |
| 1st 404[154] | Flatcar | Oregon Improvement Co. | 1889 | Originally, Columbia & Puget Sound Railroad Gondola #413. Sold to WP&YR and cut down to flatcar in 1898. Retained #413 until 1899, when it was renumbered to 1st 404. Scrapped in 1943. |
| 1st 405[154] | Flatcar | Oregon Improvement Co. | 1889 | Originally, Columbia & Puget Sound Railroad Gondola #416. Sold to WP&YR and cut down to flatcar in 1898. No train brake. Retained #416 until 1899, when it was renumbered to 1st 405. Relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #231). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930. |
| 2nd 413[156] | Flatcar | Carter Brothers | 1880 | Originally, Oregonian Ry. Flatcar #159. Transferred to South Pacific Coast R.R. in 1894 (SPC 2nd 89). Transferred to the Nevada & California Ry. in 1907 (N&C 2nd 111). Transferred to the Southern Pacific Co. in 1912 (SP #111). Sold to the Nevada County Narrow Gauge R.R. in 1936 (NCNG #413).[157] Straight air brake on the N.C.N.G. R.R. Resold to the WP&YR in 1942 (2nd 413). No train brake on the WP&YR. Relegated to Skagway yard and dock service only. Scrapped in 1946. |
| 2nd 415[156] | Flatcar | Carter Brothers | 1882 | Originally, a San Joaquin & Sierra Nevada R.R flatcar. Transferred to the Northern Ry. in 1888 (Northern Ry. #692). The Northern Railway merged into the Southern Pacific Co. in 1898 (SP #692). Transferred to the Nevada & California Ry. in 1906 (N&C 2nd 56). Transferred back to S.P. Co. in 1912 (SP #56). Sold to the Nevada County Narrow Gauge R.R. in 1936 (NCNG #415).[157] Straight air brake on the N.C.N.G. R.R. Resold to the WP&YR in 1942 (2nd 415). No train brake on the WP&YR. Relegated to Skagway yard and dock service only. Scrapped in 1946. |
| 2nd 417[156] | Flatcar | Carter Brothers | 1880 (?) | Originally, may have been an Oregonian Ry. flatcar. In any event, transferred to South Pacific Coast R.R. in 1894. Transferred to the Nevada & California Ry. in 1907 (N&C 2nd 120). Transferred to the Southern Pacific Co. in 1912 (SP #120). Sold to the Nevada County Narrow Gauge R.R. in 1936 (NCNG #417).[157] Straight air brake on the N.C.N.G. R.R. Resold to the WP&YR in 1942 (2nd 417). No train brake on the WP&YR. Relegated to Skagway yard and dock service only. Scrapped in 1943. |
| USA 909 | Cupola Caboose | Union Pacific Railway[158][159] | 1880[158] | Originally, Utah and Northern Railway (a U.P. Railway subsidiary) #71.[160] Renumbered to 1621 in 1885 to conform to Union Pacific system-wide numbering.[161] Transferred to Oregon Short Line & Utah Northern Railway in 1889 (OSL&UN #1621). Stored at Pocatello, Idaho, from 1890 to 1896.[162] Transferred to Oregon Short Line Railroad in 1897 (officially, OSL #16001). Officially renumbered to 599 in 1899. However, the caboose never physically bore the official numbers 16001 or 599.[163] Wrecked and written off in 1902.[164] Sold to Sumpter Valley Railway (a non-U.P. Railway) in 1903.[165] Not used by the Sumpter Valley Railway until 1909, at which time it was repaired and assigned number 4.[166] Purchased by the U.S. Army in 1943 for use on the WP&YR. Destroyed by fire in 1945.[167] |
| USA 90851 | 4-wheel Cupola Caboose | Union Pacific Railway[159] | 1882 | Originally had no cupola and was Denver, South Park & Pacific Railroad (a U.P. Railway subsidiary) #69. Re-numbered to 1507 in 1885 to conform to Union Pacific system-wide numbering. Transferred to Denver, Leadville & Gunnison Railway in 1889 (DL&G #1507). Transferred to Colorado & Southern Railway (a non-U.P. Railway) in 1899 (C&S #306). Center cupola added in 1899. Cupola moved to an end in 1908. Renumbered to 1005 in 1912.[168] Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #90851). Renumbered to 851 in 1944. Scrapped in 1945. |
| USA 90852 | 4-wheel Cupola Caboose | Union Pacific Railway[159] | 1881 | Originally had no cupola and was Denver, South Park & Pacific Railroad (a U.P. Railway subsidiary) #65. Re-numbered to 1503 in 1885 to conform to Union Pacific system-wide numbering. Transferred to Denver, Leadville & Gunnison Railway in 1889 (DL&G #1503). Transferred to Colorado & Southern Railway (a non-U.P. Railway) in 1899 (C&S #304). Cupola added in 1908. Renumbered to 1003 in 1912.[168] Purchased by the U.S. Army in 1943 for use on the WP&YR. Wrecked in November 1943. Thereafter, body became a car inspector’s shack at Shops. Demolished by fire in 1958. |
| USA 90853 | Cupola Caboose | Denver & Rio Grande Railroad | 1885 | Originally, D.&R.G. R.R. 4-wheel Caboose 2nd 57. Renumbered to 0556 in 1887. Rebuilt into 8-wheel caboose about 1907. Transferred to the Denver & Rio Grande Western Railroad in 1921 (D&RGW #0556). Sold to Silverton Northern Railroad in 1937 (no SN number).[169] Sold to the U.S. Army in 1943, via Dulien Steel Products Co. (dealer). Used by the Army on the WP&YR. Wrecked in December 1943. Thereafter, most of the body became a car inspector’s shack at Shops. Demolished by fire in 1958. |
Existing White Pass work equipment[edit]
cars with light grey have been either put on display, or sold to other railroads.
| Number or Name | Type | Builder | Year Built | Remarks |
|---|---|---|---|---|
| ...... | ............ | ................. | ........ | All time work equipment total = 59 (including World War II U.S. Army equipment). The following remain in existence: |
| Rotary#1 | Rotary Snowplow | Cooke Locomotive & Machine Works, shop #56 | 1899 | Train unit. Steam powered rotary wheel. Purchased new. Retired in 1962. Restored to service in 1995. Retired again in 2019. On display at the Skagway depot.[170] Rotary #1’s first tender underframe was used to make Flatcar #102 in 1942. At that time, Rotary #1 received the 1938 replacement underframe of Loco #56. Rotary received the tender from Loco #191, 193, 194, or 197 in 1944.[23] Received tender from Loco #80 in 1949. Received tender from Loco #70 in 1950. Exchanged tenders with Loco #190 in 1953.[8][48] (Rotary #1’s first tender underframe, used to make Flatcar #102 in 1942, was scrapped in 1947. Rotary #1’s second tender underframe was used to make Flatcar R2 in 1944 and Flatcar #1016 in 1956. Rotary #1’s original tender superstructure was placed as riprap along the Skagway River in 1949.[13]) |
| Rotary #2 | Rotary Snowplow | Cooke Locomotive & Machine Works, shop #61 | 1900 | Train unit. Steam powered rotary wheel. Purchased new. Retired in 1963. Sold to Sumpter Valley Railway in 1977. Put on display at Breckenridge, Colorado, in 1989 as Denver, Leadville & Gunnison Ry. #01 (fantasy designation). Received tender from Loco #57 in 1942. (Pre-1942 tender used to make Flatcar R1 in 1942, the underframe of Crane R1 in 1944, and scrapped in 1969.) Rotary 2 received the tender from Loco #191, 193, 194, or 197 in 1944.[23] Received tender from Loco 1st 81 in 1949. Received a hybrid tender in 1951, consisting of underframe from Loco #69's original tender and superstructure from Loco #71's original tender. Exchanged tenders with Loco #192 in 1953.[8][48] Ex-#192 tender sold to SV RR in 1977, then returned to WP&YR in 1990. Current tender originally from Chicago, Burlington & Quincy Railroad standard gauge 4-6-2 Loco #2901 (Baldwin 1910) put on display with this rotary in 1989. |
| Claws #1 | Right Rail Spike Puller | Nordco, Inc., shop #403 | 1992 | Track unit. Self-propelled, Diesel-hydraulic. Nordco Claws Model LS. 31 H.P. Deutz AG F2L1011 engine. Originally owned by Kansas City Southern Railway. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[171] |
| Claws #2 | Left Rail Spike Puller | Rexnord, Inc. (Nordco, Inc. since 1987), shop #129 | 1984 | Track unit. 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.[171] |
| Hydra-Spiker | Spiker | Rexnord, Inc. (Nordco, Inc. since 1987), shop #151 | 1984 | Track unit. 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.[171] |
| Tie Crane | Tie Crane | Kershaw Mfg. Co. | 1994~1998 | Track unit. Self-propelled, Diesel-hydraulic. Kershaw Model 12-5. Deere & Co. engine. Originally, Alaska Railroad. Purchased in 2018 via Hamilton Mfg. Co. (dealer). Converted to 3-foot gauge by Hamilton. Sold to Durango & Silverton Narrow Gauge in 2020 (D&SNG #TC-10). |
| Tie Master #1 | Tie Exchanger | RCC Materials & Equipment Corp., shop #B9302012AWP | 1994 | Track unit. Self-propelled, but usually transported on push car to and from work sites. 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| Tie Master #2 | Tie Exchanger | RCC Materials & Equipment Corp. | 1994 | Same remarks as for Tie Master #1, above. |
| Tie Master #3 | Tie Exchanger | RCC Materials & Equipment Corp., shop #B9907058AWP | 1999 | Same remarks as for Tie Master #1, above. |
| 26-3 | Ballast Regulator | Kershaw Mfg. Co., shop #C26-108 | 1989 | Track unit. Self-propelled, Diesel-hydraulic. Kershaw Model 26-3-1. 185 hp (138 kW) General Motors Corp. 3-53 engine. Purchased new. |
| KNG 800 | Ballast Regulator | Knox Kershaw Inc., shop #800-107-19 | 2019 | Track unit. Self-propelled, Diesel-hydraulic. Knox Kershaw Model KNG 800. 260 hp (190 kW) Cummins Engine Co. QSB6.7 engine. Purchased new. |
| 950 | Tie Crane | Pandrol Jackson, Inc., shop #151893 | 1995 | Track unit. 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. |
| KTC 1200 | Tie Crane with Diamond Mower | Knox Kershaw Inc., shop #1200-300-19 | 2019 | Track unit. Self-propelled, Diesel-hydraulic. Knox Kershaw Model KTC 1200. 110 H.P. Cummins Engine Co. QSB4.5 Diesel. Purchased new. |
| 2067 | Ballast Tamper | Canron, Inc., shop #4370977 | 1975 | Track unit. 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 | Track unit. 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.[172] |
| 2400 | Ballast Tamper | Pandrol Jackson, Inc., shop #151967 | 1995 | Track unit. Self-propelled, Diesel-hydraulic. Pandrol Jackson Model 2400. Has 100 hp (75 kW) Cummins Inc. 4BT engine. Purchased new. |
| 6700SJ2 | Ballast Tamper and Track Liner | Harsco Corp., shop #153924 | 2020 | Track unit. Self-propelled, Diesel-hydraulic. Harsco Model 6700SJ2. Has 280 hp (210 kW) Cummins Engine Co. OSCT3 engine. Purchased new. |
Existing White Pass inspection track units[edit]
cars with light grey have been either put on display, or sold to other railroads.
| Number or Name | Type | Builder | Year Built | Remarks |
|---|---|---|---|---|
| ...... | ............ | ................. | ............... | All time track motor car total = 73 (including World War II U.S. Army cars). The following remain in existence: |
| Hi-Rail GPT 706 | Road-Rail Vehicle | Ford Motor Co., VIN 1FT7W2B69DEB52216 Hamilton Mfg. Co. | 2016 | Made from 2013 Ford F-250 SRW pickup truck. 383 hp (286 kW) V-8 gasoline engine. Alaska Lic. #GPT 706. |
| Hi-Rail JFP J542 | Road-Rail Vehicle | Ford Motor Co., VIN 1FTSX21Y36EA48172 Hamilton Mfg. Co. | 2016 | Made from 2008 Ford F-250 SRW pickup truck. 385 hp (287 kW) V-8 gasoline engine. Alaska Lic. #JFP J542. |
| Hi-Rail LCN 476 | Road-Rail Vehicle | Ford Motor Co. Mitchell Equipment Corp. | 2021 | Made from Ford F-550 SRW flatbed truck. 350 hp (260 kW) V-8 gasoline engine. Alaska Lic. #LCN 476. |
| Hi-Rail LCN 477 | Road-Rail Vehicle | Ford Motor Co. Mitchell Equipment Corp. | 2021 | Made from Ford F-550 SRW flatbed truck. 350 hp (260 kW) V-8 gasoline engine. Alaska Lic. #LCN 477. |
| 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. |
| 2009 | Gang Trailer | WP&YR | 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 & 2007. |
| 2010 | Gang Car | Fairmont Railway Motors, Inc. shop #227447 | 1965 | Gasoline-mechanical. Fairmont Model A5-E1 (Z36). Original and replacement engines both 35 hp (26 kW) Waukesha Motor Co. Model FC. Purchased new. Windshield applied at factory. Cab by WP&YR, utilizing factory windshield. Retired in 1979. Put on display at Yukon Transportation Museum between 1990 & 2001. |
| most likely, 2017 | Inspection Car | Fairmont Railway Motors, Ltd. (Canada) | 1968 | Gasoline-mechanical. Fairmont Model M19-H (Z36). Has Fairmont RO-C engine. Purchased in 1968 by Mannix Co. for WP&YR track rehabilitation contract (Mannix #81-2024). Transferred to WP&YR in 1969. Transferred to Sumpter Valley Railway between 1991 & 1993 (SV M-31). |
| 2018 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[175][176][177][178] | 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 WP&YR. |
| 2019 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[175][176][177][178] | 1973 | Same remarks as for #2018, above. |
| 2020 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[175][176][177][178] | 1973 | Same remarks as for #2018, above. |
| 2021 | Gang Car | Fairmont Railway Motors, Inc., shop #241349 or 241350[175][176][177][178] | 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 WP&YR. |
| 2022 | Gang Car | Fairmont Railway Motors, Inc., shop #241349 or 241350[175][176][177][178] | 1976 | Same remarks as for #2021, above. |
| 2023 (Destroyed) | Gang Car | Fairmont Railway Motors, Inc., shop #242262 or 242263 | 1976 | Destroyed in a head-on collision with Gang Car #2025 at Mile Post 65.5 in 1978.[179] |
| 2024 | Gang Car | Fairmont Railway Motors, Inc., shop #242262 or 242263[175][176][177][178] | 1976 | Same remarks as for #2021, above. |
| 2025 (Destroyed) | Gang Car | Fairmont Railway Motors, Inc., shop #243932 or 243933 | 1977 | Destroyed in a head-on collision with Gang Car #2023 at Mile Post 65.5 in 1978.[179] |
| 2026 | Gang Car | Fairmont Railway Motors, Inc., shop #243932 or 243933[175][176][177][178] | 1977 | Same remarks as for #2021, above. In addition: Stored. |
| 2044 | Gang Car | Fairmont Railway Motors, Inc., shop #244678[175][176][177][178] | 1978 | Same remarks as for #2021, above. |
| 2055 | Inspection Car | Chassis: Patrick W. "Smitty" Smith; superstructure: WP&YR | chassis: late 1990s; superstructure: 2005 | Gasoline-mechanical. Has 14 hp (10 kW) Fairmont Railway Motors, Inc. RK-B engine (1955~1979, ex-Arizona & California Railroad). Chassis and engine once on a standard gauge inspection car built in the late 1990s by "Smitty" Smith for his own use. Converted to 3-foot gauge after 1999. Sold to WP&YR and new cab installed in 2005. Never used by WP&YR. Put on display in Carcross depot in 2009. |
Former White Pass flatcars now serving as underframes[edit]
cars with light grey have been either put on display, or sold to other railroads.
