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 | No train brake. Originally, Dunsmuir, Diggle & Co. 2 ft 6 in (762 mm) gauge 0-6-0T #2, Duchess. (Named for Catherine S. D. Wellesley [1773–1831], wife of the 1st Duke of Wellington.[2]) Dunsmuir, Diggle sold to Wellington Colliery R.R. in 1883. Duchess converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3 ft (914 mm), most likely about 1889. Resold to Albion Iron Works (dealer) thereafter. Resold to John Irving Navigation Co. in April 1900 for use on the Taku Tram. Irving Navigation purchased by the WP&YR in June 1900. Duchess powered the Taku Tram from 1900 to 1920. Used as a trash burner at Carcross, Yukon from 1920 to 1931. In 1931 the locomotive was put on display at the WP&YR depot in Carcros, Yukon, and remains there today. |
| 2nd 4 | Baldwin Locomotive Works | 2-6-2
11,031 lbf (49.07 kN) |
Sep.
1912 |
37564 | Originally, Klondike Mines Ry. #4. The KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive purchased by the WP&YR in 1942. Retired in 1952. Sold to the Oak Creek Central Ry. in 1955 (OCC #4). Resold to the Peppermint & North Western R.R. in 1960 (P&NW #4). Resold to the Petticoat Junction R.R. in 1964 (PJ #4). Resold to the Gold Nugget Junction R.R. in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[3][4] Resold to Dry Gulch, U.S.A. (now New Life Ranch Frontier Cove) in 2005. Resold, and moved to Georgetown Loop R.R. in 2015. Resold to South Park Rail Society and restored to service at Como, Colorado in 2017. |
| 8 | Climax Locomotive Works | 0-4-(4+4-0)
[3-Truck Climax ] 20,000 lbf (89 kN) |
Dec.
1897 |
167 | Originally, Colorado & Northwestern Ry. #2. Acquired by the WP&YR in 1899, as #8. In 1900 the locomotive was renumbered 58 on paper, but the locomotive itself was never physically renumbered. Sold to W.D. Hofius & Co. (dealer) in 1902. Resold in 1903 to the White Bros.- or White Star Lumber Co., who reduced it to an 0-4-(4-0) [2-truck] type and converted it to standard gauge (WSL #1). Probably scrapped about 1916.[5][6] The known evidence suggests that this locomotive was not sold to the Maytown Lumber Co.[7] |
| USA 10 | Baldwin Locomotive Works | 4-6-0
16,010 lbf (71.2 kN) |
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.[8] Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1946.[9] |
| 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.[8] Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1946.[9] |
| 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.[10] Purchased by the U.S. Army in April 1943 as #3920 for use on the WP&YR. Renumbered to 20 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][11] |
| USA 21
(ex-USA 3921) |
Baldwin Locomotive Works | 2-8-0
13,200 lbf (59 kN) |
Dec.
1890 |
11356 | Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.[10] Purchased by the U.S. Army in April 1943 as #3921 for use on the WP&YR. Renumbered to 21 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][11]
Exchanged tenders in 1930 with Chicago, Burlington & Quincy R.R. 2-8-0 Loco #537 (Baldwin 1896).[11] |
| USA 22
(ex-USA 3922) |
Baldwin Locomotive Works | 2-8-0
12,600 lbf (56 kN) |
May
1904 |
24109 | Originally, Silverton Northern R.R. #3. The SN RR was abandoned in 1942. Locomotive sold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3922 for use on the WP&YR. Renumbered to 22 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9] |
| USA 23
(ex-USA 3923) |
Baldwin Locomotive Works | 2-8-0
12,600 lbf (56 kN) |
Apr.
1906 |
27977 | Originally, Silverton Northern R.R. #4. The SN RR was abandoned in 1942. Locomotive sold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3923 for use on the WP&YR. Renumbered to 23 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9] |
| 24
(ex-USA 24, exx-USA 3924) |
Baldwin Locomotive Works | 2-8-0
15,510 lbf (69.0 kN) |
May
1904 |
24130 | Originally, Silverton, Gladstone & Northerly R.R. #34, Gold Prince. Sold to the Silverton Northern R.R. in 1915 (SN #34).[12] The SN RR was abandoned in 1942. Locomotive resold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3924 for use on the WP&YR. Renumbered to 24 in June 1943. Retired in 1945. Sold to the WP&YR in 1947. Scrapped in 1951.
Tender placed as riprap along the Skagway River in 1949.[13] |
| Georgetown Loop RR 40 | Baldwin Locomotive Works | 2-8-0
21,437 lbf (95.36 kN) |
Sep.
1920 |
53777 | Originally, International Railways of Central America #50. Renumbered to 40 in 1928.[4] The locomotive was sold to Lindsey Ashby (who also had IRCA 44) for use on the Colorado Central Railroad in 1972(CC #40) and was transferred to the Georgetown Loop R.R. in 1977 (GL #40) The locomotive was on loan to the WP&YR in 2000 and 2001, and was returned to the G.L. R.R. in 2001. In 2004 the locomotive was transferred to the Colorado Railroad Museum, however in 2017 the Georgetown Loop's new operator agreed to bring 40 back to the loop to operate alongside IRCA 111, the locomotive 40 originally came to America with when Ashby purchased 40 and Don Drawer #111 (a 1926 Baldwin). |
| 51
(ex-1st 1) |
Brooks Locomotive Works | 2-6-0
10,380 lbf (46.2 kN) |
Jan.
1881 |
494[14] | Originally, Utah & Northern Ry. #23. Renumbered to 80 in 1885 to conform to Union Pacific Ry. system-wide numbering. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 3).[14] Acquired by the WP&YR in 1898 as 1st 1. Steel boiler and larger smokebox installed, and renumbered to 51 in 1900. Powered the Taku Tram from 1920 to 1931. Retired in 1941. In 1958 the locomotive was put on display at the MacBride Museum in Whitehorse, Yukon and it remains there today. |
| 52
(ex-1st 2) |
Brooks Locomotive Works | 2-6-0
10,380 lbf (46.2 kN) |
Aug.
1881 |
567[14] | Originally, Utah & Northern Ry. #37. Renumbered to 94 in 1885 to conform to Union Pacific Ry. system-wide numbering. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd 4).[14] Acquired by the WP&YR in 1898 as 1st 2. Steel boiler and larger smokebox installed, and renumbered to 52 in 1900. Powered the Taku Tram from 1930 to 1936. Retired in 1936 and stored at Atlin, British Columbia until 1964 when it was brought back to Skagway. In 1971 the locomotive was put on display at The United Transportation Union Hall in Skagway, Alaska. In the early 2000s it was taken to storage at the WP&YR shops. In 2014 the locomotive was cosmetically restored and put on display at the WP&YR depot in Skagway. |
| 53
(ex-1st 3) |
Grant Locomotive Works | 2-8-0
12,876 lbf (57.28 kN) |
Jan. or Feb. 1882,[15] more likely Feb. 1882[16] | one of ##1443, 1446-1451, 1456-1458,[15] most likely #1451[16] | Proposed Denver & Rio Grande R.R. Class C-16, ##230-239 series, locomotive (most likely, #236[16]). Sold instead to the Toledo, Cincinnati & St. Louis R.R. in June 1882 (TC&StL #63).[17] 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.[18] Sold to the Columbia & Puget Sound R.R. via Barrows & Co. (dealer) in September 1887 (C&PS #9).[19] Acquired by the WP&YR in 1898 as 1st 3. Larger smokebox installed and 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 WP&YR. Originally, Thurston County R.R. Construction Co., d.b.a. "Olympia & Tenino R.R.," #1, E. N. Ouimette. Transferred to Olympia & Chehalis Valley R.R. in 1881 (O&CV #1). Sold to the Columbia & Puget Sound R.R. in 1890 (C&PS #10).[20] Acquired by the WP&YR in 1898 as 1st 4. Renumbered to 54 in 1900. Sold to the Tanana Mines Ry. in 1905 (TM #50). The TM Ry. became the Tanana Valley R.R. in 1907 (TV #50). The TV RR was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1923 (ARR #50). Locomotive scrapped in 1930. |
| 55
(ex-5) |
Baldwin Locomotive Works | 2-8-0
12,150 lbf (54.0 kN) |
May
1885 |
7597 | Originally, Columbia & Puget Sound R.R. #8. Acquired by the WP&YR in 1898 as #5. Renumbered to 55 in 1900. Sold to the Klondike Mines Ry. in 1904 (KM #2). The KM Ry. was abandoned in 1913. km Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon where it remains today.[3] |
| 56
(ex-6) |
Baldwin Locomotive Works | 2-8-0
16,800 lbf (75 kN) |
Jan.
1899 |
16455 | Purchased new. Originally #6. Renumbered to 56 in 1900. Rebuilt from Vauclain compound to simple in 1907. Retired and scrapped in 1938.
Tender tank rebuilt to backward-sloping in 1936. Tender placed behind Loco #61 in 1938.[21] Then in 1949, superstructure placed as riprap along the Skagway River.[13] Retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000. |
| 57
(ex-7) |
Baldwin Locomotive Works | 2-8-0
15,118 lbf (67.25 kN) |
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 KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon and is still there today.[3]
Tender returned to WP&YR in 1942, and assigned to Rotary #2 from 1942 to 1944. Tender placed as riprap along the Skagway River in 1949.[13] |
| 59 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1900 |
17749 | Purchased new. Retired and scrapped in 1941. |
| 60 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1900 |
17750 | Purchased new. Retired in 1942. In 1949 the locomotive was buried in the Skagway River to stabilize the track bed. Retrieved and moved to storage at the WP&YR shops in Skagway in 1990, and remains there today.
Tender assigned to Loco #191, 193, or 194 from 1944 to 1946. Tender placed as riprap along the Skagway River in 1949.[13] Retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000.[22] |
| 61 | Baldwin Locomotive Works | 2-8-0
17,600 lbf (78 kN) |
June
1900 |
17814 | Purchased new.[23] Retired in 1944. Placed as riprap along the Skagway River in 1949. Retrieved in 1990. Sold to Mid-West Locomotive & Machine Works in Wisconsin in 2007. Traded to Stockton Locomotive Works in 2017.
Received the slope backed tender from Loco #56 in 1938.[21] Superstructure of slope backed tender placed as riprap along the Skagway River in 1949.[13] Retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000. (Pre-1938 #61 tender had been built into Flatcar #101 in 1942[24] and scrapped in 1947.) |
| 62 | Baldwin Locomotive Works | 4-6-0
14,600 lbf (65 kN) |
June
1900 |
17895 | Purchased new. Retired in 1945. Placed as riprap along the Skagway River in 1949.
Tender reassigned to Loco #66 in 1947. Tender superstructure subsequently placed as riprap along the Skagway River in 1951.[13] Tender underframe used to make Flatcar #1200 in 1957. |
| 63 | Brooks Locomotive Works | 2-6-0
8,400 lbf (37 kN) |
Apr.
1881 |
522 | Originally, Kansas Central R.R. #7, Sidney Dillon. Renumbered to 102 in 1885 to conform to Union Pacific Ry. system-wide numbering. KC RR converted to standard gauge in 1890.[25] Locomotive sold to F.M. Hicks & Co. (dealer) after 1896. Purchased from Hicks by the WP&YR in 1900.[26] Sold to the Klondike Mines Ry. in 1902 (KM #1). The KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive put on display at Dawson City, Yukon in 1961.[3] |
| 64 | Hinkley Locomotive Works | 2-6-0
7,802 lbf (34.71 kN) |
Nov.
1888 |
1781 | Built as a 2-6-0.[27] Originally, North Western Coal & Navigation Co. #10. NWC&N was sold to the Alberta Railway & Coal Co. in 1891. Locomotive reduced to an 0-6-0, most likely in 1893 to accommodate dual gauge coupler fixtures.[28] Restored to a 2-6-0 and sold to the Columbia & Western Ry. in 1896 (C&W #2). The C&W was taken over by the Canadian Pacific Ry. in 1898. The CP Ry. designated the locomotive 2nd 506, but never physically renumbered it.[29] Purchased by the WP&YR in 1900. Retired in 1907. Scrapped in 1918. |
| 65 | Brooks Locomotive Works | 2-6-0
8,480 lbf (37.7 kN) |
Sep.
1881 |
578 | Originally, Kansas Central R.R. #8, L. T. Smith. Renumbered to 103 in 1885 to conform to Union Pacific Ry. system-wide numbering. Sold to the Columbia & Western Ry. in 1896 (C&W #3).[25] The C&W was taken over by the Canadian Pacific Ry. in 1898. The CP Ry. designated the locomotive 2nd 507, but never physically renumbered it.[29] Purchased by the WP&YR in 1900. Sold to the Tanana Mines Ry. in 1906 (TM #51). The TM Ry. became the Tanana Valley R.R. in 1907 (TV #51). The TV RR was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1923 (ARR #51). Locomotive scrapped in 1930. |
| 66 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1901 |
18964 | Purchased new.[30] Retired in 1952. Placed as riprap along the Skagway River in 1967.
Original tender wrecked near Fraser in 1947, and left there until at least 1990.[31] Locomotive received the tender from Loco #62 in 1947. The superstructure from the ex-#62 tender placed as riprap along the Skagway River in 1951.[13] Then, Loco #66 received another tender superstructure in 1951 from the original tender of Loco #69 The ex-#69 superstructure was placed as riprap along the Skagway River in 1957.[13] Tender underframe (ex-#62) used to make Flatcar #1200 in 1957. |
| 67 | Baldwin Locomotive Works | 4-6-0
15,400 lbf (69 kN) |
May
1901 |
18965 | Purchased new.[30] Retired in 1941. Placed as riprap along the Skagway River in 1951. |
| 68 | Baldwin Locomotive Works | 2-8-0
24,000 lbf (110 kN) |
June
1907 |
30998 | Purchased new. Severely damaged by rock slide in 1917 and retired.[32] 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.[33] 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).[32] Last run by NM Ry. in 1990. Sold back to the WP&YR in 2001. Returned to service on the WP&YR in 2008. Locomotive has not operated since 2013 and is currently stored at the WPYR shops.
Received a hybrid tender in 1951. Hybrid underframe from the pre-1951 tender of Loco #71.[8] Hybrid superstructure had been from the tender of Sumpter Valley Ry. Loco #50 (1916). Ex-SV #50 tender delivered with WP&YR Loco 1st 81 in 1941. Assigned to Rotary #2 from 1947 to 1951. Ex-SV #50 tender superstructure used to make #69 replacement tender in 1951.[34] |
| 70 | Baldwin Locomotive Works | 2-8-2
25,200 lbf (112 kN) |
May
1938 |
62234 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #70).[4] S.D.C. sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[35]
Received the tender from Loco #195 in 1950.[36] Loco #70's original tender assigned to Rotary #1 from 1950 to 1953, assigned to Loco #190 from 1953 to 1960,[8] and used to make Flatcar #1201 in 1962. |
| 71 | Baldwin Locomotive Works | 2-8-2
25,200 lbf (112 kN) |
Jan.
1939 |
62257 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #71).[4] S.D.C. sold out to Dollywood in 1986 (Dollywood #71, Beatrice).[35] Locomotive currently stored inoperable at the Dollywood backshop.
