List of White Pass and Yukon Route locomotives and cars
The White Pass and Yukon Route railroad has had a large variety of locomotives and railroad cars.
White Pass Steam Locomotives
Locomotives with dark grey have been scrapped, while locomotives with light grey have been either put on display, or sold to other railroads.
| Number
or Name |
Builder | Whyte Type
─────── Tractive Effort (1942)[1] |
Date
Built |
Shop No. | Remarks |
|---|---|---|---|---|---|
| Duchess | Baldwin Locomotive Works | 2-4-0T
2,900 lbf (13 kN) |
Sep.
1878 |
4424 | Originally, Dunsmuir, Diggle & Co. 30-inch gauge 0-6-0T #2, Duchess. Dunsmuir, Diggle sold to Wellington Colliery R.R. in 1883. Duchess converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3 feet, probably about 1889. Resold to Albion Iron Works (dealer) thereafter. Resold to John Irving Navigation Co. in April 1900 for use on the Taku Tram. Irving Navigation purchased by the White Pass in June 1900. Duchess powered the Taku Tram from 1900 to 1920. Used as a trash burner at Carcross, Yukon from 1920 to 1931. Put on display at Carcross in 1931.
- Named for Catherine S. D. Wellesley (1773–1831), wife of the 1st Duke of Wellington.[2] |
| 2nd 4 | Baldwin Locomotive Works | 2-6-2
11,031 lbf (49.07 kN) |
Sep.
1912 |
37564 | Originally, Klondike Mines Ry. #4. Purchased by the White Pass in 1942. Sold to the Oak Creek Central Ry. in 1955 (OCC #4). Resold to the Peppermint & North Western R.R. in 1960 (P&NW #4). Resold to the Petticoat Junction R.R. in 1964 (PJ #4). Resold to the Gold Nugget Junction R.R. in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[3][4] Resold to Dry Gulch USA, near Pryor, Oklahoma, in 2005. |
| 8 | Climax Locomotive Works | 0-4-(4+4-0) | Dec.
1897 |
167 | Originally, Colorado & Northwestern Ry. #2. Acquired by the White Pass in 1899. Sold to W.D. Hofius & Co. (dealer) in 1902. Resold in 1903 to the White Star Lumber Co., who reduced it to an 0-4-(4-0) [2-truck] type and converted it to standard gauge (WSL #1). Resold to the Maytown Lumber Co. about 1912 or 1916.[5][6] Maytown Lumber discontinued operations in 1929.[7] Locomotive presumed scrapped thereafter. |
| USA 10 | Baldwin Locomotive Works | 4-6-0
16,010 lbf (71.2 kN) |
Jan.
1916 |
42768 | Originally, East Tennessee & Western North Carolina R.R. #10. Purchased by the U.S. Army in 1942. Bore "W.P.&Y.R." on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[8] |
| USA 14 | Baldwin Locomotive Works | 4-6-0
16,010 lbf (71.2 kN) |
Sep.
1919 |
52406 | Originally, East Tennessee & Western North Carolina R.R. #14. Purchased by the U.S. Army in 1942. Bore "W.P.&Y.R." on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[8] |
| USA 20
(ex-USA 3920) |
Baldwin Locomotive Works | 2-8-0
13,200 lbf (59 kN) |
Dec.
1890 |
11355 | Originally, Denver, Leadville & Gunnison Ry. #272. Became Colorado & Southern Ry. #69 in 1899.[9] Purchased by the U.S. Army in April 1943 as #3920 for use on the White Pass. Renumbered to 20 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946. |
| USA 21
(ex-USA 3921) |
Baldwin Locomotive Works | 2-8-0
13,200 lbf (59 kN) |
Dec.
1890 |
11356 | Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.[9] Purchased by the U.S. Army in April 1943 as #3921 for use on the White Pass. Renumbered to 21 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946. |
| USA 22
(ex-USA 3922) |
Baldwin Locomotive Works | 2-8-0
12,600 lbf (56 kN) |
May
1904 |
24109 | Originally, Silverton Northern R.R. #3. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3922 for use on the White Pass. Renumbered to 22 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1945. |
| USA 23
(ex-USA 3923) |
Baldwin Locomotive Works | 2-8-0
12,600 lbf (56 kN) |
Apr.
1906 |
27977 | Originally, Silverton Northern R.R. #4. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3923 for use on the White Pass. Renumbered to 23 in June 1943. Retired in 1944. Shipped out of Skagway, Alaska. Scrapped in 1945. |
| 24
(ex-USA 24, exx-USA 3924) |
Baldwin Locomotive Works | 2-8-0
15,510 lbf (69.0 kN) |
May
1904 |
24130 | Originally, Silverton, Gladstone & Northerly R.R. #34, Gold Prince. Sold to the Silverton Northern R.R. in 1915 (SN #34). The S.N. R.R. was abandoned in 1942. Loco resold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3924 for use on the White Pass. Renumbered to 24 in June 1943. Retired in 1945. Sold to the White Pass in 1947. Scrapped in 1951. |
| Georgetown Loop RR 40 | Baldwin Locomotive Works | 2-8-0
21,437 lbf (95.36 kN) |
Sep.
1920 |
53777 | Originally, International Railways of Central America #50. Renumbered to 40 in 1928.[4] Sold to the Georgetown Loop R.R. in 1977 (GL #40). Operated on the White Pass in 2000 and 2001. Returned to the G.L. R.R. in 2001. |
| 51
(ex-1st 1) |
Brooks Locomotive Works | 2-6-0
10,380 lbf (46.2 kN) |
Jan.
1881 |
494[10] | Originally, Utah & Northern Ry. #23. Renumbered to 80 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 3).[10] Acquired by the White Pass in 1898 as 1st 1. Larger boiler installed and renumbered to 51 in 1900. Powered the Taku Tram from 1920 to 1931. Retired in 1941. Put on display at Whitehorse, Yukon in 1958. |
| 52
(ex-1st 2) |
Brooks Locomotive Works | 2-6-0
10,380 lbf (46.2 kN) |
Aug.
1881 |
567[10] | Originally, Utah & Northern Ry. #37. Renumbered to 94 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 4).[10] Acquired by the White Pass in 1898 as 1st 2. Larger boiler installed and renumbered to 52 in 1900. Powered the Taku Tram from 1930 to 1936. Retired in 1940. Put on display at Skagway, Alaska in 1971. |
| 53
(ex-1st 3) |
Grant Locomotive Works | 2-8-0
12,876 lbf (57.28 kN) |
Mar.~Jun. 1882,[11]
most likely, Apr. 1882[12] |
one of ##1466-1498,[11]
most likely, one of ##1466-1475[12] |
Proposed Denver & Rio Grande R.R. Class C-16, ##230-239 series, loco. Sold instead to the Toledo, Cincinnati & St. Louis R.R. in June 1882 (TC&StL #63).[13] Resold to the Cincinnati Northern Ry. in 1883 (CN #63). Transferred to the Cincinnati, Lebanon & Northern Ry. in 1885 (CL&N #63). Repossessed by Grant in June 1887.[14] Sold to the Columbia & Puget Sound R.R. via Barrows & Co. (dealer) in September 1887 (C&PS #9).[15] Acquired by the White Pass in 1898 as 1st 3. Renumbered to 53 in 1900. Retired in 1907. Scrapped in 1918. |
| 54
(ex-1st 4) |
Baldwin Locomotive Works | 4-4-0
5,470 lbf (24.3 kN) |
Mar.
1878 |
4294 | Earliest-built locomotive to operate on the White Pass. Originally, Thurston County R.R. Construction Co., d.b.a. “Olympia & Tenino R.R.,” #1, E. N. Ouimette. Transferred to Olympia & Chehalis Valley R.R. in 1881 (O&CV #1). Sold to the Columbia & Puget Sound R.R. in 1890 (C&PS #10).[16] Acquired by the White Pass in 1898 as 1st 4. Renumbered to 54 in 1900. Sold to the Tanana Mines Ry. in 1905 (TM #50). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #50). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1923 (ARR #50). The locomotive was scrapped in 1930. |
| 55
(ex-5) |
Baldwin Locomotive Works | 2-8-0
12,150 lbf (54.0 kN) |
May
1885 |
7597 | Originally, Columbia & Puget Sound R.R. #8. Acquired by the White Pass in 1898 as #5. Renumbered to 55 in 1900. Sold to the Klondike Mines Ry. in 1904 (KM #2). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[3] |
| 56
(ex-6) |
Baldwin Locomotive Works | 2-8-0
16,800 lbf (75 kN) |
Jan.
1899 |
16455 | Purchased new. Originally #6. Renumbered to 56 in 1900. Rebuilt from Vauclain compound to simple in 1907. Scrapped in 1938. |
| 57
(ex-7) |
Baldwin Locomotive Works | 2-8-0
15,118 lbf (67.25 kN) |
Jan.
1899 |
16456 | Vauclain compound locomotive. Purchased new. Originally #7. Renumbered to 57 in 1900. Sold in 1906 to the Klondike Mines Ry. (KM #3). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[3] |
| 59 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1900 |
17749 | Purchased new. Scrapped in 1941. |
| 60 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1900 |
17750 | Purchased new. Retired in 1942. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. |
| 61 | Baldwin Locomotive Works | 2-8-0
17,600 lbf (78 kN) |
June
1900 |
17814 | Purchased new.[17] Retired in 1944. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. Sold to Mid-West Locomotive & Machine Works in 2007. |
| 62 | Baldwin Locomotive Works | 4-6-0
14,600 lbf (65 kN) |
June
1900 |
17895 | Purchased new. Retired in 1945. Used as riprap along the Skagway River in 1949. |
| 63 | Brooks Locomotive Works | 2-6-0
8,400 lbf (37 kN) |
Apr.
1881 |
522 | Originally, Kansas Central R.R. # 7, Sidney Dillon. Renumbered to 102 in 1885. K.C. R.R. converted to standard gauge in 1890.[18] Locomotive sold to F.M. Hicks & Co. (dealer) after 1896. Purchased from Hicks by the White Pass in 1900.[19] Sold to the Klondike Mines Ry. in 1902 (KM #1). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[3] |
| 64 | Hinkley Locomotive Works | 2-6-0
7,802 lbf (34.71 kN) |
Nov.
1878 |
1781 | May have been built as an 0-6-0.[20] Originally, North Western Coal & Navigation Co. #10. Configured as a 2-6-0 by 1891. The N.W.C.&N. Co. was sold to the Alberta Railway & Coal Co. in 1891. Locomotive sold to the Columbia & Western Ry. in 1896 (C&W #2). The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd 506, but never physically renumbered it.[21] Purchased by the White Pass in 1900. Retired in 1907. Scrapped in 1918. |
| 65 | Brooks Locomotive Works | 2-6-0
8,480 lbf (37.7 kN) |
Sep.
1881 |
578 | Originally, Kansas Central R.R. # 8, L. T. Smith. Renumbered to 103 in 1885. Sold to the Columbia & Western Ry. in 1896 (C&W #3).[18] The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd 507, but never physically renumbered it.[21] Purchased by the White Pass in 1900. Sold to the Tanana Mines Ry. in 1906 (TM #51). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #51). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1923 (ARR #51). The locomotive was scrapped in 1930. |
| 66 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1901 |
18964 | Purchased new.[22] Retired in 1953. Used as riprap along the Skagway River in 1967. |
| 67 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1901 |
18965 | Purchased new.[22] Retired in 1941. Used as riprap along the Skagway River in 1951. |
| 68 | Baldwin Locomotive Works | 2-8-0
24,000 lbf (110 kN) |
June
1907 |
30998 | Purchased new. Severely damaged by rock slide in 1917 and retired.[23] Scrapped in 1938. |
| 69 | Baldwin Locomotive Works | 2-8-0
23,962 lbf (106.59 kN) |
Apr.
1908 |
32962 | Purchased new. Nicknamed Gila Monster by the 770th Railway Operating Battalion during World War II. Retired in 1954. Sold to the Black Hills Central R.R. in 1956. (BHC #69, Klondike Casey). Resold to the Nebraska Midland Ry. in 1973 (NM #69).[23] Last run by N.M. Ry. in 1990. Sold back to the White Pass in 2001. Returned to service on the White Pass in 2008. |
| 70 | Baldwin Locomotive Works | 2-8-2
21,600 lbf (96 kN) |
May
1938 |
62234 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #70).[4] S.D.C. sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[24] |
| 71 | Baldwin Locomotive Works | 2-8-2
21,600 lbf (96 kN) |
Jan.
1939 |
62257 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #71).[4] S.D.C. sold out to Dollywood in 1986 (Dollywood #71).[24] She is currently under restoration at Dollywood. |
| 72 | Baldwin Locomotive Works | 2-8-2
21,600 lbf (96 kN) |
May
1947 |
73351 | Purchased new. Retired in 1964. Used as a stationary boiler from 1964 to 1969. Severely damaged in the 1969 Skagway roundhouse fire. All but its chassis was scrapped in 1974. The chassis was sold to Silver Dollar City in 1977. S.D.C. sold out to Dollywood in 1986.[24] Chassis scrapped in 1999. |
| 73 | Baldwin Locomotive Works | 2-8-2
21,600 lbf (96 kN) |
May
1947 |
73352 | Purchased new. Retired in 1964. Put on display at Bennett, British Columbia in 1968. Moved to Whitehorse, Yukon for restoration in 1979. Restored to service in 1982.[2] Operable. |
| 80 | American Locomotive Company | 2-8-2
19,000 lbf (85 kN) |
July
1920 |
61980 | Originally, Sumpter Valley Ry. 2nd 101. Renumbered to 20 in 1920. Purchased by the White Pass in 1940.[25] Retired in 1958. Sold back to the S.V. Ry. in 1977 (SV #20).[4] |
| 1st 81 | American Locomotive Company | 2-8-2
19,000 lbf (85 kN) |
July
1920 |
61981 | Originally, Sumpter Valley Ry. 2nd 102. Renumbered to 19 in 1920. Purchased by the White Pass in 1940.[25] Retired in 1957. Sold back to the S.V. Ry. in 1977 (SV #19).[4] |
| Proposed USA 152 | Baldwin Locomotive Works | 4-6-0
10,000 lbf (44 kN) |
June
1920 |
53296 | Originally, Alaskan Engineering Commission #152. The A.E.C. became The Alaska Railroad in 1923. Locomotive acquired by the U.S. Army in 1942 for use on the White Pass, shipped to Skagway, Alaska, but not off loaded. Sold to Davidson Scrap Metals about 1947. Resold to the Camino, Cable & Northern R.R. in 1951 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry R.R. in 1975 (H RR #2).[4] |
| 190
(ex-USA 190) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69425 | U.S. Army Class S118. Originally, USA #190, and used by the Army on the White Pass.[26] Turned over to the White Pass in 1946. Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[27] |
| 191
(ex-USA 191) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69426 | U.S. Army Class S118. Originally, USA #191, and used by the Army on the White Pass.[26] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[27] |
| 192
(ex-USA 192) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69427 | U.S. Army Class S118. Originally, USA #192, and used by the Army on the White Pass.[26] Turned over to the White Pass in 1946. Retired in 1957. Sold to the Rebel R.R. in 1960 (R RR #192).[27] The Rebel R.R. sold out to Gold Rush Junction in 1970 (GRJ #192). G.R.J. sold out to Silver Dollar City in 1977 (SDC #192). S.D.C. sold out to Dollywood in 1986 (Dollywood #192, Klondike Katie).[24] |
| 193
(ex-USA 193) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69428 | U.S. Army Class S118. Originally, USA #193, and used by the Army on the White Pass.[26] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[27] |
| 194
(ex-USA 194) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69429 | U.S. Army Class S118. Originally, USA #194, and used by the Army on the White Pass.[26] Retired in 1944. Sold to the White Pass in 1947. Scrapped in 1951.[27] |
| 195
(ex-USA 195) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69430 | U.S. Army Class S118. Originally, USA #195, and used by the Army on the White Pass.[26] Retired in 1946. Sold to the White Pass in 1947. Put on display at Skagway, Alaska in 1962.[27] |
| 196
(ex-USA 196) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69431 | U.S. Army Class S118. Originally, USA #196, and used by the Army on the White Pass.[26] Turned over to the White Pass in 1946. Retired in 1950. Used as riprap along the Skagway River in 1967.[27] |
| 197
(ex-USA 197) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69432 | U.S. Army Class S118. Originally, USA #197, and used by the Army on the White Pass.[26] Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[27] |
| USA 198 | Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69433 | U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the White Pass.[26] Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #32).[27][28] The F.C. C.G.-S. was abandoned by 1970.[29] Locomotive scrapped by 2003. |
| USA 199 | Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69434 | U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the White Pass.[26] Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #18).[27][28] The F.C. C.G.-S. was abandoned by 1970.[29] Locomotive scrapped by 2003. |
| USA 200 | Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69435 | U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the White Pass.[26] Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #19).[27][28] The F.C. C.G.-S. was abandoned by 1970.[29] Locomotive scrapped by 2003. |
| USA 250 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64981 | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #470. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
| USA 251 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64982 | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #471. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
| USA 252 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64983 | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #472. Purchased by the U.S. Army in 1942 for use on the White Pass. Wrecked and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
| USA 253 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64985 | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #474. Purchased by the U.S. Army in 1942 for use on the White Pass. On February 5, 1943, en route from Prince Rupert, British Columbia, to Skagway, Alaska, it sank on a barge during an ice storm at Haines, Alaska. Recovered 13 days later. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
| USA 254 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64986 | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #475. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
| USA 255 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64988 | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW#477. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
| USA 256 | American Locomotive Co. | 2-8-2
22,700 lbf (101 kN) |
Sep.
1923 |
64990[31] | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #479. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[30] |
White Pass Gasoline-Mechanical Locomotives
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 hp (51 kW) | Has a Ford Motor Co. V-8 engine and no automatic brake system. Purchased new. Powered the Taku Tram from 1937 to 1950. Operated at Carcross, Yukon, tie plant from 1952 to 1982. Retired in 1982. Cannibalized. |
| 2nd 3 | Skagit Steel & Iron Works (Motor Appliance Corp.) | 27 hp (20 kW) | B | 1924 | Had a Fordson tractor engine. Originally, owned by Charles H. Frye and leased to Frye Lettuce Farms, Inc. Frye Lettuce went bankrupt in 1934. Locomotive purchased by the White Pass in 1936. Relegated to Shops use only. Retired in 1943. Scrapped in 1946. | |
| 3rd 3
(ex-USA 7651) |
Plymouth Locomotive Works | 175 hp (130 kW) | B | July
1942 |
4471 | Plymouth Model ML6-25. LeRoi, Inc. RX15-C7 engine. Originally, U.S. Army #7651 and operated on the Kuparuk Ry. in Nome, Alaska. Shipped to Skagway, Alaska in 1943. Turned over to the White Pass in 1946 (WP&YR 3rd 3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970. |
White Pass Diesel-Electric Locomotives
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. Cummins Engine Co. HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #6. Purchased by the White Pass in 1969. Retired in 1979. Donated to the British Columbia Forest Museum in 1985 (BCFM #1). |
| 2nd 2 | General Electric Co. | 150 hp (110 kW) | B | June
1947 |
29195 | GE Phase 3b 25-Tonner. Cummins Engine Co. HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #10. Purchased by the White Pass in 1969. Retired in 1972. Scrapped in 1985. |
| 2nd 81 | General Electric Co. | 800 hp (600 kW) | C-C | June
1957 |
32933 | Convertible gauge locomotive. Alco Products, Inc. 6-251A prime mover. Originally, U.S. Army #3000. Operated on the Denver & Rio Grande Western R.R. from 1957 to 1960. Purchased by the White Pass in 1973. Retired in 1980. Sold to Bandegua (Guatemala subsidiary of Del Monte Fresh Produce, N.A.) in 1981 (Bandegua #314). Scrapped by 2006. |
| 90 | General Electric Co. | 1,400 hp (1,000 kW) | C-C | June
1954 |
32060 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251A prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins Engine Co. QSK45L prime mover in 2009. |
| 91 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | June
1954 |
32061 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251A prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive LLC with Cummins Engine Co. QSK45L prime mover in 2010. |
| 92 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Dec.