| WP&YR Flatcar Number(s) | Builder | Year Built | Now Serving as Underframe for: | Remarks |
|---|---|---|---|---|
| underframe of Tank Car 70 | American Car & Foundry Co., Lot #TC-3263[180] | 1947 | Passenger Car 2nd 230 | Originally, underframe of Union Tank Car Co. Class X-5-300, standard gauge Tank Car #92710. Purchased by WP&YR and converted to 3-foot gauge in 1976 (#68). Tank only sold to the Alaska Department of Transportation in 1996. Underframe to Passenger Car 2nd 230 in 2002. |
| 106 | Pullman Co. | 1942 | Tank Car #53 | Originally, U.S. Army Flatcar #333456. Built up into gondola in 1945. Purchased by WP&YR in 1947 (#887). Renumbered to 106 in 1948. Cut back down to flatcar in 1952. Became underframe of Tank Car #53 in 1980. |
| 110 | Pullman Co. | 1942 | Tank Car #10 | Originally, U.S. Army Flatcar #333449. Built up into gondola in 1945. Purchased by WP&YR in 1947 (#881). Renumbered to 110 in 1948. Underframe to Tank Car #10 in 1949. |
| 116 | Pullman Co. | 1942 | Tank Car #28 (now posing as Tank Car #42) | Originally, U.S. Army Flatcar #333454. Built up into gondola in 1945. Purchased by WP&YR in 1947 (#886). Renumbered to 116 in 1948. Underframe to Tank Car #28 in 1950. Tank car put on display at Yukon Transportation Museum in 1990, posing as #42 (fantasy number). |
| 123 | Colorado & Southern Ry. | 1909[106] | Reproduction C.&S. Railway Boxcar #8311 | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[108] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334085).[114] Built up into gondola in 1944. Sold to the WP&YR in 1947 (Gondola #773). Renumbered #123 in 1950. Cut back down to flatcar in 1952. Became Idler Car 4th #X9 (4th boom car) in 1958. Sold to Marcus Rail LLC in 1987. Rebuilt into reproduction C&S Boxcar 2nd#8311 by the Uhrich Locomotive Works in 1997. (8311 [built 1910][106] cannot have been the flatcar's original C&S 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. |
| 316 | American Car & Foundry Co., Lot #5233 | 1908 | Tank Car #27 | Originally, Hart Convertible Car #316 (convertible between longitudinal hopper and gondola). Ordered from Rodger Ballast Car Co., but built by AC&F. Cut down to a flatcar in 1942 (#316). Underframe to Tank Car #27 in 1968. |
| 476 to 478 (3 cars) | National Steel Car Corp.[113] | 1969 | Passenger Cars 2nd 200, 3rd 201, and 2nd 202 (in unknown individual correspondence) | Originally, Flatcar ##476 to 478. Became underframes of Passenger Cars 2nd 200, 3rd 201, and 2nd 202 in 1992. |
| 491 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 209 | Originally, Flatcar #491. Became underframe of Passenger Car 2nd 209 in 1993. |
| 492 | National Steel Car Corp.[113] | 1969 | Passenger Car 290 | Originally, Flatcar #492. Became underframe of Passenger Car 290 in 1994. |
| 493 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 207 | Originally, Flatcar #493. Became underframe of Passenger Car 2nd 207 in 1993. |
| 494 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 208 | Originally, Flatcar #494. Became underframe of Passenger Car 2nd 208 in 1993. |
| 495 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 203 | Originally, Flatcar #495. Became underframe of Passenger Car 2nd 203 in 1992. |
| 496 | National Steel Car Corp.[113] | 1969 | Motor #5 (The Red Line) | Originally, Flatcar #496. Became underframe of Motor #5 in 1998. |
| 497 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 204 | Originally, Flatcar #497. Became underframe of Passenger Car 2nd 204 in 1993. |
| 498 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 205 | Originally, Flatcar #498. Became underframe of Passenger Car 2nd 205 in 1993. |
| 499 | National Steel Car Corp.[113] | 1969 | Passenger Car 2nd 206 | Originally, Flatcar #499. Became underframe of Passenger Car 2nd 206 in 1993. |
| 783 | Colorado & Southern Ry. | 1910[106] | Reproduction C.&S. Ry. Boxcar #8323 | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[108] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334117).[114] Sold to the WP&YR in 1947 (#783). Sold to Marcus Rail LLC in 1987. Rebuilt into reproduction C&S Boxcar #8323 by the Uhrich Locomotive Works in 1996. (Unknown whether 8323 was the flatcar's original C&S number.) Sold to the City of Breckenridge, Colorado, in 1998. |
| either 1146 or 1150 (one car) | American Car & Foundry Co. | 1942 | Kauai Plantation Passenger Car Wainiha | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121][123] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[124] Sold to WP&YR and cut down to flatcars in 1962. To Kauai Plantation in 2005.[129] (The other car remains a flatcar at Kauai.) |
| 1147 | American Car & Foundry Co. | 1942 | Sumpter Valley R.R. Passenger Gondola #1147 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold the U.S. Navy in 1942.[121][123] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[124] Sold to WP&YR and cut down to flatcars in 1962. To S.V. Railroad in 1993.[128] |
| 1151, 1155, and 1160 (3 cars) | American Car & Foundry Co. | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Cars ##107, 108, and 109 (in unknown individual correspondence) | Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121][123] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[124] Sold to WP&YR and cut down to flatcars in 1962. To the L.K.&P. Railroad in 1990.[125] |
| 1159 | American Car & Foundry Co. | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Car #105 | Same remarks as for ##1151, 1155, and 1160 (3 cars), above.[123] |
| 1163 | American Car & Foundry Co. | 1942 | Georgetown Loop Railroad Open Observation Cars #1163 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121][123] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[124] Sold to WP&YR and cut down to flatcars in 1962. To Midwest Central Railroad in 1995, and resold to G.L. Railroad in 2011.[127] |
| 1171 | American Car & Foundry Co. | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Car #106 | Same remarks as for ##1151, 1155, and 1160 (3 cars), above.[123] |
| 1172 | American Car & Foundry Co. | 1942 | Georgetown Loop Railroad Open Observation Cars #1172 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[124] Sold to WP&YR and cut down to flatcars in 1962. To Sumpter Valley R.R. and resold to G.L. Railroad in 2005.[127] |
| either 1175 or 1187 (one car) | American Car & Foundry Co. | 1942 | Lahaina, Kaanapali & Pacific Railroad Passenger Car #104 | Built as a boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] If #1175, sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.,[124] then sold to WP&YR and cut down to flatcar in 1962. If #1187, sold to Kahului Railroad and cut down to flatcar in 1961, then sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. In either case, to L.K.&P. Rilroad in 1982.[125] (The other flatcar was scrapped in 1982.) |
| 1178 | American Car & Foundry Co. | 1942 | Sumpter Valley Railway Fire Car #0178 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Sold to Kahului Railroad and cut down to flatcar in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. Became the underframe for Tank Car #60 in 1978; unit sold to S.V. Railroad in 2005; S.V. Railroad removed #1178 from #60 tank and made #1178 the underframe for the S.V. Rilroad fire car (#0178).[128] |
| 1179, 1184, and 1188 (3 cars) | American Car & Foundry Co. | 1942 | Kauai Plantation Passenger Cars Hanalei, Wailua, and Waimea (in unknown individual correspondence) | Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Sold to Kahului Railroad and cut down to flatcars in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. To Kauai Plantation in 2005.[129] |
| 1185 | American Car & Foundry Co. | 1942 | Sumpter Valley Railroad Passenger Gondola #1185 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Sold to Kahului Railroad and cut down to flatcar in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. To S.V. Railroad in 1993.[128] |
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 Observed Location | Builder Year Built | Remarks |
|---|---|---|---|---|
| a. Steam Locomotive Tender Bodies: | ............................ | ............................ | ............................ | The following two tender bodies and their corresponding locomotives were placed as riprap in the Skagway River. All retrieved after the river had changed course. |
| 56 | Slope-Back Tender Superstructure | Adjacent to Museum, Skagway, Alaska (2022) | White Pass 1936 | Either built or rebuilt in 1936 for use with Loco #56.[181] Tender temporarily placed behind Loco #61 in 1938.[22] Tender superstructure placed as riprap along the Skagway River in 1949.[13] Retrieved in 1990. Moved adjacent Skagway Museum about 2000. |
| 60[24] | Tender Superstructure | Adjacent to Museum, Skagway, Alaska (2022) | Baldwin Locomotive Works #17750 1900 | Tender assigned to Loco #191, 193, 194, or 197 from 1944 to 1946. (The corresponding 190-class tender was assigned to a rotary from 1944 to 1947.)[23] Loco #60 and this tender placed as riprap along the Skagway River in 1949.[13] Both retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000 – upside down. |
| b. Boxcar Bodies Built by White Pass: | ............................ | ............................ | ............................ | From 112 boxcars built by White Pass between 1899 and 1906, including 13 for the Klondike Mines Ry. |
| 506 | Boxcar, without Trucks | 19th Ave. and Coach Yard Alley (north car), Skagway, Alaska (2023) | WP&YR 1899 | Ore unloading door installed at the bottom of the "A" end of the car in 1910. Retired in 1958.[182] Body to local resident. |
| 518 | Boxcar, without Trucks | Portage Lake, British Columbia, WP&YR Mile Post 30.5 (west side of track), access road at Klondike Highway Kilometer 41.1 (2022) | WP&YR 1899 | Retired in 1958.[182] Body to local resident. As of 2016, covered with sheet metal. Truss rod bolts visible at bottom of structure’s north and south sides. |
| 530[182][183][184] | Boxcar, without Trucks | Klondike Highway Mile 2.9 (south car), Skagway, Alaska (2022) | WP&YR 1899[184] | Retired in 1958.[182] Body to local resident. From 1979 to 2006, body rested on Bettendorf trucks as part of Broadway Station restaurant. |
| 570 | Boxcar, without Trucks | 211⁄2 Alley, between State St. and Main St., Skagway, Alaska (2022) | WP&YR 1899 | Retired in 1958.[182] Body to local resident. |
| 626 | Boxcar, without Trucks | 91⁄2 Alley, between Main St. and Alaska St. (south side, just off Alaska), Skagway, Alaska (2022) | WP&YR 1900 | Same remarks as for #570, above. |
| 656 | Boxcar, without Trucks | 8th Ave. and Spring St., Skagway, Alaska (2022) | WP&YR 1900 | Same remarks as for #570, above. |
| 670 | Boxcar, without Trucks | 19th Ave. and Coach Yard Alley (south car), Skagway, Alaska (2023) | WP&YR 1900 | Same remarks as for #570, above. |
| 682 | Boxcar, without Trucks | 91⁄2 Alley, between Main St. and Alaska St. (north side, just off Main), Skagway, Alaska (2022) | WP&YR 1900 | Same remarks as for #570, above. |
| 688[182][183][185] | Boxcar, without Trucks | Portage Lake, British Columbia, WP&YR Mile Post 30.5 (east side of track), access road at Klondike Highway Kilometer 41.1 (2022) | WP&YR 1906[185] | Same remarks as for #570, above. In addition: Painted white. |
| Klondike Mines Railway Boxcar | Boxcar Superstructure | Just north of former Klondike Mines Railway Mile Post 18, which was about 3⁄4 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.[186] (2016) | WP&YR 1905[186] | Frame built in 1901. Expected to be used to make WP&YR car. Instead, used to make car assembled in 1905 for sale and use on the Klondike Mines Railway. One of Klondike Mines Railway ##100~124 (even numbers). Underframe detached between 1906 & 1912.[186] |
| Klondike Mines Railway Boxcar | Boxcar Superstructure | Soda Station, Yukon, former Klondike Mines Railway Mile Post 27, Ridge Road Heritage Trail Kilometer 30, 21⁄2 kilometers north of Bonanza Creek Road Kilometer 35.[186] (2014) | WP&YR 1905[186] | Same remarks as for previous Klondike Mines Railway Boxcar, above. |
| c. Boxcar Bodies Built by Colorado & Southern Railway: | ............................ | ............................ | ............................ | From 50 C&S Ry. boxcars brought to White Pass by U.S. Army during World War II. |
| 702 | Boxcar, without Trucks | 191⁄2 Alley, between State St. and Main St., Skagway, Alaska (2022) | Colorado & Southern Railway 1909[106] | Originally, C&S Boxcar #8215.[107] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232907).[108] Transferred to the WP&YR in 1946 (#702). Retired in 1978. Body to local resident. |
| 704 | Boxcar, without Trucks | Meadows, British Columbia, WP&YR Mile Post 25.4 (2023) | Colorado & Southern Railway 1909[106] | Originally, C&S Boxcar #8197.[107] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232908).[108] Transferred to the WP&YR in 1946 (#704). Retired in 1978. |
| 712[187] | Boxcar, without Trucks | 141⁄2 Alley, between Main St. and Alaska St., Skagway, Alaska (2022) | Colorado & Southern Ry. 1909[106] | Originally C&S Boxcar #8238. Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232916).[108] Transferred to the WP&YR in 1946 (#712).[187] Retired in 1977. Body to local resident. |
| 718 | Boxcar, without Trucks | Hunz & Hunz Enterprises, adjacent Klondike Highway Mile 2, Skagway, Alaska (2022) | Colorado & Southern Railway 1910[106] | Originally, C&S Boxcar #8365.[107] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232920).[108] Transferred to the WP&YR in 1946 (#718). Retired in 1978. Body to local resident. |
| 730[188] | Boxcar, without Trucks | Glacier, Alaska, WP&YR Mile Post 14.1 (2023) | Colorado & Southern Railway 1909[106] | Originally, C&S boxcar 8257. Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232933).[108] Transferred to the WP&YR in 1946 (#730).[188] Retired in 1978. |
| 2nd 734 | Boxcar, without Trucks | McDonald Creek, Yukon, WP&YR Mile Post 62.9 (2023) | Boxcar #728 and Boxcar 1st 734: Colorado & Southern Railway, 1910;[106] present combination of Superstructure #728 and Underframe #734: WP&YR, 1954 | 1954 combination of superstructure from Boxcar #728 and underframe from Boxcar 1st 734. Superstructure originally part of C&S Boxcar #8309 (1910);[107] purchased by U.S. Army in 1943 for use on the WP&YR (USA #232931);[108] transferred to the WP&YR in 1946 (#728).[189] Underframe originally part of C&S Boxcar #8392 (1910);[107] purchased by Army in 1943 for use on the WP&YR (USA #232937);[108] transferred to the WP&YR in 1946 (1st 734). Retired in 1978. |
| 746[190] | Boxcar Superstructure | 41⁄2 Alley, between State St. and Main St., Skagway, Alaska (2022) | Colorado & Southern Ry. 1910[106] | Originally, C&S Boxcar #8334. Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232946).[108] Transferred to the WP&YR in 1946 (#746).[190] Underframe detached in 1960.[191] Body to local resident. One side of car removed between 2018 & 2022. |
| d. Caboose Body: | ............................ | ............................ | ............................ | ............................ |
| 1st 905 | Caboose, without Trucks | Jewell Gardens, adjacent Klondike Highway Mile 2, Skagway, Alaska (2022) | WP&YR 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. Car sold in 1952. Cupola removed by 1987. |