Received the tender from Loco #196 in 1951.[37] Then in 1977, Loco #71 exchanged tenders with Loco #192 (i.e., received ex-#69/#71 hybrid tender, by Silver Dollar City). Hybrid tender scrapped between 1986 and 1999. |
| 72 | Baldwin Locomotive Works | 2-8-2
25,200 lbf (112 kN) |
May
1947 |
73351 | Purchased new. Retired in 1964. Used as a stationary boiler from 1964 to 1969. Severely damaged in the 1969 Skagway roundhouse fire. All but its chassis was scrapped in 1974. The chassis was sold to Silver Dollar City in 1977. S.D.C. sold out to Dollywood in 1986.[35] Chassis scrapped in 1999.
Tender from one of Loco ##191, 193, 194, 197.[38] Destroyed in 1969 fire and scrapped. |
| 73 | Baldwin Locomotive Works | 2-8-2
25,200 lbf (112 kN) |
May
1947 |
73352 | Purchased new. Retired in 1964. Put on display at Bennett, British Columbia in 1968. Moved to Whitehorse, Yukon for restoration in 1979. Restored to service in 1982.[2] Rebuilt 2018-2019. Operable.
Original tender from one of Loco ##191, 193, 194, 197.[38] Between 2001 & 2003, the tender superstructure was replaced by the 190-class tender superstructure of Loco 1st 81. |
| 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 WP&YR in 1940.[39] Shipped to Skagway in 1941. Retired in 1958. Sold to Sumpter Valley R.R. in 1977 (SV #20).[4][40]
Delivered to WP&YR in 1941 with the tender from SV 2-8-2 Loco #18 (Baldwin 1916). Then in 1947, Loco #80 received the tender from one of Loco ##191, 193, 194, 197.[38] The 1947 tender put on display with Loco #195 in 1962.[41] Then in 1993, SV RR Loco #20 (by now ex-WP&YR #80) received the former tender of SV Loco #19.[40] |
| 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 WP&YR in 1940.[39] Shipped to Skagway in 1941. Retired in 1957. Sold to Sumpter Valley R.R. in 1977 (SV #19).[4] Restored to operation on SV RR in 1995.[40]
Delivered to WP&YR in 1941 with the tender from SV 4-6-0 Loco #50 (Baldwin 1916). Then in 1947, Loco 1st 81 received the tender from one of Loco ##191, 193, 194, 197.[38] The 1947 tender sold to SV RR in 1977, and returned to WP&YR in 1990. Then in 1993, SV RR Loco #19 (by now ex-WP&YR 1st 81) received the former tender of SV Loco #20.[40] Between 2001 & 2003, the 1947 tender superstructure replaced the tender superstructure of Loco #73. |
| Proposed USA 152 | Baldwin Locomotive Works | 4-6-0
10,000 lbf (44 kN) |
June
1920 |
53296 | Originally, Alaskan Engineering Commission #152. The A.E.C. became The Alaska Railroad in 1923. Locomotive acquired by the U.S. Army in 1942 for use on the WP&YR, shipped to Skagway, Alaska, but not off loaded. Instead, shipped to Lathrop (California) Army Depot. Sold to M. Davidson Co. (dealer) in 1946. Resold to the Antelope & Western R.R. in 1951 (A&W #2). Transferred to the Camino, Cable & Northern R.R. in 1963 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry R.R. in 1975 (Huckleberry #2).[4] Renumbered U.S. #152 in 2005. |
| 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 WP&YR.[42] Sold to the WP&YR in 1946. Out of service by 1959.[43] Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[44]
Exchanged tenders with Rotary #1 (i.e., received Loco #70's original tender) in 1953.[8][45] Then in 1960, former tender of Loco #80 (ex-SV #18 tender) sold to Tweetsie R.R.,[34] along with Loco #190, instead of the ex-Loco #70 tender. |
| 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 WP&YR.[42] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[44]
Tender reassigned to one of Loco ##72, 73, 80, 1st 81 in 1947.[38] |
| 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 WP&YR.[42] Turned over to the WP&YR in 1946. Retired in 1957. Sold to the Rebel R.R. in 1960 (R RR #192).[44] 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).[35]
Exchanged tenders with Rotary #2 (thereby receiving hybrid tender) in 1953.[8][45] Hybrid tender consisted of underframe from Loco #69's original tender, and superstructure from Loco #71's original tender.[8] Then in 1977, Loco #192 exchanged tenders with Loco #71 (i.e., received Loco #196's original tender, by Silver Dollar City). Loco #192's original tender sold to Sumpter Valley R.R. in 1977, and returned to WP&YR in 1990. |
| 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 WP&YR.[42] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[44]
Tender reassigned to one of Loco ##72, 73, 80, 1st 81 in 1947.[38] |
| 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 WP&YR.[42] Retired in 1944. Sold to the WP&YR in 1947. Scrapped in 1951.[44]
Tender reassigned to one of Loco ##72, 73, 80, 1st 81 in 1947.[38] |
| 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 WP&YR.[42] Retired in 1946. Sold to the WP&YR in 1947. Put on display adjacent to Skagway Museum in 1962.[44]
Tender reassigned to Loco #70 in 1950.[36] Tender from #80 (originally #191, 193, 194, or 197 tender) put on display in 1962 with Loco #195.[41] |
| 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 WP&YR.[42] Turned over to the WP&YR in 1946. Retired in 1951. Placed as riprap along the Skagway River in 1967.[44]
Tender assigned to Loco #71 from 1951 to 1977.[37] Then, tender reassigned to Loco #192 in 1977 (by Silver Dollar City). |
| 197
(ex-USA 197) |
Baldwin Locomotive Works | 2-8-2
16,000 lbf (71 kN) |
Feb.
1943 |
69432 | U.S. Army Class S118. Originally, USA #197, and used by the Army on the WP&YR.[42] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[44]
Tender reassigned to one of Loco ##72, 73, 80, 1st 81 in 1947.[38] |
| 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 WP&YR.[42] Retired in 1944. Shipped to Auburn, Washington in 1945. Sold to Dulien Steel Products Co. (dealer) in 1946.[9] Resold to the Hacienda Casa Grande of the Chicama Valley, Peru in 1948 (CG #17).[44][46][47] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[48] This loco was subsequently re-numbered to 32.[49] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[50] CG #32 (ex-USA 198) was scrapped between 1976 & 2003.[51] |
| 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 WP&YR.[42] Retired in 1944. Shipped to Auburn, Washington in 1945. Sold to Dulien Steel Products Co. (dealer) in 1946.[9] Resold to the Hacienda Casa Grande of the Chicama Valley, Peru in 1948 (CG #18).[44][46][47] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[48] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[50] CG #18 (ex-USA 199) was scrapped between 1970 & 1972.[51] |
| 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 WP&YR.[42] Retired in 1944. Shipped to Auburn, Washington in 1945. Sold to Dulien Steel Products Co. (dealer) in 1946.[9] Resold to the Hacienda Casa Grande of the Chicama Valley, Peru in 1948 (CG #19).[44][46][47] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[48] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[50] CG #19 (ex-USA 200) was scrapped between 1972 & 1976.[51] |
| USA 250 | American Locomotive Co. | 2-8-2
27,500 lbf (122 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
| USA 251 | American Locomotive Co. | 2-8-2
27,540 lbf (122.5 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
| USA 252 | American Locomotive Co. | 2-8-2
27,540 lbf (122.5 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 WP&YR. Wrecked and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
| USA 253 | American Locomotive Co. | 2-8-2
27,540 lbf (122.5 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 WP&YR. On February 5, 1943, en route from Prince Rupert, British Columbia, to Skagway, Alaska, it sank on a barge during an ice storm at Haines, Alaska. Recovered 13 days later. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
| USA 254 | American Locomotive Co. | 2-8-2
27,540 lbf (122.5 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
| USA 255 | American Locomotive Co. | 2-8-2
27,540 lbf (122.5 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 WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
| USA 256 | American Locomotive Co. | 2-8-2
27,540 lbf (122.5 kN) |
Sep.
1923 |
64990[53] | Denver & Rio Grande Western R.R. Class K-28. Originally, D&RGW #479. Purchased by the U.S. Army in 1942 for use on the WP&YR. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9][52] |
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 | No train brake. Has a Ford Motor Co. V-8 engine. Purchased new. Powered the Taku Tram from 1937 to 1950. Operated at Carcross, Yukon, tie plant from 1952 to 1982. Retired in 1982. Cannibalized. |
| 2nd 3 | Skagit Steel & Iron Works (Motor Appliance Corp.) | 27 hp (20 kW) | B | 1924 | No train brake. Had a Fordson tractor engine. Originally, owned by Charles H. Frye and leased to Frye Lettuce Farms, Inc. Frye Lettuce went bankrupt in 1934. Locomotive purchased by the WP&YR in 1936. Relegated to Shops use only. Retired in 1943. Scrapped in 1946. | |
| 3rd 3
(ex-USA 7651) |
Plymouth Locomotive Works | 175 hp (130 kW) | B | July
1942 |
4471 | Plymouth Model ML6-25. LeRoi, Inc. RX15-C7 engine. Originally, U.S. Army #7651 and operated on the Kuparuk Ry. in Nome, Alaska. Shipped to Skagway, Alaska in 1943. Turned over to the WP&YR in 1946 (WP&YR 3rd 3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970. |
White Pass diesel-electric locomotives[]
Locomotives with dark grey have been scrapped, while locomotives with light grey have been either put on display, or sold to other railroads.
| Number | Builder | Horse- power |
AAR Type | Date Built | Shop No. | Remarks |
|---|---|---|---|---|---|---|
| 2nd 1 | General Electric Co. | 150 hp (110 kW) | B | June
1947 |
29191 | GE Phase 3b 25-Tonner. No train brake. Cummins HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #6. Purchased by the WP&YR in 1969. Retired in 1979. Donated to the British Columbia Forest Museum in 1985. Sold back to WP&YR and moved to Hamilton Manufacturing at Sedro-Woolley, Washington in 2013. |
| 2nd 2 | General Electric Co. | 150 hp (110 kW) | B | June
1947 |
29195 | GE Phase 3b 25-Tonner. No train brake. Cummins HBI-600 prime mover. Originally, Colorado Fuel & Iron #10. Purchased by the WP&YR in 1969. Retired in 1972. Scrapped in 1985. |
| 2nd 81 | General Electric Co. | 800 hp (600 kW) | C-C | June
1957 |
32933 | Convertible gauge locomotive. Alco 6-251A prime mover. Originally, United States Army #3000. Operated on the Denver & Rio Grande Western Railroad from 1957 to 1960. Purchased by the WP&YR in 1973. Retired in 1980. Sold to Bandegua (Guatemala subsidiary of Del Monte Foods) in 1981 (Bandegua #314). Scrapped by 2006. |
| 90 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | June
1954 |
32060 | Originally, GE pattern GEX3341[60] with Alco 6-251A prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins QSK45L prime mover in 2008-2009. |
| 91 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | June
1954 |
32061 | Originally, GE pattern GEX3341[60] with Alco 6-251A prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive with Cummins QSK45L prime mover in 2009-2010. |
| 92 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Dec.
1956 |
32709 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2011-2012. |
| 93 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Dec.
1956 |
32710 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Colt Industries, Fairbanks-Morse 6-251 prime mover installed in 1998. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2011-2012. |
| 94 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Dec.
1956 |
32711 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2010-2011. |
| 95 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Mar.
1963 |
34592 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2012-2013. |
| 96 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Mar.
1963 |
34593 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2012-2013. |
| 97 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | Mar.
1963 |
34594 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2010-2011. |
| 98 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | May
1966 |
35790 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. with Cummins QSK45L prime mover in 2008-2009. |
| 99 | General Electric Co. | 1,450 hp (1,080 kW) | C-C | May
1966 |
35791 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive with Cummins QSK45L prime mover in 2009-2010. |
| 100 | General Electric Co. | 990 hp (740 kW) | C-C | May
1966 |
35792 | Originally, GE pattern GEX3341[60] with Alco 6-251B prime mover. Purchased new. Shipped out for rebuild in 2013, however the rebuild was never completed and the locomotive was scrapped for parts in 2015. |
| 101 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-01 | MLW-Worthington Model Series C-14,[61] Specification DL-535E,[62] with Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1101). Repurchased by the WP&YR in 1999 (#101). Sold to the Durango & Silverton Narrow Gauge Railroad in April 2020.[63] |
| 102 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-02 | MLW-Worthington Model Series C-14,[61] Specification DL-535E.[62] Alco 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993. |
| 103 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-03 | MLW-Worthington Model Series C-14,[61] Specification DL-535E.[62] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1105). Repurchased by the WP&YR in 1999 (#103). Sold to the Durango & Silverton Narrow Gauge Railroad in May 2021. |
| 104 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-04 | MLW-Worthington Model Series C-14,[61] Specification DL-535E.[62] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1104). Repurchased by the WP&YR in 1999 (#104). |
| 105 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-05 | MLW-Worthington Model Series C-14,[61] Specification DL-535E.[62] Alco 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993. |
| 106 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-06 | MLW-Worthington Model Series C-14,[61] Specification DL-535E.[62] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1106). Repurchased by the WP&YR in 1999 (#106). Sold to the Durango & Silverton Narrow Gauge Railroad in May 2021. |
| 107 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | May
1969 |
6023-07 | MLW-Worthington Model Series C-14,[61] Specification DL-535E.[62] Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1107). Repurchased by the WP&YR in 1999 (#107). Sold to the Durango & Silverton Narrow Gauge Railroad in April 2020.[63] |
| 108 | Montreal Locomotive Works | 1,200 hp (890 kW) | C-C | Dec.