1956 |
32709 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2012. |
| 93 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Dec.
1956 |
32710 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Colt Industries, Fairbanks Morse Div. 6-251 prime mover installed in 1998. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2012. |
| 94 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Dec.
1956 |
32711 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2011. |
| 95 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Mar.
1963 |
34592 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2013. |
| 96 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Mar.
1963 |
34593 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2013. |
| 97 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Mar.
1963 |
34594 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies, LLC with Cummins Engine Co. QSK45L prime mover in 2011. |
| 98 | General Electric Co. | 1,400 hp (1,000 kW) | C-C | May
1966 |
35790 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins Engine Co. QSK45L prime mover in 2009. |
| 99 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | May
1966 |
35791 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive LLC with Cummins Engine Co. QSK45L prime mover in 2010. |
| 100 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | May
1966 |
35792 | Originally, GE pattern GEX3341[38] with Alco Products, Inc. 6-251B prime mover. Purchased new. New prime mover in 2014. |
| 101 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-01 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1101). Repurchased by the White Pass in 1999 (WP&YR #101). |
| 102 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-02 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993. |
| 103 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-03 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1105). Repurchased by the White Pass in 1999 (WP&YR #103). |
| 104 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-04 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1104). Repurchased by the White Pass in 1999 (WP&YR #104). |
| 105 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-05 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993. |
| 106 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-06 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1106). Repurchased by the White Pass in 1999 (WP&YR #106). |
| 107 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-07 | MLW-Worthington Model Series C-14,[39] Specification DL-535E.[40] Alco Products, Inc. 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1107). Repurchased by the White Pass in 1999 (WP&YR #107). |
| 108 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | Dec.
1971 |
6054-01 | MLW-Worthington Model Series C-14,[39] Specification DL-535E. MLW 6-251D prime mover. Purchased new. |
| 109 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | Dec.
1971 |
6054-02 | MLW-Worthington Model Series C-14,[39] Specification DL-535E. MLW 6-251D prime mover. Purchased new. |
| 110 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | Dec.
1971 |
6054-03 | MLW-Worthington Model Series C-14,[39] Specification DL-535E. MLW 6-251D prime mover. Purchased new. |
| Proposed 111 | Bombardier Inc. (bought MLW in 1975) |
1,200 hp (890 kW) | C-C | July
1982 |
6123-01 | Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1993. Sold to United States Gypsum Co. in 1993 (USG #111). Operable. |
| Proposed 112 | Bombardier Inc. | 1,200 hp (890 kW) | C-C | July
1982 |
6123-02 | Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #112). Operable. |
| Proposed 113 | Bombardier Inc. | 1,200 hp (890 kW) | C-C | July
1982 |
6123-03 | Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #113). Destroyed in an accident in 1992. |
| 114 | Bombardier Inc. | 1,200 hp (890 kW) | C-C | July
1982 |
6123-04 | Bombardier Specification DL-535E(W). Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Purchased by the White Pass in 1991. Operable. |
White Pass Passenger Cars
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[42] | Builder | Date
Built |
Remarks |
|---|---|---|---|---|
| 1 | ........ | W.P.&Y.R. | 1900 | Open observation car. Single 4-wheel truck. No automatic brake. Used on the Taku Tram. Converted to a flat car in 1937. Retired in 1951. |
| 2 | ........ | Chassis: Ford Motor Co.;
powered front truck and idler wheels at rear: W.P.&Y.R. |
1935 | Self propelled, 85 hp (63 kW) gasoline-mechanical, Ford Motor Co. V-8 engine. Made from 1934 Ford chassis and a bus body. No air brake. Demolished due to a derailment in 1942. Scrapped in 1943. |
| X3
(ex-932, exx-USA 932) |
........ | American Car & Foundry Co., Lot #8339.[43] | 1918 | Baggage Car, used on the White Pass exclusively as a Tool Car. Originally, Sumpter Valley Ry. Baggage Car #5. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #932). Turned over to the White Pass in 1946 (#932). Renumbered to X3 in 1947. Scrapped in 1971. |
| 5 | The Red Line | Beartown Mechanical Design | 1998 | Self propelled, 436 hp (325 kW) Diesel-hydraulic, Caterpillar Inc. Model 3406 engine. Purchased new. Sold to Miles Canyon Historic Ry. Society in 2004.
- The Red Line was a stage and boat line which operated between White Pass, British Columbia, and Carcross, Yukon, from 1898 to 1901.[2][44] |
| 1st 200 | 1st Lake Fraser (1945-1968) | W.P.&Y.R. | 1902 | Business car from 1902 to 1941. Passenger car from 1941 to 1954. Work Car #X16 from 1954 to 1969, but not physically renumbered. Scrapped in 1968.
- “Fraser Lake” is the un-official name for Bernard Lake.[2][45] Mr. Fraser was Duncan C. Fraser (1845–1910), a Member of Parliament from Nova Scotia.[44] A larger and more famous lake in British Columbia is officially named Fraser Lake. |
| 2nd 200 | 2nd Lake Summit | W.P.&Y.R. | 1992 | Built up from Flat Car #497, 498, or 499.[46] Equipped with wheelchair lift.
- Summit Lake is the lake just north of White Pass, British Columbia.[44] |
| 1st 201 | ........ | ........ | ........ | See, 1st 205. |
| 2nd 201 | ........ | W.P.&Y.R. | 1900 | Baggage Car. Destroyed in a runaway in 1938. |
| 3rd 201 | Lake Crater | W.P.&Y.R. | 1992 | Built up from Flat Car #497, 498, or 499.[46] Equipped with wheelchair lift.
- Crater Lake is the lake just north of Chilkoot Pass, British Columbia, which looks like a crater.[44][47] |
| 1st 202 | ........ | J. Hammond Car Co.[48] | 1887[48] | Combine. Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890 (C&PS #5 or 6).[49] Acquired by the White Pass in 1898. Sold to Klondike Mines Ry. in 1904 (KM #200). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940s.[3] |
| 2nd 202 | Lake Bare Loon | W.P.&Y.R. | 1992 | Built up from Flat Car #497, 498, or 499.[46] Equipped with wheelchair lift.
- Bare Loon Lake is the lake just to the west of Mile Post 37, in which 1970's Chilkoot Trail hikers skinny dipped and heard loons wail.[50] Bare Loon Lake is un-officially named “Beaver Lake.” |
| 1st 203 | ........ | ........ | ........ | See, #272. |
| 2nd 203 | Lake Fantail | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[46] Equipped with wheelchair lift.
- Fantail Lake named for the Fantail Trail, the winter sled trail which extended between Atlin and The Forks (46 miles), The Forks and Log Cabin (9-mile spur), and The Forks and White Pass (15-mile spur).[51] The name Fantail is probably a metaphor, which figuratively referred to the end of the Trail’s radiating into two spurs at The Forks.[52] |
| 1st 204 | ........ | Billmeyer & Small Co.[53] | ca. 1884[54] | Known to be owned by Barrows & Co. (N.Y. dealer) and located on the Billmeyer Co. property at York, Pennsylvania in 1887.[55] Possibly, one of ten Billmeyer narrow gauge passenger cars built for the Norfolk & Virginia Beach R.R. & Improvement Co. in 1884,[56] of which two were never so delivered.[57] In any event, car sold to Barrows by 1887. Resold to Columbia & Puget Sound R.R. in 1887 (C&PS #3 or 4).[55] Acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #204). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #204). Car wrecked in 1916.[58] |
| 2nd 204 | Lake Chilkoot | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[46]
- Chilkoot was derived from a Tlingit phrase, which means storehouse for blenny (a type of fish).[59] |
| 1st 205
(ex-1st 201) |
........ | Seattle & Walla Walla R.R.[60] | 1877[60] | Baggage Car. Originally, S.&W.W. R.R. #2.[60] Transferred to Columbia & Puget Sound R.R. in 1880. Acquired by the White Pass in 1898 (1st 201). Renumbered to 1st 205 in 1900. Cupola added in 1939. Destroyed in a wreck in 1943. |
| 2nd 205 | Lake Chilkat | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[46]
- Chilkat was derived from a Tlingit phrase, which means storehouse for sockeye (red) salmon.[61][62] |
| 1st 206 | ........ | J. Hammond Car Co.[48] | 1887[48] | Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890 (C&PS #5 or 6).[49] Acquired by the White Pass in 1898. Sold to the Alaskan Engineering Commission in 1918. The A.E.C. became The Alaska Railroad in 1923. The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter. |
| 2nd 206 | Lake Nares | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[46]
- Nares Lake was named for Adm. Sir George S. Nares (1831–1915), an Arctic explorer.[47][50][63][64] |
| 1st 207 | ........ | ........ | ........ | See, #270. |
| 2nd 207 | Lake Morrow | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[46] Equipped with wheelchair lift.
- Morrow Lake was named for William Richard Morrow (1915–1968), Yukon corrections director, who had convicts maintain the Chilkoot Trail. |
| 1st 208 | ........ | Billmeyer & Small Co.[53] | ca. 1884[54] | Known to be owned by Barrows & Co. (N.Y. dealer) and located on the Billmeyer Co. property at York, Pennsylvania in 1887.[55] Possibly, one of ten Billmeyer narrow gauge passenger cars built for the Norfolk & Virginia Beach R.R. & Improvement Co. in 1884,[56] of which two were never so delivered.[57] In any event, car sold to Barrows by 1887. Resold to Columbia & Puget Sound R.R. in 1887 (C&PS #3 or 4).[55] Acquired by the White Pass in 1898. Sold to the Klondike Mines Ry. in 1904 (KM #202). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940s.[3] |
| 2nd 208 | Lake Homan | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[46]
- Homan Lake was named for Charles A. Homan (1848–1944), U.S. Army topographer who accompanied Lt. Schwatka along the Yukon River in 1883.[47] |
| 1st 209 | ........ | ........ | ........ | See, #267. |
| 2nd 209 | Lake Bernard | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[46]
- Bernard Lake is un-officially named “Fraser Lake.”[45] Bernard was J. Bernard "Ben" Moore (1865–1919), who helped establish the White Pass Trail.[2] |
| 210 | ........ | Seattle & Walla Walla R.R.[60] | 1876[60] | Earliest-built rolling stock to operate on the White Pass. Originally, S.&W.W. R.R. Coach #1.[60] Transferred to Columbia & Puget Sound R.R. in 1880 (C&PS #1).[65] Acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #100). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #200). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1923 (ARR #200).[58] The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter. |
| 211
(ex-USA 934) |
........ | American Car & Foundry Co., Lot #8338.[43] | 1918 | Combine. Originally, Sumpter Valley Ry. #11. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #934). Tool car from 1943 to 1946. Turned over to the White Pass in 1946. Returned to passenger service, and cupola added in 1946 (WP&YR #211). |
| 212 | ........ | Carter Bros. Car Co.[66] | 1884[66] | Originally, Columbia & Puget Sound R.R. #2. Acquired by the White Pass in 1898. Destroyed by the 1932 Skagway roundhouse fire. |
| 214 | Lake Spirit (since 1988) | J.G. Brill & Co.[67][68] | about Nov. 1881[68] | Originally, Texas & St. Louis Ry. (#22 or 24).[68][69] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[69][70][71] Purchased by the White Pass in 1900. Cupola added in 1971. Cupola removed in 1988.
- Spirit Lake was named for the spirit of the Yukon, by U.S. Army troops during construction of the Alaska Highway in 1942.[63] |
| 216 | Lake Black (since 1996) | J.G. Brill & Co.[67][68] | about Nov. 1881[68] | Originally, Texas & St. Louis Ry. (#22 or 24).[68][69] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[69][70][71] Purchased by the White Pass in 1900. Cupola added in 1967. Cupola removed in 1996.
- Black Lake is a lake on the White Pass Trail and Klondike Highway about 3½ miles north of Skagway, which is dark because it contains tannic acid and is not glacially fed. |
| 218 | Lake Atlin (since 1945) | Jackson & Sharp Co. | June 1881[72][73] | Nos. 218 and 220 are the oldest operating rolling stock on the White Pass. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[72][73] Purchased by the White Pass in 1901.[17][22]
- Atlin was derived from a Tlingit phrase, which means large lake.[63][74] |
| 220 | Lake Dewey (since 1945) | Jackson & Sharp Co. | June 1881[72][73] | Nos. 218 and 220 are the oldest operating rolling stock on the White Pass. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[72][73] Purchased by the White Pass in 1901.[17][22]
- Dewey Lake was named for Adm. George Dewey (1837–1917), U.S. Navy. |
| 222 | Lake Lindeman (since 1945) | Jackson & Sharp Co. | 1883[73][75] | Originally, Kaaterskill R.R.[76] (The Kaaterskill R.R. was a connecting subsidiary of the Stony Clove & Catskill Mountain R.R.) Coaches sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[73][75] Purchased by the White Pass in 1901.[17][22]
- Lindeman Lake was named for Dr. Moritz K. A. Lindeman (1823–1908), secretary to the Bremen Geographical Society.[47][50][64] |
| 224 | Lake Marsh (since 1945) | Jackson & Sharp Co. | 1883[73][75] | Originally, Kaaterskill R.R.[76] (The Kaaterskill R.R. was a connecting subsidiary of the Stony Clove & Catskill Mountain R.R.) Coaches sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[73][75] Purchased by the White Pass in 1901.[17][22]
- Marsh Lake was named for Prof. Othniel C. Marsh (1831–1899), of Yale University.[47][63][64] |
| 226 | 2nd Lake Fraser (since 1962) | W.P.&Y.R. | 1903 | Work car from 1960 to 1962.
- “Fraser Lake” is the un-official name for Bernard Lake.[2][45] Mr. Fraser was Duncan C. Fraser (1845–1910), a Member of Parliament from Nova Scotia.[44] A larger and more famous lake in British Columbia is officially named Fraser Lake. |
| 228 | ........ | W.P.&Y.R. | 1904 | Destroyed by the 1932 Skagway roundhouse fire. |
| 1st 230 | ........ | W.P.&Y.R. | 1908 | Open observation car from 1908 to 1921. Walled-in, in 1921. Passenger car from 1921 to 1942. Work car from 1942 to 1943. Destroyed by fire in 1943. |
| 2nd 230 | Lake Big Kalzes | W.P.&Y.R. | 2002 | Built up from the underframe of Tank Car #68 or 70.[77] Open observation car from 2002 to 2005. Walled-in, in 2005.
- Kalzas (fl. 1859) was an Indian employee of the Hudson's Bay Co.[63] |
| 232 | ........ | W.P.&Y.R. | 1908 | Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Work car from 1942 to 1962. Renumbered to X6 in 1947. Scrapped in 1960. |
| 234 | Lake Cowley (since 1954) | probably, Nevada-California-Oregon Ry.[78] | 1892[79] | Originally, N-C-O Ry. #6.[80] Purchased by the White Pass in 1916. Work car from 1945 to 1954. #X7 from 1947 to 1954. Back to Passenger Car #234 in 1954.
- Cowley Lake was named for Isaac Cowley Lambert (1850–1909), chairman of the construction company which built the White Pass railroad.[44][63] |
| 236 | Lake Mayo (since 1945) | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast R.R. #66. Sold to Nevada-California-Oregon Ry. via Atlantic Equipment Co. (dealer) in 1909 (N-C-O 2nd 4[80]). Purchased by the White Pass in 1916.
- Mayo Lake was named for Alfred H. Mayo (1846–1923), a Yukon trader.[63][64] |
| 238 | Lake Watson (since 1951) | W.P.&Y.R. | 1922 |
- Watson Lake was named for Francis "Frank" Watson (1883–1938), a Klondike stampeder.[63][64] |
| 240 | Lake Bennett (since 1945) | St. Charles Car Co. | 1884 | Originally, Arizona & New Mexico Ry. #3. Sold to Coronado R.R. in 1901 (C RR #3). The Coronado R.R. was abandoned in 1923. Car resold to United Commercial Co. (dealer). Purchased by the White Pass in 1925.
- Bennett Lake was named for James Gordon Bennett, Jr. (1841–1918), son of the founder of the New York Herald.[47][50][63][64] Originally, one of at least four lakes which bore the Tlingit name kusawa (narrow lake).[81] |
| 242 | Lake Teslin (since 1945) | American Car & Foundry Co. (Jeffersonville) | 1903 | Originally, Coronado R.R. #7. The Coronado R.R. was abandoned in 1923. Car sold to United Commercial Co. (dealer). Purchased by the White Pass in 1925.
- Teslin was derived from a Southern Tutchone phrase, which means flowing out.[82] |
| 244 | 2nd Lake Emerald (since 1962) | Carter Bros. Car Co. | 1884[83] | Originally, South Pacific Coast R.R. #59. Sold to Northwestern Pacific R.R. in 1908 (NWP #731). Car purchased by the White Pass in 1927.[84] Work car from 1960 to 1962. Converted back to passenger car in 1962.
- Emerald Lake is a lake containing a marl bed, which reflects green light from the surrounding trees.[63] |
| 246 | ........ | ........ | ........ | See, #264. |
| 248 | Lake Tagish (since 1945) | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast R.R. #65. Sold to Northwestern Pacific R.R. in 1907 (NWP #728). Car purchased by the White Pass in 1928.[84] Used on the Taku Tram from 1928 to 1936.
- Tagish was derived from a Tagish term which means it [spring ice] is breaking up.[85] |
| 250 | ........ | Pullman Co., Lot #C1073, Plan #253.[86] | 1885 | Originally, North Pacific Coast R.R. #22. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #22). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #713). Car purchased by the White Pass in 1930.[84][87] Destroyed by the 1932 Skagway roundhouse fire. |
| 252 | Lake Muncho (since 1951) | Pullman Co., Lot #C1073, Plan #253.[86] | 1885 | Originally, North Pacific Coast R.R. #26. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #26). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #716).[84][87] Car purchased by the White Pass in 1930.
- Muncho was derived from a Kaska term, which means big lake.[64][88] |
| 254 | Lake Dezadeash (since 1963)
(1st Lake Emerald, 1951-1957) |
Pullman Co., Lot #C1073, Plan #253.[86] | 1885 | Originally, North Pacific Coast R.R. #27. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #27). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #717).[87] Car purchased by the White Pass in 1934.[84] Renumbered to X18, and its use of the name Lake Emerald was discontinued in 1957. Work Car from 1957 to 1963. Converted back to passenger car and reassumed the #254 in 1963. However, in 1962, the name Lake Emerald had been reassigned to #244. Therefore, #254 was assigned the name Lake Dezadeash in 1963.