| e. Flatcar Platforms: | ............................ | ............................ | ............................ | ............................ |
| 483 | Flatcar remains | In canyon (south car), Hawkins, Alaska, WP&YR Mile Post 17.5 (2022) | National Steel Car Corp.[67] 1969 | Carried down the side of the canyon at this location by a snow slide on April 7, 1977, about 125 ft. south of a then-existing 148-ft. long snow shed. In wrecked condition. |
| 1015 | Flatcar remains | In canyon (north car), Hawkins, Alaska, WP&YR Mile Post 17.5 (2022) | WP&YR 1956 | Carried down the side of the canyon at this location by a snow slide on April 7, 1977, about 125 ft. south of a then-existing 148-ft. long snow shed. In wrecked condition. |
| 1190 | Flatcar, without Trucks | East Wye, Kauai Plantation, Hawaii (2022) | American Car & Foundry Co. 1942 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[121] Sold to Kahului R.R. and cut down to flatcar in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. To Kauai Plantation in 2005.[129] Cannibalized. |
| f. Refrigerator Car Bodies: | ............................ | ............................ | ............................ | ............................ |
| 406[192] | Refrigerator Car Superstructure | Klondike Highway Mile 2.9 (north car), Skagway, Alaska (2022) | Colorado & Southern Ry. 1910[106] | Originally, C&S Boxcar C&S #8359. Purchased by U.S. Army in 1943 for use on the WP&YR.[108] Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 (USA #232895).[193] Transferred to the WP&YR in 1946. Underframe detached in 1960.[194] Body to local resident. From 1979 to 2006, body 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 (2022) | WP&YR 1906 | Originally, Boxcar #686. Converted to refrigerator car in 1943 (#686). Renumbered to 440 in 1946. Retired in 1958.[182] Body to local resident. |
| g. Side Dump Car Body | ............................ | ............................ | ............................ | ............................ |
| 665 | Ralston-Type Drop-Bottom Dump Car, without Trucks | 8th Ave. & Spring St., Skagway, Alaska (2022) | Pacific Car & Foundry Co. 1940 | Capacity = 22 cu yds (17 m3). Purchased new. Originally #805. Renumbered to 865 in 1947. Renumbered to 665 in 1960. Put on display in 1991. Trucks removed between 2018 & 2022. |
| h. Tank Car Tanks: | ............................ | ............................ | ............................ | Now out of regulation, even as stationary tanks. |
| 2nd 1 | Tank Car Tank | Utah, Yukon, former WP&YR Mile Post 105.5, access road at Alaska Highway Kilometer 1415.7, Whitehorse, Yukon (2022) | American Car & Foundry Co. Lot #7514,[195] tank #3961 1915[195] | Originally, one the three tanks on a Union Tank Car Co. Class BX, ##13450-13549 series tank car.[195] Tank purchased by WP&YR and mounted with a similar second tank on the underframe of Tank Car 1st 1 in 1931.[196] The new 1931 car was 2nd 1. In 1959, tanks were remounted on Flatcar #643.[197] Tanks detached from car in 1965. Subsequently, Tank #3961 served as a gasoline fuel tank at Fraser, British Columbia. Between 1986 & 1990, tank taken out of service and relocated to Utah transfer site. |
| USA 14 | Tank Car Tank | Near confluence of Lombard Pup[198] 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 1⁄2 kilometer (2015) | East Tennessee & Western North Carolina R.R. 1925 | Originally, tank for ET&WNC Tank Car #ETX603. Car purchased by U.S. Army in 1942 for use on the WP&YR. Car unserviceable in 1947. Tank sold. |
| 17 | Tank Car Tank | Utah, Yukon, former WP&YR Mile Post 105.5, access road at Alaska Highway Kilometer 1415.7, Whitehorse, Yukon (2022) | William Graver Tank Works[199] 1902 | Before the tank’s dome was mostly cut off, the tank appeared to have been a Southern Pacific “Pease” tank.[199] If so, purchased by the Southern Pacific Co. in 1902. Tank sold to Union Oil Co. and mounted on Nevada County Narrow Gauge R.R. Flatcar #183 in 1934.[200][201] Purchased by WP&YR in 1942. Retired in 1952. There is a weld line around the dome, where most of the height of the dome has been removed. |
| i. Bunk Car Bodies: | ............................ | ............................ | ............................ | From bunk cars used by track workers. |
| X4 | Bunk Car, without Trucks | 8th Ave. and Spring St., Skagway, Alaska (2022) | WP&YR 1906 | Originally, WP&YR 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. Retired in 1965. |
| 590 | Bunk Car, without Trucks | 171⁄2 Alley, between State St. and Main St., Skagway, Alaska (2022) | WP&YR 1900 | Originally, WP&YR Boxcar #590. Converted to bunk car in 1954, for use by the Wiggins Construction Co., for a track re-laying program. Retired in 1959. Body to local resident. |
| 602 | Bunk Car, without Trucks | 10th Ave., between Broadway St. and Spring St., Skagway, Alaska (2022) | WP&YR 1900 | Originally, WP&YR Boxcar #602. Converted to bunk car in 1954, for use by the Wiggins Construction Co., for a track re-laying program. Retired in 1957. Body to local resident. |
| j. Gang Car Body: | ............................ | ............................ | ............................ | ............................ |
| 2007 | Gang Car, without Wheels | Cemetery Rd. and Shops Rd., just north of Klondike Highway Mile 1.7, Skagway, Alaska (2022) | Chassis: Fairmont Railway Motors, Inc., 1961; cab: WP&YR | Inspection track unit. Gasoline-mechanical. Fairmont Model A5-E (Z36) #222770. Retired in 1977. Wheels detached by 1998. Cannibalized. |
Former White Pass off-rail equipment on display[edit]
Equipment with light grey have been either put on display or sold.
| Number or Name | Type Year Built | Location | Remarks |
|---|---|---|---|
| a. Boats:[202] | ........................ | ............................ | White Pass operated river and lake boat service from 1901 to 1955. |
| 2nd Atlin | Barge 1934 | SS Klondike National Historic Site, Whitehorse, Yukon | Length = 70 ft. Volume = 69 gross tons. Built by White Pass. Canada Official No. 192401. Originally named Lake Barge and used on Atlin Lake. Moved to Tagish Lake and officially renamed to Atlin in 1951. Written off in 1957. Put on display in 1974. |
| Keno | Steam-Stern Wheel Boat 1922 | SS Keno National Historic Site, Dawson City, Yukon | Length = 141 ft. Volume = 613 gross tons. Built by White Pass. Canada Official No. 116618. Last used by White Pass in 1950. Put on display in 1960. |
| 2nd Klondike | Steam-Stern Wheel Boat 1937 | SS Klondike National Historic Site, Whitehorse, Yukon | Length = 210 ft. Volume = 1363 gross tons. Built by White Pass. Canada Official No. 156744. Last used by White Pass in 1955. Put on display in 1966. |
| Loon | Gasoline-Screw Propeller Boat 1922 | Mayo, Yukon | Length = 54 ft. Volume = 30 gross tons. Built by White Pass. Yukon Registration 2.J.1. Last used by White Pass in 1951. Transferred to Canadian Park Service in 1998. Transferred to Marc Johnson in 2005. Transferred to Silver Trail Tourism Assn. (Mayo) in 2006. |
| Neecheah | Diesel-Screw Propeller Boat 1920 | Yukon Transportation Museum, Whitehorse, Yukon | Length = 79 ft. Volume = 85 gross tons. Built by White Pass. U.S.A. Official No. 220473 (1920-1922). Canada Official No. 116619 (1922-1960). Originally named Kestrel. Renamed to Neecheah in 1922. Last used by White Pass in 1951. Sold and became part of the Riverboat Café, at Alaska Highway Historic Mile 900 (Kilometer 1397), in 1958. Became The Captain Locker restaurant at Alaska Highway Historic Mile 913 (Kilometer 1419) in 1972. Put on display in 1990. |
| Norcom | Steam-Stern Wheel Boat Hull: 1913; above-hull structure: 1908 | Hootalinqua Island, Yukon | Length = 130 ft. Volume = 352 gross tons. Hull built by Northern Navigation Co.; above hull structure built by Henry Bratnober. Used by N.N. Co. to penetrate the Dawson City-Whitehorse route. Canada Official No. 116613. Prior to 1913, the above-hull structure had been on the Evelyn (built by Bratnober in 1908). The Evelyn's hull was wrecked early in 1913. Norcom used in 1913 only. Sold to White Pass in 1914. Not used under White Pass ownership. In deteriorated condition. |
| Pacific Challenge (from 1979 to 1981, towed the Frank H. Brown and 3rd Klondike between Skagway and North Vancouver, under contract[203]) | Diesel-Screw Tugboat (Steam-Screw Whaler 1952-1970) 1952 | Observed at Whiskey Slough, British Columbia (2023) | Length = 173 ft. Volume = 547 gross tons. Built by Pusnes Mekaniske Verksted A/S (Arendal, Norway, hull #81). Japan Official No. 86903 (1961-1963). Canada Official No. 320146 (1963-2008). IMO5425841. Originally, Suderøy XVI, owned by Hvalfanger A/S-Suderøy. Sold to Anders A. Jahre (d/b/a Kosmos A/S) and renamed KOS 51 in 1959. Resold to Taiyo Gyogyo K.K. (Taiyo Fishery Co., Japan) and renamed 事 二 十 一 利 丸, Toshi Maru No. 21 [No. 21 Commercial Ship] in 1961. Resold to Western Canada Whaling Co. and renamed Westwhale 7 in 1963. Resold to Pacific Towing Services, Ltd. in 1970. Resold to Knight Towing, Ltd. and renamed Pacific Challenge in 1971. Resold to Pacific Bunkering, Inc. and renamed Jacqueline W in 1986. Resold to Hi Seas Marine (Belize), Ltd. and renamed back to Pacific Challenge in 1996. Machinery removed and registry closed in 2008. Towed to Whiskey Slough in 2013. Interior damaged by fire in 2017. |
| 2nd Sibilla | Gasoline-Screw Propeller Boat 1932 | 272 Tagish Ave., Carcross, Yukon | Length = 55 ft. Volume = 20 gross tons. Built by White Pass. Yukon Registration 2.J.2. Sold to George T. Simmons in 1955. Resold to Robert Cousins in the 1960s. Resold to James Fordyce in 1971. Resold to Hans and Sylvia Kutschera about 1978. Resold to Janice Wotten in 1993, who moved it to 272 Tagish Ave. in 1998. In deteriorated condition. |
| Tarahne | Gasoline-Screw Propeller Boat 1917 | Trainor Ave. & Lake Rd., Atlin, British Columbia | Length = 119 ft. Volume = 286 gross tons. Built by Cousins Bros. for White Pass. Canada Official No. 138539. Last used by White Pass in 1936. On display ever since. |
| Tutshi | Surviving components for Steam-Stern Wheel Boat: ● Boiler (1898) ● Engines (1889) ● Fuel Tanks (1913) ● Capstan (built by 1898) ● Winch (built by 1952) | Tutshi Memorial, Carcross, Yukon | Tutshi retired in 1955 and was destroyed by fire (arson) in 1990. The following components survive: ● Boiler built by Polson Iron Works for use on the Canadian Pacific Ry. steamboat Tyrrell. Tyrrell sold to the British America Corp. in 1898; to the Dawson & White Horse Navigation Co. in 1900; to John Macauley Carson in 1904; to Frank W. Arnold in 1905; and to the WP&YR in 1906. Boiler removed from the Tyrrell and installed in the Tutshi in 1917, as built. ● Cylinder diameters of each engine = 14 in. & 22 in. (tandem compound engines). Stroke = 72 in. Built by Detroit Engine & Dry Dock Co., shop #1117. Their use from 1889 to 1898 is unknown. Installed in the Seattle-Yukon Transportation Co. steamboat Seattle No. 3 in 1898. Seattle No. 3 sold to the Northern Navigation Co. in 1901, and to the WP&YR in 1914. Engines removed from the Seattle No. 3 and installed in the Tutshi in 1927, as replacements for smaller engines. ● Starboard tank capacity = 2273 gallons. Port tank capacity = 2125 gallons. Built as a single tank by White Pass for use on its steamboat Alaska. Tank removed from the Alaska, cut approximately in half, and both halves installed in the Tutshi in 1925, when it was converted from wood- to oil-burning. ● Capstan builder and year of build unknown. Installed on Canadian Pacific Navigation Co. steamboat Yukoner in 1898. [The C.P. Railway had no interest in the C.P. Navigation Co. at the time.] Yukoner sold to the North British American Trading & Transportation Co. in 1898; to the Trading & Exploring Co. in 1899; to the Canadian Development Co. in 1900; and to the WP&YR in 1901. Capstan removed from the Yukoner and installed on the Tutshi in 1917, as built. ● Winch builder and year of build unknown. Installed on the Tutshi in 1952. |
| Woodchuck | Gasoline-Screw Propeller Boat 1939 | MacBride Museum, Whitehorse, Yukon | Length = 37 ft. Volume = 8 gross tons. Built by White Pass. Last used by White Pass in 1951. Leased out in 1954. Sold to Ollie MacDonald in the 1960s. Transferred to McBride Museum in 2012. |
| Yukon Rose | Diesel-Screw Propeller Boat 1929 | Dawson City, Yukon | Length = 61 ft. Volume = 32 gross tons. Built by Askew Boat Works. Canada Official No. 116630. Originally owned by Taylor & Drury, Ltd. Leased to White Pass and used on the Stewart River in 1936. Sold to Jack McDonald in 1943. Purchased by White Pass in 1948. Last used by White Pass in 1951. Sold to Ray Chaykowski in 1955. Resold to Charlie Garvice by 1961. Resold to Rudy Burian in 1962. Resold to Gregory H. Caple in 1977. Resold to Murray Matchett, Ron McCready, and Kevin Hewer in 1984. Resold to Marc Johnson in 2001. Vintage engine installed in 2007, but not original to this vessel. Refloated in 2009. |
| b. Horse-Drawn Stages:[204] | ........................ | ............................ | White Pass operated horse-drawn stage service between Whitehorse and Dawson City from 1901 to 1921. |
| 3[205] | Passenger Wagon 1903 | MacBride Museum, Whitehorse, Yukon | 41 in. front & 54 in. rear wheels. Original Capacity = 11 Passengers & 1⁄2 ton of freight. Gear built by Pacific Wagon Co. (Seattle, Washington). Suspension and body built by White Pass. Middle bench seat removed, thereby reducing passenger capacity to 8. Given to the Royal Canadian Air Force in 1944. Put on display at MacBride Museum in 1953. |
| 6[206] | Passenger Wagon 1904 | Carcross, Yukon | 41 in. front & 54 in. rear wheels. Original Capacity = 11 Passengers & 1⁄2 ton of freight. Gear built by Pacific Wagon Co. (Seattle, Washington). Suspension and body built by White Pass. Middle bench seat removed, thereby reducing passenger capacity to 8. Sold to E. J. Spinney Trucking Service in 1944. Mr. Spinney died in 1948. Wagon put on display by 1953. |
| 9[207] | Passenger Wagon 1917 | MacBride Museum, Whitehorse, Yukon | 43 in. front & 56 in. rear wheels. Capacity = 11 Passengers & 1⁄2 ton of freight. Suspension and body built by White Pass. Written off in 1950. Put on display in 1953. Green paint. |
| 12 or 13 (physically retaining #9) | Heavy Freight Wagon 1902 | Yukon Transportation Museum, Whitehorse, Yukon | 45 in. front & 56 in. rear wheels. Capacity = 5 tons of freight. Built by Bain Wagon Co. Originally, #9. Officially renumbered to 12 or 13 in 1917. Nevertheless, physically retained #9. Written off in 1950. Transferred to the Yukon Transportation Museum in 1990. |
| 33 (physically retaining #3[208]) | Passenger Sleigh Body (with reproduction bobs) 1901 | Yukon Transportation Museum, Whitehorse, Yukon | Originally had 75 in. bobs. Capacity = 14 Passengers & 3⁄4 ton of freight. Original gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass. Originally, #3. Officially renumbered to 23 in 1905. Officially renumbered to 33 about 1909. Nevertheless, physically retained #3, possibly because it may have been taken out of service by 1905.[209] Written off in 1950. Wheels substituted for bobs by 1973. Put on display in 1990. Re-equipped with newly made bobs between 1992 & 2013. |