1971 |
6054-01 | MLW-Worthington Model Series C-14,[61] 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,[61] 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,[61] Specification DL-535E. MLW 6-251D prime mover. Purchased new. |
| Proposed 111 | Bombardier (bought MLW in 1975) |
1,200 hp (890 kW) | C-C | July
1982 |
6123-01 | Bombardier Specification DL-535E. Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1993. Sold to United States Gypsum Co in 1993 (USG #111).[64] Operable. |
| Proposed 112 | Bombardier | 1,200 hp (890 kW) | C-C | July
1982 |
6123-02 | Bombardier Specification DL-535E. Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co in 1991 (USG #112).[64] Operable. |
| Proposed 113 | Bombardier | 1,200 hp (890 kW) | C-C | July
1982 |
6123-03 | Bombardier Specification DL-535E. Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co in 1991 (USG #113). Destroyed in an accident in 1992.[64] |
| 114 | Bombardier | 1,200 hp (890 kW) | C-C | July
1982 |
6123-04 | Bombardier Specification DL-535E. Bombardier 6-251D prime mover. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Purchased by the WP&YR in 1995.[64] Damaged in 2006 derailment. Rebuilt 2007-2008. Operable. |
| 3001 | National Railway Equipment Company | 3,300 hp (2,500 kW) | C-C |
Jan. 2020 |
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Built in 2012 for Qube Holdings, Australia as #1110 but not delivered.[65] | |
| 3002 | National Railway Equipment Company | 3,300 hp (2,500 kW) | C-C |
Jan. 2020 |
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Built in 2012 for Qube Holdings, Australia as #1109 but not delivered.[65] | |
| 3003 | National Railway Equipment Company | 3,300 hp (2,500 kW) | C-C |
2020 |
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Built in 2012 for Qube Holdings, Australia as #1111 but not delivered.[65] | |
| 3004 | National Railway Equipment Company | 3,300 hp (2,500 kW) | C-C |
2020 |
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Built in 2012 for Qube Holdings, Australia as #1112 but not delivered.[65] | |
| 3005 | National Railway Equipment Company | 3,300 hp (2,500 kW) | C-C |
2020 |
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. | |
| 3006 | National Railway Equipment Company | 3,300 hp (2,500 kW) | C-C |
2020 |
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. |
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 | Builder | Date
Built |
Remarks |
|---|---|---|---|---|
| 1 | ........ | WP&YR | 1900 | Open observation car. Single 4-wheel truck. No air brake. Used on the Taku Tram. Converted to a flatcar in 1937. Retired in 1951. |
| 2 | ........ | Chassis: Ford Motor Co.;
powered front truck and idler wheels at rear: WP&YR |
1935 | Self-propelled, 85 hp (63 kW) gasoline-mechanical, Ford Motor Co. V-8 engine. Made from 1934 Ford chassis and a bus body. No train brake. Demolished due to a derailment in 1942. Scrapped in 1943. |
| X3 | ........ | American Car & Foundry Co., Lot #8339.[67] | 1918 | Baggage Car, used on the WP&YR exclusively as a Tool Car. Originally, Sumpter Valley Ry. Baggage Car #5. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #932). Turned over to the WP&YR 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. Society merged into the MacBride Museum in 2017. |
| 1st 200 | 1st Lake Fraser (1945-1968) | WP&YR | 1902 | Business car from 1902 to 1941. Passenger car from 1941 to 1954. Work Car #X16 from 1954 to 1968, but not physically renumbered. Scrapped in 1968. |
| 2nd 200 | 2nd Lake Summit | WP&YR | 1992 | Built up from Flatcar #497, 498, or 499. Equipped with wheelchair lift. |
| 1st 201 | ........ | ........ | ........ | See, 1st 205. |
| 2nd 201 | ........ | WP&YR | 1900 | Baggage Car. Destroyed in a runaway in 1938. |
| 3rd 201 | Lake Crater | WP&YR | 1992 | Built up from Flatcar #497, 498, or 499. Equipped with wheelchair lift. |
| 1st 202 | ........ | J. Hammond Car Co.[68] | 1887[68] | Combine. Originally, Columbia & Puget Sound R.R. in 1890 (C&PS #5 or 6).[69] Acquired by the WP&YR in 1898. Sold to Klondike Mines Ry. in 1904 (KM #200). The KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire between 1947 & 1949.[3] |
| 2nd 202 | Lake Bare Loon | WP&YR | 1992 | Built up from Flatcar #497, 498, or 499. Equipped with wheelchair lift. |
| 1st 203 | ........ | ........ | ........ | See, #272. |
| 2nd 203 | Lake Fantail | WP&YR | 1993 | Built up from one of Flatcars ##470-477. Equipped with wheelchair lift. |
| 1st 204 | ........ | Billmeyer & Small Co.[70] | 1882[71] | Originally, Addison & Northern Pennsylvania Ry. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Ry., which purchased the A&NP under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[72] Resold to the Columbia & Puget Sound R.R. in 1888 (C&PS #3 or 4).[73] Acquired by the WP&YR in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #204). The TM Ry. became the Tanana Valley R.R. in 1907 (TV #204). Car wrecked in 1916.[74] |
| 2nd 204 | Lake Chilkoot | WP&YR | 1993 | Built up from one of Flatcars ##470-477. |
| 1st 205 | ........ | Seattle & Walla Walla R.R.[75] | 1877[75] | Baggage Car. Originally, S&WW #2.[75] Transferred to Columbia & Puget Sound R.R. in 1880. Acquired by the WP&YR in 1898 (1st 201). Renumbered to 1st 205 in 1900. Cupola added in 1925. Destroyed in a wreck in 1943. |
| 2nd 205 | Lake Chilkat | WP&YR | 1993 | Built up from one of Flatcars ##470-477. |
| 1st 206 | ........ | J. Hammond Car Co.[68] | 1887[68] | Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound R.R. in 1890 (C&PS #5 or 6).[69] Acquired by the WP&YR in 1898. Sold to the Alaskan Engineering Commission in 1918. The A.E.C. became The Alaska Railroad in 1923. The Alaska Railroad's narrow-gauge branch was abandoned in 1930. Car presumed to have been scrapped thereafter. |
| 2nd 206 | Lake Nares | WP&YR | 1993 | Built up from one of Flatcars ##470-477. |
| 1st 207 | ........ | ........ | ........ | See, #270. |
| 2nd 207 | Lake Morrow | WP&YR | 1994 | Built up from one of Flatcars ##470-477. Equipped with wheelchair lift. |
| 1st 208 | ........ | Billmeyer & Small Co.[70] | 1882[71] | Originally, Addison & Northern Pennsylvania Ry. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Ry., which purchased the A&NP under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[72] Resold to the Columbia & Puget Sound R.R. in 1888 (C&PS #3 or 4).[73] Acquired by the WP&YR in 1898. Sold to the Klondike Mines Ry. in 1904 (KM #202). The KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire between 1947 & 1949.[3] |
| 2nd 208 | Lake Homan | WP&YR | 1994 | Built up from one of Flatcars ##470-477. |
| 1st 209 | ........ | ........ | ........ | See, #267. |
| 2nd 209 | Lake Bernard | WP&YR | 1994 | Built up from one of Flatcars ##470-477. |
| 210 | ........ | Seattle & Walla Walla R.R.[75] | 1876[75] | Earliest-built rolling stock to operate on the WP&YR. Originally, S&WW Coach #1.[75] Transferred to Columbia & Puget Sound R.R. in 1880 (C&PS #1).[76] Acquired by the WP&YR in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #100). The TM Ry. became the Tanana Valley R.R. in 1907 (TV #200). The TV RR was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1923 (ARR #200).[74] The Alaska Railroad's narrow-gauge branch was abandoned in 1930. Car presumed to have been scrapped thereafter. |
| 211 | Combo
(since 2017) |
American Car & Foundry Co., Lot #8338.[67] | 1918 | Combine. Originally, Sumpter Valley Ry. #11. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #934). Tool car from 1943 to 1946. Turned over to the WP&YR in 1946 (#211). Returned to passenger service, and cupola added in 1946. |
| 212 | ........ | Carter Brothers[77] | 1884[77] | Originally, Columbia & Puget Sound R.R. #2. Acquired by the WP&YR in 1898. Destroyed by the 1932 Skagway roundhouse fire. |
| 214 | Lake Spirit (since 1988) | J.G. Brill & Co.[78][79] | about Nov. 1881[79] | Originally, Texas & St. Louis Ry. (#22 or 24).[79][80] Sold to Coeur d'Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[80][81][82] Purchased by the WP&YR in 1900. Cupola added in 1971. Cupola removed in 1988. |
| 216 | Lake Black (since 1996) | J.G. Brill & Co.[78][79] | about Nov. 1881[79] | Originally, Texas & St. Louis Ry. (#22 or 24).[79][80] Sold to Coeur d'Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[80][81][82] Purchased by the WP&YR in 1900. Cupola added in 1967. Cupola removed in 1996. |
| 218 | Lake Atlin (since 1945) | Jackson & Sharp Co. | June 1881[83][84] | Nos. 218 and 220 are the oldest operating rolling stock on the WP&YR. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[83][84] Purchased by the WP&YR in 1901.[23][30] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[85]) |
| 220 | Lake Dewey (since 1945) | Jackson & Sharp Co. | June 1881[83][84] | Nos. 218 and 220 are the oldest operating rolling stock on the WP&YR. Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[83][84] Purchased by the WP&YR in 1901.[23][30] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[85]) |
| 222 | Lake Lindeman (since 1945) | Jackson & Sharp Co. | 1883[84][86] | Originally, Kaaterskill R.R.[87] (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.[84][86] Purchased by the WP&YR in 1901.[23][30] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[85]) |
| 224 | Lake Marsh (since 1945) | Jackson & Sharp Co. | 1883[84][86] | Originally, Kaaterskill R.R.[87] (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.[84][86] Purchased by the WP&YR in 1901.[23][30] (Not from the Los Angeles & Redondo Ry.–the LA&R sold its 3 ft. gauge cars in 1902, 11⁄2 years after this car had been purchased, and the LA&R had not even owned any J&S cars.[85]) |
| 226 | 2nd Lake Fraser (since 1962) | WP&YR | 1903 | Work car from 1960 to 1962. |
| 228 | ........ | WP&YR | 1904 | Destroyed by the 1932 Skagway roundhouse fire. |
| 1st 230 | ........ | WP&YR | 1908 | Open observation car from 1908 to 1921. Walled-in, in 1921. Passenger car from 1921 to 1942. Work car from 1942 to 1943. Destroyed by fire in 1943. |
| 2nd 230 | Lake Big Kalzes | Underframe: American Car & Foundry Co., Lot #TC-3263;
body: WP&YR |
2002 | Built upon the underframe of Tank Car #68. Open observation car from 2002 to 2005. Walled-in, in 2005. |
| 232 | ........ | WP&YR | 1908 | Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Work car from 1942 to 1962. Renumbered to X6 in 1947. Scrapped in 1962. |
| 234 | Lake Cowley (since 1952) | most likely, Nevada-California-Oregon Ry.[88] | 1892[89] | Originally, N-C-O #6.[90] Purchased by the WP&YR in 1916. Work car from 1945 to 1952. #X7 from 1947 to 1952. Back to Passenger Car #234 in 1952. |
| 236 | Lake Mayo (since 1945) | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast R.R. #66. Sold to Nevada-California-Oregon Ry. via Atlantic Equipment Co. (dealer) in 1909 (N-C-O 2nd 4[90]). Purchased by the WP&YR in 1916. |
| 238 | Lake Watson (since 1951) | WP&YR | 1922 | ........ |
| 240 | Lake Bennett (since 1945) | St. Charles Car Co. | 1884 | Originally, Arizona & New Mexico Ry. #3. Sold to Coronado R.R. in 1901 (C RR #3). The Coronado R.R. was abandoned in 1923. Car resold to United Commercial Co. (dealer). Purchased by the WP&YR in 1925. |
| 242 | Lake Teslin (since 1945) | American Car & Foundry Co. (Jeffersonville) | 1903 | Originally, Coronado R.R. #7. The Coronado R.R. was abandoned in 1923. Car sold to United Commercial Co. (dealer). Purchased by the WP&YR in 1925. |
| 244 | 2nd Lake Emerald (since 1962) | Carter Brothers | 1884[91] | Originally, South Pacific Coast R.R. #59. Sold to Northwestern Pacific R.R. in 1908 (NWP #731). Car purchased by the WP&YR in 1927.[92] Work car from 1960 to 1962. Converted back to passenger car in 1962. |
| 246 | ........ | ........ | ........ | See, #264. |
| 248 | Lake Tagish (since 1945) | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast R.R. #65. Sold to Northwestern Pacific R.R. in 1907 (NWP #728). Car purchased by the WP&YR in 1928.[92] Used on the Taku Tram from 1928 to 1936. |
| 250 | ........ | Pullman Co., Lot #C1073, Plan #253.[93] | 1885 | Originally, North Pacific Coast R.R. #22. The NPC became the North Shore R.R. in 1902 (NS #22). NS RR merged into the Northwestern Pacific R.R. in 1907 (NWP #713). Car purchased by the WP&YR in 1930.[92][94] Destroyed by the 1932 Skagway roundhouse fire. |
| 252 | Lake Muncho (since 1951) | Pullman Co., Lot #C1073, Plan #253.[93] | 1885 | Originally, North Pacific Coast R.R. #26. The NPC became the North Shore R.R. in 1902 (NS #26). NS RR merged into the Northwestern Pacific R.R. in 1907 (NWP #716).[92][94] Car purchased by the WP&YR in 1930. |
| 254 | Lake Dezadeash (since 1963)
(1st Lake Emerald, 1951-1957) |
Pullman Co., Lot #C1073, Plan #253.[93] | 1885 | Originally, North Pacific Coast R.R. #27. The NPC became the North Shore R.R. in 1902 (NS #27). NS RR merged into the Northwestern Pacific R.R. in 1907 (NWP #717).[94] Car purchased by the WP&YR in 1932.[92] Renumbered to X18, and its use of the name Lake Emerald was discontinued in 1957. Work Car from 1957 to 1963. Converted back to passenger car and reassumed the #254 in 1963. However, in 1962, the name Lake Emerald had been reassigned to #244. Therefore, #254 was assigned the name Lake Dezadeash in 1963. |
| 256 | Lake LeBarge (since 1945) | Pacific Car & Foundry Co. | 1936 | Purchased new. |
| 258 | Lake Kluane (since 1945) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. #102. Purchased by the WP&YR in 1937.[20] |
| 260 | Lake Tutshi (since 1945) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. #103.[20] Purchased by the WP&YR in 1937. |
| 262 | 1st Lake Summit (1950-1969) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. #105.[20] Purchased by the WP&YR in 1937 as #105. Work car from 1937 to 1947. Renumbered to B05 in 1947. Later in 1947, converted back to a passenger car and renumbered to 262. Destroyed by the 1969 Skagway roundhouse fire. |
| 264 | Lake Aishihik (since 1948) | Carter Brothers | 1885 | Originally, San Joaquin & Sierra Nevada R.R. Ettie. SJ&SN merged into the Northern Ry. in 1888 (Northern 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.[95] Sold to Northwestern Pacific R.R. in 1908 (NWP #732). Purchased by the WP&YR in 1927 as #246.[92] Renumbered to 264 in 1948. |
| 266 | Lake Schwatka (since 1963) | American Car & Foundry Co.
(St. Charles), Lot #8337.[67] |
1918 | Originally, Sumpter Valley Ry. Coach #25. Purchased by the WP&YR in 1947 as #X5. Work car from 1947 to 1963. Converted back to a passenger car and renumbered to 266 in 1963. |
| 267 | Lake Portage (since 1988) | American Car & Foundry Co.
(St. Charles), Lot #8338.[67] |
1918 | Originally, Sumpter Valley Ry. Combine #10. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #933). Tool car from 1943 to 1946. Turned over to the WP&YR in 1946 (1st 209). Returned to passenger service, and cupola added in 1946. Cupola removed, and converted to full-length passenger car in 1982. Renumbered to 267 in 1992. |
| 268 | Lake Lewes (since 1966) | American Car & Foundry Co.
(St. Charles), Lot #8337.[67] |
1918 | Originally, Sumpter Valley Ry. Coach #26. Converted to a passenger and railway post office combine, most likely in 1928.[96] Purchased by the WP&YR in 1947 as #X12. Work car from 1947 to 1966. Converted back to a full-length passenger car and renumbered to 268 in 1966. |
| 270 | Lake Kathleen (since 1967) | J. Hammond Car Co. | 1893 | Originally, Pacific Coast Ry. Baggage Car #201.[20] Purchased by WP&YR as Baggage Car 1st 207 in 1937. Cupola added in 1937. Cupola removed, converted to passenger car, and renumbered to 270 in 1967. |
| 272 | Lake Nisutlin (since 1967) | WP&YR | 1900 | Originally, Baggage Car 1st 203. Cupola added in 1925. Cupola removed, converted to passenger car, and renumbered to 272 in 1967. Wrecked at White Pass in 2014. Scrapped in 2016 |
| 274 | Lake Primrose | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2011. Resold to Georgetown Loop R.R. by 2014 (#274). |
| 276 | 1st Lake Big Salmon | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2005. Resold to Edwards Railcar Co. in 2007. |
| 278 | 1st Lake Fairweather | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#228). Renamed Silver Queen by G.L. R.R. |
| 280 | Lake Dease | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Shipped out in 2012. Sold to the Colorado Railroad Museum in 2015. |
| 282 | 1st Lake Klukshu | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#282). Renamed Clear Creek by G.L. R.R. |
| 284 | 1st Lake Takhini | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold to Georgetown Loop R.R. in 2007 (#284). Renamed Argentine by G.L. R.R. |
| 286 | Lake Kusawa | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Shipped out in 2012. Sold to the Colorado Railroad Museum in 2015 (CRRM #86). |
| 288 | 1st Lake McClintock | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold in 2007. |
| 290 | Yukon River | WP&YR | 1994 | Built up from one of Flatcars ##470-477. |
| 300 | Skagway River | Beartown Mechanical Design | 1998 | Purchased new. |
| 302 | Taiya River | Beartown Mechanical Design | 1998 | Purchased new. |
| 304 | Copper River | Beartown Mechanical Design | 1998 | Purchased new. |
| 306 | Stikine River (since 1999)
(Norse River, 1998~1999) |
Beartown Mechanical Design | 1998 | Purchased new.