- Dezadeash was derived from a Tlingit phrase, which means a snare platform (for fishing).[61][74] |
| 256 | Lake LeBarge (since 1945) | Pacific Car & Foundry Co. | 1936 | Purchased new.
- LeBarge is a misspelling of the surname of Michael Laberge (1837–1909), a Yukon River explorer who never actually saw the lake named for him.[50][63][64] |
| 258 | Lake Kluane (since 1945) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. #102. Purchased by the White Pass in 1937.[16]
- Kluane was derived from a hybrid word, consisting of the Southern Tutchone word for whitefish, plus the Tlingit word for place.[63][74] |
| 260 | Lake Tutshi (since 1945) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. #103.[16] Purchased by the White Pass in 1937.
- Tutshi was derived from a Tlingit metaphor, which literally means lake containing charcoal,[89] and figuratively means black lake.[74] |
| 262 | 1st Lake Summit (1950-1969) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. #105.[16] Purchased by the White Pass in 1937 as #105. Work car from 1937 to 1947. Renumbered to B05 in 1947. Later in 1947, converted back to a passenger car and renumbered to 262. Destroyed by the 1969 Skagway roundhouse fire.
- Summit Lake is the lake just north of White Pass, British Columbia.[44] |
| 264
(ex-246) |
Lake Aishihik (since 1948) | Carter Bros. Car Co. | 1885 | Originally, San Joaquin & Sierra Nevada R.R. Ettie. S.J.&S.N. R.R. merged into the Northern Ry. in 1888 (N. Ry. #1011). Northern Ry. merged into the Southern Pacific Co. in 1898 (SP #1011). Car leased to the South Pacific Coast R.R. from 1904 to 1906. Leased to the Nevada & California Ry. from 1906 to 1908.[90] Sold to Northwestern Pacific R.R. in 1908 (NWP #732). Purchased by the White Pass in 1927 as #246.[84] Renumbered to 264 in 1948.
- Aishihik was derived from a Southern Tutchone metaphor, which literally means below its tail, and figuratively refers to the shape of Aishihik Lake.[63] |
| 266 | Lake Schwatka (since 1963) | American Car & Foundry Co.
(St. Charles), Lot #8337.[43] |
1918 | Originally, Sumpter Valley Ry. Coach #25. Purchased by the White Pass in 1947 as #X5. Work car from 1947 to 1963. Converted back to a passenger car and renumbered to 266 in 1963.
- Schwatka Lake was named for Lt. Frederick G. Schwatka (1849–1892), 3rd U.S. Cavalry, Yukon explorer.[50][63] In 1876, Lt. Schwatka had led the initial cavalry charge at the Battle of Slim Buttes. |
| 267
(ex-1st 209, exx-USA 933) |
Lake Portage (since 1988) | American Car & Foundry Co.
(St. Charles), Lot #8338.[43] |
1918 | Originally, Sumpter Valley Ry. Combine #10. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #933). Tool car from 1943 to 1946. Turned over to the White Pass in 1946 as 1st 209. Returned to passenger service, and cupola added in 1946. Cupola removed, and converted to full length passenger car in 1982. Renumbered to 267 in 1992.
- “Portage Lake” was the un-official name for Shallow Lake.[2][44][45] Freight had to be portaged onto and off of this lake.[2][91] There are at least three other “Portage Lake”s in British Columbia. |
| 268 | Lake Lewes (since 1966) | American Car & Foundry Co.
(St. Charles), Lot #8337.[43] |
1918 | Originally, Sumpter Valley Ry. Coach #26. Converted to a passenger and railway post office combine, probably about 1928.[92] Purchased by the White Pass in 1947 as #X12. Work car from 1947 to 1966. Converted back to a full length passenger car and renumbered to 268 in 1966.
- Lewes is a misspelling of the surname of Alfred B. Lewis (1866–1928), chief locating engineer of the White Pass railroad.[45][63] |
| 270
(ex-1st 207) |
Lake Kathleen (since 1967) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. Baggage Car #201.[16] Purchased by White Pass as Baggage Car 1st 207 in 1937. Cupola added in 1939. Cupola removed, converted to passenger car, and renumbered to 270 in 1967.
- Kathleen Lake was named for a girl in the Scottish Highlands, left behind by William "Scotty" Hume (1868–1950), a North-West Mounted Police constable (Reg. #2259) stationed on the Dalton Trail in the late 1890s.[93] |
| 272
(ex-1st 203) |
Lake Nisutlin (since 1967) | W.P.&Y.R. | 1900 | Originally, Baggage Car 1st 203. Cupola added in 1939. Cupola removed, converted to passenger car, and renumbered to 272 in 1967. Wrecked at White Pass in 2014.
- Nisutlin was derived from a Tagish name.[94] The name was probably loaned from another Athabascan language.[95] Assuming that the constituent Tagish syllables were similar in sound to certain Southern Tutchone words, the phrase could have meant swift quiet flow.[42][96] |
| 274 | Lake Primrose | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2011. Resold to Georgetown Loop R.R. by 2014 (#274).
- Primrose Lake was named for Supt. Philip C. H. Primrose (1864–1937), North-West Mounted Police (Reg. #O.56).[63] |
| 276 | 1st Lake Big Salmon | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2005. Resold to Edwards Railcar Co. in 2007, possibly to salvage the trucks.
- Lake Big Salmon was renamed after the Big Salmon River about 1898; previously had been named "Island Lake." Big Salmon is the English name given to the river, whose Southern Tutchone name means water in which there is large chinook (king) salmon.[63][82] |
| 278 | 1st Lake Fairweather | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#228). Renamed Silver Queen by G.L. R.R.
- Fairweather is a mountain, so named in 1778 by Capt. James Cook because he had experienced good weather when he saw it.[62][64] |
| 280 | Lake Dease | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Shipped out in 2012.
- Dease Lake was named for Peter Warren Dease (1788–1863), chief factor of the Hudson's Bay Co.[64] |
| 282 | 1st Lake Klukshu | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#282). Renamed Clear Creek by G.L. R.R.
- Klukshu was derived from a Tlingit phrase, which means end of the coho salmon.[74] |
| 284 | 1st Lake Takhini | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#284). Renamed Argentine by G.L. R.R.
- Takhini was derived from a Tlingit metaphor, which literally means broth,[61] and figuratively refers to Takhini Hot Springs. |
| 286 | Lake Kusawa | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Shipped out in 2012.
- Kusawa was derived from a Tlingit phrase, which means narrow lake.[63] Because retreating glaciers often leave long and narrow lakes, there are at least four lakes which had borne this Tlingit name, including the present day Kusawa Lake.[81] |
| 288 | 1st Lake McClintock | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold in 2007.
- McClintock Lake was named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[47][50] |
| 290 | Yukon River | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[46]
- The Russians named the Yukon River, believing that “yuk-khana” was a Deg Xinag phrase meaning big river.[97] However, “yuk-khana” is not a Deg Xinag phrase meaning big river.[98] Probably, the Deg Hit’an borrowed the name from an upriver language and borrowed the “big river” meaning from the Central Yup’ik name.[99] Most likely, Yukon was derived from an obsolete Gwich'in word,[100] which included the concept of long water or wide water, but did not mean “big” river or “great” river.[101] |
| 300 | Skagway River | Beartown Mechanical Design | 1998 | Purchased new.
- Skagway was derived from a Tlingit idiom[102] which figuratively refers to rough seas in the Taiya Inlet, that are caused by strong north winds.[103] Literally, skagway means beautiful woman.[104] The reason for its figurative meaning is that Skagway is the nickname of Kanagu, the mythical woman who transformed herself into stone at Skagway bay and who (according to legend) causes the strong, channeled winds which blow toward Haines, Alaska.[104][105] The rough seas caused by these winds are therefore referred to by the use of Kanagu’s nickname, which is Skagway. The Kanagu stone formation is likely to be Face Mountain, which is seen from Skagway bay.[106] |
| 302 | Taiya River | Beartown Mechanical Design | 1998 | Purchased new.
- Taiya was derived from a Tlingit verb, which means to pack.[44][64][74][107] |
| 304 | Copper River | Beartown Mechanical Design | 1998 | Purchased new.
- The Copper River was named for abundant copper deposits along the upper river.[64] |
| 306 | Stikine River (since 1999)
(Nourse River, 1998) |
Beartown Mechanical Design | 1998 | Purchased new.
- The Nourse River was named for Prof. Joseph E. Nourse (1819–1889), U.S. Navy.[47][64] Stikine was derived from a Tlingit idiom, which figuratively refers to whirlpools and eddies found in the Stikine River. Literally, it means river water biting itself.[74] |
| 308 | Klondike River | Beartown Mechanical Design | 1998 | Purchased new.
- Klondike was derived from a Hän term, which means hammer river. Hammers had been used to erect barriers in the Klondike River, in order to catch Chinook (king) salmon.[63][64][108][109] Possibly, the Hän term is an idiom.[110] Literally, it may mean Chinook Salmon River.[111] Hammer River may be a figurative meaning which evolved because of the way in which the salmon were caught. |
| 310 | Mackenzie River | Beartown Mechanical Design | 1998 | Purchased new.
- The Mackenzie River was named for Sir Alexander Mackenzie (1764–1820), Arctic explorer.[64] |
| 312 | Tatshenshini River | Jeff Hamilton | 2000 | Purchased new.
- Although the meaning of tatshenshini is unrecorded, this name appears to have been derived from a Tlingit phrase, which means river with stinking chinook (king) salmon at its headwaters.[112] |
| 314 | Alsek River | Jeff Hamilton | 2000 | Purchased new.
- Alsek was derived from a Tlingit verb theme, which means a person habitually rests.[74][113] It was the name of a village located on the original Upper Alsek River (now the Tatshenshini River), and near the subsequent Southern Tutchone village of Noogaayík (Nuqwa'ik).[114] |
| 316 | Liard River | Jeff Hamilton | 2000 | Purchased new.
- Liard is the French word for eastern cottonwood.[64] |
| 318 | Taku River | Jeff Hamilton | 2000 | Purchased new.
- Taku was derived from a longer Tlingit phrase, which means a flooding of Canadian geese.[64][74] |
| 320 | Pelly River | Jeff Hamilton | 2001 | Purchased new.
- The Pelly River was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[63][64] |
| 322 | Fortymile River | Jeff Hamilton | 2001 | Purchased new.
- Fortymile River was so named because it joins the Yukon River 40 miles below (west-northwest of) Old Fort Reliance.[63][64] |
| 324 | Porcupine River | Jeff Hamilton | 2001 | Purchased new.
- The Porcupine River is a tributary on the west side of the Skagway River, about 5 miles north of Skagway, and across the river from W.P.&Y.R. Mile Post 7.3.[115] |
| 326 | Peel River | Jeff Hamilton | 2001 | Purchased new.
- The Peel River was named for Sir Robert Peel (1788–1850), prime minister of Great Britain.[63] |
| 328 | Stewart River | Jeff Hamilton | 2001 | Purchased new.
- The Stewart River was named for James G. Stewart (1825–1881), who discovered this river in 1849.[63][64] |
| 330 | Peace River | Jeff Hamilton | 2001 | Purchased new.
- The Peace River was so named because a territorial war between the Cree and Danezaa Indians was settled along this river in the late 18th century.[64] |
| 332 | Lake Johns | Jeff Hamilton, shop #HA200401 | 2004 | Purchased new.
- Johns Lake was named for John (fl. 1907), a sled dog of Joseph Keele (Joseph, 1861–1923).[63] |
| 334 | Thompson River | Jeff Hamilton, shop #HA200402 | 2004 | Purchased new.
- “Thompson River” is the un-official name of the stream flowing from Summit Lake to Bernard Lake.[91] Received this name by 1899.[116] The official name of this stream is Tutshi River.[2][45][117] A larger and more famous river in British Columbia is officially named Thompson River. |
| 336 | Lake Drury | Jeff Hamilton, shop #HA200403 | 2004 | Purchased new.
- Drury Lake was named for William S. Drury (1870–1953) of Taylor & Drury, Yukon merchants.[63] |
| 338 | Lake McQuesten | Jeff Hamilton, shop #HA200404 | 2004 | Purchased new.
- McQuesten Lake was named for LeRoy N. "Jack" McQuesten (1836–1909), Yukon trader.[63][64] |
| 340 | Lake Finlayson | Jeff Hamilton, shop #HA200405 | 2004 | Purchased new.
- Finlayson Lake was named for Duncan Finlayson (1796–1862), chief factor of the Hudson's Bay Co.[63][64] |
| 342 | Lake McNeil | Jeff Hamilton, shop #HA200406 | 2004 | Purchased new.
- McNeil Lake possibly named for Capt. William H. McNeill (1803–1875) of the Hudson's Bay Co. |
| 344 | Lake Munroe | Jeff Hamilton, shop #HA200407 | 2004 | Purchased new.
- Munroe Lake was named for Alexander Munro (1857-fl. 1901), boundary survey axe man who broke his leg near this lake in 1901.[63] |
| 346 | Lake Pelly | Jeff Hamilton, shop #HA200408 | 2004 | Purchased new.
- Pelly Lake was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[63][64] |
| 348 | 2nd Lake Klukshu | Hamilton Mfg. Co., shop #001 | 2005 | Purchased new.
- Klukshu was derived from a Tlingit phrase, which means end of the coho salmon.[74] |
| 350 | 2nd Lake McClintock | Hamilton Mfg. Co., shop #002 | 2005 | Purchased new.
- McClintock Lake was named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[47][50] |
| 352 | 2nd Lake Big Salmon | Hamilton Mfg. Co., shop #003 | 2005 | Purchased new.
- Big Salmon Lake was renamed after the Big Salmon River about 1898; previously had been named "Island Lake." Big Salmon is the English name given to the river, whose Southern Tutchone name means water in which there is large chinook (king) salmon.[63][82] |
| 354 | 2nd Lake Takhini | Hamilton Mfg. Co., shop #004 | 2005 | Purchased new.
- Takhini was derived from a Tlingit metaphor, which literally means broth,[61] and figuratively refers to Takhini Hot Springs. |
| 356 | 2nd Lake Fairweather | Hamilton Mfg. Co., shop #005 | 2005 | Purchased new.
- Fairweather is a mountain, so named by Capt. James Cook because he had experienced good weather when he saw it.[62][64] |
| 358 | Lake Hutshi | Hamilton Mfg. Co., shop #006 | 2005 | Purchased new.
- Hutshi was derived from a Tlingit phrase, which means the last time. |
| 360 | Lake Annie | Hamilton Mfg. Co., shop #007 | 2005 | Purchased new.
- Annie Lake was named for Annie Austin (1870–1950), widow of Charles “Dawson Charlie” Henderson (co-discoverer of gold in the Klondike).[118] |
| 362 | Lake Crag | Hamilton Mfg. Co., shop #008 | 2005 | Purchased new.
- Crag Lake was named for the crag overlooking the lake. |
| 364 | Lake Frances | Hamilton Mfg. Co., shop #009 | 2005 | Purchased new.
- Frances Lake was named for Lady Frances Simpson (1812–1853), wife of Hudson's Bay Co. governor, Sir George Simpson.[63][64] |
| 366 | Lake Choutla | Hamilton Mfg. Co., shop #010 | 2005 | Purchased new.
- Choutla was derived from a Southern Tutchone idiom, which figuratively refers to the waterfalls that feed Choutla Lake. Literally, it means laughing water.[119] |
| 368 | Lake Wasson | Hamilton Mfg. Co., shop #2007-1 | 2007 | Purchased new.
- Wasson Lake was named for Everett Wasson (1910–1961), first bush pilot in the Yukon.[63] |
| 370 | Lake Surprise | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new.
- Surprise Lake so named by 1890’s Atlin prospectors.[120] Prior to 1898, one of at least four lakes which bore the Tlingit name kusawa (narrow lake).[81] |
| 372 | Lake McConnell | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new.
- McConnell Lake was named for Charles McConnell (1871–1946), postmaster at Robinson station.[63] |
| 374 | Lake Jennings | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new.
- Jennings Lake was named for William T. Jennings (1846–1906), civil engineer who assessed various railroad and road routes to the Yukon.[44] |
| 376 | Lake Squanga | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new.
- Squanga was derived from the Tlingit name for lake whitefish.[63][64] |
| 378 | Whiting River | Hamilton Mfg. Co., shop #1205-12-378 | 2012 | Hamilton Model ADA-12-15. Purchased new. Equipped with wheelchair lift.
- The Whiting River was named for U.S. Navy Surgeon Robert Whiting (1847–1897).[62] |
| 380 | Aishihik River | Hamilton Mfg. Co., shop #1205-12-382 | 2012 | Hamilton Model PASS-12-15. Purchased new.
- Aishihik was derived from a Southern Tutchone metaphor, which literally means below its tail, and figuratively refers to the shape of Aishihik Lake.[63] |
| 382 | Nakina River | Hamilton Mfg. Co., shop #1205-12-380 | 2012 | Hamilton Model PASS-12-15. Purchased new.
- The Nakina River was named for the Tlingit village of Naak'ina.áa,[74] which appears to mean people situated upstream.[121] |
| 384 | Lake Racine | Hamilton Mfg. Co., shop #1310384 | 2014 | Hamilton Model ADA14. Purchased new. Equipped with wheelchair lift.
- Racine Lake was named for Cariste Racine (1851-1926), owner of a sawmill on Tagish Lake, and owner of the White Pass Hotel in Whitehorse. |
| 386 | Lake Goat | Hamilton Mfg. Co., shop #1310386 | 2014 | Hamilton Model STD26. Purchased new.
- Goat Lake is 1921 feet above (one mile east of) Bridge 9-A and supplies the water for Pitchfork Falls. |
| 388 | Lake Beaver | Hamilton Mfg. Co., shop #1310388 | 2014 | Hamilton Model STD26. Purchased new.
- “Beaver Lake” is the un-official name for Bare Loon Lake, just to the west of Mile Post 37. There are at least 14 other “Beaver Lake”s in British Columbia. |
| 400 | Michael J. Heney | Hamilton Mfg. Co., shop #1320400 | 2014 | Hamilton Model “Club.” Purchased new. Club car.
- Michael J. Heney (1864-1910) was the labor contractor who built the White Pass railroad.[44] |
| 402 | Samuel H. Graves | Hamilton Mfg. Co., shop #1320402 | 2014 | Hamilton Model “Club.” Purchased new. Club car.