| 36 (physically retaining #26[210]) | Passenger Sleigh Body (with replacement bobs from its era) 1901 | Henry Tjoelker, Everson, Washington (2006) | Originally had 75 in. bobs. Capacity = 14 Passengers & 3⁄4 ton of freight. Originally gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass. Originally, #6. Renumbered to 26 in 1905. Officially renumbered to 36 about 1909. Nevertheless, physically retained #26, possibly because it may have been taken out of service by 1909.[209] Written off in 1950. Body without bobs sold to George Larson in 1962. Re-sold to Mr. Tjoelker in 2001. Re-equipped with bobs from its era in 2001 or 2002. |
| 37 (physically retaining #7[211]) | Passenger Sleigh 1901 | MacBride Museum, Whitehorse, Yukon | 75 in. bobs. Capacity = 9 Passengers & 1⁄2 ton of freight. Gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass. Originally, #7. Officially renumbered to 25 in 1905. Officially renumbered to 35 about 1909. Nevertheless, physically retained #7, possibly because it had been taken out of service by 1905.[209] Written off in 1950. Put on display in 1953. |
| c. Tractor: | ........................ | ............................ | White Pass used tractors in work service since 1911. |
| 2068 | Bucyrus-Erie 15B Crawler Shovel/Crane 1948 | Skagway Museum, Skagway, Alaska | Bucyrus-Erie shop #60051. Retired in 1978 or 1979. Put on display between 1978 & 1997. In deteriorated condition. |
| d. Bus: | ........................ | ............................ | White Pass operated highway bus service from 1945 to 1970. |
| 24 | "Pony Cruiser" Bus 1946 | Yukon Transportation Museum, Whitehorse, Yukon | Kalamazoo Coaches, Inc. shop #8034621. Capacity = 20 passengers. Wrecked in 1949. Put on display between 1990 & 1996. |
| e. Intermodal Containers: | ........................ | ............................ | White Pass operated intermodal container service from 1955 to 1993. In 1988, Canada de-regulated the commercial trucking industry, which ultimately led to the demise of White Pass trucking. |
| 001 | 12 ft. × 8 ft. × 8 ft. Faro Mine Ore Container 1977 | Yukon Transportation Museum, Whitehorse, Yukon | Capacity = 20 tons. Made of aluminum. Built by Canada Iron Foundries, Ltd. Gray in color. Use discontinued in 1982, when Faro Mine first closed. Put on display between 1990 & 1992. |
| 672 | 12 ft. × 8 ft. × 8 ft. Faro Mine Ore Container 1977 | Yukon Transportation Museum, Whitehorse, Yukon | Capacity = 20 tons. Built by Canada Iron Foundries, Ltd. Gray in color. Use discontinued in 1982, when Faro Mine first closed. Put on display between 1996 & 2010. |
| 1012 | 7 ft. × 8 ft. × 8 ft. Refrigerated Intermodal Container 1955 | Skagway Museum, Skagway, Alaska | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Gray in color. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1988. |
| unknown (one of 1000-1050) | 7 ft. × 8 ft. × 8 ft. Refrigerated Intermodal Container 1955 | Railroad Yard, Carcross, Yukon | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Gray in color. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Number painted over. Used to transport food from Carcross to Bennett by 2011. |
| unknown (another of 1000-1050) | 7 ft. × 8 ft. × 8 ft. Refrigerated Intermodal Container 1955 | Railroad Yard, Carcross, Yukon | Same remarks as for previous 1000-1050 series container, above. |
| 2142 | 7 ft. × 8 ft. × 8 ft. Heated Intermodal Container 1955 | Skagway Museum, Skagway, Alaska | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Orange in color. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1988. |
| 2153 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container 1955 | Yukon Transportation Museum, Whitehorse, Yukon | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Originally a heated container, orange in color. Repainted green, possibly after being re-purposed away from heated service. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1988. |
| 3090 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container 1955 | Skagway Museum, Skagway, Alaska | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Green in color. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1988. |
| 3138 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container 1955 | Yukon Transportation Museum, Whitehorse, Yukon | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Green in color. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1988. |
| 5009 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container 1955 | MacBride Museum, Whitehorse, Yukon | Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Originally an explosives container, red in color. Repainted green, possibly after being re-purposed away from explosives service. First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in the 1960s. |
| 2252 | 25 ft. × 8 ft. × 8 ft. Heated Intermodal Container 1967 | Yukon Transportation Museum, Whitehorse, Yukon | Capacity = 25 tons. Built by Canadian Trailmobile, a division of Pullman Inc. Gray in color. Second generation container. Put on display in 1988. |
| 3400 | 25 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container 1965 | Skagway Museum, Skagway, Alaska | Capacity = 25 tons. Built by Canadian Trailmobile, a division of Pullman Inc. Gray in color. Second generation container. Put on display in 1988. |
| 6457 | 25 ft. × 8 ft. × 8 ft. Intermodal Tank for Bulk Lube Oil 1970 | Atlin Airport, British Columbia | Capacity = 5000 gallons (20 tons). Gray in Color. Second generation container. Use discontinued about 1996, in favor of then-new industry-standard 20-ft. and 40-ft. containers. Re-numbered to 5-617. Located at Atlin Airport in 2012. |
| 6551 | 19 ft. × 8 ft. × 8 ft. Faro Mine Coal and Quicklime Container 1969 | Skagway Museum, Skagway, Alaska | Capacity = 30 tons. Made of steel. Built by Canadian Iron Foundries. Use discontinued in 1982, when Faro Mine first closed. Put on display between 2018 & 2022. |
| f. Container Handling Equipment: | ........................ | ............................ | White Pass operated intermodal container service from 1955 to 1993. In 1988, Canada de-regulated the commercial trucking industry, which ultimately led to the demise of White Pass trucking. |
| 536 | Clark Series 511 Van Straddle Carrier 1965 | Yukon Transportation Museum, Whitehorse, Yukon | Built by Clark Equipment Co. Length = 39 ft.; Width = 13 ft.; Height = 19 ft.; Capacity = 30 tons. Used to move intermodal containers onto and off of flatcars and semi-trailers. Put on display in 2003. |
| 20200 | Doors from Kenworth K100 Cab-over 1962~1968 | MacBride Museum, Whitehorse, Yukon | Built by Kenworth Truck Co. Truck retired and cannibalized by 2003. Between 2018 & 2022, the doors were removed and used as sides for a bench in the MacBride Museum. |
| 53300 | Semi-Trailer for Intermodal Container 1969 | Yukon Transportation Museum, Whitehorse, Yukon | Built by Columbia Body Mfg. Co. Originally #353.[212] Designed for use with 19 ft. (30-ton capacity) ore containers. After the 19-ft. containers were replaced by 12 ft. (20-ton capacity) ore containers in 1977, this trailer was fitted with cones to engage 25 ft. × 8 ft. base, general freight containers. Trailer put on display between 1990 & 1992. |
| g. Stationary Boiler: | ........................ | ............................ | Power source for Chilkoot Pass aerial tram. Tram acquired and shut down by White Pass to eliminate competition. |
| .................. | Locomotive-type Fire-tube Boiler 1886 | Canyon City, Alaska, Chilkoot Trail Mile 7.8 Spur | Built by Union Iron Works. Original owner unknown. Sold to Dyea-Klondike Transportation Co. in 1898, for use in generating electricity to power its aerial tram over Chilkoot Pass.[213] D-KT Co. ownership of the boiler was subject to a lien personally retained by George C. Teal, creditor and trustee of the D-KT Co. The D-KT Co. sold out to White Pass in June 1899, with Mr. Teal retaining his personal lien on the boiler. White Pass took over operation of the aerial tram and shut it down in July 1899. Because of the lien on the boiler, the White Pass did not remove it. Mr. Teal did not foreclose and remove the boiler, either. |
Origins of White Pass station, passenger car, and preserved boat names[edit]
Aishihik [Cars ##264, 380] is the English adaptation of the Southern Tutchone metaphor a shè yi, which literally means its tail hanging down, and which figuratively refers to the shape of the bay at the north end of Aishihik Lake.[214] Although Aishihik (a shè yi) is the English and Tlingit name for both the lake and the village at the north end of the lake, it is the Southern Tutchone name only for the village. The lake's name in Southern Tutchone had been Man Shӓw [Lake Big].[215][216][217] Aishihik Lake located 28 kilometers north of Alaska Highway Kilometer 1546, via Aishihik Lake Road. Aishihik River located at Alaska Highway Kilometer 1547.5.
Alaska [Mile Post 0 to 20.4] is the English adaptation of the Aleut idiom alaxsx-a, which figuratively refers to mainland Alaska. Literally, it means object to which the action of the sea is directed (alax [sea] + sx-a [object of action]).[218]
Alsek [Car #314] is the English adaptation of the Tlingit verb theme aa łsêxh, which means a person habitually rests.[219] It was the name of a Nóogaa (Tlingit) village located on the pre-1891 Upper Alsek River (post-1891 Tatshenshini River), near the mouth of the O'Connor River.[220] Alsek River flows into the Gulf of Alaska.
American Shed [MP 19.2 Station] was named for a snow shed on the American side of White Pass, which existed until the 1980s.[2][221] This name distinguished this shed from a snow shed on the Canadian side of White Pass.
Annie Lake [Car #360] was named for Annie Austin (1870–1950), widow of Charles "Dawson Charlie" Henderson (co-discoverer of gold in the Klondike).[222] Lake located 19 kilometers southwest of Robinson, via Annie Lake Road.
Atlin [Car #218 and a Barge] is the English adaptation of the Tlingit phrase áa tlein, which means large lake.[216][223] Atlin Lake located 96 kilometers south of Alaska Highway Kilometer 1342, via Atlin Road.
Bare Loon Lake [Car 2nd 202] was named for skinny dipping and wailing loons. 1970s Chilkoot Trail hikers sometimes skinny dipped and sometimes heard loons wail at this lake.[224] This lake provided those hikers their last opportunity to bathe before boarding the train at Bennett. Un-officially named "Beaver Lake."[2][221] This lake is at Chilkoot Trail Kilometer 46.7 and to the west of WP&YR Mile Post 37.
Barry [Mile Post 36.0 Station] was named for Donald E. Barry (1944-2000), WP&YR conductor. Station renamed to Vista in 2007 or 2008.
"Beaver Lake" [Car #388] is the un-official name for Bare Loon Lake, which is at Chilkoot Trail Kilometer 46.7 and to the west of WP&YR Mile Post 37.[2][221] There are at least 14 other "Beaver Lake"s in British Columbia.
Bennett [Mile Post 40.6 Station] and Bennett Lake [Car #240] were named for James Gordon Bennett, Jr. (1841–1918), son of the founder of the New York Herald.[216][224][225][226] The lake was originally one of at least four lakes which had borne the Tlingit name kusawa [narrow lake].[227] Bennett also located at Chilkoot Trail Kilometer 53.1.
Bernard Lake [Car 2nd 209] was named for James Bernard "Ben" Moore (1865-1919), who helped establish the White Pass Trail.[2][228] Un-officially named "Fraser Lake."[229] Lake located at Mile Post 27.7 and at Klondike Highway Kilometer 36.5, adjacent to the Fraser station.
Big Kalzas Lake [Car 2nd 230] was named for Kalzas (fl. 1859), a Northern Tutchone employee of the Hudson's Bay Co.[216]
Big Salmon Lake [Cars ##276, 352] was named for the Big Salmon River, which flows through the lake. Big Salmon River took its name from its Tagish, Tlingit, and Northern Tutchone names, which translate to water in which there is large chinook (king) salmon.[230][231] Big Salmon Lake is 9 kilometers downstream from the river’s headwaters at Quiet Lake. Quiet Lake is at South Canol Road Kilometer 98.5.
Black Cross Rock [Mile Post 10.4 Station] is a large fallen rock with grave marker, which commemorates two construction workers who were accidentally crushed and buried by this rock on August 10, 1898. This accident occurred during blasting operations.[2][221][232] One of the workers was Maurice Dunn (1861-1898), who had lived in Michigan and California.[233] The other worker is "supposed to be", "A. Jeneaux," but there is little corroboration for that latter name.[234]
Black Lake [Car #216] was named for the lake's dark appearance, which is caused by the presence of tannic acid and by the lake's not being fed by glacial runoff. Lake located on the Klondike Highway between Mile 4 and Mile 5.
Boulder [Mile Post 4.5 Station] was named for boulders located in the Skagway River at this location.[221]
British Columbia [MP 20.4 to MP 52.6] was indirectly named for Christopher Columbus (1451-1506), by way of five iterations. Christopher Columbus was the eponym for the name Columbia, a reference to the New World. Columbia was the eponym for the Columbia Rediviva [Columbia Revived], a privately-owned ship built as Columbia in 1773, and rebuilt in 1787 [thereby, “Revived”]. The Columbia Rediviva was the eponym for the Columbia River, into which that ship entered in 1792. The Columbia River was the eponym for the Columbia District, a fur trading district named in 1810. Finally, the Columbia District was the eponym for British Columbia, which was the portion of the Columbia District that lay in Canada and was named in 1858.
Canyon [former Mile Post 106.0 Station] is named for Miles Canyon, to which it is adjacent.[2] Miles canyon is named for Lt. Gen. Nelson A. Miles, who sent 1Lt. Frederick G. Schwatka on his journey along the Yukon River in 1883.[216][224][226]
Carcross [Mile Post 67.5 Station] was shortened from Caribou Crossing to Carcross in 1904, because of frequent confusion in mail services.[216][221][226] Named Caribou Crossing from 1900 to 1904. Prior to 1900, the name Caribou Crossing had applied to where most caribou actually crossed – the narrows at Ten Mile Point, which is located three miles east of present-day Carcross, and which divides Nares Lake from Tagish Lake. The Tagish name for these narrows was Médzíh É’oł [Caribou are Swimming], and the Tlingit name for these narrows was Watsíx Naakwaaní Yé [Caribou Swimming Route].[235] The name Caribou Crossing was moved from Ten Mile Point to present-day Carcross in 1900, when the railroad arrived and appropriated the name. Prior to 1900, present-day Carcross had been Upper Caribou Crossing.[236] The Tagish name for Upper Caribou Crossing (present-day Carcross) had been Todezáané [Sand Always Blowing]. The Tlingit name for Upper Caribou Crossing had been Naadaashaa Héeni [“Stream Flowing from the Mountain,” referring to present-day Tincup Creek, at WP&YR Mile Post 66.1].[237] Carcross also located at Klondike Highway Kilometer 105.6.
Carr-Glynn [former Copper Branch station, 5.2 rail miles from MacRae] was named for Sir Sidney Carr Glynn (1835-1916), first chairman of the WP&YR.[232] Site located at the south end of Carr-Glynn Lake, 12 kilometers south of Alaska Highway Kilometer 1428.3: three kilometers via Fish Lake Road, plus 9 kilometers via Copper Haul Road.