The car's original name misspelled the Nourse River's name by omitting the "u." |
| 308 | Klondike River | Beartown Mechanical Design | 1998 | Purchased new. |
| 310 | Mackenzie River | Beartown Mechanical Design | 1998 | Purchased new. |
| 312 | Tatshenshini River | Jeff Hamilton | 2000 | Purchased new. |
| 314 | Alsek River | Jeff Hamilton | 2000 | Purchased new. |
| 316 | Liard River | Jeff Hamilton | 2000 | Purchased new. |
| 318 | Taku River | Jeff Hamilton | 2000 | Purchased new. |
| 320 | Pelly River | Jeff Hamilton | 2001 | Purchased new. |
| 322 | Fortymile River | Jeff Hamilton | 2001 | Purchased new. |
| 324 | Porcupine River | Jeff Hamilton | 2001 | Purchased new. |
| 326 | Peel River | Jeff Hamilton | 2001 | Purchased new. |
| 328 | Stewart River | Jeff Hamilton | 2001 | Purchased new. |
| 330 | Peace River | Jeff Hamilton | 2001 | Purchased new. |
| 332 | Lake Johns | Jeff Hamilton, shop #HA200401 | 2004 | Purchased new. |
| 334 | Thompson River | Jeff Hamilton, shop #HA200402 | 2004 | Purchased new. |
| 336 | Lake Drury | Jeff Hamilton, shop #HA200403 | 2004 | Purchased new. |
| 338 | Lake McQuesten | Jeff Hamilton, shop #HA200404 | 2004 | Purchased new. |
| 340 | Lake Finlayson | Jeff Hamilton, shop #HA200405 | 2004 | Purchased new. |
| 342 | Lake McNeil | Jeff Hamilton, shop #HA200406 | 2004 | Purchased new. |
| 344 | Lake Munroe | Jeff Hamilton, shop #HA200407 | 2004 | Purchased new. |
| 346 | Lake Pelly | Jeff Hamilton, shop #HA200408 | 2004 | Purchased new. |
| 348 | 2nd Lake Klukshu | Hamilton Mfg. Co., shop #001 | 2005 | Purchased new. |
| 350 | 2nd Lake McClintock | Hamilton Mfg. Co., shop #002 | 2005 | Purchased new. |
| 352 | 2nd Lake Big Salmon | Hamilton Mfg. Co., shop #003 | 2005 | Purchased new. |
| 354 | 2nd Lake Takhini | Hamilton Mfg. Co., shop #004 | 2005 | Purchased new. |
| 356 | 2nd Lake Fairweather | Hamilton Mfg. Co., shop #005 | 2005 | Purchased new. |
| 358 | Lake Hutshi | Hamilton Mfg. Co., shop #006 | 2005 | Purchased new. |
| 360 | Lake Annie | Hamilton Mfg. Co., shop #007 | 2005 | Purchased new. |
| 362 | Lake Crag | Hamilton Mfg. Co., shop #008 | 2005 | Purchased new. |
| 364 | Lake Frances | Hamilton Mfg. Co., shop #009 | 2005 | Purchased new. |
| 366 | Lake Choutla | Hamilton Mfg. Co., shop #010 | 2005 | Purchased new. |
| 368 | Lake Wasson | Hamilton Mfg. Co., shop #2007-1 | 2007 | Purchased new. |
| 370 | Lake Surprise | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new. |
| 372 | Lake McConnell | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new. |
| 374 | Lake Jennings | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new. |
| 376 | Lake Squanga | Hamilton Mfg. Co., shop #2007-_ | 2007 | Purchased new. |
| 378 | Whiting River | Hamilton Mfg. Co., shop #1205-12-378 | 2012 | Hamilton Model ADA-12-15. Purchased new. Equipped with wheelchair lift. |
| 380 | Aishihik River | Hamilton Mfg. Co., shop #1205-12-382 | 2012 | Hamilton Model PASS-12-15. Purchased new. |
| 382 | Nakina River | Hamilton Mfg. Co., shop #1205-12-380 | 2012 | Hamilton Model PASS-12-15. Purchased new. |
| 384 | Lake Racine | Hamilton Mfg. Co., shop #1310384 | 2014 | Hamilton Model ADA-14. Purchased new. Equipped with wheelchair lift. |
| 386 | Lake Goat | Hamilton Mfg. Co., shop #1310386 | 2014 | Hamilton Model STD-26. Purchased new. |
| 388 | Lake Beaver | Hamilton Mfg. Co., shop #1310388 | 2014 | Hamilton Model STD-26. Purchased new. |
| 390 | Lake Fox | Hamilton Mfg. Co., shop #1360-100-1 | 2015 | Hamilton Model COMP-100. Purchased new. |
| 401 | Michael J. Heney | Hamilton Mfg. Co., shop #1320400 | 2014 | Hamilton Model "Club." Purchased new. Club car. |
| 402 | Samuel H. Graves | Hamilton Mfg. Co., shop #1320402 | 2014 | Hamilton Model "Club." Purchased new. Club car. |
| 501 | ______ | Hamilton Mfg. | 2019 | Purchased new. |
| 502 | ______ | Hamilton Mfg. | 2019 | Purchased new. |
| 503 | ______ | Hamilton Mfg. | 2020 | Purchased new. |
| 504 | ______ | Hamilton Mfg. | 2020 | Purchased new. |
| 505 | ______ | Hamilton Mfg. | 2020 | Purchased new. |
| 506 | ______ | Hamilton Mfg. | 2020 | Purchased new. |
| 507 | Lake Octopus | Hamilton Mfg. | 2020 | Purchased new. |
| 932 | ........ | ........ | ........ | See, #X3. |
| USA 932 | ........ | ........ | ........ | See, #X3. |
| USA 933 | ........ | ........ | ........ | See, #267. |
| USA 934 | ........ | ........ | ........ | See, #211. |
Existing White Pass freight train 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(s) | Type | Builder | Year(s) Built | Remarks |
|---|---|---|---|---|
| ........ | Boxcars: | ............. | ........... | All time boxcar total = 201 (including World War II U.S. Army cars). 2 remain in existence. |
| 708 | Boxcar | Colorado & Southern Ry. | 1910[99] | Capacity = 25 short tons (23 t). Originally, C&S #8336.[100] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232914).[101] Turned over to the WP&YR in 1946 (#708). Wash & shower work car from 1960 until 1973. Tool car from 1973 to 1982. In baggage service in 1982. Back to tool car service beginning in 1988. Retired in 2009. |
| 742 | Boxcar | Colorado & Southern Ry. | 1910[99] | Capacity = 25 short tons (23 t). Originally, C&S #8313.[100] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232943).[101] Turned over to the WP&YR in 1946 (#742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work car service beginning in 2009. Retired by 2016. |
| ........ | Cabooses: | ............. | All time caboose total = 27 (including World War II U.S. Army cars). 6 remain in existence. | |
| 3rd 901 | Extended Vision Caboose | WP&YR | 1972 | ........ |
| 2nd 903 | Extended Vision Caboose | WP&YR | 1969 | Sold to Midwest Central R.R. in 1991. |
| 2nd 905 | Extended Vision Caboose | WP&YR | 1968 | Became U.S. Forest Service shelter at Denver, Alaska in 1994. |
| 909 | Cupola Caboose with Flanger | Colorado & Southern Ry. | 1910[99] | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[102] Cut down to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #90857).[103] Renumbered to 857 in 1944. Turned over to the WP&YR in 1946 (#909). Retired in 1968. Restored to service in 1998. Permanently laid up on static display with Rotary #1 in Skagway. |
| 1st 911 | Cupola Caboose | Sumpter Valley Ry.[104] | 1904[105] | Originally, SV Ry. #3. Purchased by U.S. Army in 1943 (USA #911). Retired in 1946. Sold to the WP&YR in 1947 (1st 911). Resold in 1947 to a private party who used it as a shed in Skagway, Alaska. Sent to Sumpter Valley R.R. in 1991 (SV #3). Restored to operation on SV RR in 2006. |
| 2nd 911 | Cupola Caboose | Colorado & Southern Ry. | 1910[99] | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[102] Converted to caboose by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #90861).[103] Renumbered to 861 in 1944. Sold to the WP&YR in 1947 (#861). Converted to Work Car #X14 in 1955. Named Katler's Castle, 1962~1965[8] (for Karl Kattler [1905-1971], WP&YR section foreman). Re-converted back to caboose and renumbered to 2nd 911 in 1967. Retired in 1972. Put on display at 8th Ave. and Spring St., Skagway, Alaska in 2016. |
| ........ | Flatcars: | ............. | ........... | All time flatcar total = 620 (including World War II U.S. Army cars). 83 remain in existence. |
| 1 to 6
(6 cars) |
Flatcars | WP&YR | 1900 | Capacity = 1.05 tons. Single 4-wheel truck. No air brake. Used on the Taku Tram. Retired in 1951.
No. 1 was a passenger car from 1900 to 1937. #4 put on display at Skagway, Alaska in 1971. 4 cars are at Taku, British Columbia. 1 car is at Scotia Bay, British Columbia. |
| 479, 481, 482, and 484 to 491
(11 cars) |
Container Flatcars | National Steel Car Corp.[106] | 1969 | Capacity = 52.5 short tons (47.6 t). Purchased new.
No. 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. |
| 737 | Flatcar | Colorado & Southern Ry. | 1910[99] | Capacity = 25 short tons (23 t). Originally, C&S boxcar. Purchased by U.S. Army in 1943.[101] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334073).[107] Sold to the WP&YR in 1947 (#737). Retired in 2017. |
| 1000 | Flatcar | WP&YR | 1954 | Capacity = 30 short tons (27 t). Arch bar trucks.[108] Made from unused passenger car underframe. Put on display at the Yukon Transportation Museum in 1995. |
| 1001 | Flatcar | WP&YR | 1954 | Capacity = 30 short tons (27 t). Arch bar trucks.[108] Made from unused passenger car underframe. Put on display behind Loco #195, adjacent to Skagway Museum in 1998. |
| 1002 | Flatcar | WP&YR | 1954 | Capacity = 30 short tons (27 t). Made from unused passenger car underframe. |
| 1003 | Flatcar | unknown[109] | most likely, 1944[109] | Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[110] Car purchased by WP&YR in 1954. |
| 1004 | Flatcar | unknown[109] | most likely, 1944[109] | Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[110] Car purchased by WP&YR in 1954. |
| 1005 to 1007, and 1009
(4 cars) |
Flatcars | Pressed Steel Car Co.[109] | 1945[109] | Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[110] Car purchased by WP&YR in 1954. |
| 1010 to 1013
(4 cars) |
Flatcars | Pressed Steel Car Co.[109] | 1945[109] | Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[110] Car purchased by WP&YR in 1956. |
| 1016 | Flatcar | WP&YR | 1943, 1956 | Capacity = 30 short tons (27 t). Made in 1956 from Flatcar #R2 (WP&YR, 1943). |
| 1020 | Flatcar | Pacific Car & Foundry Co. | 1957 | Capacity = 30 short tons (27 t). Purchased new. |
| 1021 | Flatcar | Pacific Car & Foundry Co. | 1957 | Capacity = 30 short tons (27 t). Purchased new. |
| 1025 | Flatcar | Pacific Car & Foundry Co. | 1961 | Capacity = 30 short tons (27 t). Purchased new. |
| 1026 | Flatcar | Pacific Car & Foundry Co. | 1961 | Capacity = 30 short tons (27 t). Purchased new. |
| 1102, 1103, 1105, 1107 to 1110, 1114, 1116, 1118, and 1120
(11 cars) |
Flatcars | Pullman Co., Lot #5706-A.[111] | 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. in 1942.[112] Purchased by WP&YR via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954.
No. 1105 was configured with railings in 2014 to act as a medical rescue car. |
| 1127 | Flatcar | Pullman Co., Lot #5706-A.[111] | 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).[112] Cut down to underframe for Tank Car #29 in 1943. Converted to flatcar in 1957 (#1127). |
| 1128 | Flatcar | Pullman Co., Lot #5706-A.[111] | 1942 | Capacity = 30 short tons (27 t). Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23135).[112] Cut down to work car in 1944. Transferred to WP&YR in 1946 (#23135). Renumbered to #1st X9 in 1947. Became underframe of Tank Car #11 in 1952. Converted to flatcar in 1959 (#1128). Put on display behind Loco #195, adjacent to Skagway Museum in 1998. |
| 1129 | Flatcar | Pullman Co., Lot #5706-A.[111] | 1942 | Capacity = 30 short tons (27 t). Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23135).[112] Cut down to work car in 1944. Transferred to WP&YR in 1946 (#23130). Became underframe of Tank Car #25 in 1943. Converted to flatcar in 1950 (#1129). |
| 1132 to 1138, 1140, 1142, 1144, 1165, 1168, and 1174
(13 cars) |
Flatcars | Pullman Co., Lot #5706-A.[111] | 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.[112] Sold to Oahu Ry. in 1959. Cut down to flatcars and sold to WP&YR in 1962. |
| 1131, 1143, 1145, 1149, 1153, 1156, 1157, 1161, 1166, 1170, and 1173
(11 cars) |
Flatcars | Pullman Co., Lot #5706-A.[111] | 1942 | Same remarks as for ##1132~1174 (13 cars), above. In addition:
No. 1143 to the Lahaina, Kaanapali & Pacific R.R. in 1990.[113] #1149 to L.K.&P. R.R. in 1995.[113] ##1131, 1156, 1157, and 1170 to Midwest Central R.R. in 1995.[114] Of these, #1157 resold to Georgetown Loop R.R. in 2011.[115] ##1145, 1161, and 1166 to Sumpter Valley R.R. in 2005.[116] #1153 and #1173 to G.L. R.R. in 2007.[115] |
| either 1146 or 1150
(one car) |
Flatcar | Pullman Co., Lot #5706-A.[111] | 1942 | Same remarks as for ##1132~1174 (13 cars), above. In addition:
To Kauai Plantation in 2005.[117] (The other car is the underframe for KP Passenger Car #4.) |
| 1180, 1183, and 1193
(3 cars) |
Flatcars | Pullman Co., Lot #5706-A.[111] | 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.[112] Sold to Kahului R.R. and cut down to flatcars in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. |
| 1176, 1177, and 1181
(3 cars) |
Flatcars | Pullman Co., Lot #5706-A.[111] | 1942 | Same remarks as for ##1180, 1183, and 1193 (3 cars), above. In addition:
No. 1177 to Lahaina, Kaanapali & Pacific R.R. in 1982.[113] #1176 L.K.&P. R.R. in 1995.[113] #1181 to Midwest Central R.R. in 1995, and resold to the Georgetown Loop R.R. in 2015.[115] |
| only one of: 1179, 1184, 1188, 1190
(one car) |
Flatcar | Pullman Co., Lot #5706-A.[111] | 1942 | Same remarks as for ##1180, 1183, and 1193 (3 cars), above. In addition:
To Kauai Plantation in 2005.[117] (The other three cars are underframes for KP Passenger Car ##1, 2, and 3.) |
| 1200 | Depressed Center Flatcar | Baldwin Locomotive Works and WP&YR | 1900 (Baldwin), 1957 (WP&YR) | Capacity = 30 short tons (27 t). Originally, underframe for Loco #62 tender (Baldwin shop #17895). Tender reassigned to Loco #66 in 1947. Tender superstructure replaced in 1951. Underframe used to make Depressed Center Flatcar #1200 in 1957. |
| 1201 | Depressed Center Flatcar | Baldwin Locomotive Works and WP&YR | 1938 (Baldwin), 1962 (WP&YR) | Capacity = 30 short tons (27 t). Originally, underframe for Loco #70 tender (Baldwin shop #62234). Tender assigned to Rotary #1 from 1950 to 1953. Assigned to Loco #190 from 1953 to 1960.[8] Used to make Depressed Center Flatcar #1201 in 1962. |
| 1202 | Depressed Center Flatcar | WP&YR | 1967 | Capacity = 30 short tons (27 t). |
| 1203 | Depressed Center Flatcar | WP&YR | 1968 | Capacity = 40 short tons (36 t). |
| ........ | Gondolas | ............. | ........... | All time gondola total = 30. None remain in existence. |
| ........ | Hopper Cars: | ............. | ........... | All time hopper car total = 31 (including multi-service cars). 16 remain in existence. |
| 640 | Multi-Service Car[118]
(Ballast Car) |
Canadian Car & Foundry Co., Lot #2247, Specification #F-76 | 1958 | Capacity = 55 cu yd (42 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland) #6794.[119] Purchased by the WP&YR and converted to 3-foot gauge in 1990. |
| 641 to 647
(7 cars) |
Multi-Service Cars[118]
(Ballast Cars) |
Canadian Car & Foundry Co., Lot #2269, Specification #F-80 | 1959 | Capacity = 55 cu yd (42 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by the WP&YR and converted to 3-foot gauge in 1990.