- Samuel H. Graves (1852-1911) was the first president of White Pass.[44] In 1885, Graves had become an associate of Close Brothers, the firm that later financed the White Pass. |
| 932
(ex-USA 932) |
........ | ........ | ........ | See, #X3. |
| USA 933 | ........ | ........ | ........ | See, #267. |
| USA 934 | ........ | ........ | ........ | See, #211. |
[32][33][34][37][91][122][123]
Existing White Pass Freight Cars and On-Rail Maintenance Equipment
cars with light grey have been either put on display, or sold to other railroads.
| Number(s) | Type | Builder | Year(s) Built | Remarks |
|---|---|---|---|---|
| 1 to 6
(6 cars) |
Flatcars | W.P.&Y.R. | 1900 | Capacity = 1.05 tons. Single 4-wheel truck. No automatic brake. Used on the Taku Tram. Retired in 1951. #1 was a passenger car from 1900 to 1937. #4 put on display at Skagway, Alaska in 1971. 4 cars are at Taku, British Columbia. 1 car is at Scotia Bay, British Columbia. |
| 26-3 | Ballast Regulator | Kershaw Mfg. Co., shop #C26-108 | 1989 | Self propelled. Kershaw Model 26-3-1. 185 hp (138 kW) General Motors Corp. 3-53 Diesel engine. Purchased new. |
| 8 | Tank Car | Union Tank Car Co. | 1906 | Capacity = 6,616 US gal (25,040 l; 5,509 imp gal). Frameless ("Van Dyke")[124] tank car. Originally, UTLX #10844, a standard gauge car. Purchased by White Pass and converted to 3-foot gauge in 1939. Donated to British Columbia Forest Museum in 1978. |
| 10 | Tank Car | Tank: Union Tank Car Co.; | Tank: 1908;
underframe: 1942 |
Capacity ≈ 6,500 US gal (25,000 l; 5,400 imp gal). Originally, standard gauge frameless ("Van Dyke")[124] tank car. Purchased by White Pass and converted to 3-foot gauge in 1941. Mounted on the underframe of Gondola #110[125] in 1949. |
| 27 | Tank Car | Tank: unknown;
underframes: see, Remarks |
Tank: unknown;
underframes: see, Remarks |
Capacity = 6,672 US gal (25,260 l; 5,556 imp gal). Tank was originally part of a standard gauge car. Tank purchased by White Pass in 1944. Re-mounted on Flatcar #319[126] in 1944 (#27). Re-mounted on the underframe of Gondola #108[125] in 1952. Re-mounted on the former underframe of Tank Car #3[127] in 1956. Re-mounted on Flatcar #316[128] in 1968. Not suitable for road service. |
| 28 to 37
(10 cars) |
Tank Cars | Tanks: Union Tank Car Co. (UTLX); | No. 31 tank: 1910; # 37 tank: 1908; other tanks: 1911;
underframes: 1942 |
Originally, standard gauge frameless ("Van Dyke")[124] tank cars. Purchased by White Pass and mounted on 3-foot gauge flatcars in 1949 (##28, 30-31), 1950 (##29, 32-35), and 1951 (##36-37). About 1992, #28 was put on display at Whitehorse posing as #42.
No. 28 = UTLX #15744 (6,671 US gal (25,250 l; 5,555 imp gal)) + Gondola #116 underframe (UF);[125] #29 = UTLX #15199 (6,674 US gal (25,260 l; 5,557 imp gal)) + Flatcar #115;[125][129] #30 = UTLX #15294 (6,668 US gal (25,240 l; 5,552 imp gal)) + Flatcar #108;[125][130] #31 = UTLX #14092 (≈6,650 US gal (25,200 l; 5,540 imp gal)) + Gondola #112 UF;[125] #32 = UTLX #15592 (6,668 US gal (25,240 l; 5,552 imp gal)) + Gondola #113 UF;[125] #33 = UTLX #15176 (6,650 US gal (25,200 l; 5,540 imp gal)) + Gondola #101 UF;[125] #34 = UTLX #15497 (6,660 US gal (25,200 l; 5,550 imp gal)) + Gondola #102 UF;[125] #35 = UTLX #15058 (6,672 US gal (25,260 l; 5,556 imp gal)) + Gondola #105 UF;[125] #36 = UTLX #15526 (6,666 US gal (25,230 l; 5,551 imp gal)) + Gondola #107 UF;[125] #37 = UTLX #13001 (6,649 US gal (25,170 l; 5,536 imp gal)) + Gondola #114 UF.[125] |
| 38 and 39
(2 cars) |
Tank Cars | American Car & Foundry Co. | 1945 | Capacity = 6,110 US gal (23,100 l; 5,090 imp gal). #38 originally was U.S. Navy (Hawaii) #64-0026. #39 originally was U.S. Navy (Hawaii) #64-0021. Both purchased by White Pass via Kronkie-Dalien Co. (dealer) in 1954. |
| 40 | Tank Car | Tank: Union Tank Car Co.;
underframe: Pullman Co., Lot #5706-A |
Tank: unknown;
underframe: 1942 |
Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[124] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #106[125] in 1954. Re-mounted on Flatcar #1139[131] between 1978 and 1980. |
| 41 | Tank Car | Tank: Union Tank Car Co.; | Tank: unknown;
underframe: 1942 |
Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[124] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #103[125] in 1954. |
| 42 | Tank Car | Tank: Union Tank Car Co. (UTLX); | Tank: 1911;
underframe: 1942 |
Capacity = 6,645 US gal (25,150 l; 5,533 imp gal). Originally, UTLX #15258, a standard gauge frameless ("Van Dyke")[124] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #109[125] in 1954. This #42 is not on display at Whitehorse; #28 is on display in Whitehorse posing as #42. |
| 43 | Tank Car | Tank: Union Tank Car Co.; | Tank: unknown;
underframe: 1942 |
Capacity ≈ 6,600 US gal (25,000 l; 5,500 imp gal). Originally, standard gauge frameless ("Van Dyke")[124] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted on Flatcar #104[125] in 1954. |
| 50, 51, and 58 to 65
(10 cars) |
Tank Cars | Union Tank Car Co. (UTLX) | #51: 1915; #58: 1907; all others: 1908 | Originally, UTLX standard gauge tank cars.[132] Converted to 3-foot gauge during 1924, 1927, and 1930. As 3-foot gauge cars, they ran on the D.&R.G.W. R.R. Purchased by White Pass in 1963. #50 = UTLX #13084 (6,533 US gal (24,730 l; 5,440 imp gal)); #51 = UTLX #12739 (6,583 US gal (24,920 l; 5,481 imp gal)); #58 = UTLX #12770 (6,561 US gal (24,840 l; 5,463 imp gal)); #59 = UTLX #12977 (6,535 US gal (24,740 l; 5,442 imp gal)); #60 = UTLX #13236 (6,488 US gal (24,560 l; 5,402 imp gal)); #61 = UTLX #13172 (6,482 US gal (24,540 l; 5,397 imp gal)); #62 = UTLX #12962 (6,646 US gal (25,160 l; 5,534 imp gal)); #63 = UTLX #13168 (6,495 US gal (24,590 l; 5,408 imp gal)); #64 = UTLX #12918 (6,651 US gal (25,180 l; 5,538 imp gal)); #65 = UTLX #12757 (6,567 US gal (24,860 l; 5,468 imp gal)).[133]
Nos. 50, 51, 62, 63, 64, and 65 to Cumbres & Toltec Scenic R.R. in 1991; #58 to Colorado R.R. Museum in 1991; #59 to Georgetown Loop R.R. in 1991; #60 to Sumpter Valley Ry. in 2005; #61 to S.V. Ry. in 1991 (SV 2nd 100). |
| 52 | Tank Car | Tank: Union Tank Car Co. (UTLX);
replacement underframe: Pullman Co. |
Tank: 1908;
replacement underframe: 1942 |
Capacity = 6,487 US gal (24,560 l; 5,402 imp gal). Originally, UTLX Tank #13219, a standard gauge tank car.[132] Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed by 1929.[134] Renumbered to UTLX 88105 in 1947. Renumbered to UTLX 11017 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #100[125] in 1980. |
| 53 | Tank Car | Tank: Union Tank Car Co. (UTLX);
replacement underframe: Pullman Co. |
Tank: 1908;
replacement underframe: 1942 |
Capacity = 6,533 US gal (24,730 l; 5,440 imp gal). Originally, UTLX Tank #12838, a standard gauge tank car.[132] Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed by 1929.[134] Renumbered to UTLX 88107 in 1947. Renumbered to UTLX 11019 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #106[125] in 1980. Water car. |
| 57 | Tank Car | Tank: Union Tank Car Co. (UTLX);
replacement underframe: Pullman Co., Lot #5706-A |
Tank: 1908;
replacement underframe: 1942 |
Capacity = 6,533 US gal (24,730 l; 5,440 imp gal). Originally, UTLX Tank #12881, a standard gauge tank car.[132] Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed by 1929.[134] Renumbered to UTLX 88108 in 1947. Renumbered to UTLX 11020 in 1956. Purchased by White Pass in 1963. Tank re-mounted on Flatcar #1169[131] in 1982. |
| 479 to 482, and 484 to 491
(12 cars) |
Container Flatcars | National Steel Car Corp.[135] | 1969 | Capacity = 50 short tons (45 t). Purchased new. #479 had deck and retaining railings added in the 1990s for use in open-air baggage service. ##486, 487, and 489 were configured to accept baggage containers in 2009. |
| 640 | Multi-Service Car[136] | 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.[137] Purchased by the White Pass and converted to 3-foot gauge in 1990. |
| 641 to 647
(7 cars) |
Multi-Service Cars[136] | Canadian Car & Foundry Co., Lot #2269, Specification #F-80 | 1959 | Capacity = 55 cu yd (42 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by the White Pass and converted to 3-foot gauge in 1990. #641 = CN #6774; #642 = CN #6765; #643 = CN #6786; #644 = CN #6758; #645 = CN #6768; #646 = CN #6772; #647 = CN #6784.[137] |
| 650 to 657
(8 cars) |
Side-Pivot, Drop-Side, Air-Dump Cars[138] | Eastern Car Co. | 1958 | Capacity = 16 cu yd (12 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by White Pass and converted to 3-foot gauge in 1989. #650 = CN #15016; #651 = CN #15015; #652 = CN #15010; #653 = CN #15006; #654 = CN #15011; #655 = CN #15005; #656 = CN #15004; #657 = CN #15013. |
| 661 to 665
(5 cars, ex-861 to 865, exx-801 to 805) |
Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Purchased new. Originally, ##801-805. Renumbered to 861-865, respectively, in 1947. Renumbered to 661-665, respectively, in 1960.
No. 661 sold to Sumpter Valley Ry. in 1985 (SV #661). #662 sold to S.V. Ry. in 1991 (SV #86). #663 sold to S.V. Ry. in 1991 (SV #663); resold back to White Pass in 2005 (#663). #664 sold to S.V. Ry. in 1991 (SV #664). #665 put on display at Skagway, Alaska in 1991. |
| 670, 671, 678, and 684
(4 cars) |
3-Bay Hopper Cars[139] | East Broad Top Railroad and Coal Company | No. 670: 1918; #671: 1915; #678: 1914; #684: 1917 | Capacity = 50 cu yd (38 m3) of coal, but only 38 cu yd (29 m3) of gravel (38 cu yd of gravel = car's weight capacity of 40 short tons (36 t)). Originally, E.B.T.R.R.&C.Co. Purchased by White Pass in 1968 for use in ballast service.
No. 670 = EBT #999; #671 = EBT #894; #678 = EBT #858; #684 = EBT #976.[140] |
| 672, 674, 676, and 679 to 683
(8 cars) |
3-Bay Hopper Cars[139] | East Broad Top Railroad and Coal Company | No. 672: 1919; #674: 1919; #676: 1919; #679: 1919; #680: 1919; #681: 1915 or 1916; #682: 1927; #683: 1917 | See, Remarks for ##670 to 684, above.
No. 672 = EBT #1029; #674 = EBT #1038; #676 = EBT #1028; #679 = EBT #1047; #680 = EBT #1024; #681 = EBT 870-946 # range; #682 = EBT #1072; #683 = EBT #960.[140] Nos. 672, 674, 679, 680, 682, and 683 to Sumpter Valley Ry. in 1991; #676 to Lahaina, Kaanapali & Pacific R.R. in 1995; #681 sold in 2011. |
| 708
(ex-USA 232914) |
Boxcar | Colorado & Southern Ry. | 1910 | Capacity = 25 short tons (23 t). Originally, C.&S. Ry. #8336.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232914).[142] Turned over to the White Pass in 1946 (WP&YR #708). Wash & shower work car from 1960 until 1973. Tool car from 1973 to 1982. In baggage service in 1982. Back to tool car service beginning in 1988. Retired in 2009, but still on trucks. |
| 737
(ex-USA 334073) |
Flatcar | Colorado & Southern Ry. | 1910[143] | Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[142] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334073).[144] Sold to the White Pass in 1947 (WP&YR #737). |
| 742
(ex-USA 232943) |
Boxcar | Colorado & Southern Ry. | 1910 | Capacity = 25 short tons (23 t). Originally, C.&S. Ry. #8313.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232943).[142] Turned over to the White Pass in 1946 (WP&YR #742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work car service beginning in 2009. |
| 783
(ex-USA 334117) |
Flatcar | Colorado & Southern Ry. | 1910[143] | Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[142] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334117).[144] Sold to the White Pass in 1947 (WP&YR #783). Sold to Marcus Rail LLC in 1987. Rebuilt back into Colorado & Southern Ry. Boxcar #8323 by the Uhrich Locomotive Works in 1996. (Unknown if 8323 was its original C.&S. Ry. number.) Sold to the City of Breckenridge, Colorado in 1998. |
| 3rd 901[145] | Extended Vision Caboose | W.P.&Y.R. | 1972 | ........ |
| 903 | Extended Vision Caboose | W.P.&Y.R. | 1969 | Sold to Midwest Central R.R. in 1991. |
| 2nd 905[146] | Extended Vision Caboose | W.P.&Y.R. | 1968 | Became U.S. Forest Service shelter at Denver, Alaska in 1994. |
| 909
(ex-USA 857, exx-USA 90857) |
Cupola Caboose with Flanger | Colorado & Southern Ry. | 1910[143] | Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[147] Converted to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90857).[148] Renumbered to 857 in 1944. Turned over to the White Pass in 1946 (WP&YR #909). Retired in 1968. Restored to service in 1998. |
| 1st 911
(ex-USA 911) |
Cupola Caboose | Union Pacific R.R. | 1927 | Originally, Sumpter Valley Ry. #3. Purchased by U.S. Army in 1943 (USA #911). Retired in 1946. Sold to the White Pass in 1947 (1st 911). Resold later in 1947 to a private party who used it as a shed in Skagway, Alaska. Returned to S.V. Ry. in 1991 (SV #3). Restored to operation on S.V. Ry. in 2006. |
| 2nd 911
(ex-X14, exx-861, exxx-USA 861, exxxx-USA 90861) |
Cupola Caboose | Colorado & Southern Ry. | 1909 or 1910 | Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[147] Converted to caboose by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90861).[148] Renumbered to 861 in 1944. Sold to the White Pass in 1947 (#861). Converted to Work Car #X14 and named Katler's Castle in 1955. Re-converted back to caboose and renumbered to 2nd 911 in 1967. Retired in 1972. Put on display at Skagway, Alaska in 1992.
- Named for Karl Katler (fl. 1955), White Pass steel gang foreman. |
| 3rd 911
(ex-913) |
Extended Vision Caboose | International Car Co. | 1968 | Originally, standard gauge car, Great Northern Ry. #X-118. Became Burlington Northern R.R. #10078 in 1970. Became BNSF Ry. #10078 in 1995. Purchased by the White Pass in 2000 as #913, and converted to 3-foot gauge. Renumbered to 3rd 911 in 2003. |
| 950 | Tie Crane | Pandrol Jackson, Inc., shop #151893 | 1995 | Self propelled, Diesel-hydraulic. Pandrol Jackson Model 950. 71 hp (53 kW) Deere & Co. 4039D engine. Crane engine = 76 hp (57 kW) Cummins Engine Co. 4BT Diesel. Purchased new. |
| 1000 and 1002
(2 cars) |
Flatcars | W.P.&Y.R. | 1954 | Capacity = 30 short tons (27 t). Made from unused passenger car underframes. #1000 put on display at Whitehorse, Yukon in 1995. |
| 1003 to 1007 and 1009
(6 cars) |
Flatcars | Trucks: American Steel Foundries;
remainders of cars: see, Remarks |
Trucks: 1942;
remainders of cars: probably, 1942 or 1943 |
Capacity = 30 short tons (27 t). Purchased from U.S. Navy (Hawaii) in 1954. Trucks built for Navy. Remainders of cars possibly built by Pressed Steel Car Co. and/or Koppel Industrial Car & Equipment Co. |
| 1010 to 1013
(4 cars) |
Flatcars | Trucks: American Steel Foundries;
remainders of cars: see, Remarks |
Trucks: 1942;
remainders of cars: probably, 1942 or 1943 |
Capacity = 30 short tons (27 t). Purchased from U.S. Navy (Hawaii) in 1956. Trucks built for Navy. Remainders of cars possibly built by Pressed Steel Car Co. and/or Koppel Industrial Car & Equipment Co. |
| 1016 | Flatcar | W.P.&Y.R. | 1956 | Capacity = 30 short tons (27 t). Made from the underframe of the tender from Loco #60, 61, or 62. |
| 1020 and 1021
(2 cars) |
Flatcars | Pacific Car & Foundry Co. | 1957 | Capacity = 30 short tons (27 t). Purchased new. |
| 1025 and 1026
(2 cars) |
Flatcars | Pacific Car & Foundry Co. | 1961 | Capacity = 30 short tons (27 t). Purchased new. |
| 1102, 1103, 1105, 1107 to 1110, 1114, 1116, 1118, and 1120
(11 cars) |
Flatcars | Pullman Co., Lot #5706-A.[149] | 1942 | Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to Oahu Ry. & Land Co. in 1942.[150] Purchased by White Pass via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954. |
| 1126 | Flatcar | Pullman Co., Lot #5706-A.[149] | 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 #23164).[150] Cut down to underframe for Tank Car #24 in 1943. Converted to flatcar in 1957 (#1126). |
| 1127 | Flatcar | Pullman Co., Lot #5706-A.[149] | 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).[150] Cut down to underframe for Tank Car #29 in 1943. Converted to flatcar in 1957 (#1127). |
| 1129 | Flatcar | Pullman Co., Lot #5706-A.[149] | 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).[150] Cut down to underframe for Tank Car #30 in 1943. Converted to flatcar in 1960 (#1129). |
| 1132 to 1138, 1140, 1142, 1144, 1165, 1168, and 1174
(13 cars) |
Flatcars | Pullman Co., Lot #5706-A.[149] | 1942 | Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[150] Sold to Oahu Ry. in 1959. Cut down to flatcars and sold to White Pass in 1962. |
| 1131, 1145, 1147, 1153, 1156, 1157, 1161, 1163, 1166, 1170, 1172, and 1173
(12 cars) |
Flatcars | Pullman Co. | 1942 | See, Remarks for ##1132 to 1174, above.
Nos. 1131, 1156, 1157, 1163, and 1170 to Midwest Central R.R. in 1996;[151] ##1157 and 1163 resold to Georgetown Loop R.R. in 2011; ##1145, 1147, 1161, and 1166 to Sumpter Valley Ry. in 2005; ##1153 and 1173 to Georgetown Loop R.R. in 2007; #1172 to Georgetown Loop R.R. in 2005. |
| 1180, 1183, and 1193
(3 cars) |
Flatcars | Pullman Co., Lot #5706-A.[149] | 1942 | Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[150] Sold to Kahului R.R. and cut down to flatcars in 1961. Sold to White Pass via Midwest Steel Corp. (dealer) in 1967. |
| 1181 and 1185
(2 cars) |
Flatcars | Pullman Co. | 1942 | See, Remarks for ##1180 to 1193, above.