Chilkat [Car 2nd 205] is the English adaptation of a Tlingit name of unknown origin, but circumstantial evidence suggests that it was an abbreviation (or remnant) of a phrase which means river that brings the storehouse(s) sockeye salmon. In 1882, the Chilkat River’s name was recorded as "Tschilkat-hīn,"[238] or Chíl [storehouse] Gaat [sockeye salmon] Héen [river].[239] Standing alone, Chíl Gaat Héen is not a complete phrase, because it contains only three alienable nouns that are not grammatically linked.[240] In addition, Chíl Gaat Héen does not appear to be an Eyak loanword, because the Eyak language was too far away, because héen is not an Eyak word, and because chíl was probably inherited from the ancestor language, common to both Tlingit and Eyak, rather having been loaned from one offspring to the other.[241] In fact, chíl gaat héen looks like a clause that is missing the verb at its end. The three nouns, chíl gaat héen, are in the correct sequence, so that if the adverb yaa and the verb na-ø-tee-n [brings] were added at the end, then the resulting phrase would accurately describe the Chilkat River. Chíl-de gaat héen yaa na-tee-n means river that brings the storehouse(s) sockeye salmon – which in fact describes the Chilkat River.[242] (The constituent word order of a Tlingit clause is: indirect object equivalent, then direct object, then subject, followed by the verb.) In addition, the meaning of this phrase would also explain why “Chilkat” had not been the Tlingit name for Chilkat Lake. Chilkat Lake’s Tlingit name had been Áa Ká [Surface of the Lake].[243] The name Chilkat was officially assigned to the lake in 1880 by the U.S. Navy.[244] Chilkat River extends sinuously between Haines Highway Miles 4.3 and 23.8. Chilkat Lake located six miles south of Haines Highway Mile 26.2, four miles via the Chilkat Lake Road, and two miles via shallow rivers (on jetboat or snowmobile).
Chilkoot [Car 2nd 204] is the English adaptation of the Tlingit phrase chál-góot, which means without a storehouse. This name was a reference to the Chilkoot Indians' having stored fish packed in snow between alder or willow branches, instead of in storehouses.[245] Chilkoot Lake located 10 miles north of Haines: 9 miles via Lutak Road and 1 mile via Chilkoot Lake Road.
Chilkoot Trail is a partial translation of the trail’s Tlingit name, namely Chilkoot Dei-yi \dā•yee\, which means Chilkoot-owned Trail.[246] The trail’s English name omits the reference to ownership. The trail extends 33.0 miles/53.1 kilometers, from Dyea Road Mile 7.2 to Bennett Station. The second word of Chilkoot Dei-yi sounds like the original pronunciation of the name of Dyea village (the English adaptation = \dī•yee\ – note that Tlingit did not have the English long ī sound).[247] Prior publications state that the name Dyea is the English adaptation of the words for “to pack” [yaa] or “carrying place” [yaa yé].[248] However, the presence of the initial \d\ sound in Dyea casts doubt on those latter possibilities, and suggests that the first syllable was in fact dei (as in dei-yi). Use of the name Dyea for its present location first occurred in 1886, when John J. Healy (1840-1908) and Edgar Wilson (1842-1895) opened a trading post there.[249] This structure burned down in 1920. Its site, about 0.6 mile south of the Taiya River bridge, is now near a campground parking lot. (Note the distinction between the Tlingit possessed noun Dei-yi [Owned Trail], and the Tlingit phrase Dei Yé [Way to the Trail]. This distinction is reflected in the difference between the English names Dyea and Taiya (inlet name, river name). See, Taiya, below.)
Choutla [Car #366] was the English adaptation of the Southern Tutchone idiom chu dläw, which figuratively refers to the waterfalls that feed Choutla Lake. Literally, it means laughing water.[250] This name was coined in 1911 by Bishop Isaac O Stringer as the name for a nearby school.[251] Choutla Lake located six kilometers east of Klondike Highway Kilometer 65.7, via Tagish Road.
Clifton [Mile Post 8.5 Station] was named for the rock ledge overhanging the tracks at this location.[2][221]
Combo [Car #211] is an abbreviation for combined passenger and baggage car.
Copper River [Car #304] was named for abundant copper deposits along the upper river.[226] River flows along portions of the Glenn Highway, Richardson Highway, Edgerton Highway, and Copper River Highway.
Cougar Lake [Car #506] was the name of Cowley Lake until sometime between 1941 & 1947.[252] Lake located at former Mile Post 94.7.
Cowley [former Mile Post 95.1 Station] and Cowley Lake [Car #234] were named for Isaac Cowley Lambert (1850–1909), chairman of the construction company which built the WP&YR railroad.[216][232] Lake named Cougar Lake until sometime between 1941 & 1947.[252] Cowley Station access road at Klondike Highway kilometer 148.1. Cowley Lake located at former Mile Post 94.7.
Crag Lake [Car #362] was named for the crag which overlooks the lake. Lake located 13 kilometers east of Klondike Highway Kilometer 65.7, via Tagish Road.
Crater Lake [Car 3rd 201] was named for the lake's crater-like appearance. Lake extends between Chilkoot Trail Kilometers 26 and 28.[225][232]
De Wette [former Mile Post 84.0 Station] was named for Auguste C. R. de Wette (1845-1912), banker and early shareholder of the WP&YR.[216][232] Station had been named Wette Lea until 1901.
Dease Lake [Cars ##280, 503] was named for Peter Warren Dease (1788–1863), chief factor of the Hudson's Bay Co.[226] Lake located 226 kilometers south of Alaska Highway Kilometer 1002, via Cassiar Highway.
Denver [Mile Post 5.9 Station] was named in 1904 for the four-mile distant Denver Glacier. Until that year, the station had been named Viaduct.[253] The Denver Glacier had been named in 1899 or 1900[254] for Denver, Colorado, by two former Denver residents, WP&YR civil engineer Alfred Williams and company photographer Harry C. Barley.[255]
Dewey Lake [Car #220] most likely named for Adm. George Dewey (1837–1917), U.S. Navy.[256] Lake located 1⁄2 mile east of Skagway, via steep hiking trail.
Dezadeash [Car #254] is the English adaptation of the Tlingit phrase dáas’aa kayáash, which means snare platforms (for fishing).[217][257] Dezadeash Lake extends between Haines Highway kilometers 193 and 210.
Divide [Mile Post 21.1 Station] is the loop track switch, just north of White Pass. May have been named for the drainage divide between the Skagway River and Yukon River drainage basins, the actual divide being about a mile south of this point.
Drury Lake [Car #336] was named for William S. Drury (1870–1953) of Taylor & Drury, Yukon merchants.[216]
Dugdale [former Mile Post 99.9 Station] was named for James Dugdale (1842-1903), an early White Pass shareholder.[258][259] Dugdale not to be confused with Dundalk, below.
Dundalk [Mile Post 56.3 Station] most likely named by Michael J. Heney for the port city 57 miles east of Killeshandra, Ireland. Heney's parents had emigrated from Killeshandra to Canada in 1854,[260] probably via Dundalk. The parents were Thomas Heney (1832-1892) and Mary Ann (McCourt) Heney (1834-1911). Dundalk not to be confused with Dugdale, above.
Ear Lake [former Mile Post 107.2 Station] was named for the shape of the adjacent lake.[216]
Emerald Lake [Cars ##244, 254, 501] was named for the blue and green light from the surrounding trees that is reflected by the lake's marl bed.[216] Lake located at Klondike Highway kilometer 117.6.
Fairweather Lake [Cars ##278, 356] most likely named for the lake at Cape Fairweather, one mile from the Gulf of Alaska and at the foot of Fairweather Glacier. The Cape had been named Fairweather by Capt. James Cook for the good weather he had encountered there in 1778.[226][261] The glacier and lake subsequently took their names from the cape. (There is a less likely Fairweather Lake at a remote location in eastern Yukon.)
Fantail Lake [Car 2nd 203] was named for the fantail hitch, which 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. The fantail hitch is less common than the gangline (or tandem) hitch, in which a common tug line runs between two tandems of dogs, and each dog is connected to that common tug line.[262] The ice on Fantail Lake constituted part of the Fantail Trail, the winter dogsled trail that extended between Log Cabin and Atlin, British Columbia.[263] The lake extends from 20 to 29 miles east of Log Cabin, via the trail.
Finlayson Lake [Car #340] was named for Duncan Finlayson (1796–1862), chief factor of the Hudson's Bay Co.[216][226] Lake located 231 kilometers north of Alaska Highway Kilometer 980, via Campbell Highway.
Fortymile River [Car #322] was so named because it joins the Yukon River 40 miles below (west-northwest of) Old Fort Reliance.[216][226] Fortymile River located 48 kilometers north of Top of the World Highway Kilometer 59.2, via Clinton Creek Road.
Fox Lake [Car #390] is presumably named for the red fox, which is found throughout the Yukon. Lake received the name Fox by 1940, when a landing field was built near the lake's location, but before a highway was there.[264] The lake's previous Southern Tutchone name had been Kwätan'aya Mân [Going-Into-the-Bush Lake].[265] The lake now extends between Klondike Highway kilometers 238 and 248.
Foy [Mile Post 11.4 Station] was named for Hugh Foy (1842-1899), White Pass Superintendent of Construction.[232]
Frances Lake [Car #364] was named for Lady Frances Simpson (1812–1853), wife of Hudson's Bay Co. governor, George Simpson.[216][226] Lake located 171 kilometers north of Alaska Highway Kilometer 980, via Campbell Highway.
Fraser [Mile Post 27.7 Station] was named for Duncan C. Fraser (1845-1910), a Member of Parliament from Nova Scotia.[232] Fraser also located at Klondike Highway kilometer 36.5.
"Fraser Lake" [Cars 1st 200, #226] is the unofficial name for Bernard Lake.[2][229] Lake located at Mile Post 27.7 and at Klondike Highway kilometer 36.5, adjacent to the Fraser station. A larger and more famous lake in British Columbia is officially named Fraser Lake.
Gateway [Mile Post 23.5 Station] was probably named for the WP&YR slogan "Gateway to the Yukon," and for the fact that this location has the highest elevation on entire White Pass railroad, at 2940 feet.
Glacier [Mile Post 14.1 Station] was named for groundwater seepage and freezing at this location. In the early 1900s, this phenomenon was also referred to as a glacier.[259][266]
Goat Lake [Car #386] is named for the high concentration of mountain goats in the area.[221] Lake is 1921 feet above, and supplies the water for, Pitchfork Falls at Mile Post 9.5.[2][221][267]
Gravel Pit [Mile Post 55.6 Station] was named for an adjacent gravel pit.[2][221]
Graves [Mile Post 49.3 Station] and Samuel H. Graves [Car #402] were named for Samuel H. Graves (1852-1911), the first president of WP&YR.[221][232] In 1885, Graves had become an associate of Close Brothers, the firm that later financed the WP&YR. Graves station renamed to Scheffler in 2016.
Guardrail Curve [Mile Post 43.6 Station] was named for the 24° curve, sharpest on the railroad, which until the 1970s, had a third, safety rail – a.k.a., a guardrail.[221]
Gulch [Mile Post 18.3 Station] was named for the confluence of Dead Horse Gulch and Switchback Gulch.[2] See, Skagway River Branches, below.
Hannan [former Mile Post 17.6 Snow Shed] was named for Kenneth B. Hannan (1889-1976), White Pass General Manager in 1949, when the snow shed was erected. Shed removed in 1992. Site renamed to Hawkins in 2019.
Hawkins [Mile Post 17.6 Station] was named for Erastus C. Hawkins (1860-1912), chief engineer for construction of the White Pass railway.[232][268] The two flatcars near the bottom of the hillside at this location are former WP&YR ##483 and 1015, carried down in a 1977 snowslide. Site named Hannan until 2019.
Heney [former Mile Post 12.3 Station] and Michael J. Heney [Car #401] were named for Michael J. Heney (1864-1910), the labor contractor who built the WP&YR railroad.[232][269] Heney station was eliminated in 2019.
Homan Lake [Car 2nd 208] was named for Charles A. Homan (1847–1918), U.S. Army topographer who accompanied 1Lt. Frederick G. Schwatka along the Yukon River in 1883.[270]
Hutshi [Car #358] is the English adaptation of the Tlingit phrase hóoch’ áayi, which means last lake.[216][217][271] Hutshi Lake was so named because it was the northern-most lake on three Chilkat trade routes, the Neskatahin Trail [Neskatahin Dei-yi], the Goat Creek Trail [X’wáat’heeni Dei-yi], and the Big Glacier Trail [Sít’ Li-gei Dei-yi].[272] Hutshi Lake located 48 kilometers north of Champagne (Alaska Highway Kilometer 1513), via the Neskatahin Trail.
Inspiration Point [Mile Post 16.9 Station] was named for the vista seen from this location.[2][221][232]
Jennings Lake [Car #374] was named for William T. Jennings (1846–1906), civil engineer who assessed various railroad and road routes to the Yukon.[228][232]
Johns Lake [Car #332] was named for Johnnie Johns (1898-1988), Carcross-based outfitter and guide.[273]
Kathleen Lake [Car #270] was named for a girl in Berwickshire County, Scotland, left behind by William "Scotty" Hume (1868–1952), a North-West Mounted Police constable (Reg. #2259) stationed on the Dalton Trail from 1898 to 1903.[274] Lake located 2⁄3 kilometer west of Haines Highway Kilometer 219.7, via Kathleen Lake Turnoff.
Keno [Steam-Stern Wheel Boat] was ultimately derived from a French term which means five winning numbers; a game of chance. The boat was immediately named for the Keno (silver) claim, staked in 1919 by Alfred Kirk Schellinger.[216] Keno claim located 110 kilometers east of Klondike Highway Kilometer 535, via Silver Trail.
Klehini [likely candidate for a car name] is the English adaptation of the Tlingit phrase l’éiw héeni, which means gravel river.[275] Gravel is abundant in the Klehini River and Valley.[276] Furthermore, the water in the Klehini is clear enough, so as to eliminate l’éiw from meaning sand or silt. River extends sinuously between Haines Highway Mile 23.8 and Kilometer 87 (corresponding to Mile 50).
Klondike [Car #308 and Steam-Stern Wheel Boat] is the English adaptation of the Hän idiom Tr'o Ndek, which figuratively means Hammer River.[216][226][277][278] Literally, it means Chinook (King) Salmon River.[279][280] The reason for the figurative meaning is that hammers had been used to erect barriers in the Klondike River, in order to catch the Chinook salmon.[216][226][277][278] Klondike River extends sinuously between Klondike Highway kilometers 664 and 715.
Kluahne [Car #504] was an early spelling of Kluane.
Kluane [Car #258] is the English adaptation of the hybrid phrase lhù aani, which means whitefish place. It was derived from the Southern Tutchone word for whitefish, plus the Tlingit word for place in which there are.[216][217][281] Kluane Lake extends between Alaska Highway kilometers 1642 and 1701.
Klukshu [Cars ##282, 348] is the English adaptation of the Tlingit phrase l’ook shù, which means end of coho salmon.[217][282] Klukshu Lake located 2⁄3 kilometer east of Haines Highway Kilometer 183.2, via Klukshu Turnoff.
Kusawa [Car #286] is a contraction of the Tlingit phrase ká-woo-sáa-oo áa, which means narrow lake.[216][217][271][283][284] Because retreating glaciers often leave long and narrow lakes, there are at least four lakes which had borne this Tlingit name, including Kusawa Lake, Yukon, for which the coach is named.[227] Kusawa Lake, Yukon, located 24 kilometers south of Alaska Highway kilometer 1489.1, via Kusawa Lake Road.
LaBerge Lake [Car #256] was named for Michael Laberge (1837-1909), a Yukon River explorer who never actually saw the lake named for him.[216][224][226] Lake located 3 kilometers east of Klondike Highway Kilometer 225, via Deep Creek Road.