No. 641 = CN #6774; #642 = CN #6765; #643 = CN #6786; #644 = CN #6758; #645 = CN #6768; #646 = CN #6772, #647 = CN #6784.[119] |
| 672, 674, 679, 680, 682, and 683
(6 cars) |
3-Bay Hopper Cars | East Broad Top R.R. & Coal Co. | 1919 (##672, 674, 679, 680); 1927 (#682); 1917 (#683) | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT. Purchased by WP&YR in 1968. No. 672 = EBT #1029; #674 = EBT #1038; #679 = EBT #1047; #680 = EBT #1024; #682 = EBT #1072; #683 = EBT #960.[120]
To Sumpter Valley R.R. in 1991. |
| 676 | 3-Bay Hopper Car | East Broad Top R.R. & Coal Co. | 1919 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #1028.[120] Purchased by WP&YR in 1968. To Lahaina, Kaanapali & Pacific R.R. in 1995. |
| 678 | 3-Bay Hopper Car | East Broad Top R.R. & Coal Co. | 1914 | Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #858.[120] Purchased by WP&YR in 1968. Stored since 2002. |
| ........ | Refrigerator Cars | ............. | ........... | All time refrigerator car total = 31 (including World War II U.S. Army cars). None remain in existence. |
| ........ | Side Dump Cars: | ............. | ........... | All time side dump car total = 53. 14 remain in existence. |
| One of ##30-39 | Chassis of Center-Pivot, Side-Lift Dump Car | Western Wheeled Scraper Co. | 1890s | Capacity of bin had been 4 cubic yards. Single 4-wheel truck. No air brake. Originally owned by W. D. Hofius & Co. Sold to WP&YR in 1899 for use during construction of railroad.[121] Chassis reported in 2018 to be at Alaska 360 Dredge Town, adjacent Klondike Highway Mile 2.2, Skagway, Alaska. |
| 650 to 657
(7 cars) |
Side-Pivot, Drop-Side, Air-Dump Cars[122] | Eastern Car Co. | 1958 | Capacity = 16 cu yd (12 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by WP&YR and converted to 3-foot gauge in 1989.
No. 650 = CN #15016; #651 = CN #15015; #652 = CN #15010; #653 = CN #15006; #654 = CN #15011; #655 = CN #15005; #656 = CN #15004; #657 = CN #15013. |
| 661 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #801. Renumbered to 861 in 1947. Renumbered to 661 in 1960. Sold to Sumpter Valley R.R. in 1985 (SV #661). |
| 662 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #802. Renumbered to 862 in 1947. Renumbered to 662 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #86). |
| 663 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #803. Renumbered to 863 in 1947. Renumbered to 663 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #663). Resold back to WP&YR in 2005. Put on display at 8th Ave. and Spring St., Skagway, Alaska in 2016. |
| 664 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #804. Renumbered to 864 in 1947. Renumbered to 664 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #664). |
| 665 | Ralson-Type Drop-Bottom Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #805. Renumbered to 865 in 1947. Renumbered to 665 in 1960. Put on display adjacent to Skagway Museum in 1991. |
| ........ | Stock Cars | ............. | ........... | All time stock car total = 35. None remain in existence. |
| ........ | Tank Cars: | ............. | ........... | All time tank car total = 64 (including World War II U.S. Army cars). 15 remain in existence. |
| 8 | Tank Car | Standard Oil Co. | between 1903 & 1906[123] | Shell = 6,480 US gal (24,500 l; 5,400 imp gal), dome ≈ 136 US gal (510 l; 113 imp gal). Arch bar trucks. Originally, a Union Tank Car Co. standard gauge Class V (frameless) tank car. Built between 1903 & 1906 1906, bearing a number less than 10000. Renumbered to 10844 about 1911.[123] Purchased by WP&YR and converted to 3-foot gauge in 1939. Donated to the BC Forest Discovery Centre, Duncan, British Columbia, in 1978.
Unusual and historic tank car because it retained its original UTLX Class V architecture. |
| 10 | Tank Car | Tank: Standard Oil Co.;[124]
replacement underframe: Pullman Co. |
Tank: between 1906 & 1911;[124]
replacement underframe: 1942 |
Shell ≈ 6,500 US gal (25,000 l; 5,400 imp gal). Originally, a standard gauge Union Tank Car Co. (UTLX) Class V (frameless) tank car. Purchased by WP&YR and converted 3-foot gauge in 1941. Mounted on underframe of Gondola #110 in 1949. Stored since 2002. |
| 27 | Tank Car | Tank: American Car & Foundry Co.,[125] Lot #8470;
replacement underframe: American Car & Foundry Co., Lot #5233 |
Tank: 1918;[126]
replacement underframe: 1908 |
Shell = 6,672 US gal (25,260 l; 5,556 imp gal), dome = 111 US gal (420 l; 92 imp gal). Originally, one of U.S. Army Ordnance Dept. (GPRX) #4001~4500, probably #4042.[127] Ordered in 1917 as one of 575 standard gauge 6,500 US gal (25,000 l; 5,400 imp gal) tank cars intended to be used in France.[125] Due to the progress of World War I, this order was changed, and 500 standard gauge 7000-7020 nominal gal. tank cars were delivered to the Ordnance Dept.[128] Under Army ownership, car wrecked and repaired, the repair reducing its capacity to 6,672 gallons.[129] Tank mounted on WP&YR Flatcar #319 in 1944 (USA 27).[130] Tank turned over to the WP&YR in 1946 (#27).[131] Re-mounted on the underframe of Gondola #108 in 1952.[132] Re-mounted on the underframe of Tank Car #3 in 1956.[133] Re-mounted on Flatcar #316 in 1968. Stored since 2002. |
| 28 | Tank Car | Tank: Standard Oil Co.;
replacement underframe: Pullman Co. |
Tank: between 1903 & 1906;[134]
replacement underframe: 1942 |
Shell = 6,481 US gal (24,530 l; 5,397 imp gal), dome = 190 US gal (720 l; 160 imp gal). Originally, a Union Tank Car Co. (UTLX) standard gauge UTLX Class V (frameless) tank car. Built between 1903 & 1906, bearing a number less than 10000. Renumbered to 15744 about 1912.[134] Purchased by WP&YR and mounted Flatcar #325 in 1949.[135] Re-mounted on the underframe of Gondola #116 in 1950. Put on display at the Yukon Transportation Museum in 1990, posing as #42 (fantasy number). |
| Fantasy 42 | Tank Car | ............. | ........... | See, #28. |
| 50 | Tank Car | Tank: Standard Steel Car Co.;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,383 US gal (24,160 l; 5,315 imp gal), dome = 150 US gal (570 l; 120 imp gal). Originally, Union Tank Car Co. (UTLX) #13084, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88112 in 1947. Renumbered to UTLX 11024 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (#13084). |
| 51 | Tank Car | Tank: Standard Steel Car Co.;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1915;[136]
replacement underframe: 1927[137] |
Shell = 6,374 US gal (24,130 l; 5,307 imp gal), dome = 209 US gal (790 l; 174 imp gal). Originally, Union Tank Car Co. (UTLX) #12739, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88113 in 1947. Renumbered to UTLX 11025 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (#12739). |
| 53 | Tank Car | Tank: Pressed Steel Car Co.;[136]
replacement underframe: Pullman Co. |
Tank: 1907;[136]
replacement underframe: 1942 |
Shell = 6,379 US gal (24,150 l; 5,312 imp gal), dome = 154 US gal (580 l; 128 imp gal). Originally, Union Tank Car Co. (UTLX) #12838, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88107 in 1947. Renumbered to UTLX 11019 in 1956. Purchased by WP&YR in 1963. Tank re-mounted on Flatcar #106 in 1980. Water car. |
| 58 | Tank Car | Tank: Standard Oil Co.-Buffalo Works;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1930[137] |
Shell = 6,487 US gal (24,560 l; 5,402 imp gal), dome = 160 US gal (610 l; 130 imp gal). Originally, Union Tank Car Co. (UTLX) #12770, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1930.[137] Upon conversion, it ran on the D&RGW. Type W internal steam heating pipes installed in 1937.[138] Renumbered to UTLX 88125 in 1947. Renumbered to UTLX 11027 in 1956. Purchased by WP&YR in 1963. To Colorado R.R. Museum in 1991 (#88125). |
| 59 | Tank Car | Tank: Standard Steel Car Co.;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,384 US gal (24,170 l; 5,316 imp gal), dome = 151 US gal (570 l; 126 imp gal). Originally, Union Tank Car Co. (UTLX) #12976, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88110 in 1947. Renumbered to UTLX 11022 in 1956. Purchased by WP&YR in 1963. To Georgetown Loop R.R. in 1991 (#59). To Colorado R.R. Museum in 2004 (#59). |
| 60 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[136]
replacement underframe: Pullman Co., Lot #5706-A.[111] |
Tank: 1907;[136]
replacement underframe: 1942 |
Shell = 6,424 US gal (24,320 l; 5,349 imp gal), dome = 150 US gal (570 l; 120 imp gal). Originally, Union Tank Car Co. (UTLX) #13236, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1924.[137] Upon conversion, it ran on the Denver & Rio Grande Western R.R. Type W internal steam heating pipes installed in 1937.[138] Renumbered to UTLX 88128 in 1947. Renumbered to UTLX 11030 in 1956. Purchased by WP&YR in 1963. Tank re-mounted on Flatcar #1178 in 1980. Sold to Sumpter Valley R.R. in 2005. Tank became replacement tank for SV Tank Car #100/13055. Underframe (ex-#1178) became underframe for SV Fire Car #0178. |
| 61 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,330 US gal (24,000 l; 5,270 imp gal), dome = 152 US gal (580 l; 127 imp gal). Originally, Union Tank Car Co. (UTLX) #13172, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88104 in 1947. Renumbered to UTLX 11016 in 1956. Purchased by WP&YR in 1963. To Sumpter Valley R.R. in 1991. |
| 62 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,339 US gal (24,000 l; 5,278 imp gal), dome = 154 US gal (580 l; 128 imp gal). Originally, Union Tank Car Co. (UTLX) #13130, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88101 in 1947. Renumbered to UTLX 11013 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (#12962).[139] |
| 63 | Tank Car | Tank: American Car & Foundry Co., Lot #5141;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,344 US gal (24,010 l; 5,282 imp gal), dome = 151 US gal (570 l; 126 imp gal). Originally, Union Tank Car Co. (UTLX) #13168, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88103 in 1947. Renumbered to UTLX 11015 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (#13168). |
| 64 | Tank Car | Tank: Pressed Steel Car Co.;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,383 US gal (24,160 l; 5,315 imp gal), dome = 151 US gal (570 l; 126 imp gal). Originally, standard gauge Union Tank Car Co. (UTLX) #12872, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Renumbered to UTLX 88100 in 1947. Renumbered to UTLX 11012 in 1956. Car purchased by WP&YR in 1963. To Colorado R.R. Museum in 1991 (#12918).[140] |
| 65 | Tank Car | Tank: Standard Oil Co.-Buffalo Works;[136]
replacement underframe: Denver & Rio Grande Western R.R.[137] |
Tank: 1907;[136]
replacement underframe: 1927[137] |
Shell = 6,407 US gal (24,250 l; 5,335 imp gal), dome = 160 US gal (610 l; 130 imp gal). Originally, Union Tank Car Co. (UTLX) #12757, a standard gauge UTLX Class X (center sill) tank car.[136] Center sill replaced by small underframe and converted to 3-foot gauge in 1927.[137] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[138] Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (#12757). |
Existing White Pass work equipment[]
cars with light grey have been either put on display, or sold to other railroads.
| Number or Name | Type | Builder | Year Built | Remarks |
|---|---|---|---|---|
| ...... | ............ | ................. | ........ | All time work equipment total = 57 (including World War II U.S. Army equipment). 16 remain in existence. |
| Claws #1 | Right Rail Spike Puller | Nordco, Inc., shop #403 | 1992 | Self-propelled, Diesel-hydraulic. Nordco Claws Model LS. 31 H.P. Deutz AG F2L1011 engine. Originally owned by Kansas City Southern Ry. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[142] |
| Claws #2 | Left Rail Spike Puller | Rexnord, Inc. (Nordco, Inc. since 1987), shop #129 | 1984 | Self-propelled, Diesel-hydraulic. Rexnord/Nordberg Claws Model LS. Originally owned by Atlas Railroad Construction, LLC. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[142] |
| Hydra-Spiker | Spiker | Rexnord, Inc. (Nordco, Inc. since 1987), shop #151 | 1984 | Self-propelled, Diesel-hydraulic. Rexnord/Nordberg Hydra-Spiker Model B. Purchased in 2004 via North American Equipment Sales Co. (dealer). Previous owner unknown. Converted to 3-foot gauge by N.A. Equip. Sales.[142] |
| Rotary#1 | Rotary Snowplow | Cooke Locomotive & Machine Works, shop #56 | 1899 | Purchased new. Retired in 1962. Restored to service in 1995. On display at the Skagway depot.
Received a 190-class tender in 1944.[143] Then in 1947, received tender from Loco #80. Then in 1950, received tender from Loco #70. Then in 1953, exchanged tenders with Loco #190.[8][45] Original Rotary #1 tender assigned to Rotary #3 from 1947 to 1951, and placed as riprap along the Skagway River in 1951.[13] |
| Rotary #2 | Rotary Snowplow | Cooke Locomotive & Machine Works, shop #61 | 1900 | Purchased new. Retired in 1963. Sold to Sumpter Valley R.R. in 1977. Put on display at Breckenridge, Colorado in 1989 as Denver, Leadville & Gunnison Ry. #01 (fantasy designation).