No. 1181 to Midwest Central R.R. in 1996;[151] #1185 to Sumpter Valley Ry. in 1993. |
| 1200 | Depressed Center Flatcar | W.P.&Y.R. | 1943, 1957 | Capacity = 30 short tons (27 t). Originally, Flatcar R-2 (1943). To underframe for Loco #66 tender in 1951. Rebuilt to depressed center flatcar in 1957. |
| 1201 | Depressed Center Flatcar | Baldwin Locomotive Works and W.P.&Y.R. | 1938 (Baldwin), 1962 (W.P.&Y.R.) | Capacity = 30 short tons (27 t). Originally, underframe for Loco #70 tender (Baldwin shop #62234, 1938). Tender reassigned to Rotary #1 in 1950. Tender reassigned to Loco #190 between 1953 & 1955. Rebuilt to depressed center flatcar in 1962. |
| 1202 | Depressed Center Flatcar | W.P.&Y.R. | 1967 | Capacity = 30 short tons (27 t). |
| 1203 | Depressed Center Flatcar | W.P.&Y.R. | 1968 | Capacity = 40 short tons (36 t). |
| 2001 | 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 2000 & 2012. |
| 2009 | Gang Trailer | W.P.&Y.R. | by 1968 | Track trailer with fully enclosed cab. Has manual brake. Road No. 2009 applied between 1978 & 1982. |
| 2010 | Gang Car | Chassis: Fairmont Railway Motors, Inc. #159076, 159934, 159943, or 160352;[152]
cab: W.P.&Y.R. |
1943 | Gasoline-mechanical. Fairmont Model A5-C (ZU). Original and 1961 replacement engines both 35 hp (26 kW) Waukesha Motor Co. Model FC. Transferred from U.S. Army in 1946.[152] Road No. 2010 applied in 1968. Retired between 1979 & 1982. Put on display at Yukon Transportation Museum, Whitehorse, Yukon, by 2001. |
| 2018 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[153][154][155][156] | 1973 | Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2019 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[153][154][155][156] | 1973 | Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2020 | Gang Car | Fairmont Railway Motors, Inc., shop #241349 or 241350[153][154][155][156] | 1976 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2021 | Gang Car | Fairmont Railway Motors, Inc., shop #241349 or 241350[153][154][155][156] | 1976 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2022 | Gang Car | Fairmont Railway Motors, Inc., shop #242262 or 242263[153][154][155][156] | 1976 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2024 | Gang Car | Fairmont Railway Motors, Inc., shop #243932 or 243933[153][154][155][156] | 1977 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2026 | Gang Car | Fairmont Railway Motors, Inc., shop #244678[153][154][155][156] | 1978 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. |
| 2042 | Track Trailer | Fairmont Railway Motors, Inc. | unknown | Fairmont Model TT14. Has manual brake. Road No. 2042 applied between 1978 & 1982. |
| 2044 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[153][154] | 1973 | Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by White Pass. Road No. 2044 applied between 1978 & 1982.[154] |
| 2048 | Tool Box Trailer | unknown | unknown | Track trailer with tool box mounted thereon. Road No. 2048 applied between 1978 & 1982. |
| ........ | Auto Crane Trailer | unknown[157] | unknown[157] | Track trailer with Auto Crane Co. Celectric service crane mounted thereon. |
| ........ | Steamer Trailer | unknown[157] | unknown[157] | Track trailer with a steam generator mounted thereon. |
| 2010A, 2045 to 2047, 2049, 2150, and 4 with no visible number
(10 cars) |
Track Trailers | unknown[157] | unknown[157] | Road numbers crudely embossed on one end of the car or on the upper edge of the car. Applied between 1978 & 1982. Track trailers with no visible number probably once bore a number between 2027 and 2041.
These 10 track trailers do not include Gang Trailer #2009, Track Trailer #2042, Tool Box Trailer #2048, the Auto Crane Trailer, and the Steamer Trailer. |
| 2055 | Inspection Car | Fairmont Railway Motors, Inc. | between 1959 & 1986 | Gasoline-mechanical. Fairmont Model M15-B (Z36). Has 14 hp (10 kW) Fairmont RK-B engine. Acquired between 2001 & 2008. Previous owner unknown. Cab has roof, open sides, and open rear. Retired between 2008 & 2014. Put on display in Carcross depot by 2014. |
| 2067 | Ballast Tamper | Canron, Inc., shop #4370977 | 1975 | Self propelled, Diesel-mechanical. Canron Model VPSJW. Has 97 hp (72 kW) General Motors Corp. 3-53 engine. Purchased new. |
| 2154 | Track Liner | Fairmont Railway Motors, Inc., shop #240128 | 1975 | Self propelled, Diesel-hydraulic. Fairmont Model W111-B2 (Z36). Has 97 hp (72 kW) General Motors Corp. 3-53 engine. Purchased new. Sometimes called a "spud" liner.[158] |
| 2400 | Ballast Tamper | Pandrol Jackson, Inc., shop #151967 | 1995 | Self propelled, Diesel-hydraulic. Pandrol Jackson Model 2400. Has 100 hp (75 kW) Cummins Inc. 4BT engine. Purchased new. |
| 94105 | Rail Lifter | L. Geismar, shop #94105 | 1994 | For replacing tie plates. Push car. Geismar Model LRH. Has Briggs & Stratton Corp. gasoline engine. Originally owned by Norfolk Southern Ry. Purchased in 2006 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[159] |
| Casey Jones | Section Car | W.P.&Y.R. (1916, 1917, or 1919),
or Northwestern Motor Co. (1923 or 1944) |
1916, 1917, 1919, 1923, or 1944 | Gasoline mechanical. One-cylinder Northwestern engine. Roofless. Either Northwestern Casey Jones™ (1916, 1917, 1919, or 1923), or Northwestern Model 514, #355-D (1944). Retired by 1968. Possibly, transferred to Sumpter Valley Ry. between 1991 & 2001 (SV M-31). |
| Claws #1 | Right Rail Spike Puller | Nordco, Inc., shop #403 | 1992 or 1993[160] | Self propelled, Diesel-hydraulic. Nordco Claws Model LS. Has 31 H.P. Deutz AG F2L1011 engine. Originally owned by Kansas City Southern Ry. or Atlas Railroad Construction, LLC. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[159] |
| Claws #2 | Left Rail Spike Puller | Rexnord, Inc. (Nordco, Inc. since 1987), shop #129 | 1984 or 1985 | Self propelled, Diesel-hydraulic. Rexnord/Nordberg Claws Model LS. Originally owned by Atlas Railroad Construction, LLC or Kansas City Southern Ry. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[159] |
| Hydra-Spiker | Spiker | Rexnord, Inc. (Nordco, Inc. since 1987), shop #151 | 1984 or 1985 | 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.[159] |
| Rotary #1 | Rotary Snowplow | Cooke Locomotive & Machine Works, shop #56 | 1899 | Steam driven scoop wheel. Two 17" dia. × 22" stroke cylinders. Purchased new. Retired in 1962. Restored to service in 1995. |
| Rotary #2 | Rotary Snowplow | Cooke Locomotive & Machine Works, shop #61 | 1900 | Steam driven scoop wheel. Two 17" dia. × 22" stroke cylinders. Purchased new. Retired in 1963. Sold to Sumpter Valley Ry. in 1977. Put on display at Breckenridge, Colorado in 1989 as Denver, Leadville & Gunnison Ry. #01 (fantasy designation). |
| Tie Master #1 | Tie Exchanger | RCC Materials & Equipment Corp., shop #B9302012AWP | 1994 | Push car. Has an 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| Tie Master #2 | Tie Exchanger | RCC Materials & Equipment Corp. | 1994 | Push car. 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| Tie Master #3 | Tie Exchanger | RCC Materials & Equipment Corp., shop #B9907058AWP | 1999 | Push car. Has an 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| X9
(ex-123, exx-773, exxx-USA 334085) |
Flatcar | Colorado & Southern Ry. | 1909[143] | Capacity = 25 short tons (23 t). Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[142] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334085).[144] Built up into gondola in 1944. Sold to the White Pass in 1947 (Gondola #773). Renumbered #123 in 1950. Cut back down to flatcar in 1952. Became Work Car 4th #X9 (4th boom car) in 1958. Sold to Marcus Rail LLC in 1987. Rebuilt into Colorado & Southern Ry. Boxcar 2nd #8311 by the Uhrich Locomotive Works in 1996. (8311 [built 1910][143] cannot have been its original C.&S. Ry. number.) Sold to the City of Breckenridge, Colorado in 1998. Sold to the U.S. Forest Service and moved to Boreas Pass, Colorado in 2002. |
Existing White Pass Off-Rail Maintenance Equipment
Equipment with light grey have been either put on display or sold.
| Unit | Weight | Serial Number | Year Built | Remarks |
|---|---|---|---|---|
| Caterpillar D8 Bulldozer | 26 tons | 8R1101 | 1942 | Diesel. Cable driven blade. Purchased from U.S. Army in 1946. W.P.&Y.R. #8. Still existed in 1978. Unserviceable by 1994. Possibly, the bulldozer with cable driven blade that was moved to Skagway city hall between 1978 & 2014. |
| Caterpillar D7F Bulldozer | 25 tons | 94N8163 | 1974 | Diesel. Originally, #10. Renumbered to 2074 between 1979 & 1982. Sold between 1979 & 1994. Unserviceable by 1994. |
| ........ | ........ | ........ | ........ | All bulldozers used by White Pass since 1994 have been leased. |
| Bucyrus-Erie 15B Crawler Shovel/Crane | 13 tons | 60051 | 1948 | Diesel. Purchased new. Unserviceable by 1978. Moved to Skagway city hall between 1978 & 2014. |
| Bucyrus-Erie 30B Crawler Crane | 40 tons | 130776 | 1969 | Diesel. Purchased new. Sold to Hunz & Hunz Enterprises in 2014. |
| Grove RT58C 4-Wheel Crane | 22 tons | 71395 | 1989 | Diesel. |
| Caterpillar 950E 4-Wheel Loader | 17 tons | 22Z04862 | 1990 | Diesel. Purchased from NC Machinery Co. about 1994. |
| Komatsu WA320-3A 4-Wheel Loader | 15 tons | 53151 | 1998 | Diesel. |
| Hitachi EX120 Crawler Excavator | 13 tons | 12V-42296 | 1995 | Diesel. Can be used on a depressed center flatcar as a ditcher. |
Existing White Pass Car Bodies Disconnected from Trucks
Car bodies with light grey have been either put on display or sold.
| Number | Unit | Last Reported Location | Builder
Year Built |
Remarks |
|---|---|---|---|---|
| X4
(ex-B04, exx-690) |
Bunk Car, without Trucks
(ex-Boxcar) |
On display near City Museum, Skagway, Alaska (2010) | W.P.&Y.R.
1906 |
Originally, W.P.&Y.R. Boxcar #690. Converted to bunk car in 1942 (#690). Renumbered to B04, then to X4 in 1947. Trucks removed by 1964. |
| USA 14 | Tank Car Tank | Near Dawson City, Yukon | East Tennessee & Western North Carolina R.R.
1925 |
Capacity between 4,448 US gal (16,840 l; 3,704 imp gal) & 4,575 US gal (17,320 l; 3,809 imp gal). Originally, tank for E.T.&W.N.C. R.R. Tank Car #ETX603. Car purchased by U.S. Army in 1942. Tank became British Yukon Navigation Co. storage tank in 1952. |
| 17 | Tank Car Tank | In Utah Transfer yard, Whitehorse, Yukon | William Graver Tank Works
unknown year |
Capacity ≈ 6,500 US gal (25,000 l; 5,400 imp gal). Originally, tank for Nevada County Narrow Gauge R.R. Tank Car #183. Car purchased by White Pass via Dulien Steel Products Co. (dealer) in 1943. Tank became British Yukon Navigation Co. Storage Tank #T.8 at Whitehorse, Yukon in 1952. |
| 406
(ex-USA 232895) |
Refrigerator Car Superstructure
(ex-Boxcar Superstructure) |
Private residence in Skagway, Alaska (2010) | Colorado & Southern Ry.
1910 |
Originally, superstructure for C.&S. Ry. Boxcar #8359.[141] Car purchased by U.S. Army in 1943.[147] Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #232895).[164] Transferred to the White Pass in 1946 (WP&YR #406). Superstructure detached from underframe in 1960. |
| one of 400-412 (even), or 762-770 (even)
(ex-USA) |
Refrigerator Car
(ex-Boxcar) |
Off Klondike Highway, north of Skagway, Alaska (2010) | Colorado & Southern Ry.
1909 or 1910 |
Originally, C.&S. Ry. boxcar. Car purchased by U.S. Army in 1943. Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 for use on the White Pass.[164] Transferred to the White Pass in 1946 or 1947. Became part of Broadway Station™ restaurant in 1979 (with trucks on car).[165] Moved from that location between 1986 & 2000. |
| 414
(ex-1st 770, exx-USA 232899) |
Refrigerator Car Superstructure
(ex-Boxcar Superstructure) |
Private residence in Skagway, Alaska (2010) | Colorado & Southern Ry.
1909 or 1910 |
Originally, superstructure for C.&S. Ry. boxcar. Car purchased by U.S. Army in 1943. Converted to insulated boxcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #232899).[164] Sold to the White Pass in 1947 (WP&YR 1st 770). Converted to refrigerator car in 1948 (WP&YR #414). Superstructure detached from underframe in 1961. |
| 440
(ex-686) |
Refrigerator Car, without Trucks
(ex-Boxcar) |
Skagway, Alaska (2010) | W.P.&Y.R.
1906 |
Originally, W.P.&Y.R. Boxcar #686. Converted to refrigerator car in 1943 (#686). Renumbered to 440 in 1946. Trucks removed in 1958. |
| 506 | Boxcar, without Trucks | Adjacent the coach yard, Skagway, Alaska (2010) | W.P.&Y.R.
1899 |
Trucks removed in 1958. |
| 570 | Boxcar, without Trucks | Private residence on 21st St., Skagway, Alaska (2010) | W.P.&Y.R.
1899 |
Trucks removed in 1958. |
| 602 | Boxcar, without Trucks | Private property in Skagway, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1957. |
| 626 | Boxcar, without Trucks | Private property in Skagway, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1958. |
| 642 | Boxcar, without Trucks | Whitehorse, Yukon (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1957. |
| 656 | Boxcar, without Trucks | Adjacent to the north loop switch, Skagway Shops, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1958. |
| 666 | Boxcar, without Trucks | Private property in Skagway, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1958. |
| 670 | Boxcar, without Trucks | Adjacent the coach yard, Skagway, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1958. |
| 680 | Boxcar, without Trucks | Private property in Skagway, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1943. |
| 682 | Boxcar, without Trucks | Private property in Skagway, Alaska (2010) | W.P.&Y.R.
1900 |
Trucks removed in 1958. |
| one of 572, 576, 604-640 (even), or 668-698 (even) | Boxcar, without Trucks | Portage, British Columbia (2014) | W.P.&Y.R.
1900 or 1906 |
30 foot car. Trucks removed. ##572, 576, 604-640 (even), & 668-684 (even) built in 1900. ##686-698 (even) built in 1906. |
| one of 502-698 (even) | Boxcar | Off Klondike Highway, north of Skagway, Alaska (2010) | W.P.&Y.R.
1899, 1900, or 1906 |
Became part of Broadway Station™ restaurant in 1979 (with trucks on car).[165] Moved from that location between 1986 & 2000. |
| 702
(ex-USA 232907) |
Boxcar, without Trucks | Private property in Skagway, Alaska (2010) | Colorado & Southern Ry.
1909 |
Originally, C.&S. Ry. Boxcar #8215.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232907).[142] Turned over to the White Pass in 1946 (WP&YR #702). Trucks removed in 1978. |
| 704
(ex-USA 232908) |
Boxcar, without Trucks | Meadows, British Columbia (2010) | Colorado & Southern Ry.
1909 |
Originally, C.&S. Ry. Boxcar #8197.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232908).[142] Turned over to the White Pass in 1946 (WP&YR #704). Trucks removed in 1978. |
| 710
(ex-USA 232915) |
Boxcar Superstructure | Skagway, Alaska (2010) | Colorado & Southern Ry.
1909 |
Originally, superstructure for C.&S. Ry. Boxcar #8254.[141] Car purchased by U.S. Army in 1943 for use on the White Pass (USA #232915).[142] Turned over to the White Pass in 1946 (WP&YR #710). Superstructure detached from underframe in 1960. |
| probably, 712[166]
(ex-USA 232916) |
Boxcar, without Trucks | Glacier, Alaska (2014) | Colorado & Southern Ry.
1909[143] |
Probably,[166] originally C.&S. Ry. Boxcar #8238.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232916).[142] Turned over to the White Pass in 1946 (#712). Trucks removed in 1977. Remainder became a shed in Skagway, Alaska by 1978. Moved to Glacier between 1996 & 2000. |
| 718
(ex-USA 232920) |
Boxcar, without Trucks | At Hunz & Hunz Enterprises, off Klondike Highway, west of Skagway Shops, Alaska (2014) | Colorado & Southern Ry.
1910 |
Originally, C.&S. Ry. Boxcar #8365.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232920).[142] Turned over to the White Pass in 1946 (WP&YR #718). Trucks removed in 1978. |
| 730
(ex-USA 232933) |
Boxcar, without Trucks | Skagway Shops, Alaska (2010) | Colorado & Southern Ry.
1909 |
Originally, C.&S. Ry. Boxcar #8257.[141] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232933).[142] Turned over to the White Pass in 1946 (WP&YR #730). Trucks removed in 1978. |
| 1st 734
(ex-USA 232937) |
Boxcar Superstructure | Alaska Dept. of Transportation & Public Facilities, off Klondike Highway near Dyea Rd., Skagway, Alaska (2010) | Colorado & Southern Ry.
1910 |
Originally, superstructure for C.&S. Ry. Boxcar #8392.[141] Car purchased by U.S. Army in 1943 for use on the White Pass (USA #232937).[142] Turned over to the White Pass in 1946 (WP&YR #734). Superstructure detached from underframe in 1954. |
| 2nd 734
(ex-728, exx- USA 232931) |
Boxcar, without Trucks | W.P.&Y.R. Bridge 62A, Yukon (2014) | Colorado & Southern Ry.
1910 |
Originally, superstructure for C.&S. Ry. Boxcar #8309.[141] Car purchased by U.S. Army in 1943 for use on the White Pass (USA #232931). Turned over to the White Pass in 1946 (WP&YR #728). Superstructure of #728 mated with underframe of #734 in 1954 (WP&YR 2nd 734).[142] Trucks removed in 1978. |
| 1st 905
(ex-2nd 901, exx-703) |
Cupola Caboose, without Trucks
(ex-Stock Car) |
Commercial structure off Klondike Highway near 23rd Ave., Skagway, Alaska (2014) | W.P.&Y.R.