Lansdowne [former Mile Post 74.9 Station] was named for Henry C. K. P. Fitz-Maurice, 5th Marquess of Lansdowne (1845-1927), Governor-General of Canada, 1883-1888.[216]
Laughton Glacier Moraine [2 miles southeast of Mile Post 14.5] can be seen in the distance between Mile Posts 14.5 and 14.8, looking southeast. It appears as a gray area against green surroundings. The glacier itself once extended onto this moraine. The glacier had been named for Maj. Gen. Henry W. Lawton (1843-1899), who was killed in the Philippine–American War.[285]
"LeBarge Lake" [Car #256] is a misspelling of Laberge Lake.[216][224][226]
"Lewes Lake" [Car #268] misspells the surname of Alfred B. Lewis (1866-1928), chief locating engineer of the WP&YR, for whom the lake was named.[216][229] Lake located at former Mile Post 83.
Liard [Car #316] is the French word for eastern cottonwood.[226] Liard River extends sinuously between Alaska Highway kilometers 761 and 991.
Lindeman Lake [Car #222] was named for Dr. Moritz K. A. Lindeman (1823–1908), secretary to the Bremen Geographical Society.[224][225][226] Lake extends between Chilkoot Trail kilometers 41 and 52.
Log Cabin [Mile Post 33.0 Station] was named for a structure which had been erected by the Tagish Indians.[286] The name "Log Cabin," and an actual log cabin, predated any Canadian government structure at this location.[287]
Lorne [former Mile Post 79.4 Station] was named for John D. S. Campbell, Marquess of Lorne (1845-1914), Governor-General of Canada, 1878-1883.[216]
Lynx Lake [Car #501] has an unknown eponym. Possibly, a fantasy name.
Mackenzie River [Car #310] was named for Sir Alexander Mackenzie (1764–1820), Arctic explorer.[226] River located 607 kilometers north of Klondike Highway Kilometer 675, via Dempster Highway.
MacRae [former Mile Post 104.0 Station] was named for Charles Colin MacRae (1843-1922), an early White Pass shareholder.[232][259] MacRae also located at Alaska Highway kilometer 1413.1.
Marsh Lake [Car #224] was named for Prof. Othniel C. Marsh (1831–1899), of Yale University.[216][225][226] The Tagish name for Marsh Lake had been Taa-gish Áayi [lake consisting of breakup water].[288] Lake extends between Alaska Highway kilometers 1367 and 1379.
Mayo Lake [Car #236] was named for Alfred H. Mayo (1846–1923), a Yukon trader.[216][226] Lake located 95 kilometers east of Klondike Highway Kilometer 535, via Silver Trail.
McClintock Lake [Cars ##288, 350] was named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[224][225]
McConnell Lake [Car #372] was named for Charles McConnell (1871–1946), postmaster at Robinson.[216] Lake located 3 kilometers west of Robinson, via Annie Lake Road.
McDonald Creek [Mile Post 62.9 Station] had been named for a person who allegedly staked a claim at this location in 1899.[216] Twenty-one subsequent claims were filed for this same creek in the same year. No gold was found here. Apparently, a hoax.[289]
McNeil Lake [Car #342] is named for the McNeil River, which flows through the lake. McNeil River was named in 1951. It looks like the river was named for James H. McNeil (1871-1951), Yukon Superintendent of Public Roads and Buildings, 1917-1945. He had been the most prominent Yukon official associated with construction of the Alaska Highway. In 1940, he was appointed to the U.S.-Canada Permanent Joint Board on Defense, relating to the then-proposed Alaska Highway.[290] The river's previous Tlingit name had been Kéidladi Héeni [Seagull River].[271] The head of the McNeil River is 12 miles upstream from the lake, and is technically the "source" of the Yukon River. The source of a river is the most distant point upstream from the mouth of the river, regardless of assigned name.[291]
McQuesten Lake [Car #338] was named for LeRoy N. "Jack" McQuesten (1836–1909), Yukon trader.[216][226] Lake located 15 kilometers north of Silver Trail Kilometer 63, via a side road.
Meadows [Mile Post 25.4 Station] was named for the meadows along the Tutshi River (a.k.a. "Thompson River") at this location.[292] Presumably, the 1899 stable at the south (uphill) end of the Thompson River meadows was so located so that horses could feed on the grass of these meadows.
Minto [former Mile Post 81.6 Station] was named for Gilbert J. Elliott-Murray-Kynynmound, 4th Earl of Minto (1845-1914), Governor-General of Canada, 1898-1904.[216][226][278]
Moose Lake [Car #504] is the name of multiple lakes in the Yukon and northwest British Columbia. All apparently named for the animal. The most prominent such lake is at Alaska Highway Kilometer 1828.5, across the road from an archeological site.
Morrow Lake [Car 2nd 207] was named for William Richard Morrow (1915–1968), Yukon corrections director, who proposed that convicts maintain the Chilkoot Trail.[293] Lake located at Chilkoot Trail kilometer 30.7.
Muncho [Car #252] is the English adaptation of the Kaska phrase men cho, which means big lake.[226][294] Muncho Lake extends between Alaska Highway kilometers 698.5 and 710.
Munroe Lake [Car #344] was named for Alexander Munro (1857-1909), boundary survey axe man who broke his leg near this lake in 1901.[216]
Nakina [Car #382] is the English adaptation of the Tlingit village name Naak'i Naa .áa,[295] which means People Sitting Upstream.[296]
Nares Lake [Car 2nd 206] was named for Adm. Sir George S. Nares (1831–1915), an Arctic explorer.[216][224][225][226] Lake located at Klondike Highway kilometer 105.2
Neecheah [Diesel-Screw Propeller Boat] is the English adaptation of the Tlingit phrase neech yeil’, which means calm shoreline.[297] This name looks like a Tlingit language description of the Yukon River just downstream of Whitehorse Rapids,[298] which would have been correct, but does not pre-date 1900. Prior to October 1899, Whitehorse itself had not existed, and there had been no reason for the Indians to give its future location a name. Neecheah [Neech Yeil’] appears to be a short Tlingit language description of Whitehorse that was created in 1922 to name the boat.[299]
Neskatahin [likely candidate for a car name] is a contraction of the Tlingit phrase Nás’k Áa Tayee Héen, which means River Below Three Lakes.[217][300] This name refers to a village once located at a bend in the present-day Tatshenshini River, which is about 500 feet below, and about 3+1⁄2 miles from, three nearby lakes – now known as Pringle Lake, Stella Lake, and Neskatahin Lake.[301] These three lakes lie on plateaus which overlook the river bend.[302] Neskatahin was also 114 miles from Haines, via the Neskatahin Trail [Neskatahin Dei-yi].
Nisutlin [Car #272] was a loanword used by the Tagish Indians.[303] Its origin had been neither Tagish nor Tlingit.[304] (The original Tlingit name for the Nisutlin River had been Héen Tlein [Big River].[305]) The name Nisutlin was borrowed from a Southern Tutchone phrase which means strong flow.[306] Nisutlin Bay located at Alaska Highway kilometer 1243.
Norcom [Steam-Stern Wheel Boat] was named for the Northern Commercial Co., an affiliate of the Northern Navigation Co.[307]
"Norse River" [Car #306] was a misspelling of Nourse River, which had been named for Prof. Joseph E. Nourse (1819-1889), U.S. Navy.[225][226] River mouth located at Chilkoot Trail Mile 7.2.
Octopus Lake [Car #507] is a metaphoric name, which refers to the lake’s "many arms."[308] Circumstantial evidence suggests that it was the translation of a Tlingit metaphoric name.[309] Octopus Lake is just east of Summit Lake at White Pass. Its surface elevation is 15 feet above Summit Lake's. Octopus Lake extends between Mile Post 21.2 (Divide) and Mile Post 22.5.[310]
Partridge Lake [Car #505] was named for Otto H. “Swampy” Partridge (1855-1930), who constructed three small steamboats near this lake in 1898 (Flora, Ora, and Nora).[311]
Pavey [Mile Post 46.4 Station] was named for Francis Pavy (1837-1902), an associate of Charles Colin MacRae, both investors in the WP&YR.
Peace River [Car #330] was named for the peace treaty made in 1781 along the shores of this river, near its mouth (near Peace Point, Alberta). This treaty settled a territorial war between the Cree and Dane-zaa (Beaver) Indians.[226] River located at Alaska Highway kilometer 55.4.
Peel River [Car #326] was named for Sir Robert Peel (1788–1850), prime minister of Great Britain.[216] River located 539 kilometers north of Klondike Highway Kilometer 675, via Dempster Highway.
Pelly Lake [Car #346] was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[216][226]
Pelly River [Car #320] was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[216][226] River located at Klondike Highway kilometer 463.6.
Pennington [Mile Post 51.6 Station] was named for Frederick Pennington (1819-1914), an early shareholder of the WP&YR.[221][232]
Pit [Mile Post 55.6 Station]. See, Gravel Pit, above.
Porcupine River [Car #324] is presumably named for the North American porcupine, which is found in the region. River received the name Porcupine by 1898.[312] River located at Klondike Highway Mile 6, and across the Skagway River from WP&YR Mile Post 7.3.
"Portage Lake" [Car #267] is the un-official name for the lake at WP&YR Mile Post 30.5, just north (downstream) of Shallow Lake and just south (uphill) of Maud Lake.[229][232] Originally, Áak'u Sáani (Little Lakes in Tlingit).[313] Then, un-officially "Shallow Lake," until 1899, when Shallow became the official name for the lake just to the south (upstream). Lake also located at Klondike Highway kilometer 41.1.
Primrose Lake [Car #274] was named for Supt. Philip C. H. Primrose (1864–1937), North-West Mounted Police (Reg. #O.56).[216]
Ptarmigan Point [Mile Post 29.9 Station] was named for the Alaska state bird.[2][221][226] (Or, co-state bird, if you count the mosquito. 😁) Ptarmigan is the English adaptation of the Scottish Gaelic tārmachan. The "p" was added in 1684 to make the word appear to be Greek!! 😁 😁
Pueblo [former Copper Branch terminal, 11.0 rail miles from MacRae] was so named by Hibbard E. Porter (1860-1916), who staked a copper claim at this site in 1899.[259] Site located at intersection of Fish Lake Road and Copper Haul Road, 3 kilometers southwest of Alaska Highway kilometer 1428.3, via Fish Lake Road.
Racine Lake [Car #384] was named for Cariste Racine (1851-1926), owner of a sawmill on Tagish Lake, and owner of the White Pass Hotel in Whitehorse.
Rapid Spur [former Mile Post 109.0 Station] was named for the adjacent White Horse Rapids. On March 27, 1900, ten weeks before the railroad reached this point, Mr. Cornelius Curtin (1855-1900) had died of pneumonia at White Horse Rapids. His attending physician had been Dr. Leonard S. E. Sugden.[314] Dr. Sugden then transported Mr. Curtin's body to Tagish, where he cremated it in the firebox of the steamer Olive May. Dr. Sugden's subsequent recount of this peculiar event to Robert W. Service led to the fanciful poem The Cremation of Sam McGee.
Red Line [Car #5] was named for the stage and boat line which operated between White Pass, British Columbia, and Carcross, Yukon, from 1898 to 1901.[2][232]
Robinson [former Mile Post 88.9 Station] was named for William C. "Stikine Bill" Robinson (1857-1926), general foreman of construction of the White Pass railroad.[216][232] Robinson also located at Klondike Highway kilometer 139.6.
Rocky Point [Mile Post 6.9 Station] was named for the large rock outcropping at this location, through which the railroad cut had been made.[2][221][232]
Scheffler [Mile Post 49.3 Station] was named for Willi Scheffler, White Pass Roadmaster. Station was named Graves until 2016.
Schwatka Lake [Car #266] was named for 1Lt. Frederick G. Schwatka (1849–1892), 3rd U.S. Cavalry, Yukon explorer.[216][224] In 1876, Lt. Schwatka had led the initial cavalry charge at the Battle of Slim Buttes. Schwatka Lake was created by a dam in 1958 and is located at former Mile Post 107.7.
Sibilla [Gasoline-Screw Propeller Boat] had been the name of the yacht on which the financier of the White Pass, namely William B. Close, spent much of his youth.[315]
Skagway [Mile Post 0.0 Station] and Skagway River [Car #300] is the English adaptation of sha-ka-ԍéi, a Tlingit idiom which figuratively refers to rough seas in the Taiya Inlet, that are caused by strong north winds.[316] Literally, skagway is a gerund which means pretty woman.[317] The story behind the name is that Skagway [“Pretty Woman”] was the nickname of Kanagoo, a mythical woman who transformed herself into stone at Skagway bay and who (according to the story) now causes the strong, channeled winds which blow toward Haines, Alaska.[318] The rough seas caused by these winds have therefore been referred to by using Kanagoo's nickname, Skagway.[319] The Kanagoo stone formation is now known as Face Mountain, which is seen from Skagway bay. The Tlingit name for Face Mountain is Kanagoo Yahaayí [Kanagoo's Image/Soul].[320] [Notes: The word which literally means rough seas is jiwsitaan. The phrase which means home of the north wind is xóon neili.[321]] (North winds prevail at Skagway from November to March. South winds prevail from April to October.[322]) Skagway also located at Klondike Highway Mile 0. Skagway River bridges at Klondike Highway Mile 1.8 and WP&YR Mile Post 14.2.
Skagway River Branches:
- East Fork: The East Fork branches off the Skagway River, opposite WP&YR Mile Post 4.8.[267] From there, the railroad follows the East Fork to Mile Post 5.8, where it makes a U-turn, crosses the East Fork, and loops back to follow the main river.
- White Pass Fork: The Skagway River turns to the east, and White Pass Fork branches off to the north, opposite WP&YR Mile Post 12.[267] From there, the railroad follows the Skagway River to Mile Post 14.2, where it makes a U-turn, crosses the Skagway River, and loops back to follow White Pass Fork.
- Switchback Gulch: Switchback Gulch branches to the northeast, and Dead Horse Gulch branches to the north, opposite WP&YR Mile Post 18. From there, the railroad follows Switchback Gulch to Mile Post 18.6, where it makes a left turn and crosses Switchback Gulch.
- Dead Horse Gulch: After crossing Switchback Gulch, the railroad goes through a tunnel which comes out at WP&YR Mile Post 18.8, along Dead Horse Gulch. From there, the railroad follows Dead Horse Gulch to its head at Pump House Lake, at Mile Post 20.[323]
Slippery Rock [MP 15.6 Station] was named for the 50° to 60° rock slope adjacent to the track, from which snow and ice slide onto the tracks during the winter and spring.[2][221][232]
Spirit Lake [Car #214] was named for the spirit of the Yukon, by U.S. Army troops during construction of the Alaska Highway in 1942.[216] Lake located at Klondike Highway kilometer 116.
Squanga [Car #376] is the English adaptation of dasgwaanga, the Tagish and Tlingit name for "humpback" or lake whitefish.[216][226][324] Ironically, Squanga Lake also contains whitefish now known as "Squanga whitefish," which are a different species from the lake [humpback] whitefish which gave this lake its name. Squanga Lake located at Alaska Highway kilometer 1315.9.
Stewart River [Car #328] was named for James G. Stewart (1825–1881), who discovered this river in 1849.[216][226] River extends sinuously between Klondike Highway kilometers 535 and 594.
Stikine [Car #306] is the English adaptation of the Tlingit idiom sh táax’ héen, which figuratively refers to whirlpools and eddies found in the Stikine River. Literally, it means river water biting itself.[325] River located 286 kilometers south of Alaska Highway Kilometer 1002, via Cassiar Highway.
Summit Lake [Cars 2nd 200, #262] was named for the White Pass summit. Lake located at Mile Post 21, just north of the White Pass summit.[232]
Surprise Lake [Car #370] so named in 1898 by prospectors Kenneth C. McLaren and Frederick "Fritz" Miller.[326] Previously, it had been one of at least four lakes which had borne the Tlingit name kusawa [narrow lake].[227] Surprise Lake located 18 kilometers east of Atlin, via Surprise Lake Road.