Received tender from Loco #57 in 1942. (Pre-1942 tender used to make Flatcar 1st 100 in 1942[24] and scrapped in 1947.) Rotary 2 received a 190-class tender in 1944.[143] Then in 1947, received tender from Loco 1st 81. Then in 1951, received a hybrid tender, consisting of underframe from Loco #69's original tender and superstructure from Loco #71's original tender. Then in 1953, exchanged tenders with Loco #192.[8][45] Ex-#192 tender sold to SV RR in 1977, then returned to WP&YR in 1990. Current tender originally from Chicago, Burlington & Quincy R.R. standard gauge 4-6-2 Loco #2901 (Baldwin 1910) put on display with this rotary in 1989. |
| Tie Crane | Tie Crane | Kershaw Mfg. Co. | 1994~1998 | Self-propelled, Diesel-hydraulic. Kershaw Model 12-5. Deere & Co. engine. Originally, Alaska Railroad. Purchased in 2018 via Hamilton Mfg. Co. (dealer). Converted to 3-foot gauge by Hamilton. Sold to Durango & Silverton Narrow Gauge in 2020 (D&SNG #TC-10). |
| Tie Master #1 | Tie Exchanger | RCC Materials & Equipment Corp., shop #B9302012AWP | 1994 | Self-propelled, but usually transported on push car to and from work sites. 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| Tie Master #2 | Tie Exchanger | RCC Materials & Equipment Corp. | 1994 | Self-propelled, but usually transported on push car to and from work sites. 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| Tie Master #3 | Tie Exchanger | RCC Materials & Equipment Corp., shop #B9907058AWP | 1999 | Self-propelled, but usually transported on push car to and from work sites. 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new. |
| 26-3 | Ballast Regulator | Kershaw Mfg. Co., shop #C26-108 | 1989 | Self-propelled, Diesel-hydraulic. Kershaw Model 26-3-1. 185 hp (138 kW) General Motors Corp. 3-53 engine. Purchased new. |
| 800 | Ballast Regulator | Knox Kershaw Inc. | 2019 | Self-propelled, Diesel-hydraulic. Knox Kershaw Model KNG 800. 260 hp (190 kW) Cummins Engine Co. QSB6.7 engine. Purchased new. |
| 950 | Tie Crane | Pandrol Jackson, Inc., shop #151893 | 1995 | 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. |
| 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.[144] |
| 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. |
| Ballast Tamper | 2020 |
Existing White Pass track motor cars[]
cars with light grey have been either put on display, or sold to other railroads.
| Number or Name | Type | Builder | Year Built | Remarks |
|---|---|---|---|---|
| ...... | ............ | ................. | ............... | All time track motor car total = 71 (including World War II U.S. Army cars). 15 remain in existence. |
| Hi-Rail #1 (GPT706) | Road-Rail Vehicle | Ford Motor Co., VIN 1FT7W2B69DEB52216
Hamilton Mfg. Co. |
2016 | Made from 2013 Ford F-250 SRW pickup truck, Alaska Lic. #GPT-706. 383 hp (286 kW) V-8 gasoline engine. |
| Hi-Rail #2 | Road-Rail Vehicle | Ford Motor Co., VIN 1FTSX21Y36EA48172
Hamilton Mfg. Co. |
2016 | Made from 2008 Ford F-250 SRW pickup truck. 385 hp (287 kW) V-8 gasoline engine. |
| 2001 | Inspection Car | Fairmont Railway Motors, Inc., shop #231549 or 231550 | 1968 | Gasoline-mechanical. Fairmont Model M15-B1 (Z36). Has 8 hp (6.0 kW) Fairmont RO6-P engine. Purchased new. No cab. Sold by 1996. |
| 2003 | Inspection Car | Fairmont Railway Motors, Inc., shop #231551 | 1968 | Gasoline-mechanical. Fairmont Model M15-B1 (Z36). Has 8 hp (6.0 kW) Fairmont RO6-P engine. Purchased new. No cab. Put on display in the Skagway Airport between 2001 & 2012. |
| 2009 | Gang Trailer | WP&YR | between 1969 & 1976 | Push car with fully enclosed cab. Has manual brake. Cab formerly on Gang Car #2013 may have been installed between 1982 & 1990. Extensively, if not entirely, rebuilt between 2003 & 2007. |
| 2010 | Gang Car | Fairmont Railway Motors, Inc. shop #227447 | 1965 | Gasoline-mechanical. Fairmont Model A5-E1 (Z36). Original and replacement engines both 35 hp (26 kW) Waukesha Motor Co. Model FC. Purchased new. Windshield applied at factory. Cab by WP&YR, utilizing factory windshield. Retired in 1979. Put on display at Yukon Transportation Museum between 1990 & 2001. |
| most likely, 2017 | Inspection Car | Fairmont Railway Motors, Ltd. (Canada) | 1968 | Gasoline-mechanical. Fairmont Model M19-H (Z36). Has Fairmont RO-C engine. Purchased in 1968 by Mannix Co. for WP&YR track rehabilitation contract (Mannix #81-2024). Turned over to WP&YR in 1969. Transferred to Sumpter Valley R.R. between 1991 & 1993 (SV M-31). |
| 2018 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[147][148][149][150] | 1973 | Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. |
| 2019 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[147][148][149][150] | 1973 | Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. Engine failed in 2015. Stored. |
| 2020 | Gang Car | Fairmont Railway Motors, Inc., shop #237978, 237993, or 237994[147][148][149][150] | 1973 | Gasoline-mechanical. Fairmont Model A6-F3-3 (Z36). Has 103 hp (77 kW) Ford Motor Co. 240 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. |
| 2021 | Gang Car | Fairmont Railway Motors, Inc., shop #241349 or 241350[147][148][149][150] | 1976 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. |
| 2022 | Gang Car | Fairmont Railway Motors, Inc., shop #241349 or 241350[147][148][149][150] | 1976 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. |
| 2024 | Gang Car | Fairmont Railway Motors, Inc., shop #242262 or 242263[147][148][149][150] | 1976 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). Has 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. |
| 2026 | Gang Car | Fairmont Railway Motors, Inc., shop #243932 or 243933[147][148][149][150] | 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 WP&YR. Stored. |
| 2044 | Gang Car | Fairmont Railway Motors, Inc., shop #244678[147][148][149][150] | 1978 | Gasoline-mechanical. Fairmont Model A6-F4-1 (Z36). 122 hp (91 kW) Ford Motor Co. 300 engine. Purchased new. Cab roof and ends applied at factory. Cab sides by WP&YR. |
| 2055 | Inspection Car | Chassis: Patrick W. "Smitty" Smith;
superstructure: WP&YR |
chassis: late 1990s;
superstructure: 2005 |
Gasoline-mechanical. Has 14 hp (10 kW) Fairmont Railway Motors, Inc. RK-B engine (1955~1979, ex-Arizona & California R.R.). Chassis and engine once on a standard gauge inspection car built in the late 1990s by "Smitty" Smith for his own use. Converted to 3-foot gauge after 1999. Sold to WP&YR and new cab installed in 2005. Never used by WP&YR. Put on display in Carcross depot in 2009. |
| T-82706 | Refrigerator Trailer | Chassis: Fairmont Railway Motors, Inc.;
superstructure: Haulmark |
2015 | Haulmark 5' wide refrigerated container, Yukon Lic. #T-82706, mounted on Fairmont Railway Motors, Inc. TT14 (Z36) push car (ex-#2046 or 2150). Running gear equipped for manual brake, but no human interface to actuate brake. Used to transport food from Carcross to Bennett. |
Former White Pass flatcars now serving as underframes[]
cars with light grey have been either put on display, or sold to other railroads.
| WP&YR Flatcar Number(s) | Builder | Year Built | Now Serving as Underframe for: | Remarks |
|---|---|---|---|---|
| underframe of Tank Car 68 | American Car & Foundry Co., Lot #TC-3263[151] | 1947 | Passenger Car 2nd 230 | Originally, underframe of Union Tank Car Co. Class X-5-300, standard gauge Tank Car #92131. Purchased by WP&YR and converted to 3-foot gauge in 1976 (#68). Tank only sold to the Alaska Dept. of Transportation in 1996. Underframe to Passenger Car 2nd 230 in 2002. |
| 106 | Pullman Co. | 1942 | Tank Car #53 | Originally, U.S. Army Flatcar #333456. Built up into gondola in 1945. Purchased by WP&YR in 1947 (#887). Renumbered to 106 in 1948. Cut back down to flatcar in 1952. Became underframe of Tank Car #53 in 1980. |
| 110 | Pullman Co. | 1942 | Tank Car #10 | Originally, U.S. Army Flatcar #333449. Built up into gondola in 1945. Purchased by WP&YR in 1947 (#881). Renumbered to 110 in 1948. Underframe to Tank Car #10 in 1949. |
| 116 | Pullman Co. | 1942 | Tank Car #28 (now posing as Tank Car #42) | Originally, U.S. Army Flatcar #333454. Built up into gondola in 1945. Purchased by WP&YR in 1947 (#886). Renumbered to 116 in 1948. Underframe to Tank Car #28 in 1950. Tank car put on display at Yukon Transportation Museum in 1990, posing as #42 (fantasy number). |
| 123 | Colorado & Southern Ry. | 1909[99] | Reproduction C.&S. Ry. Boxcar #8311 | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[101] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334085).[107] Built up into gondola in 1944. Sold to the WP&YR in 1947 (Gondola #773). Renumbered #123 in 1950. Cut back down to flatcar in 1952. Became Work Car 4th #X9 (4th boom car) in 1958. Sold to Marcus Rail LLC in 1987. Rebuilt into reproduction C&S Boxcar 2nd#8311 by the Uhrich Locomotive Works in 1997. (8311 [built 1910][99] cannot have been the flatcar's original C&S number.) Sold to the City of Breckenridge, Colorado in 1998. Sold to the U.S. Forest Service and moved to Boreas Pass, Colorado, in 2002. |
| 316 | American Car & Foundry Co., Lot #5233 | 1908 | Tank Car #27 | Originally, Hart Convertible Car #316 (convertible between longitudinal hopper and gondola). Ordered from Rodger Ballast Car Co., but built by AC&F. Cut down to a flatcar in 1942 (#316). Underframe to Tank Car #27 in 1968. |
| 470 to 477
(8 cars) |
National Steel Car Corp.[106] | 1969 | Passenger Cars 2nd 203, 2nd 204, 2nd 205, 2nd 206, 2nd 207, 2nd 208, 2nd 209, and 290 (in unknown individual correspondence) | Originally, Flatcar ##470-477. Four became underframes of Passenger Cars 2nd 203, 2nd 204, 2nd 205, and 2nd 206 in 1993. The remaining four became underframes of Passenger Cars 2nd 207, 2nd 208, 2nd 209, and 290 in 1994. |
| 497 to 499
(3 cars) |
National Steel Car Corp.[106] | 1969 | Passenger Cars 2nd 200, 3rd 201, and 2nd 202 (in unknown individual correspondence) | Originally, Flatcar ##497-499. Became underframes of Passenger Cars 2nd 200, 3rd 201, and 2nd 202 in 1992. |
| 783 | Colorado & Southern Ry. | 1910[99] | Reproduction C.&S. Ry. Boxcar #8323 | Originally, C&S boxcar. Purchased by U.S. Army in 1943.[101] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334117).[107] Sold to the WP&YR in 1947 (#783). Sold to Marcus Rail LLC in 1987. Rebuilt into reproduction C&S Boxcar #8323 by the Uhrich Locomotive Works in 1996. (Unknown whether 8323 was the flatcar's original C&S number.) Sold to the City of Breckenridge, Colorado, in 1998. |
| either 1146 or 1150
(one car) |
Pullman Co., Lot #5706-A.[111] | 1942 | Kauai Plantation Passenger Car #4 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcar and sold to WP&YR in 1962. To Kauai Plantation in 2005.[117] (The other car remains a flatcar at Kauai.) |
| 1147 | Pullman Co., Lot #5706-A.[111] | 1942 | Sumpter Valley R.R. Passenger Gondola #1147 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcar and sold to WP&YR in 1962. To S.V. R.R. in 1993.[116] |
| 1151, 1155, and 1160
(3 cars) |
Pullman Co., Lot #5706-A.[111] | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Cars ##107, 108, and 109 (in unknown individual correspondence) | Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcars and sold to WP&YR in 1962. To the L.K.&P. R.R. in 1990.[113] |
| 1159 | Pullman Co., Lot #5706-A.[111] | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Car #105 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcar and sold to WP&YR in 1962. To the L.K.&P. R.R. in 1990.[113] |
| 1163 | Pullman Co., Lot #5706-A.[111] | 1942 | Georgetown Loop R.R. Open Observation Cars #1163 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcar and sold to WP&YR in 1962. To Midwest Central R.R. in 1995, and resold to G.L. R.R. in 2011.[115] |
| 1171 | Pullman Co., Lot #5706-A.[111] | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Car #106 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcar and sold to WP&YR in 1962. To the L.K.&P. R.R. in 1990.[113] |
| 1172 | Pullman Co., Lot #5706-A.[111] | 1942 | Georgetown Loop R.R. Open Observation Cars #1172 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Oahu Ry. in 1959. Cut down to flatcar and sold to WP&YR in 1962. To Sumpter Valley R.R. and resold to G.L. R.R. in 2005.[115] |
| either 1175 or 1187
(one car) |
Pullman Co., Lot #5706-A.[111] | 1942 | Lahaina, Kaanapali & Pacific R.R. Passenger Car #104 | Built as a boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] If #1175, sold to Oahu Ry. in 1959, then cut down to flatcar and sold to WP&YR in 1962. If #1187, sold to Kahului R.R. and cut down to flatcar in 1961, then sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. In either case, to L.K.&P. R.R. in 1982.[113] (The other flatcar was scrapped in 1982.) |
| 1178 | Pullman Co., Lot #5706-A.[111] | 1942 | Sumpter Valley R.R. Fire Car #0178 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Kahului R.R. and cut down to flatcar in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. Became the underframe for Tank Car #60 in 1978; unit sold to S.V. R.R. in 2005; S.V. R.R. removed #1178 from #60 tank and made #1178 the underframe for the S.V. R.R. fire car (#0178).[116] |
| 1185 | Pullman Co., Lot #5706-A.[111] | 1942 | Sumpter Valley R.R. Passenger Gondola #1185 | Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army and transferred to U.S. Navy in 1942.[112] Sold to Kahului R.R. and cut down to flatcar in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. To S.V. R.R. in 1993.[116] |
| only three of: 1179, 1184, 1188, 1190
(3 cars) |
Pullman Co., Lot #5706-A.[111] | 1942 | Kauai Plantation Passenger Cars ##1, 3, and 4 (in unknown individual correspondence) | 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.[112] Sold to Kahului R.R. and cut down to flatcars in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. To Kauai Plantation in 2005.[117] (The non-underframe car remains a flatcar at Kauai.) |
Existing White Pass car bodies detached from trucks[]
Car bodies with light grey have been either put on display or sold.
| Number | Unit | Last Reported Location | Builder
Year Built |
Remarks |
|---|---|---|---|---|
| ........ | Steam Locomotive Tender Bodies: | ............................ | .............. | The following two tender bodies and their corresponding locomotives were placed as riprap in the Skagway River. All retrieved after the river had changed course. |
| 56 | Slope-Back Tender Superstructure | ............................ | .............. | See, #61.[21] |
| 60[22] | Tender Superstructure | Adjacent to Museum, Skagway, Alaska (2018) | Baldwin Locomotive Works #17750
1900 |
Tender assigned to Loco #191, 193, or 194 from 1944 to 1946. Loco #60 and this tender placed as riprap along the Skagway River in 1949.[13] Both retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000. |
| 61 | Slope-Back Tender Superstructure | Adjacent to Museum, Skagway, Alaska (2018) | White Pass
1936 |
Either built or rebuilt in 1936 for use with Loco #56.[152] Loco #56 scrapped and its tender placed behind Loco #61 in 1938.[21] Loco #61 and replacement tender superstructure placed as riprap along the Skagway River in 1949.[13] Both retrieved in 1990. Tender superstructure moved adjacent Skagway Museum about 2000. |
| ........ | Boxcar Bodies Built by White Pass: | ............................ | .............. | From 112 boxcars built by White Pass between 1899 and 1906, including 13 for the Klondike Mines Ry. |
| 506 | Boxcar, without Trucks | 19th Ave. and Coach Yard Alley (north car), Skagway, Alaska (2018) | WP&YR
1899 |
Ore unloading door installed at the bottom of the "A" end of the car in 1910.