1899 |
Originally, W.P.&Y.R. Stock Car #703. Converted to cupola caboose and renumbered to 2nd 901 in 1901, in spite of the fact that Caboose 1st 901 was still in existence. 2nd 901 renumbered to 1st 905 in 1906. Trucks removed in 1952.[145] |
| 2007 | Gang Car,
without Wheels |
Skagway Shops (2014) | Chassis: Fairmont Railway Motors, Inc., 1943;
cab: W.P.&Y.R. |
Gasoline-mechanical. Fairmont Model A5-C (ZU) #159076, 159934, 159943, or 160352. Transferred from U.S. Army in 1946.[152] Road No. 2007 applied in 1968. Retired between 1979 & 1982. Wheels removed by 1998. Cannibalized. |
| 236538 | Gang Car,
without Wheels |
Skagway Shops (2014) | Fairmont Railway Motors, Inc.
1972 |
Gasoline-mechanical. Fairmont Model A6-F3-5 #236538. Standard gauge. Originally, Duluth, Missabe & Iron Range Ry. Purchased by White Pass for parts. Cannibalized. |
Links to Rosters of White Pass Boats and Winter Stages
For the roster of White Pass boats, see, List of steamboats on the Yukon River.
For the roster of White Pass winter stages, see, Overland Trail (Yukon).
References and Notes
- ↑ Since 1942, White Pass computed the tractive effort of steam locomotives by taking 20% of the weight on drivers.
- ↑ 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 Johnson, Eric L. (1988). Sea to Sky Gold Rush Route. Rusty Spike Publishing. ISBN 0-9681976-1-2., at pp. 31 (Red Line Transportation Co.), 40 (Thompson River, Tutshi River), 43 (Duchess of Wellington), 44 (“Fraser Lake [topographical maps … Bernard Lake]”), 45 (Summit Lake, Fraser Lake, Shallow Lake [italics added]), 48 (Portage), 54 (Red Line), 83 (Locomotives).
- ↑ 3.0 3.1 3.2 3.3 3.4 3.5 Johnson, Eric L. (1997). The Bonanza Narrow Gauge Railway. Rusty Spike Publishing. ISBN 0-9681976-0-4., at pp. 145–50.
- ↑ 4.0 4.1 4.2 4.3 4.4 4.5 4.6 Conrad, J. David (1988). The Steam Locomotive Directory of North America. Transportation Trails. (2 Vols.)
- ↑ Thompson, Dennis Blake; Richard Dunn; and Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. p. 344.
- ↑ Hannum, James S. (2006). South Puget Sound Railroad Mania. Hannum House Publications. ISBN 978-0-9679043-5-1., at pp. 203, 227-28, 234, 273.
- ↑ Hannum, James S. (2002). Gone But Not Forgotten: Abandoned Railroads of Thurston County, Washington. Hannum House Publications. p. 129. ISBN 0-9679043-2-3.
- ↑ 8.0 8.1 Ferrell, Mallory H. (1991). Tweetsie Country. Overmountain Press. ISBN 0-932807-58-5., at page 190.
- ↑ 9.0 9.1 Chappell, Gordon; Robert W. Richardson; and Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN 0-918654-12-2., at page 255.
- ↑ 10.0 10.1 10.2 10.3 Pitchard, George E. (2004). Utah Northern Railroad, et al. Locomotive Roster (Narrow Gauge) 1871–1903., citing, U.&N. Ry. business journals (unpublished).
- ↑ 11.0 11.1 The highest Grant Locomotive Works shop number which is known to have preceded WP&YR #53’s shop number is 1465, Texas & St. Louis Ry. #21 (March 1882). Dubits, Robert J., and Lorenz P. Schrenk (1991). Construction List of the Grant Locomotive Works and Its Predecessors., at page 47, reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder’s List Collection. Tap Lines #400. The lowest Grant shop number which is known to have followed WP&YR #53’s shop number is 1499, T.&St.L. Ry. #24 (June 1882). Strapac, Joseph A. (1977). Cotton Belt Locomotives. Shade Tree Books., at page 225; Dubits and Schrenk (1991). Construction List of the Grant Locomotive Works., at page 49.
- ↑ 12.0 12.1 There are 33 numbers from 1466 to 1498, inclusive. Locomotives known to have been produced by Grant Locomotive Works within that shop number range include the 10 Toledo, Cincinnati & St. Louis R.R. 2-8-0’s (##57-66), and almost all of 24 Chicago & North Western Ry. 4-4-0’s (##464-487). The relative order of these two groups is not certain. Dubits and Schrenk (1991). Construction List of the Grant Locomotive Works., at pp. 48-49. However, there is a photo of an ex-T.C.&St.L. R.R. ##57-66 series locomotive in Claude T. Stoner Photo MO8. Bentley Historical Library, University of Michigan, Ann Arbor, Michigan. The shop number on the builder’s plate is difficult to read, but it looks like 1471. If so, it suggests that T.C.&St.L. R.R. ##57-66 were Grant ##1466-1475. That would leave almost all of C.&N.W. Ry. ##464-487 within Grant ##1476-1498. Further evidence for this numerical sequence is that, in April 1882 (rather than in May or June), the D.&R.G. R.R. also refused delivery on two of four C-16’s from the Baldwin Locomotive Works (Baldwin ##6134, 6140, 6145, 6146: D&RG ##293, 292, 294, 295). Robertson, Donald B. (1978). Baldwin Index construction numbers 5000-10023, 1880-1889., at pp. 28-29, reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder’s List Collection. Tap Lines #400.; Locomotives of the Rio Grande. Colorado Railroad Museum. 1980. ISBN 0-918654-25-4., at page 20.
- ↑ The Railway Age Monthly and Railway Service Magazine, Vol. 3, No. 7 (July 1, 1882), at page 443 (Toledo, Cincinnati & St. Louis [N.G.]), citing, Boston Evening Transcript, Vol. 55, No. 16,916 (June 13, 1882), at page 8, Col. 2 (“purchase of ten thirty-ton consolidated engines, built for the Denver & Rio Grande Railroad”); The Railway Age Monthly and Railway Service Magazine, Vol. 3, No. 8 (Aug. 1, 1882), at page 506 (Denver & Rio Grande), citing, Cincinnati Daily Gazette, Vol. 109, No. 144 (June 17, 1882), at page 8, Col. 2 (“several locomotives ordered to be built several months ago … have been sold by the builders to the Toledo, Cincinnati & St. Louis Company [at] less than the price contracted to be paid by the Denver & Rio Grande.”). The reason for the D.&R.G. R.R.’s refusal to accept these locomotives was “changed [for the worse] financial atmosphere.” Railroad Gazette, Vol. 14, No. 46 (Nov. 24, 1882), at page 731 (Denver & Rio Grande). (“In the special report of Jan. 27 [1882], it was announced that ‘the policy of the [D.&R.G. R.R.] company under any circumstances would be, in view of changed financial atmosphere, to proceed circumspectly and to avoid floating debt.’ ”).
- ↑ 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 (O.I. Co. president) to Barrows & Co., Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries.
- ↑ 16.0 16.1 16.2 16.3 16.4 Best, Gerald M. (1981). Ships and Narrow Gauge Rails. Howell-North Books. ISBN 0-8310-7042-0., at pp. 92–93, 140, 142. April 15, 1890, letter from H. W. McNeill (C.&P.S. R.R. resident manager) to Elijah Smith (O.I. Co. president) (I have bought the Olympia and Tenino Railroad). Oregon Improvement Co. Records.
- ↑ 17.0 17.1 17.2 17.3 17.4 W.P.&Y.R. Record of Vouchers (unpublished, 1900–1901), White Pass & Yukon Route Company Records, Yukon Archives.
- ↑ 18.0 18.1 Quastler, Imre E. (1999). Kansas Central Narrow Gauge. South Platte Press. ISBN 0-942035-48-8., at pp. 79, 83-84.
- ↑ W.P.&Y.R. Ledger No. 1, Additions & Improvements (unpublished, 1899–1905), White Pass & Yukon Route Company Records, Yukon Archives.
- ↑ Edson, William D. (1980). The Hinkley Locomotive Construction Record. Railway & Locomotive Historical Society, Inc., Railroad History No. 142, at page 83.
- ↑ 21.0 21.1 Lavallée, Omer (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN 0-919130-34-8., at page 380.
- ↑ 22.0 22.1 22.2 22.3 22.4 22.5 Special Report: White Pass & Yukon Route 1901 (unpublished), White Pass & Yukon Route Company Records, Yukon Archives, Whitehorse, Yukon, Canada.
- ↑ 23.0 23.1 Reisdorff, James J. (1984). Locomotive 69 From Alaska to Nebraska. South Platte Press. ISBN 0-9609568-2-4., at pp. 3, 6, 11.
- ↑ 24.0 24.1 24.2 24.3 Dollywood Timeline.
- ↑ 25.0 25.1 Ferrell, Mallory H. (1967). Rails, Sagebrush and Pine. Golden West Books. LCCN 67-28315., at pp. 106–07.
- ↑ 26.0 26.1 26.2 26.3 26.4 26.5 26.6 26.7 26.8 26.9 26.10 When ordered from Baldwin, intended to be 1-meter gauge for shipment to Oran, Algeria. In March 1943, reassigned to the White Pass and assembled to 3-foot gauge.
- ↑ 27.0 27.1 27.2 27.3 27.4 27.5 27.6 27.7 27.8 27.9 27.10 Peltier, Mike (2004). White Pass and Yukon MacArthurs. Light Iron Digest, August/September 2004, at pp. 8–10.
- ↑ 28.0 28.1 28.2 Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN 0-905878-01-9.
- ↑ 29.0 29.1 29.2 Sampson, Henry (editor) (various dates). Jane's World Railways: Railways in South America, "Peru."
- ↑ 30.0 30.1 30.2 30.3 30.4 30.5 30.6 Locomotives of the Rio Grande. 1980., at page 24.
- ↑ The shop number of this locomotive is readable in a photo taken in a bone yard at Auburn, Washington between 1944 and 1946. Photographer unknown.
- ↑ 32.0 32.1 Passim, White Pass and Yukon Route Comptroller's Special Report, for years 1907–1924 (unpublished), Robert W. Richardson Railroad Library, Colorado Railroad Museum, Golden, Colorado.
- ↑ 33.0 33.1 33.2 Passim, W.P.&Y.R. Journal (unpublished, 1938–1947), White Pass & Yukon Route Company Records, Yukon Archives.
- ↑ 34.0 34.1 34.2 34.3 Passim, Miscellaneous White Pass & Yukon Route Company Records (unpublished), Yukon Archives, Whitehorse, Yukon, Canada.
- ↑ 35.0 35.1 35.2 Passim, Lavallée, Omer, and Ronald S. Ritchie (editor) (2005). Narrow Gauge Railways of Canada. Fitzhenry & Whiteside. ISBN 1-55041-830-0., at page 124.
- ↑ 36.0 36.1 36.2 Passim, Clifford, Howard (1999). Alaska/Yukon Railroads. Oso Publishing Co. ISBN 0-9647521-4-X.
- ↑ 37.0 37.1 37.2 Passim, Roberts, Earl W. and David P. Stremes (editors) (2008). Canadian Trackside Guide 2008. Bytown Railway Society. ISSN 0829-3023, at pp. 1–92, 4-15.
- ↑ 38.0 38.1 38.2 38.3 38.4 38.5 38.6 38.7 38.8 38.9 38.10 Nos. 90-100 did not have a formal General Electric Co. model number. "GEX3341" was an internal GE designation. It was the closest that these locomotives had to a GE designation of their architecture. This designation is used more frequently by rail fans than it was by GE.
- ↑ 39.0 39.1 39.2 39.3 39.4 39.5 39.6 39.7 39.8 39.9 Combes, C. L. (editor) (1970). 1970 Car and Locomotive Cyclopedia of American Practice. Simmons-Boardman Publishing Corp., § 18: Diesel-Electric Locomotives, at pp. 894, 899.
- ↑ 40.0 40.1 40.2 40.3 40.4 40.5 40.6 The Alco "Model RSD-##" designations had been discontinued by 1969.
- ↑ Passim, White Pass Company Diesel Roster (2008).
- ↑ 42.0 42.1 Many White Pass passenger car names were partly derived from aboriginal place names, as stated under “Remarks.” In order to put most aboriginal place names into written form, the pronunciations of these names had to be modified to conform to English phonology. The aboriginal languages had no written alphabet, and they had about 12 sounds that do not occur in English. Therefore, there were no alphabetical letters which corresponded to these non-English sounds. To put aboriginal place names into written form, their pronunciations, therefore, had to be limited to English sounds. In addition, aboriginal place names usually describe some prominent characteristic of the place. Descriptive place names were needed as a tool to guide the traveler. There were no maps or written instructions to guide the traveler, because the aboriginal languages had not been reduced to writing prior to the arrival of the English or Russian language.
- ↑ 43.0 43.1 43.2 43.3 43.4 Mullet, Alfred, and Leonard Merritt (2009). Sumpter Valley Railway. Arcadia Publishing. ISBN 978-0-7385-7125-6., at pp. 80-83.
- ↑ 44.0 44.1 44.2 44.3 44.4 44.5 44.6 44.7 44.8 44.9 44.10 44.11 Minter, Roy (1987). The White Pass: Gateway to the Klondike. University of Alaska Press. ISBN 0-912006-26-9., at pp. 22 (Dyea), 63 (Duncan C. Fraser), 94 (Crater Lake), 99 (W. T. Jennings), 175 (Cowley Lambert), 274-75 (Red Line Transportation Co.), 299 (“road … crossed Summit, Fraser, and Portage lakes”), 318 (Cowley Lambert), 332 (Red Line Transportation Co.), 357 (Samuel H. Graves), 358-59 (Michael J. Heney).
- ↑ 45.0 45.1 45.2 45.3 45.4 45.5 Canada, Parliament (1908). Seventh Report of the Geographic Board of Canada. Sessional Papers. Paper No. 21a., at pp. 16 (Bernard Lake), 44 (Lewes Lake [ex-Lewis]), 68 (Shallow Lake), 76 (Tutshi River), plus absence of Fraser Lake, Portage Lake, and Thompson River.
- ↑ 46.0 46.1 46.2 46.3 46.4 46.5 46.6 46.7 46.8 46.9 46.10 Container flat cars built by National Steel Car Corp. for the White Pass in 1969. Combes, C. L. (editor) (1970). 1970 Car and Locomotive Cyclopedia of American Practice. Simmons-Boardman Publishing Corp., § 3: Freight Train Cars, at page 103.
- ↑ 47.0 47.1 47.2 47.3 47.4 47.5 47.6 47.7 47.8 Schwatka, Frederick (1893). A Summer in Alaska. J. W. Henry., at pp. 72 (Nourse River), 90 (Lindeman Lake), 97 (Crater Lake), 99 (Homan Valley), 100 (Bennett Lake), 110 (Nares Lake), 121 (Marsh Lake), 130 (McClintock Lake). Note that Schwatka's Tlingit language interpreter was Billy Dickinson. And, Billy's mother was Sarah Dickinson, who was Aurel Krause's Tlingit language interpreter. Id., at pp. 103-04.
- ↑ 48.0 48.1 48.2 48.3 The trucks on 1st 202 are marked "J. Hammond, 1887." Johnson (1997). The Bonanza Narrow Gauge Railway., at page 150. A photograph of 1st 202, showing the roof overhang and peculiar clerestory vents, may be found in Trains, February 1963, at page 22. A photograph of 1st 206 may be found at Prince, Bernadine L. (1964). The Alaska Railroad. Ken Wray's Print Shop., Vol. 1 (of 2), at page 401. Note that the clerestory vents on 1st 202 and 1st 206 are constructed alike. Note also that architectures of 1st 202 and 1st 206 are alike. Thus, the appearances are that both 1st 202 and 1st 206 were built by Hammond in 1887.
- ↑ 49.0 49.1 In 1890, the C.&P.S. R.R. acquired a combine and a coach from the O.&C.V R.R. Oregon Improvement Company Report to Stockholders for 1890-1891 at page 56, at http://books.google.com/books?id=nxooAAAAYAAJ&pg=RA4-PA56#v=onepage&q=&f=false (Jan. 8, 2010); April 24, 1890, letter from H. W. McNeill (C.&P.S. R.R. resident manager) to Elijah Smith (O.I. Co. president) (The narrow gauge rolling stock, which we very much want at Seattle, consists of … passenger coaches, etc.). Oregon Improvement Co. Records.
- ↑ 50.0 50.1 50.2 50.3 50.4 50.5 50.6 50.7 Satterfield, Archie (1993). Klondike Park: From Seattle to Dawson City. Fulcrum Publishing. ISBN 1-55591-165-X., at pp. 17 (Dr. Lindeman, James Gordon Bennett), 19 (Nares River, Professor O. C. Marsh, Vice-Admiral Sir Leopold McClintock), 21-22 (the lake was named in [Schwatka's] honor; Mike Laberge … never got to see the lake), 143 (Bare Loon Lake).
- ↑ British Columbia, Parliament (1900). Report of the Chief Commissioner of Land and Works, 1899. Sessional Papers, at page 378 (Fan Tail Winter Road) (Fantail Lake was still named “Otter Lake” when the Fantail Trail was built).
- ↑ Ironically, the trail’s metaphoric “fantail” lasted less than a year. The 15-mile spur between The Forks and White Pass was abandoned after July 1, 1899, when the W.P.&Y.R. was extended to Log Cabin. Nevertheless, the name Fantail persisted, even after the trail no longer had a “fantail.”
- ↑ 53.0 53.1 1st 208’s trucks remaining at Klondike City, Yukon read: "Billmeyer & Small Co., York, PA." Johnson (1997). The Bonanza Narrow Gauge Railway., at pp. 48, 66, 150. 1st 204 and 1st 208 had the same architecture and both looked like Billmeyer & Small architecture.
- ↑ 54.0 54.1 The 4' 3" truck wheelbase makes this car appear to have been built ca. 1878~1884. Narrow gauge passenger car trucks made after 1884 usually had longer wheelbases.
- ↑ 55.0 55.1 55.2 55.3 November 15, 1887 letter from Elijah Smith (O.I. Co. president) to Barrows & Co. (We have agreed to buy from you two narrow gauge coaches at York, Pennsylvania). February 23, 1888 letter from Elijah Smith to Billmeyer & Small Co. (I enclose herewith an order for delivery of two narrow gauge passenger coaches now in your possession, belonging to Barrows & Co.). Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries.
- ↑ 56.0 56.1 Billmeyer & Small Co. built ten passenger cars for Norfolk & Virginia Beach R.R. & Improvement Co. in 1884. Railroad Gazette, Vol. 16, No. 19 (May 16, 1884), at page 381 (The Billmeyer & Small Car Works: “Six narrow gauge excursion cars, four day cars … are being built for the Norfolk & Virginia Beach Railroad.”).
- ↑ 57.0 57.1 However, from 1883 to 1885, Norfolk & Virginia Beach R.R. & Improvement Co. acquired only eight passenger cars. “Norfolk & Virginia Beach R.R. & Improvem’t Co.,” Seventh Annual Report of the Railroad Commissioner of the State of Virginia (1883), at page 128 (No. of first class passenger cars = 6); “Norfolk and Virginia Beach Railroad Company” (1885), Ninth Annual Report of the Railroad Commissioner of the State of Virginia (1886), at page 104 (No. of first class passenger cars = 13, No. of second class passenger cars = 1). N.&V.B. R.R.&I. Co. became insolvent in 1884. Hilton, George W. (1990). American Narrow Gauge Railroads. Stanford University Press. ISBN 0-8047-1731-1., at pp. 544-45 (Norfolk & Virginia Beach Railroad: “Creditors from the construction period secured a receivership [on December 19, 1884]. … The line was sold under foreclosure on May 17, 1887 …”).