Switchback [former Mile Post 18.7 station] was named for the railroad switchback on the original, 1898-1901 alignment across Switchback Gulch (see, Skagway River Branches, above). The original alignment also included the first Bridge 18-A on the lower switchback leg, and Bridge 18-B crossing the Gulch on the upper switchback leg, both bridges being close to the switchback switch. From 1901 to 1969, the second Bridge 18-A ("Steel Bridge") crossed Switchback Gulch at Mile Post 18.3 and bypassed both legs and bridges of the original switchback. Since 1969, most of the south leg of the original switchback, plus the third Bridge 18-A across Switchback Gulch (at Mile Post 18.6), plus a tunnel have, in turn, bypassed the second Bridge 18-A.[2][221]
Tagish [Car #248] is the English adaptation of the Tagish phrase taa-gish, which means breakup of ice.[327] This name refers to the sound that the Tagish River ice makes during spring breakup.[328] The Tagish Indians adopted this name to identify themselves because, prior to 1898, they spent their winters along the Tagish River.[329] The Tagish name for present-day Tagish Lake was Taku because the lake provided access to the Taku Tlingit people. Conversely, the Tlingit (and consequently English) name for present-day Tagish Lake is Tagish because the lake provided access to the Tagish people.[330] Tagish Lake extends between Klondike Highway kilometers 78 and 95.
Taiya \tī•ye\ [Car #302] is the English adaptation of the Tlingit name Dei Yé \dā ye\.[331] (Tlingit did not have the English long ī sound.) As used, Dei Yé meant Way to the Trail.[332] Specifically, Dei Yé – standing alone – was the Tlingit name for the combination of the present-day Taiya Inlet[333] – plus the eight-mile, canoe-navigable portion of the present-day Taiya River, which begins at the mouth of the Nourse River.[334] Other than Yé [Way], there was no word in the original name which would correspond to an inlet or to a river. Thus, the name Dei Yé referred to the Waterway to the Chilkoot Trail, from the south end of the Taiya Inlet, to the north end of canoe navigation on the Taiya River. A 1973 publication states that Taiya “purportedly” is the English adaptation of the words for “carrying place” [yaa yé].[335] However, the presence of the initial \t\ or \d\ sound in Taiya or \Deyah\ or \Dayay\ casts doubt on the yaa yé [carrying place] possibility, and suggests that the first syllable was in fact dei (as in dei yé). North of the Nourse River, the present-day Taiya River was named Sít’ Yayík [“Noisy Glacier,” a reference to nearby Sheep Camp Glacier].[336] (Note the distinction between the Tlingit possessed noun Dei-yi [Owned Trail], and the Tlingit phrase Dei Yé [Way to the Trail]. This distinction is reflected in the difference between the English names Dyea (village name) and Taiya. See, Chilkoot Trail, above.) Taiya River located at Dyea Road Mile 7.3.
Takhini [Cars ##284, 354] is the English adaptation of the Tlingit metaphor téix héeni,[337] which literally means broth,[338] and figuratively refers to Takhini Hot Springs.[217] Takhini River located at Alaska Highway kilometer 1468.9, and at Klondike Highway kilometer 195.5.
Taku [Car #318] is a contraction of the Tlingit phrase t’aawák galakú, which means a flood of Canada geese.[295][226] Taku River flows into the Taku Inlet, 18 miles northeast of Juneau.
"Tarahne" [Gasoline-Screw Propeller Boat] was directly derived from Tarahini, which was the name of a little creek at Atlin. The name Tarahini was suggested to the ship's carpenter by Chief Taku Jack (John Taku, Sr.). Tarahini was the English adaptation of the Tlingit phrase té yaa .aa hini, which means stream sitting along rock.[339] Tarahini had been derived by eliminating yaa and by substituting the English \ra\ sound for the Tlingit aspirated \.aa\ sound. Thus, all vocal sounds in Tarahini occur in English. The reason for the subsequent alteration from Tarahini to "Tarahne" is not known.
Tatshenshini [Car #312] is the English adaptation of the Tlingit phrase t’á chaan sha-héeni, which means river with stinking chinook (king) salmon at its headwaters.[340] This name refers to the dead, spawned-out salmon at the headwaters of the pre-1891 Tatshenshini River (subsequently the Blanchard River). These headwaters are along the Goat Creek Trail (X’wáat’heeni Dei-yi, one of the three Chilkat trails between Haines and Hutshi Lake, Yukon), 100 trail-miles from Haines.[341] In 1891, the name Tatshenshini was re-assigned to a different river.[342] Pre-1891 Tatshenshini River (subsequently the Blanchard River) located at Haines Highway Kilometer 144.8. Post-1891 Tatshenshini River located 5 kilometers west of Haines Highway Kilometer 164, via Dalton Post Road.
Taye [likely candidate for a car name] is the English adaptation of the Southern Tutchone word tàłe, which means northern pike.[217][343] Northern pike are abundant in Taye Lake. Actually, the Southern Tutchone themselves had a separate name for the lake itself. The Southern Tutchone name for the lake itself sounds something like “Chin K’üa,” and the meaning of whatever this name may be, is unknown.[344] The Tlingit name for the lake is Té-xáat, which literally means “Rock-fish”.[345] “Rock-fish” does not actually describe the lake, and does not describe northern pike. Té-xáat might be an obscure, local Tlingit name for northern pike and, consequently, the Tlingit name for the lake itself. Taye Lake located 18 kilometers north of Champagne (Alaska Highway Kilometer 1513), along the Neskatahin Trail [Neskatahin Dei-yi].
Teslin [Car #242] is the English adaptation of the Northern Tutchone phrase dé-lin, which means flowing out.[231] Teslin Lake extends between Alaska Highway kilometers 1244 and 1290.
"Thompson River" [Car #334] is the un-official name of the stream flowing from Meadows (Mile Post 25.4 Station) to Bernard Lake (at Mile Post 28.3). Received the name "Thompson River" by 1899.[292] Most likely, named for Livingston Thompson (1851-1904), surveyor and Secretary of the Bennett Lake & Klondyke Navigation Co. Thompson was also a friend of William J. Rant, the British Columbia agent, magistrate, and assistant land commissioner for Bennett in 1898.[346] The official name of this stream is Tutshi River.[2][229][347]
Tincup Lake [Car #508] most likely a fantasy name for the unnamed lake on Montana Mountain, from which Tincup Creek flows.[348] Lake located 0.9 kilometer west of Montana Mountain Access Road Kilometer 4.7, via a trail. Tincup Creek bridge at WP&YR Mile Post 66.1 – 2½ miles downstream from the lake. (There is a less likely Tincup Lake at a remote location north of Kluane Lake.)
Tutshi [Car #260 and Steam-Stern Wheel Boat] is the English adaptation of the Tlingit metaphor t’ooch’ áayi,[337] which literally means charcoal lake,[349] and figuratively means dark lake.[295] Tutshi Lake is darker than most lakes in the region because it is not fed by glacial runoff. Lake extends between Klondike Highway kilometers 57 and 70.
Utah [former Mile Post 105.5 Station] was the site of a camp of the Utah Construction Co. during construction of the Alaska Highway.[2] Utah also located at Alaska Highway kilometer 1415.7.
Viaduct [Mile Post 5.9 Station] had been named for the East Fork Bridge, now Bridge 5-A. Station renamed to Denver in 1904.[253]
Vista [Mile Post 36.1 Station] was named for the view from this location.[221] Station had been named Barry until 2007 or 2008.
Wasson Lake [Car #368] was named for Everett L. Wasson (1910–1958), first bush pilot in the Yukon.[216]
Watson [Mile Post 59.4 Station] was named for Thomas J. Watson (1861-1926) of Watson & Church, Skagway real estate agents during 1898-1899.[216]
Watson Lake [Cars ##238, 502] was named for Francis G. "Frank" Watson (1883–1939), a Klondike stampeder.[216][226] Lake located at Alaska Highway kilometer 980.
Wette Lea [former Mile Post 83.7 Station] was named for Auguste C. R. de Wette (1845-1912), banker and early shareholder of the WP&YR.[232] Station renamed to De Wette in 1901.
White Pass [Mile Post 20.4 Station] was named for the Hon. Thomas W. White (1830-1888), Canadian Interior Minister, 1885-1888.[2][221][226][232][267]
Whitehorse [former Mile Post 110.7 Station] was named for the appearance of rapids in the Yukon River, about two miles upstream from the railroad station. Since 1958, these rapids have been covered by Schwatka Lake. Until 1957, the city's name was spelled as two words: "White Horse."[216][226] Whitehorse also located at Alaska Highway kilometer 1429.
Whiting River [Car #378] was named for U.S. Navy Surgeon Robert Whiting (1847–1897).[267] River flows into Gilbert Bay, 33 nautical miles southeast of Juneau, via Stephens Passage.
Wigan [former Mile Post 104.8 Station] was named for Edward A. Wigan (1868-1942), early shareholder of the WP&YR.[232]
Wolf Lake [Car #502] is a translation of the lake’s Tlingit name Gooch Áayi.[271]
Yukon [Car #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 pale colour" of glacial runoff in the Yukon River.[350][351] The contraction is Ųųg Han, if the \ųų\ remains nasalized, or Yuk Han, if there is no vowel nasalization.[352] In the 1840s, different tribes had different opinions as to the literal meaning of Yukon. In 1843, the Holikachuks had told the Russian-American Company that their name for the river was Yukkhana and that this name meant "big river."[353] However, Yukkhana does not literally correspond to a Holikachuk phrase that means big river.[354][355] Then, 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.[350] White water river in fact corresponds to Gwich'in words that can be shortened to form Yukon.[351] Because the Holikachuks had been trading regularly with both the Gwich'ins and the Yup'iks,[356] the Holikachuks were in a position to borrow the Gwich'in contraction and to conflate its meaning with the meaning of Kuig-pak [River-big], which is the Yup'ik name for the same river. For that reason, the documentary evidence suggests that the Holikachuks had borrowed the contraction Ųųg Han [White Water River] from Gwich'in, and erroneously assumed that this contraction had the same literal meaning as the corresponding Yup'ik name Kuig-pak [River-big]. Yukon River begins at the foot of Marsh Lake, 1+1⁄2 kilometers south of Alaska Highway Kilometer 1383.
See also[edit]
For the complete roster of White Pass boats, see, List of steamboats on the Yukon River.
For the complete roster of White Pass winter stages, see, Overland Trail (Yukon).
References and notes[edit]
- ^ Since 1942, WP&YR computed the tractive effort of steam locomotives by taking 20% of the weight on drivers.
- ^ a b c d e f g h i j k l m n o p q r s t u v Johnson, Eric L. (1998). Sea to Sky Gold Rush Route. Rusty Spike Publishing. pp. 8 (Rocky Point), 10 (Clifton), 13 (Pitchfork Falls), 15 (Pitchfork Falls, Black Cross Rock), 21 (Slippery Rock), 23 (Inspiration Point), 24 (Gulch), 27 (American Snow Shed site, White Pass), 28-29 (Three Crossings of Cut-off Gulch), 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), 48 (Ptarmigan Point), 50 (Beaver Lake), 53 (Gravel Pit), 54 (Red Line), 56 (Utah, Canyon), 83 (Locomotives). ISBN 0-9681976-1-2.
- ^ a b c d e f Johnson, Eric L. (1997). The Bonanza Narrow Gauge Railway. Rusty Spike Publishing. pp. 145–50. ISBN 0-9681976-0-4.
- ^ a b c d e f g Conrad, J. David (1988). The Steam Locomotive Directory of North America. Transportation Trails. (2 Volumes)
- ^ Thompson, Dennis Blake; Richard Dunn & Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. p. 344.
- ^ Hannum, James S. (2006). South Puget Sound Railroad Mania. Hannum House Publications. pp. 203–05, 227–29, 273. ISBN 978-0-9679043-5-1.
- ^ It is undisputed that Climax #167 was sold to a logging company in Washington State in 1903. Graves, P. C. (1956). "The Gold Rush Route." 67 Railroad Magazine, Number 3 (April 1956), at page 69 ("sold to Washington Logging Co., 1903"). However, the Maytown Lumber Co. could not have been a 1903 purchaser. The Maytown company did not begin railroad operations until 1912. Hannum, James S. (2002). Gone But Not Forgotten: Abandoned Railroads of Thurston County, Washington. Hannum House Publications. ISBN 0-9679043-2-3., at page 129; Adams, Kramer (1961). Logging Railroads of the West. Bonanza Books., at Appendix (Washington). In addition, the Maytown company did not own any Climax locomotives. The Maytown company owned only one geared locomotive. Adams (1961). Logging Railroads of the West., at Appendix (Washington). That lone Maytown geared locomotive was Lima Locomotive & Machine Co. (Shay) Shop #666 – not any Climax. Koch, Michael (1971). The Shay Locomotive: Titan of the Timber. World Press., at page 404. The earliest known report that the Maytown Lumber Co. owned Climax #167 was made in 1960, four years after the 1956 Railroad Magazine account and many years after Climax #167 no longer existed. Taber, Thomas T., III; Casler, Walter C. (1960). Climax: An Unusual Steam Locomotive. Railroadians of America, Inc.
{{cite book}}: CS1 maint: multiple names: authors list (link), at page 79. That report further stated that the Maytown company bought the locomotive in 1903 – nine years before the Maytown company began railroad operations. That 1960 report has often been repeated. Messrs. Taber and Casler resided in Pennsylvania. It is not known who their 1950s Washington State correspondent might have been. The correspondent did not recall that Climax #167 had been converted to standard gauge or that it had been reduced to 2-truck or that it had been owned by White Bros./White Star Lumber Co. beginning in 1903 and for at least nine more years. Because the correspondent is unknown, because the correspondent did not recall much about the locomotive, because the Maytown railroad did not exist until long after 1903, and because the Maytown company is not known to have owned any Climax locomotives, the known evidence suggests that the Maytown Lumber Co. did not own Climax #167. - ^ a b c d e f g h i j k From examination of photographs.
- ^ a b c d e f g h i j k l m n o p "The fifteen locomotives have been sitting at the Army Services Supply Depot in Auburn for six months and had been up for bid for a month. All had been shipped from Alaska. Only four bids were received on the locomotives. Three of the engines, 110 tons each [U.S.A. ##198-200], were sold for $1738 to the Dulien Steel Products Co. A spokesman said the company hopes to be lucky enough to find a customer in South America. Thirteen engines, each about 60 tons [U.S.A. ##10, 14, 20-23, 250-256], were sold to M. Bloch & Co. for $5957.50. The company says they plan to scrap them.” John T. (2015). "Re: Northern Pacific Auburn, Washington Scraping of 3-foot Steam," Railway Preservation News (September 8, 2015), citing, Seattle Times (April 18, 1946), at, http://www.rypn.org/forums/viewtopic.php?f=1&t=38094&start=15 (Apr. 27, 2021). [Note: three locomotives plus thirteen locomotives add up to sixteen locomotives, not fifteen.]
- ^ a b Chappell, Gordon; Robert W. Richardson; Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN 0-918654-12-2., at page 255.
- ^ a b c Ferrell, Mallory H. (1981). C&Sng: Colorado & Southern Narrow Gauge. Pruett Publishing Co. ISBN 0-87108-534-8., at page 232.
- ^ Sloan, Robert E. & Skowronski, Carl A. (1975). The Rainbow Route: An Illustrated History of the Silverton Railroad, the Silverton Northern Railroad, and the Silverton, Gladstone & Northerly Railroad. Sundance Publications. pp. 200, 388. ISBN 0-913582-12-3.