Retired in 1958.[153] Body to local resident. |
| 530[153][154][155] | Boxcar, without Trucks | Klondike Highway Mile 2.9 (south car), Skagway, Alaska (2018) | WP&YR
1899[155] |
Original arch bar trucks detached in 1958.[153] Body to local resident. From 1979 to 2006, body rested on Bettendorf trucks as part of Broadway Station restaurant. |
| 570 | Boxcar, without Trucks | 211⁄2 Alley, between State St. and Main St., Skagway, Alaska (2018) | WP&YR
1899 |
Retired in 1958.[153] Body to local resident. |
| 590[153][154][156] | Boxcar, without Trucks | 171⁄2 Alley, between State St. and Main St., Skagway, Alaska (2018) | WP&YR
1900 |
Retired in 1958.[153] Body to local resident. |
| 626 | Boxcar, without Trucks | 91⁄2 Alley, between Main St. and Alaska St. (south side, just off Alaska), Skagway, Alaska (2018) | WP&YR
1900 |
Retired in 1958.[153] Body to local resident. |
| 656 | Boxcar, without Trucks | 8th Ave. and Spring St., Skagway, Alaska (2018) | WP&YR
1900 |
Retired in 1958.[153] Body to local resident. |
| 670 | Boxcar, without Trucks | 19th Ave. and Coach Yard Alley (south car), Skagway, Alaska (2018) | WP&YR
1900 |
Retired in 1958.[153] Body to local resident. |
| 682 | Boxcar, without Trucks | 91⁄2 Alley, between Main St. and Alaska St. (north side, just off Main), Skagway, Alaska (2018) | WP&YR
1900 |
Retired in 1958.[153] Body to local resident. |
| 688[153][154][157] | Boxcar, without Trucks | Portage Lake, British Columbia, WP&YR Mile Post 30.5, access road at Klondike Highway Kilometer 41.1 (2018) | WP&YR
1906[157] |
Retired in 1958.[153] Body to local resident. |
| Klondike Mines Ry. Boxcar | Boxcar Superstructure | Just north of former KM Ry. Mile Post 18, which was about 3⁄4 mile south of Flannery, Yukon. Mile Post 18 was also a short distance north of the Bonanza Creek Dam, near Bonanza Creek Road Kilometer 25.[158] (2016) | WP&YR
1905[158] |
Frame built in 1901. Expected to be used to make WP&YR car. Instead, used to make car assembled in 1905 for sale and use on the KM Ry. One of KM Ry. ##100~124 (even numbers).
Underframe detached between 1906 & 1912.[158] |
| Klondike Mines Ry. Boxcar | Boxcar Superstructure | Soda Station, Yukon, former KM Ry. Mile Post 27, Ridge Road Heritage Trail Kilometer 30, 21⁄2 kilometers north of Bonanza Creek Road Kilometer 35.[158] (2014) | WP&YR
1905[158] |
Frame built in 1901. Expected to be used to make WP&YR car. Instead, used to make car assembled in 1905 for sale and use on the KM Ry. One of KM Ry. ##100~124 (even numbers).
Underframe detached between 1906 & 1912.[158] |
| ........ | Boxcar Bodies Built by Colorado & Southern Ry.: | ............................ | .............. | From 50 C&S Ry. boxcars brought to White Pass by U.S. Army during World War II. |
| 702 | Boxcar, without Trucks | 191⁄2 Alley, between State St. and Main St., Skagway, Alaska (2018) | Colorado & Southern Ry.
1909[99] |
Originally, C&S Boxcar #8215.[100] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232907).[101] Turned over to the WP&YR in 1946 (#702).
Trucks detached in 1978. Body to local resident. |
| 704 | Boxcar, without Trucks | Meadows, British Columbia, WP&YR Mile Post 25.4 (2014) | Colorado & Southern Ry.
1909[99] |
Originally, C&S Boxcar #8197.[100] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232908).[101] Turned over to the WP&YR in 1946 (#704).
Trucks detached in 1978. |
| 712[159] | Boxcar, without Trucks | 141⁄2 Alley, between Main St. and Alaska St., Skagway, Alaska (2018) | Colorado & Southern Ry.
1909[99] |
Originally C&S Boxcar #8238. Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232916).[101] Turned over to the WP&YR in 1946 (#712).[159]
Trucks detached in 1977. Body to local resident. |
| 718 | Boxcar, without Trucks | Hunz & Hunz Enterprises, adjacent Klondike Highway Mile 2, Skagway, Alaska (2018) | Colorado & Southern Ry.
1910[99] |
Originally, C&S Boxcar #8365.[100] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232920).[101] Turned over to the WP&YR in 1946 (#718).
Trucks detached in 1978. Body to local resident. |
| 730[160] | Boxcar, without Trucks | Glacier, Alaska, WP&YR Mile Post 14.1 (2016) | Colorado & Southern Ry.
1909[99] |
Originally, C&S boxcar 8257. Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232933).[101] Turned over to the WP&YR in 1946 (#730).[160]
Trucks detached in 1978. |
| 2nd 734 | Boxcar, without Trucks | McDonald Creek, Yukon, WP&YR Mile Post 62.9 (2014) | Boxcar #728 and Boxcar 1st 734: Colorado & Southern Ry., 1910;[99]
present combination of Superstructure #728 and Underframe #734: WP&YR, 1954 |
1954 combination of superstructure from Boxcar #728 and underframe from Boxcar 1st 734. Superstructure originally part of C&S Boxcar #8309 (1910);[100] purchased by U.S. Army in 1943 for use on the WP&YR (USA #232931);[101] turned over to the WP&YR in 1946 (#728).[161] Underframe originally part of C&S Boxcar #8392 (1910);[100] purchased by Army in 1943 for use on the WP&YR (USA #232937);[101] turned over to the WP&YR in 1946 (1st 734).
Trucks detached in 1978. |
| 746[162] | Boxcar Superstructure | 41⁄2 Alley, between State St. and Main St., Skagway, Alaska (2018) | Colorado & Southern Ry.
1910[99] |
Originally, C&S Boxcar #8334. Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232946).[101] Turned over to the WP&YR in 1946 (#746).[162]
Underframe detached in 1960.[163] Body to local resident. |
| ........ | Caboose Body converted from Stock Car: | ............................ | .............. | Caboose body now missing cupola. |
| 1st 905 | Caboose, without Trucks | Jewell Gardens, adjacent Klondike Highway Mile 2, Skagway, Alaska (2018) | WP&YR
1899 |
Originally, Stock Car #703. Converted to cupola caboose in 1901, and renumbered to 2nd 901. (1st 901 was out of service from 1902 to 1906.) In 1906, 1st 901 was restored to service and 2nd 901 was renumbered to 1st 905.
Trucks detached and car sold in 1952. Cupola removed by 1987. |
| ........ | Flatcars Wrecked in 1977 Snow Slide: | ............................ | .............. | These wrecked flatcars in the canyon are visible from train. |
| 483 | Flatcar remains | White Pass Fork, WP&YR Mile Post 17.5, just south of Hannan Snow Shed site (2014) | National Steel Car Corp.[61]
1969 |
Carried down the side of the canyon at this location by a snow slide on April 7, 1977, about 125 ft. south of a then-existing 148-ft. long snow shed. In wrecked condition. |
| 1015 | Flatcar remains | White Pass Fork, WP&YR Mile Post 17.5, just south of Hannan Snow Shed site (2014) | WP&YR
1956 |
Carried down the side of the canyon at this location by a snow slide on April 7, 1977, about 125 ft. south of a then-existing 148-ft. long snow shed. In wrecked condition. |
| ........ | Refrigerator Car Bodies converted from Boxcars: | ............................ | .............. | From 22 boxcars converted to refrigerator cars by or for the U.S. Army during World War II. |
| 406[164] | Refrigerator Car Superstructure | Klondike Highway Mile 2.9 (north car), Skagway, Alaska (2018) | Colorado & Southern Ry.
1910[99] |
Originally, C&S Boxcar C&S #8359. Purchased by U.S. Army in 1943 for use on the WP&YR.[101] Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 (USA #232895).[165] Transferred to the WP&YR in 1946.
Underframe detached in 1960.[166] Body to local resident. From 1979 to 2006, body rested on substitute underframe as part of Broadway Station restaurant. |
| 440 | Refrigerator Car, without Trucks | 1st Ave., between State St. and Main St., Skagway, Alaska (2018) | WP&YR
1906 |
Originally, Boxcar #686. Converted to refrigerator car in 1943 (#686). Renumbered to 440 in 1946.
Retired in 1958.[153] Body to local resident. |
| ........ | Tank Car Tanks: | ............................ | .............. | Became stationary tanks, but are now out of regulation. |
| 2nd 1 | Tank Car Tank | Utah, Yukon, former WP&YR Mile Post 105.5, access road at Alaska Highway Kilometer 1415.7, Whitehorse, Yukon (2018) | American Car & Foundry Co. Lot #7514,[167] tank #3961
1915[167] |
Originally, one the three tanks on a Union Tank Car Co. Class BX, ##13450-13549 series tank car.[167] Tank purchased by WP&YR and mounted with a similar second tank on the underframe of Tank Car 1st 1 in 1931.[168] The new 1931 car was 2nd 1. In 1959, tanks were remounted on Flatcar #643.[169] Tanks detached from car in 1965.
Subsequently, Tank #3961 served as a gasoline fuel tank at Fraser, British Columbia. Between 1986 & 1990, tank taken out of service and relocated to Utah transfer site. |
| USA 14 | Tank Car Tank | Near confluence of Lombard Pup[170] and Dominion Creek, Yukon. From Hunker Creek Road Kilometer 26, go south on Dominion Creek Road about 2 kilometers, then west on side road about 1⁄2 kilometer (2015) | East Tennessee & Western North Carolina R.R.
1925 |
Originally, tank for ET&WNC Tank Car #ETX603. Car purchased by U.S. Army in 1942 for use on the WP&YR. Car unserviceable in 1947.
Tank sold. |
| 17 | Tank Car Tank | Utah, Yukon, former WP&YR Mile Post 105.5, access road at Alaska Highway Kilometer 1415.7, Whitehorse, Yukon (2018) | William Graver Tank Works[171]
1901 or 1902 |
Tank owned by the Southern Pacific Co. by no later than 1906.[171] Tank sold to Union Oil Co. and mounted on Nevada County Narrow Gauge R.R. Flatcar #183 in 1934.[172] Purchased by WP&YR in 1942. Retired in 1952.
Trucks detached. There is a weld line around the dome, where most of the height of the dome has been removed. |
| ........ | Bunk Car Body converted from Boxcar: | ............................ | .............. | Bunk car used by track maintenance workers. |
| X4 | Bunk Car, without Trucks | 8th Ave. and Spring St., Skagway, Alaska (2018) | WP&YR
1906 |
Originally, WP&YR Boxcar #690. Ore unloading door installed at the bottom of the "A" end of the car in 1910. Car converted to bunk car in 1942 (#690). Renumbered to B04, then to X4 in 1947.
Trucks detached in 1965. |
| ........ | Gang Car Bodies: | ............................ | .............. | Gang cars cannibalized for parts. |
| 2007 | Gang Car,
without Wheels |
Cemetery Rd. and Shops Rd., just north of Klondike Highway Mile 1.7, Skagway, Alaska (2018) | Chassis: Fairmont Railway Motors, Inc., 1961;
cab: WP&YR |
Gasoline-mechanical. Fairmont Model A5-E (Z36) #222770. Retired in 1977.
Wheels detached by 1998. Cannibalized. |
| 236538 | Gang Car,
without Wheels |
Cemetery Rd. and Shops Rd., just north of Klondike Highway Mile 1.7, Skagway, Alaska (2018) | Fairmont Railway Motors, Inc.
1972 |
Standard gauge. Gasoline-mechanical. Fairmont Model A6-F3-5 #236538. Had 103 hp (77 kW) Ford Motor Co. 240 engine. Originally, Duluth, Missabe & Iron Range Ry. Purchased by WP&YR for parts.
Wheels detached. Cannibalized. |
Former White Pass off-rail equipment on display[]
Equipment with light grey have been either put on display or sold.
| Number
or Name |
Type
Year Built |
Location | Remarks |
|---|---|---|---|
| .................. | River and Lake Boats: | ............................ | White Pass operated river and lake boat service from 1901 to 1955. |
| 2nd Atlin | Barge
1934 |
SS Klondike National Historic Site,
Whitehorse, Yukon |
Length = 70 ft. Volume = 69 gross tons. Built by White Pass. Canada Official No. 192401.
Originally named Lake Barge and used on Atlin Lake. Moved to Tagish Lake and officially renamed to Atlin in 1951. Written off in 1957. Put on display in 1974. |
| Keno | Steam-Stern Wheel Boat
1922 |
SS Keno National Historic Site,
Dawson City, Yukon |
Length = 141 ft. Volume = 613 gross tons. Built by White Pass. Canada Official No. 116618.
Last used by White Pass in 1950. Put on display in 1960. |
| 2nd Klondike | Steam-Stern Wheel Boat
1937 |
SS Klondike National Historic Site,
Whitehorse, Yukon |
Length = 210 ft. Volume = 1363 gross tons. Built by White Pass. Canada Official No. 156744.
Last used by White Pass in 1955. Put on display in 1966. |
| Loon | Gasoline-Screw Propeller Boat
1922 |
Mayo, Yukon | Length = 54 ft. Volume = 30 gross tons. Built by White Pass. Yukon Registration 2.J.1.
Last used by White Pass in 1951. Transferred to Canadian Park Service in 1998. Transferred to Marc Johnson in 2005. Transferred to Silver Trail Tourism Assn. (Mayo) in 2006. |
| Neecheah | Diesel-Screw Propeller Boat
1920 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Length = 79 ft. Volume = 85 gross tons. Built by White Pass. U.S.A. Official No. 220473 (1920-1922). Canada Official No. 116619 (1922-1960).