- ↑ 58.0 58.1 Deely, Nicholas (1996). Tanana Valley Railroad: the Gold Dust Line. Denali Designs. ISBN 0-9648669-1-9., at pp. 147–48.
- ↑ Twitchell, Lance A. (2005). Lingít Dictionary, Northern Dialect. Troubled Raven Productions., at pp. A6, B56 (chíl = storehouse); A35, B19 (lóot = eel). There is some uncertainty to this meaning. Thornton, Thomas F. (ed.) (2012). Haa Léelk'w Hás Aaní Saax'ú: Our Grandparents’ Names on the Land. Sealaska Heritage Institute. ISBN 978-0-295-98858-0., at page 59 (#84).
- ↑ 60.0 60.1 60.2 60.3 60.4 60.5 Armbruster, Kurt E. (1999). Orphan Road. Washington State University Press. ISBN 0-87422-185-4., at page 56; Records Pertaining to the Seattle and Walla Walla Railroad, at pp. 4 (1879 rolling stock), 12 (1880 rolling stock), Burlington Northern, Inc. Company Records, Accession #1972.5375, Box 1, Seattle Museum of History and Industry Library, Seattle, Washington.
- ↑ 61.0 61.1 61.2 61.3 Twitchell, Lance A. (2005). Lingít Dictionary, Northern Dialect. Troubled Raven Productions., at pp. A6, B56 (chíl = storehouse); A10, B52 (dáas'aa = snare); A22, B47 (gaat = sockeye [red] salmon); A29, B43 (kayáash = platform); A43, B9 (taxhéeni = broth).
- ↑ 62.0 62.1 62.2 62.3 Orth, Donald J. (1967). Dictionary of Alaska Place Names. U.S. Government Printing Office., at pp. 209 (Chilkat … means "salmon storehouse"), 325 (Fairweather, Mount), 1045 (Whiting River).
- ↑ 63.0 63.1 63.2 63.3 63.4 63.5 63.6 63.7 63.8 63.9 63.10 63.11 63.12 63.13 63.14 63.15 63.16 63.17 63.18 63.19 63.20 63.21 63.22 63.23 63.24 63.25 63.26 63.27 63.28 63.29 63.30 63.31 63.32 63.33 63.34 Coutts, Robert C. (2003). Yukon Places and Names. Moose Creek Publishing.
- ↑ 64.0 64.1 64.2 64.3 64.4 64.5 64.6 64.7 64.8 64.9 64.10 64.11 64.12 64.13 64.14 64.15 64.16 64.17 64.18 64.19 64.20 64.21 64.22 64.23 64.24 64.25 64.26 Phillips, James W. (1973). Alaska-Yukon Place Names. University of Washington Press. ISBN 0-295-95259-8.
- ↑ July 24, 1884 letter from John L. Howard (O.I. Co. manager) to Elijah Smith (O.I. Co. president) (1 passenger coach, just overhauled). Oregon Improvement Co. Records.
- ↑ 66.0 66.1 The C.&P.S. R.R. owned 1 coach as of July 24, 1884, and October 30, 1884. Letters from John L. Howard to Elijah Smith. Carter "offered to build a first-class plain substantial car." Letter of November 18, 1884, from John L. Howard to Elijah Smith, Oregon Improvement Co. Records. The C.&P.S. R.R. owned 2 coaches as of November 30, 1884. Oregon Improvement Company Report to Stockholders for 1885 at page 11, http://books.google.com/books?id=nxooAAAAYAAJ&pg=PA11#v=onepage&q=&f=false (Jan. 8, 2010), and Oregon Improvement Company Report to Stockholders for 1886 at page 8, http://books.google.com/books?id=nxooAAAAYAAJ&pg=PA18-IA8#v=onepage&q=&f=false (Jan. 8, 2010). These appear to have been C.&P.S. R.R. ##1 and 2, later WP&YR ##210 and 212.
- ↑ 67.0 67.1 For a view of #214 before being rebuilt by the White Pass, see, Johnson (1988). Sea to Sky Gold Rush Route., at page 74. Brill narrow gauge coaches had a distinctive appearance. See, Poor, Henry V. and Henry W. Poor (1882). Poor's Manual of Railroads. H.V. and H.W. Poor Co., advertising section at page 116; also in advertising section of years close to 1882.
- ↑ 68.0 68.1 68.2 68.3 68.4 68.5 Railroad Gazette, Vol. 13, No. 51 (December 23, 1881), at page 727, (“J. G. Brill & Co. … recently delivered several narrow-gauge passenger cars to the Texas & St. Louis road.”).
- ↑ 69.0 69.1 69.2 69.3 Transfer from T.&St.L. Ry. to C.d'A.R.&N. Co. based on common manufacturer, similarity of appearance, and coincidental disappearance/appearance. Official Railway Equipment Guide/Register, various dates: St. Louis, Arkansas & Texas Ry. - Passenger Equipment; Northern Pacific Railroad - Coeur d'Alene Ry. & Nav. Line. In addition, two ex-T.&St.L. Ry. locomotives were sold to the C.d'A.R.&N. Co. at that time. This further suggests that the two C.d'A.R.&N. Co. coaches were ex-T.&St.L. Ry. Strapac (1977). Cotton Belt Locomotives., at page 275.
- ↑ 70.0 70.1 C.d'A.R.&N. Co. Roster as of 12/31/1886, Robertson, Donald B. (1991). Encyclopedia of Western Railroad History Volume 2: The Mountain States. Taylor Publishing Co. ISBN 0-87833-026-7., at page 206.
- ↑ 71.0 71.1 Wood, John V. (1983). Railroads Through the Coeur d’Alenes. Caxton Printers, Ltd. ISBN 0-87004-291-2., at page 73.
- ↑ 72.0 72.1 72.2 72.3 S.C.&C.M. R.R. Miscellaneous Companies & Persons Sub-ledger (Volume 208, unpublished), at page 150; S.C.&C.M. R.R. Construction & Equipment Sub-ledger (Volume 209, unpublished), at page 122; Penn Central Transportation Co. Records, Manuscripts and Archives Division, New York Public Library, Manhattan, New York. (Note: the N.Y.P.L. erroneously lists the S.C.&C.M. R.R. sub-ledgers as "Boxes" 208 and 209; they should be listed as "Volumes" 208 and 209.)
- ↑ 73.0 73.1 73.2 73.3 73.4 73.5 73.6 73.7 The way to differentiate between the ex-S.C.&C.M. R.R. (1881) coaches and the ex-Kaaterskill R.R. (1883) coaches is that the S.C.&C.M. R.R. coaches always had stoves, but the Kaaterskill R.R. coaches had no stoves while on the Kaaterskill R.R. 17th Annual Report of the Board of Railroad Commissioners of New York, for the Fiscal Year Ending June 30, 1899, at pp. 277 and 546. The cars arrived in Skagway in May 1901. W.P.&Y.R. General Office Journal (unpublished, Jan. 1901 to July 1902), W.P.&Y.R. Company Records, Yukon Archives, Whitehorse, Yukon, Canada. ##218 and 220 were put into operation with stoves in June 1901, but ##222 and 224 were put into operation with stoves over a month later. W.P.&Y.R. Letter dated July 31, 1901, COR 868, f. 5/539, W.P.&Y.R. Company Records, Yukon Archives. The apparent reason for the delay for ##222 and 224 is that they needed to have the stoves installed.
- ↑ 74.0 74.1 74.2 74.3 74.4 74.5 74.6 74.7 74.8 74.9 74.10 Thornton, Thomas F. (ed.) (2012). Haa Léelk'w Hás Aaní Saax'ú: Our Grandparents’ Names on the Land. Sealaska Heritage Institute. ISBN 978-0-295-98858-0., at pp. 24 (#273: Aalséix = resting), 57 (#2: T'ooch’ Áayi = black lake; #22: Áa Tlein = big lake; #25: Taiya = Dayéi = to pack), 62 ("NM": Daas'aadiyáash = snare platform; "NM": Lux.aaní = whitefish lake), 63 ("NM": L'ukshú = end of the coho salmon), 73 (#15: Naak'ina.áa = Nakina Village, #31: Naak'ina.áa Héeni = Lower Nakina River), 76 (#121: T'aakú = flood of geese), 145 (shtax'héen = biting itself water, “motion … found in … whirlpools or eddies in the river”).
- ↑ 75.0 75.1 75.2 75.3 Kaaterskill R.R. Construction & Equipment Sub-ledger (unpublished), at page 150, New York Central R.R. Co. Records, Special Collections, Syracuse University Library, Syracuse, New York.
- ↑ 76.0 76.1 The Catskill locals have quit correcting tourists' pronunciation of Kaaterskill, regardless of whether the tourists say "CAT-er-SKILL", "KATE-er-SKILL", or "COT-ter-SKILL." Nowadays, any of these pronunciations will do. The original Dutch pronunciation was "COT-ter-SKILL," similar in sound to cotter pin. Kaater is the Dutch word for a male wildcat. Kill is the Dutch word for creek.
- ↑ Tank Car #68 was originally Union Tank Car Co. (UTLX) #92131 (10,986 US gal (41,590 l; 9,148 imp gal)). Tank Car #70 was originally UTLX #72710 (11,077 US gal (41,930 l; 9,224 imp gal)). Both tank cars had been built by UTLX in 1948 as standard gauge cars. Purchased by White Pass and converted to 3-foot gauge in 1976.
- ↑ The Nevada-California-Oregon Ry. built much of its own rolling stock.
- ↑ $3,979.82 was expended on improvements and additions to Nevada-California-Oregon Ry. passenger cars in 1892, resulting in two first class passenger cars at the end of 1892. Report of the Board of Railroad Commissioners of the State of California 1893-1894, at pp. 118, 124. At the end of 1891, the N-C-O Ry. had no first class passenger cars. Report of the Board of Railroad Commissioners of the State of California for Year Ending Sept. 15, 1892, at pp. 268, 273.
- ↑ 80.0 80.1 Letter from N-C-O Ry. Gen. Mgr. to Auditor, attached to N-C-O Ry. journal entry (unpublished, 1916), Nevada-California-Oregon Ry. Collection, Manuscript Collections, Library & Collections, Leland Stanford, Jr. University, Stanford, California (Coaches ##4 and 6 sold in 1916). The N-C-O Ry. back filled car numbers vacated by earlier cars. If there was a 2nd 6, it back filled the number vacated by the 1892-built car. 2nd 4 appears to have back filled the number vacated by a renumbered baggage car.
- ↑ 81.0 81.1 81.2 The four known pre-1898 Kusawa Lakes were: First, the present day Kusawa Lake at 60° N, 136° W. Krause, Aurel, and Arthur Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians 1881/1882. University of Alaska Press. ISBN 978-0-912006-66-6., at pp. 214, 216 (Westlicher Kussooaa); Coutts (2003). Yukon Places and Names., at page 166. Second, the present day Surprise Lake. Canada (1908). Seventh Report of the Geographic Board., at page 72 (Surprise Lake [ex-Kusiwah Lake]); Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú., at page 73 (#2: Koosawu Áa = Surprise Lake). Third, the otherwise unnamed lake near the head of the Chilkat River. Id., at page 57 (#15: Koosawu Áa = lake in upper Chilkat River). Fourth, the present day Bennett Lake. Krause and Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pp. 211, 230 (Kussooa = today Bennett Lake). In addition, both the portage between Lindeman Lake and Bennett Lake, as well as Bennett Lake itself, also bore the Tlingit name Ch'akúx Anax Dul.adi Yé (place to pack a skin canoe over). The Tagish name for Bennett Lake was Mén Chó (big lake). Sidney, Angela (1980). Place-Names of the Tagish Region, Southern Yukon. Council for Yukon Indians., at ##108, 111.
- ↑ 82.0 82.1 82.2 Tom, Gertie (1987). Èkeyi: Gyò Cho Chú (My Country: Big Salmon River). Yukon Native Language Centre., at pp. 12 (#1: Gyò Cho Chú), 16 (#32: Délin Chú).
- ↑ 12 passenger cars (possibly including two parlor cars) added by South Pacific Coast R.R. in 1884. Report of the Board of Railroad Commissioners of the State of California for Year Ending Dec. 31, 1886, at page 198 (S.P.C. R.R. had 63 passenger cars, 2 parlor cars, 7 mail and baggage cars, 12 of which were added in 1884). None of the 12 S.P.C. R.R. cars added in 1884 were mail or baggage cars. Poor, Henry V. and Henry W. Poor (1885). Poor’s Manual of Railroads. H.V. and H.W. Poor Co., at page 876 (S.P.C. R.R. had 53 passenger cars and 7 mail and baggage cars on December 31, 1883). In addition, S.P.C. R.R. employee E. W. Chapin stated that 1884 was the year in which this car was built in a June 28, 1898 deposition in lawsuit involving the Southern Pacific Co.
- ↑ 84.0 84.1 84.2 84.3 84.4 84.5 The Western Railroader, v. 32, #7 (July 1969), at pp. 4, 7-10.
- ↑ Rupert, James, and John W. Bernet (editors) (2001). Our Voices: Native Stories of Alaska and the Yukon. University of Nebraska. ISBN 978-0803289840., at page 169 (“In … their language …, Tagizi means it is breaking up, and ‘it’ refers to the spring ice.”); McClellan, Catherine (1982). “Tagish,” in, William C. Sturtevant, June Helm (editors). Handbook of North American Indians, Vol. 6: Subarctic. Smithsonian Institution. ISBN 978-0874741865., at page 490 (“ultimately from Tagish ta•gizi, … meaning it [spring ice] is breaking up.”); Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 54 (“breakup [of ice, e.g.]”).
- ↑ 86.0 86.1 86.2 Pullman Company Archives, Call #02/01/06, Vol. 1 & Box 35; Call #07/00/02, Vols. 1 & 20, Newberry Library, Chicago, Illinois.
- ↑ 87.0 87.1 87.2 Dickinson, A. Bray (1970). Narrow Gauge to the Redwoods. Trans-Anglo Books. ISBN 0-87046-010-2., at page 138.
- ↑ Freelang Kaska Online Dictionary (men = lake, cho = big).
- ↑ Twitchell (2005). Lingít Dictionary., at pp. i (i=possessed noun suffix), 1-1 (áa), 1-45 (t’ooch’), 2-12 (charcoal), 2-32 (lake). Tlingit had fewer adjectives than other languages. Edwards, Keri (2009). Dictionary of Tlingit. Sealaska Heritage Institute. ISBN 978-0-9825786-6-7., at page 14 (a very small category in Tlingit). This shortage of adjectives occasionally necessitated the use of substitute lexical items, such as metaphors. Sometime after Tutshi Lake had acquired its name, the word t’ooch’ did evolve also to be a standard adjective meaning black. If t’ooch’ had been an adjective meaning black at the time that the lake acquired its name, then the name would not have needed the possessed noun suffix (i). The name would have been Áa t’ooch’ or T’ooch’ áa.
- ↑ The Nevada & California Ry. was formed by the Southern Pacific Co. and took over the Carson & Colorado Ry. in 1905. No. 264 has probably been to Keeler, California.
- ↑ 91.0 91.1 91.2 Mulvihill, Carl E. (2000). White Pass & Yukon Route Handbook. R. Robb, Ltd., at pp. 48 (Thompson River), 51 (MP 30: portage between Middle and Shallow Lakes), 80–85 (Passenger Car History).
- ↑ No record exists which identifies the year in which Sumpter Valley Ry. Coach No. 26 was converted to a passenger and railway post office combine. However, S.V. Ry. Baggage and RPO Car #2 was retired in 1928, which could have then reduced the number S.V. Ry. RPO’s from three to two. See, Poor’s Railroad Section. Poor’s Publishing Co. 1929., at page 503. Assuming both a declining passenger market and a continuing need for a third RPO as a backup, 1928 would have been the optimum time to convert No. 26.
- ↑ From etymology information obtained in 2012 from memos at the Haines Junction Da Kų Cultural Centre. Hume eventually married a Southern Tutchone girl and left numerous descendants in the Haines Jct. area, including a few who worked at the Cultural Centre.
- ↑ The Tagish name for the Nisutlin River was Nįį-sut-lin Hin-i, a hybrid name consisting of Nįį-sut-lin (Tagish) + Hin (River in Tlingit) + i (Tlingit possessed noun suffix). See, Wright, Allen A. (1976). Prelude to Bonanza: The Discovery and Exploration of the Yukon. Gray’s Publishing., at page 183. The Tagish suffix -lin means flowing. Davidson, George (1883). The [Second] Kohklux Map. Yukon Historical & Museums Assn., at page 26.
- ↑ Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., at #33 (Nisaleen probably from Athapaskan).
- ↑ See, Smith-Tutin, Lena (2014). Southern Tutchone Language, Unit 1. Champagne & Aishihik First Nations., at page 8 (tsèn = quiet); see, also, Tom (1987). Èkeyi: Gyò Cho Chú., at page 16 (#32: délin = running out). The Southern Tutchone phrase would be nįį-ts’èn-lin.
- ↑ Zagoskin, Lavrenty A., and Henry N. Michael (ed.) (1967). Lieutenant Zagoskin’s Travels in Russian America, 1842-1844: The First Ethnographic and Geographic Investigations in the Yukon and Kuskokwim Valleys of Alaska. University of Toronto Press., at pp. 16, 295 (#63), 358 (“Ingalik” = Deg Xinag).
- ↑ See, Kari, James (1978). Deg Xinag: Ingalik Noun Dictionary. Alaska Native Language Center., at page 40 (river = xin, hin, xuno’). In addition, big = chux in Deg Xinag.
- ↑ See, Jacobson, Steven A. (1984). Yup’ik Eskimo Dictionary. Alaska Native Language Center. ISBN 978-0-933769-21-2., at page 210 (Kuigpak = Yukon River = big river).
- ↑ Coutts (2003). Yukon Places and Names., at page 311 (1846 version of Loucheux [Gwich’in] word).
- ↑ See, McDonald, Ven. Robert (1911). A Grammar of the Tukudh (now-obsolete Gwich’in) Language. Society for Promoting Christian Knowledge., at pp. 10 (the letter u … has the same sound as in but), 98 (big = nittsi), 138 (great = chintssi), 153 (length = ukwanjo), 181 (stream = konjik), 197 (water = choo ), 198 (width = ukwantshya) [bold type added].
- ↑ See, Moore, J. Bernard (1997). Skagway in Days Primeval. Lynn Canal Publishing. ISBN 0-945284-06-3., 1904 speech (“[Skagway is] an Indian name, the meaning of which would take too long to explain in detail.”). Moore had no formal education and, probably, did not know the word idiom. However, his wife was a Tlingit Indian, his father founded Skagway, and he certainly knew the meaning of skagway. A person who does not know the word idiom is probably describing an idiom, if he were to say that “the meaning of [the phrase] would take too long to explain in detail.”
- ↑ Thornton, Thomas F. (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment. U.S. Dept. of Interior., at page 53 (Most [1995-2002 informants] agreed that the name [Shԍagéi] refers to the effect of the strong north wind on the waters of Lynn Canal, which generates rugged seas).