- ^ a b c d e f g h i See, Stutz, John C. (2013). “Dumped Tender Shells,” White Pass Fanlist, No. 12191 (April 16, 2013):
“… in 1976, … the tenders lay roughly parallel to the river in four crosswise rows. ‘A’ was northernmost, facing south. ‘B’ & ‘C’ formed the second row, facing north. ‘E’, ‘D’ & ‘F’, west to east, formed the third row, again facing north. ‘H’ & ‘G’ were southernmost, upside down, with ‘G’ somewhat over ‘H’. ‘A’ through ‘F’ were all right side up. … Outs. is my shorthand for outside to outside.
“Tender A [#57] 18'5" × 7'8" × 4'3" + 9" + 12" board [tender tank L × W × H + side extensions]; coal space 4' × 12'; frame 12" deep, extended 20" to front.
“Tender B [Original Rotary #3], lettered ‘DENVER & RIO GRANDE 243’ Later ‘ON’; 16'6" × 6'4" × 4'6" + 10" + covered extension; coal space 3'2" × 9'9", coal boards 18" from front; built up extension 30" above side rails and 4' longer to rear; had rounded hinged top opening ≈4' wide; center sill, 1 * 5"x9" flat, 2 * 4.5" timbers 21"deep, 22" Outs.; side frames 5'8" Outs., 21" deep; this consists of one frame set atop another; extended 21" to front of tank; ladder 11" Outs. 12" rungs; frame 19'8" long; 2 sets rerailer hooks on side.
“Tender C [#60 – now at Skagway Museum, upside down]18'6" × 8'0" × 4'3" + 9", 9" patch along bottom; coal space 12'(-18" @ front) × 4'1"; front platform ≈22"; front sill 10.5" × 13.5" × 7'; rear sill 10" × 14.5"’ side sills 10.5" × 5"; frame ≈22 Outs.
“Tender D [#61] 18'5" × 8'0" × 4'3" + 10"; coal space: 4'3" × 11'9"(-15"); front platform 22"; front sill 8" × 10", side sill 5" × 10", 6'4" Outs.; rear sill 10" × 15" × 7'1", 20'7" long; has frame.
“Tender E [Original] #"69" 21'10" × 8'0" × 4'4" + 11"; coal space 3'11" × 11'8" (had oil box); no frame.
“Tender F [#56 – now at Skagway Museum] (slope back) 18'5" × 8'1" × 4'2" + 10.5"; coal space 4'1" × 11'9"(-15"); slope begins 6" over coal space and is 16" high at rear; slope of welded construction; no frame.
“Tender G [#24] 18'7" × 8' × 4'2" + 16"; coal space 4'2" × 11'10"(-15"); no frame.
“Tender H [Original Rotary #1] 18'6" × 8'1" × 5'3" + ?; coal space 4'0" × 8'1.5" for 27"; upper back sloped and was not accessible.” - ^ a b c d Pitchard, George E. (2004). Locomotive Roster – Narrow Gauge, 1871–1903: Utah Northern Railroad, et al. UtahRails.net, note 13, citing, Union Pacific Railroad Volume 53: Journal E (September 1889, November 1889) or Union Pacific Railway Volume 76: Journal H (September 1889, November 1889), Nebraska State Historical Society manuscripts, RG 3761.AM, Subgroup 5, Series E. Dates of sale used to determine correspondence between Utah & Northern Railway. numbers and Columbia & Puget Sound R.R. numbers. Only one U&N Brooks 2-6-0 sold in September 1889 (U&N #80, C&PS 2nd 3). Only one U&N Brooks 2-6-0 sold in November 1889 (U&N #94, C&PS 2nd 4).
- ^ a b c In March 1882, The New York Times reported that "At the Grant Works, 10 new engines were countermanded after they were completed, and last week they were stored away." 31 The New York Times, No. 9535 (March 30, 1882), page 8, Column 4 (Paterson’s Locomotive Works).
In June 1882, the Toledo, Cincinnati & St. Louis R.R. stated 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 ..." 109 Cincinnati Daily Gazette, Number 144 (June 17, 1882), at page 8, Column 2. See, also, 3 Railway Age Monthly and Railway Service Magazine, Number 7 (July 1882), page 443 (Toledo, Cincinnati & St. Louis [N.G.]), citing, 55 Boston Evening Transcript, Number 16,916 (June 13, 1882), at page 8, Column 2.
The D.&R.G. Railroad responded 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." 3 Railway Age Monthly and Railway Service Magazine, Number 8 (August 1882), page 506, Column 2 (Denver & Rio Grande).
In fact, the D.&R.G. Railroad had even refused to pay for the last two of those 30 Grant locomotives "delivered within the contract time," namely Grant shop ##1441-1442. Nos. 1441-1442 were sold instead to the St. Louis Southwestern Railway Strapac, Joseph A. (1977). Cotton Belt Locomotives. Shade Tree Books. p. 226.; Dubits, Robert J. & Lorenz P. Schrenk (1991). Construction List of the Grant Locomotive Works and Its Predecessors., at pages 45-49, reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400.
The D.&R.G. Railroad's inability to pay for the locomotives was substantiated in its announcement of January 27, 1882 citing a "changed financial atmosphere." 14 Railroad Gazette 731 (November 24, 1882) (Denver & Rio Grande, ¶ 1). "Changed financial atmosphere" meant that "investors in [railroad] bonds seem to be scarce. The great railroad magnates have openly declared that the prices of railroad securities are now much below their value.” 49 The Sun (New York), No. 212 (March 31, 1882), page 3, Column 3 (Locomotives Going Cheap, ¶ 7).
As set forth above, Grant shop #1442 had been completed before the ten T.C.&St.L. R.R. 2-8-0’s were built. In March 1882, the month that the Times report appeared, Grant completed its shop ##1459-1465 locomotives for the Texas & St. Louis Ry. Coincidentally, there are exactly ten Grant shop numbers between 1442 and 1459, for which the identity of the corresponding locomotive is not directly known, as seen here:Grant Shop Nos. Dates Locomotives 1362-1381 April–June 1881 Denver & Rio Grande R.R. 3-Ft. Gauge 2-8-0, Nos. 200-219 ...... ...... ...... 1433-1440 November 1881 Denver & Rio Grande R.R. 3-Ft. Gauge 2-8-0, Nos. 220-227 1441-1442 December 1881 Texas & St. Louis Ry. 3-Ft. Gauge 2-8-0, Nos. 30-31 1443 December 1881 [not directly known – TC&StL 57~66 ?] 1444 October 1881 Richmond & Alleghany R.R. 5-Ft. Gauge 4-4-0, No. 18. 1445 March 1882 Texas & St. Louis Ry. 3-Ft. Gauge 2-6-0, No. 16 1446-1450 January 1882 [not directly known – TC&StL 57~66 ?] 1451 February 1882 [not directly known – TC&StL 57~66 ?] 1452-1455 February 1882 Richmond & Danville R.R. Standard Gauge 4-4-0, Nos. 70-73 1456-1458 February 1882 [not directly known – TC&StL 57~66 or R&A 19-21 ?] 1459-1465 March 1882 Texas & St. Louis Railway 3-Ft. Gauge 2-6-0, Nos. 17-23 [1466 ?] February 1882 Richmond & Alleghany Railroad 5-Ft. Gauge 2-6-0, No. 19 [1467 ?] February 1882 Richmond & Alleghany R.R. 5-Ft. Gauge 2-6-0, No. 20 [1468 ?] March 1882 Richmond & Alleghany R.R. 5-Ft. Gauge 4-4-0, No. 21 Twenty-four of 1469-1498 April–May 1882 Chicago & North Western Railway Standard Gauge 4-4-0, Numbers 464-487 Dubits and Schrenk (1991). Construction List of the Grant Locomotive Works., at pages 45-49; Armitage, Laura E. (1953). "Richmond and Allegheny Railroad." 88 Railway and Locomotive Historical Society Bulletin 66 (May 1953). Grant reported that "Up to Feb. 1, 1882, [shop #1450] had been completed ..." Clayton, W. Woodford; Nelson, William, eds. (1882). History of Passaic and Bergen Counties, New Jersey, with Biographical Sketches of Many of Its Pioneers and Prominent Men (PDF). Everts & Peck. p. 437. Retrieved 2017-10-16.
This information suggests that the shop numbers of the ten T.C.&St.L. Railroad 2-8-0's are 1443, 1446-1451, and either 1456-1458 or 1466-1468. The last three T.C.&St.L. Railroad locos were either Grant shop ##1456-1468 or Grant shop ##1466-1468, with the last three Richmond & Alleghany Railroad locos being the other shop number group. - ^ a b WP&YR #53 had been Toledo, Cincinnati & St. Louis Railroad #63. If the usual T.C.&St.L. Railroad numbering practice was followed, then TC&StL #63 (WP&YR #53) would have been Grant shop #1451 (Feb. 1882). The T.C.&St.L. Railroad 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 pages 431-35; Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400, passim.
- ^ See, Robertson, Donald B. (1998). Encyclopedia of Western Railroad History, Volume II: The Mountain States. Taylor Publishing. ISBN 0-87833-026-7., at pages 104, 106; Locomotives of the Rio Grande. Colorado Railroad Museum. 1980. pp. 18–19. ISBN 0-918654-25-4. Note that D&RG road #228 (expected for Grant #1441) was backfilled in 1894 by ex-D&RG #22. D&RG road #229 (expected for Grant #1442) was backfilled in 1894 by ex-D&RG #41. D&RG road ##230-239 (expected for Grant ##1443, 1446-1451, and either 1456-1458 or 1466-1468) remained permanently vacant.
- ^ This loco likely not actually used by the Cincinnati, Lebanon & Northern Railway. As of 1885, most ex-TC&StL Grant "engines were laid up with broken frames, burned-out fireboxes, and boilers full of mud." Rehor (1965). The Nickel Plate Story., at page 145. This loco definitely laid up at Dayton, Ohio in 1887. Id., at page 435 (#63).
- ^ 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).
- ^ September 21, 1887, and September 24, 1887, letters from Elijah Smith (OI Co. president) to Barrows & Co., Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries "佲敧潮⁉浰牯癥浥湴⁃潭灡湹ਉठ散潲摳⁓灥捩慬⁃潬汥捴楯湳Ⱐ啗⁌楢牡物敳". Archived from the original on 2010-07-05. Retrieved 2022-06-15..
- ^ a b c d e Best, Gerald M. (1981). Ships and Narrow Gauge Rails. Howell-North Books. ISBN 0-8310-7042-0., at pages 92–93, 140, 142. April 15, 1890, letter from H. W. McNeill (C&PS resident manager) to Elijah Smith (OI Co. president) (I have bought the Olympia and Tenino Railroad). Oregon Improvement Co. Records.
- ^ a b c WP&YR Superintendent's Report for week ending February 26, 1938, Klondike Gold Rush National Historic Park Archives, Skagway, Alaska ("Eng. 61, removed tender from engine 56 and connected to engine 61").
- ^ a b c d e f WP&YR Correspondence of May 22, 1946, from President Rogers to Chairman Hamilton, at page 2 ("For the last two years the Army has used two of their tenders on our rotaries and [the tenders of] three of our old engines ... taken out of service took care of the [190-class donor locomotives].").
- ^ a b May be identified by the 8-inch "patch" around the superstructure base.
- ^ a b c d e WP&YR Record of Vouchers (unpublished, 1900–1901), WP&YR Company Records, Yukon Archives.
- ^ a b Quastler, Imre E. (1999). Kansas Central Narrow Gauge. South Platte Press. ISBN 0-942035-48-8., at pages 8-9, 79, 83-84.
- ^ WP&YR Ledger No. 1, Additions & Improvements (unpublished, 1899–1905), WP&YR Company Records, Yukon Archives.
- ^ The original Hinkley records, which had been partially copied before they were destroyed by the Massachusetts Institute of Technology, showed that the locomotive had been built with eight wheels (Hinkley "Cl. 8-"), which would have made it a 2-6-0, rather than an 0-6-0. Starbuck, G. Frank (1895). Hinkley Builders List (##1780-1781), reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400; see, also, Edson, William D. (1980). "The Hinkley Locomotive Construction Record." 142 Railroad History 53-54, 83 (Spring 1980). Railway & Locomotive Historical Society.
- ^ Webb, Patrick A. G. (June 1974). "The Turkey Trail?" (PDF). Canadian Rail. pp. 180, 182. ISSN 0008-4875. Archived from the original (PDF) on 2023-08-29. Retrieved 2023-04-11.
The yard at Lethbridge was [in 1893] dual-gauged ... [M]otive power in the yard at Lethbridge sported both link-and-pin and knuckle couplers, for moving both narrow and standard-gauge rolling stock – the Hinkley 0-6-0 reportedly being so equipped.
At a minimum, the standard gauge coupler fixtures most likely required bolts behind the pilot which would have interfered with the lead truck. - ^ a b Lavallée, Omer S. A. (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN 0-919130-34-8., at page 380.
- ^ a b c d e f Special Report: White Pass & Yukon Route 1901 (unpublished), WP&YR Company Records, Yukon Archives, Whitehorse, Yukon, Canada.
- ^ True, J. D. (1994). It Happened on the White Pass. Northbush Publications. ISBN 1-896079-02-4., at pages 53-54.
- ^ a b Reisdorff, James J. (1984). Locomotive 69 From Alaska to Nebraska. South Platte Press. ISBN 0-9609568-2-4., at pages 3, 6, 11.
- ^ See, Gray, Carl R., Jr. (1955). Railroading in Eighteen Countries: The Story of American Railroad Men Serving in the Military Railway Service from 1862 to 1953. Charles Scribner's Sons.
{{cite book}}: CS1 maint: multiple names: authors list (link), at page 46. This Army unit was from New Mexico, and Gila monsters are indigenous to New Mexico. - ^ a b The tender superstructure assigned to Loco #69 in 1951 and the tender sold to the Tweetsie Railroad in 1960 were originally from Sumpter Valley Railway. Locos #18 and #50. The tender from Sumpter Valley Railway. Loco #50 may be distinguished from the tender of Sumpter Valley Railway. Loco #18 by the presence of a peculiar dent at the left front corner of the #50 tender when it was shipped to the WP&YR in 1941. The identical dent still appeared on the tender of Loco #69 in the early 1950s. Thus, Loco #69 received the superstructure from the tender of Sumpter Valley Railway Loco #50/WP&YR Loco 1st 81. As a further consequence, the tender assigned to Rotary #1 from 1949 to 1950, and sold to the Tweetsie R.R. in 1960, can be identified as the tender from SV Ry. Loco #18/WP&YR Loco #80.
- ^ a b c d Dollywood Timeline. "Theme Park Timelines". Archived from the original on 2006-07-10. Retrieved 2009-12-12.
{{cite web}}: CS1 maint: bot: original URL status unknown (link) - ^ a b Between July and December 1950, Loco #70 received an oil-bearing tender. WP&YR (1951). Equipment List as of January 1st, 1951 (Motive Power). At that time, the tender of Loco #195 was the only 190-class tender not in use with another locomotive, and thus, it was the only such tender available for assignment to Loco #70.
- ^ a b In 1950, Loco #71 received a 190-class tender, and Loco #196 was removed from the list of serviceable locomotives. WP&YR (1953). Equipment List as of January 1, 1953 (Motive Power). Thus, Loco #71 received the tender from Loco #196.
- ^ a b c d e f g h As of March 6, 1947, Loco ##191, 193, 194, and 197 had been separated from their tenders. War Assets Administration (1947). Sales List No. 30 (March 6, 1947): Invitation to Bid, Surplus Rolling Stock and Equipment of White Pass & Yukon Railroad at Skagway, Alaska, at page 1 (“Locomotive, Baldwin, 2-8-2, Ser. #193-69428 & 197-69432 w/o tenders