- ↑ 104.0 104.1 Emmons, George T. (unpublished, 1916). History of Tlingit Tribes and Clans. B.C. Archives, reproduced in, Thornton (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment., at page 19 (“she was simply called Skagway [‘the beautiful one’] … the rock wall opened and she disappeared forever. But when the North wind blows down from the White Pass, … it was believed to be the breath of her spirit”). The word appears to have been derived from the Tlingit verb theme -sha-ka-l-ԍéi, which means, in the case of a woman, to be beautiful. See, Edwards (2009). Dictionary of Tlingit., at page 107 (This verb is used to describe a beautiful woman). Specifically, the word appears to have been created by omitting the verb classifier “-l-,” thus rendering a non-verb. See, Id., at pp. 29-30 (Every Tlingit verb must have a classifier).
- ↑ Krause, Aurel, and Arthur Krause (1993). To the Chukchi Peninsula and to the Tlingit Indians 1881/1882. University of Alaska Press. ISBN 978-0-912006-66-6., at pp. 195 (“two bays on our right” [1st = Skagway]), 197-98 (“Kanagu, the stone woman who lives in the first of the above-mentioned bays … is sending one snowstorm after another.”), 230 (“[Kanagu, note] 22. A mythical woman who is supposed to have turned to stone and unleashes winds when angry; the rock is in the Taiya Valley [sic, ‘Valley’ should be ‘Inlet’].”), 158 (“The god or goddess [Kanagu, note 22], the personified river that empties into the Dejah Valley [sic, ‘Valley’ should be ‘Inlet’]”), 120 and 202 (river name = “Schkaguḗ”).
- ↑ Except for the fact that “Kanagu … lives in [Skagway] bay,” the identity of the Kanagu stone formation is not recorded. However, Face Mountain’s Tlingit name translates to Kanagu’s Image. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú., at pp. 52-53 (Face Mountain = Kanagu's Image).
- ↑ See, Edwards (2009). Dictionary of Tlingit., at pp. 29 (di = verb classifier), 313, 365 (yaa = to carry).
- ↑ Ogilvie, William. “Geography and Resources of the Yukon River.” The Geographic Journal, Vol. 12, No. 1 (July 1898) 21, 30 (“means Hammer creek … they used to erect barriers across the mouth to catch salmon by hammering sticks …”).
- ↑ Bright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN 978-0806135984.
- ↑ See, Wright (1976). Prelude to Bonanza., at page 286, note 70 (“‘[H]ammer-water’ … is only one of several versions of the origin of the name …”).
- ↑ See, Ritter, John T. (1978). Han Gwich’in Athapascan Noun Dictionary. University of Alaska., at pp. 22 (tr'ojà' = king salmon), 66 (wèe trät tr'ödoht'orr = hammer), 80 (ndek is the most common ending in the Dawson region meaning river). But, see, Bright (2007). Native American Placenames in the United States., at page 229, which reports that Mr. Ritter later opined that t’ro is a Hän form of hammer which “no longer occurs in isolation.” This is certainly possible; however, idioms occur frequently in all languages. Therefore, tr'o•ndek appears more likely to be an idiom in which t’ro is a shortened form of the Hän word tr'ojà' (Chinook salmon).
- ↑ Twitchell (2005). Lingít Dictionary., at pp. i (i=possessed noun suffix), 1-6 (chán), 1-24 (héen), 1-40 (shá), 1-44 (t'á), 2-27 (head of), 2-46 (river), 2-47 (chinook [king] salmon), 2-56 (stink). The river which originally bore the name Tatshenshini, and which actually has stinking chinook salmon at its headwaters, is now known as the "Blanchard River." As a result of arbitrary name changes by the Canadian government in the 1890s, the river which now bears the name Tatshenshini does not have stinking chinook salmon. See, Wright (1976). Prelude to Bonanza., at page 230 (“… the east fork of [the Alsek] river system … today is known as Tatshenshini …”).
- ↑ Edwards (2009). Dictionary of Tlingit., at pp. 29, (l = verb classifier), 47 (aa = one), 204 (ulséix = s/he rests [regularly]), 294 (-x [suffix] = repeatedly).
- ↑ From etymology information obtained in 2012 from memos at the Haines Junction Da Kų Cultural Centre. See, also, Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú., at page 7 (Noogaayík = old Southern Tutchone camp on present day Tatshenshini River [original Upper Alsek River]). As a result of arbitrary name changes by the Canadian government in the 1890s, the original Upper Alsek River now bears the name Tatshenshini. Wright (1976). Prelude to Bonanza., at page 230. In turn, the original Tatshenshini River now bears the name Blanchard. Finally, the original Lower Kaskawulsh River is now the new Upper Alsek River.
- ↑ Orth (1967). Dictionary of Alaska Place Names., at page 769 (top of right column).
- ↑ Stretch, R.H. (1899). Revised Map of the White Pass and Yukon Route to the Atlin Gold Fields. White Pass & Yukon Route., at 59° 38' N, 135° W.
- ↑ Wright (1976). Prelude to Bonanza., Map #4, between pp. 58-59 (Tutshi River).
- ↑ Hare, Greg, and Sheila Greer (1994). Désdélé Méné: The Archeology of Annie Lake. Government of Yukon. ISBN 0-9698112-0-9., at pp. 12-13; 1901 Census of Canada, District 206, Subdistrict f-93 (Cariboo Crossing, Yukon), at page 2, ll. 26-27.
- ↑ See, Smith-Tutin (2014). Southern Tutchone Language, Unit 1.
- ↑ In 1891, the creek which leads to Surprise Lake was renamed Pine Creek by prospector George Miller. John L. Motherwell (2012). Gold Rush Steamboats: Francis Rattenbury’s Yukon Venture. John L. Motherwell. ISBN 978-0-9868982-0-4., at page 97. Prior to 1891, Pine Creek had been named Kusawu Heen (narrow creek). Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú., at page 73 (#3).
- ↑ Náakee (upstream) + naa (people) + .áa (to be situated). The Tlingit aspirated “.áa” sound does not occur in English and was not included in the English name.
- ↑ Passim, White Pass Company Coach Roster (2008).
- ↑ Passim: ancestry.com; familysearch.org; findagrave.com
- ↑ 124.0 124.1 124.2 124.3 124.4 124.5 124.6 History of UTLX at page 13.
- ↑ 125.0 125.1 125.2 125.3 125.4 125.5 125.6 125.7 125.8 125.9 125.10 125.11 125.12 125.13 125.14 125.15 125.16 125.17 Flatcar or gondola built by Pullman Co. as a flatcar, sold to U.S. Army in 1942 (27½ ton capacity, USA ##333443-333460 series). Built up into gondola in 1945. Purchased by White Pass in 1947 (##875-891 series). Renumbered to 100-116 series in 1948. If not yet under a tank car in 1952, was cut back down to flatcar in that year.
- ↑ Flatcar #319 was built by Sumpter Valley Ry. in 1917 (SV #76633), sold to White Pass in 1942.
- ↑ Underframe of Tank Car #3 was originally Flatcar #541, built by White Pass in 1900, installed under Tank #3 in 1925.
- ↑ Flatcar #316 was originally Hart Convertible Car #316, built by American Car & Foundry Co. in 1908, converted to flatcar in 1942.
- ↑ From 1950 until 1956, #29 had been mounted on the underframe of USA Boxcar #23150, which is now Flatcar #1127.
- ↑ From 1949 until 1960, #30 had been mounted on the underframe of USA Boxcar #23130, which is now Flatcar #1129.
- ↑ 131.0 131.1 Flatcars ##1139 and 1169 were built as boxcars in 1942. See, Remarks for Flatcars ##1132 to 1174.
- ↑ 132.0 132.1 132.2 132.3 Notwithstanding contrary published information, visual inspection of Tank Cars ##50-65 discloses that they were never frameless tank cars.
- ↑ These are the original UTLX numbers. UTLX re-numbered these cars in 1947 and, again, in 1956. ##50-61, 63, and 65 have internal steam heating pipes which occupy 113 gallons, that were installed by 1947. ##62 and 64 have no heating pipes.
- ↑ 134.0 134.1 134.2 Type E heating pipes occupy 113 gallons; prior to installation of Type E heating pipes, tank capacity was 113 gallons greater than the number shown in the roster.
- ↑ Combes (1970). 1970 Car and Locomotive Cyclopedia of American Practice., § 3: Freight Train Cars, at page 103.
- ↑ 136.0 136.1 Multi-service cars are characterized by two parallel rows of longitudinal hopper bays, meaning that the hopper bays parallel the rails instead of being perpendicular to the rails. Each of the two rows consists of two bays, for a total of four hopper bays. Each hopper bay has two doors which pivot from the bottom, instead of from the top. Each of the eight doors may be separately controlled and adjusted. This arrangement enables the ballast flow to be controlled or stopped.
- ↑ 137.0 137.1 Lousy paint job. Ghosts of old numbers readable.
- ↑ Bin floor may pivot at either side. As the bin floor pivots, the contents of the bin slide in the direction of the side that is pivoting. The side of the bin in the direction of the flow then drops, pivoting at its bottom. Large rock (or other formation material) then slides across the "dropped side" and is propelled away from the track.
- ↑ 139.0 139.1 Contain uncontrollable, laterally disposed hoppers; therefore, not as suitable for ballast service as ##640-647.
- ↑ 140.0 140.1 Ghosts of old numbers readable. Architecture of trucks limit potential years of construction of #681.
- ↑ 141.0 141.1 141.2 141.3 141.4 141.5 141.6 141.7 141.8 141.9 141.10 C.&S. Ry. numbers stenciled on the car interior were not painted over.
- ↑ 142.0 142.1 142.2 142.3 142.4 142.5 142.6 142.7 142.8 142.9 142.10 142.11 142.12 C.&S. Ry. Allotment for Expenditure #10608 (unpublished, 1942), Colorado & Southern Ry. Records, Robert W. Richardson Railroad Library, Colorado Railroad Museum, Golden, Colorado.
- ↑ 143.0 143.1 143.2 143.3 143.4 143.5 The 1909 and 1910 C.&S. Ry. boxcars may be distinguished from each other by the configuration of the coupler pocket.
- ↑ 144.0 144.1 144.2 U.S. Army Transportation Corps Contract W2789-TC-925 with the C.&S. Ry. (Mar. 8, 1943), listed in, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
- ↑ 145.0 145.1 1st 901 was a 4-wheel cupola caboose that was built by the W.P.&Y.R. in 1900 and scrapped in 1939. 2nd 901 was originally Stock Car #703, built by the W.P.&Y.R. in 1899, converted to cupola caboose and renumbered to 2nd 901 in 1901, renumbered to 1st 905 in 1906, superstructure detached from underframe in 1952, and became a shed in Skagway, Alaska.
- ↑ 1st 905 was originally Stock Car #703, built by the W.P.&Y.R. in 1899, converted to cupola caboose and renumbered to 2nd 901 in 1901, renumbered to 1st 905 in 1906, superstructure detached from underframe in 1952, and became a shed in Skagway, Alaska.
- ↑ 147.0 147.1 147.2 C.&S. Ry. Allotment for Expenditure #10715 (unpublished, Aug. 1943), Colorado & Southern Ry. Records, Colorado Railroad Museum.
- ↑ 148.0 148.1 U.S. Army Transportation Corps Contract W2789-TC-993 with the C.&S. Ry. (Mar. 23, 1943), listed in, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
- ↑ 149.0 149.1 149.2 149.3 149.4 149.5 Pullman-Standard Car Mfg. Co. records, Manager’s Cost and Manufacturing Analyses for Cars and Parts, 1938-1954 summary of cars built, MG-393, m.4, Pennsylvania State Archives, Harrisburg, Pennsylvania.
- ↑ 150.0 150.1 150.2 150.3 150.4 150.5 It is unknown why this expected sale of cars to the F.C. del Estado did not materialize. In 1936 and 1939, the F.C. del Estado had taken over three bankrupt narrow gauges: Ferrocarril Central del Chubut (Central of Chubut Ry.), Ferrocarril Central de Córdoba (Córdoba Central Ry.), and Ferrocarril Transandino Argentino (Argentine Transandine Ry.). In spite of urgent needs, absolutely no rolling stock was imported into Argentina from 1939 to 1946. Stones, H. R. (1993). British Railways in Argentina 1860-1948. P. E. Waters & Associates. ISBN 0-948904-53-4., at pp. 28, 34, 58-59, 65.
- ↑ 151.0 151.1 A 6th Honolulu-type flatcar, the number of which is unknown, was also delivered to the M.C. R.R. in 1996.
- ↑ 152.0 152.1 152.2 White Pass acquired a total of nine Fairmont A5’s. Four were multi-gauge A5-C2 (ZU)’s acquired from the U.S. Army in 1946. Supplemental Agreement No. 6, U.S. Army Contract W2789-TC-460 (April 30, 1946), Schedule B, No. 15. The A5-C2 (ZU)’s had a unique chassis. See, U.S. Patent #2,346,370. The remaining five White Pass A5’s were 3-foot gauge A5-E (Z36)’s, purchased new in the 1960s. No existing records identify whether 2007 or 2010 were originally multi-gauge cars or 1960s cars. However, the chasses of 2007 and 2010 have some unique features of the multi-gauge chasses and appear to be alterations of the multi-gauge chasses. In addition, the current engine on 2010 does not bear the engine number delivered on any of the cars. 2010’s current engine bears a 1960s engine number different from the engine numbers on the cars delivered in the 1960s. Apparently, it is a replacement engine for a 1940s car.
- ↑ 153.0 153.1 153.2 153.3 153.4 153.5 153.6 153.7 White Pass records do not disclose Fairmont shop numbers of 2000-series track cars, and Fairmont records do not disclose White Pass 2000-series road numbers. Fairmont sold four A6-F3-3’s to the White Pass: Shop Nos. 231566 in 1968, and 237978, 237993 and 237994 in 1973. Fairmont also sold seven A6-F4-1’s to the White Pass: Shop Nos. 241349 and 241350 in Jan. 1976, 242262 and 242263 in Sept. 1976, 243932 and 243933 in 1977, and 244678 in 1978. All except No. 231566 had cab heaters. Of the 11 total A6-F’s sold to the White Pass, eight are currently (in 2014) in existence: Road Nos. 2018-2022, 2024, 2026, and 2044. These eight have cab heaters. All except Road No. 2044 are painted orange. Road No. 2044 is painted green and yellow.
- ↑ 154.0 154.1 154.2 154.3 154.4 154.5 154.6 154.7 154.8 Former Road No. 2012, sold to Hunz & Hunz Enterprises between 1977 & 2000, is presumed to be Fairmont Shop No. 231566 (1968), because of its significantly lower road number, because it is the only A6-F not to have its radiator extending beyond the front of the cab, and because all post-2000 White Pass A6-F’s have cab heaters. Road No. 2044 existed before 1976, with green and yellow paint already applied, but with no road number yet applied. Short and Narrow Rails, Vol. 2, No. 1 (Serial 5, July 1979), at page 27 (lower right photo taken by Ted Schnepf in 1975). Accordingly, Road No. 2044 would be Shop No. 237978, 237993, or 237994 (1973). Its road number was not applied until after road numbers were applied to the remaining A6-F’s.
- ↑ 155.0 155.1 155.2 155.3 155.4 155.5 155.6 Missing Road Nos. 2023 and 2025 are presumed to correspond to two A6-F4-1’s that have been removed from the roster. On November 27, 1978, two A6-F’s collided head-on at Mile Post 65.5, two miles south of Carcross, Yukon. “Extensive” damage to the two cars occurred. Thompson, Keith W., and Edward Weinberg (1979). Report of the Inquiry Into the White Pass and Yukon Railway and Other Surface Transportation Services Into and Out of the Yukon. Canadian Transport Commission., Appendix 2. One or both of Road Nos. 2023 and 2025 may have been in that collision.
- ↑ 156.0 156.1 156.2 156.3 156.4 156.5 156.6 Current, as well as currently vacant, A6-F Road Nos. 2018-2019, 2020-2021, 2022-2023, 2024-2025, and 2026 are presumed to have been assigned sequentially to the five 1973-1978 A6-F delivery batches. In that event, every shop number and every road number in any batch would be greater than every shop number and every road number in every earlier batch. Within any batch, however, the order of the shop numbers and the order of the road numbers may or may not be inverted. Accordingly, Road Nos. 2018, 2019, and 2044 would be Fairmont Shop Nos. 237978, 237993, and 237994 (1973), in unknown order. Road Nos. 2020 and 2021 would be Fairmont Shop Nos. 241349 and 241350 (Jan. 1976), in unknown order. Road Nos. 2022 and 2023 would be Fairmont Shop Nos. 242262 and 242263 (Sept. 1976), in unknown order. Road Nos. 2024 and 2025 would be Fairmont Shop Nos. 243932 and 243933 (1977), in unknown order. Road No. 2026 would be Fairmont Shop No. 244678 (1978).
- ↑ 157.0 157.1 157.2 157.3 157.4 157.5 White Pass has had 23 track trailers made by itself in 1900, 10 made by itself in 1924, 1 made by itself in 1938, 2 Buda Co. Model U-5’s made in 1943, and 2 Fairmont Railway Motors, Inc. Model T-14 (ZU)’s made in 1943. There may have been more. 8 of these were wrecked in and about 1944. No inventory has ever been taken which correlates particular track trailers to builder or year of construction.
- ↑ The "spud" is the spade or chisel that can vibrate up and down, and anchors the machine to the ground.
- ↑ 159.0 159.1 159.2 159.3 From North American Equipment Sales Co. company records.
- ↑ Nordco Claws Model LS shop #417 was built in 1993, and is 14 serial units after WP&YR Claws #1. Nordco Equipment Services (Oct. 1, 2012).
- ↑ 161.0 161.1 161.2 Passim, W.P.&Y.R. Equipment Lists as of 1943-1982, Office of Superintendent, Rail Division, privately held.
- ↑ Passim, W.P.&Y.R. Gas Shop records, Skagway Shops, Alaska.
- ↑ Passim, Fairmont Railway Motors, Inc. records, Martin County Historical Society, Fairmont, Minnesota.
- ↑ 164.0 164.1 164.2 U.S. Army Transportation Corps Contract W2789-TC-961 with the C.&S. Ry. (Mar. 18, 1943), listed in, "Control Board Production-Contracts Now in Force" (unpublished, 31 July 1945), Box 211, Record Group 336, National Archives and Records Administration, College Park, Maryland.
- ↑ 165.0 165.1 Spude, Robert L. S. (1983). Skagway, District of Alaska – 1884-1912: Building the Gateway to the Klondike. University of Alaska, Fairbanks., App.: Buildings Within the Skagway Historic District (Broadway Station Restaurant 1979).
- ↑ 166.0 166.1 The car body of #712 was seen as a shed at Skagway in 1978, with a metal pole extending above its “B” end, for accepting an electrical power line. The body moved to Glacier between 1996 & 2000 was initially seen with this same pole extending above its “B” end, albeit no longer used for electrical power. Only two other 1909-built C.&S.-type boxcars have unknown dispositions: #706 in 1969 and the #720 in 1972. The latter two cars were never seen again, with or without such a pole. No other C.&S.-type car has been seen with such a pole extending above its “B” end. Thus, #712’s body was probably the one moved to Glacier.
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