Originally named Kestrel. Renamed to Neecheah in 1922. Last used by White Pass in 1951. Sold and became part of the Riverboat Café, at Alaska Highway Historic Mile 900 (Kilometer 1397), in 1958. Became The Captain Locker restaurant at Alaska Highway Historic Mile 913 (Kilometer 1419) in 1972. Put on display in 1990. |
| Norcom | Steam-Stern Wheel Boat
Hull: 1913; above-hull structure: 1908 |
Hootalinqua Island, Yukon | Length = 130 ft. Volume = 352 gross tons. Hull built by Northern Navigation Co.; above hull structure built by Henry Bratnober. Used by N.N. Co. to penetrate the Dawson City-Whitehorse route. Canada Official No. 116613.
Prior to 1913, the above-hull structure had been on the Evelyn (built by Bratnober in 1908). The Evelyn's hull was wrecked early in 1913. Norcom used in 1913 only. Sold to White Pass in 1914. Not used under White Pass ownership. In deteriorated condition. |
| Pacific Challenge
(from 1979 to 1981, towed the Frank H. Brown and 3rd Klondike between Skagway and North Vancouver, under contract[173]) |
Diesel-Screw Tugboat (Steam-Screw Whaler 1952-1970)
1952 |
Reported to be at Whiskey Slough, British Columbia (2018) | Length = 173 ft. Volume = 547 gross tons. Japan Official No. 86903 (1961-1963). Canada Official No. 320146 (1963-2008). IMO5425841. Built by Pusnes Mekaniske Verksted A/S (Arendal, Norway, hull #81).
Originally, Suderøy XVI, owned by Hvalfanger A/S-Suderøy. Sold to Anders A. Jahre (d/b/a Kosmos A/S) and renamed KOS 51 in 1959. Resold to Taiyo Gyogyo K.K. (Taiyo Fishery Co., Japan) and renamed 事 二 十 一 利 丸 , Toshi Maru No. 21 [No. 21 Commercial Ship] in 1961. Resold to Western Canada Whaling Co. and renamed Westwhale 7 in 1963. Resold to Pacific Towing Services, Ltd. in 1970. Resold to Knight Towing, Ltd. and renamed Pacific Challenge in 1971. Resold to Pacific Bunkering, Inc. and renamed Jacqueline W in 1986. Resold to Hi Seas Marine (Belize), Ltd. and renamed back to Pacific Challenge in 1996. Machinery removed and registry closed in 2008. Towed to Whiskey Slough in 2013. Interior damaged by fire in 2017. |
| 2nd Sibilla | Gasoline-Screw Propeller Boat
1932 |
272 Tagish Ave.,
Carcross, Yukon |
Length = 55 ft. Volume = 20 gross tons. Built by White Pass. Yukon Registration 2.J.2.
Sold to George T. Simmons in 1955. Resold to Robert Cousins in the 1960s. Resold to James Fordyce in 1971. Resold to Hans and Sylvia Kutschera about 1978. Resold to Janice Wotten in 1993, who moved it to 272 Tagish Ave. in 1998. In deteriorated condition. |
| Tarahne | Gasoline-Screw Propeller Boat
1917 |
Trainor Ave. & Lake Rd.,
Atlin, British Columbia |
Length = 119 ft. Volume = 286 gross tons. Built by Cousins Bros. for White Pass. Canada Official No. 138539.
Last used by White Pass in 1936. On display ever since. |
| Woodchuck | Gasoline-Screw Propeller Boat
1939 |
MacBride Museum,
Whitehorse, Yukon |
Length = 37 ft. Volume = 8 gross tons. Built by White Pass.
Last used by White Pass in 1951. Leased out in 1954. Sold to Ollie MacDonald in the 1960s. Transferred to McBride Museum in 2012. |
| Yukon Rose | Diesel-Screw Propeller Boat
1929 |
Dawson City, Yukon | Length = 61 ft. Volume = 32 gross tons. Built by Askew Boat Works. Canada Official No. 116630.
Originally owned by Taylor & Drury, Ltd. Leased to White Pass and used on the Stewart River in 1936. Sold to Jack McDonald in 1943. Purchased by White Pass in 1948. Last used by White Pass in 1951. Sold to Ray Chaykowski in 1955. Resold to Charlie Garvice by 1961. Resold to Rudy Burian in 1962. Resold to Gregory H. Caple in 1977. Resold to Murray Matchett, Ron McCready, and Kevin Hewer in 1984. Resold to Marc Johnson in 2001. Vintage engine installed in 2007, but not original to this vessel. Refloated in 2009. |
| .................. | Horse-Drawn Stages: | ............................ | White Pass operated horse-drawn stage service between Whitehorse and Dawson City from 1901 to 1921. |
| 3[174] | Passenger Wagon
1903 |
MacBride Museum,
Whitehorse, Yukon |
41 in. front & 54 in. rear wheels. Original Cap'y = 11 Psgrs. & 1⁄2 ton of freight. Gear built by Pacific Wagon Co. (Seattle, Washington). Suspension and body built by White Pass.
Middle bench seat removed, thereby reducing passenger capacity to 8. Given to the Royal Canadian Air Force in 1944. Put on display at MacBride Museum in 1952. |
| 6[175] | Passenger Wagon
1904 |
Carcross, Yukon | 41 in. front & 54 in. rear wheels. Original Cap'y = 11 Psgrs. & 1⁄2 ton of freight. Gear built by Pacific Wagon Co. (Seattle, Washington). Suspension and body built by White Pass.
Middle bench seat removed, thereby reducing passenger capacity to 8. Sold to E. J. Spinney Trucking Service in 1944. Mr. Spinney died in 1948. Wagon put on display by 1953. |
| 9[176] | Passenger Wagon
1917 |
MacBride Museum,
Whitehorse, Yukon |
43 in. front & 56 in. rear wheels. Cap'y = 11 Psgrs. & 1⁄2 ton of freight. Suspension and body built by White Pass.
Written off in 1950. Put on display in 1952. |
| 33 (3)[177] | Passenger Sleigh Body (with reproduction bobs)
1901 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Originally had 75 in. bobs. Cap'y = 14 Psgrs. & 3⁄4 ton of freight. Original gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass.
Originally, #3. Officially renumbered to 23 in 1905. Officially renumbered to 33 about 1909. Nevertheless, physically retained #3, possibly because it may have been taken out of service by 1905.[178] Written off in 1950. Wheels substituted for bobs by 1973. Put on display in 1990. Re-equipped with newly made bobs between 1992 & 2013. |
| 36 (26)[179] | Passenger Sleigh Body (with replacement bobs from its era)
1901 |
Henry Tjoelker,
Everson, Washington (2006) |
Originally had 75 in. bobs. Cap'y = 14 Psgrs. & 3⁄4 ton of freight. Originally gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass.
Originally, #6. Renumbered to 26 in 1905. Officially renumbered to 36 about 1909. Nevertheless, physically retained #26, possibly because it may have been taken out of service by 1909.[178] Written off in 1950. Body without bobs sold to George Larson in 1962. Re-sold to Mr. Tjoelker in 2001. Re-equipped with bobs from its era in 2001 or 2002. |
| 37 (7)[180] | Passenger Sleigh
1901 |
MacBride Museum,
Whitehorse, Yukon |
75 in. bobs. Cap'y = 9 Psgrs. & 1⁄2 ton of freight. Gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass.
Originally, #7. Officially renumbered to 25 in 1905. Officially renumbered to 35 about 1909. Nevertheless, physically retained #7, possibly because it had been taken out of service by 1905.[178] Written off in 1950. Put on display in 1952. |
| .................. | Tractors: | ............................ | White Pass used tractors in maintenance and construction service since 1911. |
| 7 | Caterpillar D7E Bulldozer
1963 |
Cemetery Rd. and Shops Rd., just north of Klondike Highway Mile 1.7,
Skagway, Alaska |
Caterpillar, Inc. shop #48A2630.
Re-numbered to 2074 between 1979 & 1982. Retired about 2007. In deteriorated condition. |
| 15B | Bucyrus-Erie 15B Crawler Shovel/Crane
1948 |
Skagway Museum,
Skagway, Alaska |
Bucyrus-Erie shop #60051.
Retired in 1978 or 1979. Put on display between 1978 & 1997. In deteriorated condition. |
| .................. | Bus: | ............................ | White Pass operated highway bus service from 1945 to 1970. |
| 24 | "Pony Cruiser" Bus
1946 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Kalamazoo Coaches, Inc. shop #8034621. Capacity = 20 passengers.
Wrecked in 1949. Put on display between 1990 & 1996. |
| .................. | Intermodal Containers: | ............................ | White Pass operated intermodal container service from 1955 to 1993.
In 1988, Canada de-regulated the commercial trucking industry, which ultimately led to the demise of White Pass trucking. |
| 001 | 12 ft. × 8 ft. × 8 ft. Faro Mine Ore Container
1977 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Capacity = 20 tons. Built by Canada Iron Foundries, Ltd. Gray in color.
Use discontinued in 1982, when Faro Mine first closed. Put on display between 1990 & 1992. |
| 672 | 12 ft. × 8 ft. × 8 ft. Faro Mine Ore Container
1977 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Capacity = 20 tons. Built by Canada Iron Foundries, Ltd. Gray in color.
Use discontinued in 1982, when Faro Mine first closed. Put on display between 1996 & 2010. |
| 1012 | 7 ft. × 8 ft. × 8 ft. Refrigerated Intermodal Container
1955 |
Skagway Museum,
Skagway, Alaska |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Gray in color.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1998. |
| unknown
(one of 1000-1050) |
7 ft. × 8 ft. × 8 ft. Refrigerated Intermodal Container
1955 |
Railroad Yard,
Carcross, Yukon |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Gray in color.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Number painted over. Used to transport food from Carcross to Bennett by 2011. |
| unknown
(another of 1000-1050) |
7 ft. × 8 ft. × 8 ft. Refrigerated Intermodal Container
1955 |
Railroad Yard,
Carcross, Yukon |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Gray in color.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Number painted over. Used to transport food from Carcross to Bennett by 2011. |
| 2142 | 7 ft. × 8 ft. × 8 ft. Heated Intermodal Container
1955 |
Skagway Museum,
Skagway, Alaska |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Orange in color.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1998. |
| 2153 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container
1955 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Originally a heated container, orange in color. Repainted green, possibly after being re-purposed away from heated service.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display between 1990 & 1996. |
| 3090 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container
1955 |
Skagway Museum,
Skagway, Alaska |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Green in color.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1998. |
| 3138 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container
1955 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Green in color.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display between 1990 & 1996. |
| 5009 | 7 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container
1955 |
MacBride Museum,
Whitehorse, Yukon |
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Originally an explosives container, red in color. Repainted green, possibly after being re-purposed away from explosives service.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in the 1960s. |
| 2252 | 25 ft. × 8 ft. × 8 ft. Heated Intermodal Container
1967 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Capacity = 25 tons. Built by Canadian Trailmobile, a division of Pullman Inc. Gray in color.
Second generation container. Put on display between 1990 & 1992. |
| 3400 | 25 ft. × 8 ft. × 8 ft. Dry Cargo Intermodal Container
1965 |
Skagway Museum,
Skagway, Alaska |
Capacity = 25 tons. Built by Canadian Trailmobile, a division of Pullman Inc. Gray in color.
Second generation container. Use discontinued about 1996, in favor of then-new industry-standard 20-ft. and 40-ft. containers. Put on display in 1998. |
| 6457 | 25 ft. × 8 ft. × 8 ft. Intermodal Tank for Bulk Lube Oil
1970 |
Atlin Airport, British Columbia | Capacity = 5000 gallons (20 tons). Gray in Color.
Second generation container. Use discontinued about 1996, in favor of then-new industry-standard 20-ft. and 40-ft. containers. Re-numbered to 5-617. Located at Atlin Airport in 2012. |
| .................. | Container Handling Equipment: | ............................ | White Pass operated intermodal container service from 1955 to 1993.
In 1988, Canada de-regulated the commercial trucking industry, which ultimately led to the demise of White Pass trucking. |
| 0870 | Clark Series 511 Van Straddle Carrier
1965 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Built by Clark Equipment Co. Length = 39 ft.; Width = 13 ft.; Height = 19 ft.; Capacity = 30 tons.
Used to move intermodal containers onto and off of flatcars and semi-trailers. Put on display in 2003. |
| 53300 | Semi-Trailer for Intermodal Container
1969 |
Yukon Transportation Museum,
Whitehorse, Yukon |
Built by Columbia Body Mfg. Co. Originally #353.[181]
Designed for use with 19 ft. (30-ton capacity) ore containers. After the 19-ft. containers were replaced by 12 ft. (20-ton capacity) ore containers in 1977, this trailer was fitted with cones to engage 25 ft. × 8 ft. base, general freight containers. Trailer put on display between 1990 & 1992. |
Origins of White Pass station, passenger car, and preserved boat names[]
Aishihik (Cars ##264, 380) was derived from a Southern Tutchone phrase which means its tail (their tails) hanging down. It is unclear whether this name was a literal reference to the many moose and caribou which passed by, or a metaphoric reference to the shape of the bay at the north end of the lake.[182] Although Aishihik (a shè yi) is the English and Tlingit name for both the lake and the village at the north end of the lake, it is the Southern Tutchone name only for the village. The lake's name in Southern Tutchone had been Man Shӓw [Lake Big].[183][184][185] Aishihik Lake located 28 kilometers north of Alaska Highway Kilometer 1546, via Aishihik Lake Road. Aishihik River located at Alaska Highway Kilometer 1547.5.
Alaska (Mile Post 0 to 20.4) was derived from the Aleut idiom alaxsxix, which figuratively refers to mainland Alaska. Literally, it means object to which the action of the sea is directed alaxs [sea] + xix [object of action]).[186]
Alsek (Car #314) had been derived from a Tlingit verb theme, which means a person habitually rests.[187] It was the name of a Nóogaa (Tlingit) village located on the pre-1891 Upper Alsek River (post-1891 Tatshenshini River), near the mouth of the O'Connor River.[188]
American Shed (MP 19.2 Station) was named for a snow shed on the American side of White Pass, until the 1980s.[2][189] This name distinguished this shed from a snow shed on the Canadian side of White Pass.
Annie Lake (Car #360) was named for Annie Austin (1870–1950), widow of Charles "Dawson Charlie" Henderson (co-discoverer of gold in the Klondike).[190] Lake located 19 kilometers southwest of Robinson, via Annie Lake Road.
Atlin (Car #218 and a Barge) was derived from a Tlingit phrase, which means large lake.[184][191] Atlin Lake located 96 kilometers south of Alaska Highway Kilometer 1342, via Atlin Road.
Bare Loon Lake (Car 2nd 202) was named for skinny dipping and wailing loons. 1970s Chilkoot Trail hikers sometimes skinny dipped and sometimes heard loons wail at this lake.[192] Un-officially named "Beaver Lake."[2][189] This lake is at Chilkoot Trail Kilometer 46.7 and to the west of WP&YR Mile Post 37.
Barry (Mile Post 36.0 Station) was named for Donald E. Barry (1944-2000), WP&YR conductor. Station renamed to Vista in 2007 or 2008.
"Beaver Lake" (Car #388) is the un-official name for Bare Loon Lake, which is at Chilkoot Trail Kilometer 46.7 and to the west of WP&YR Mile Post 37.[2][189] There are at least 14 other "Beaver Lake"s in British Columbia.
Bennett (Mile Post 40.6 Station) and Bennett Lake (Car #240) were named for James Gordon Bennett, Jr. (1841–1918), son of the founder of the New York Herald.[184][192][193][194] The lake was originally one of at least four lakes which had borne the Tlingit name kusawa [narrow lake].[195] Bennett also located at Chilkoot Trail Kilometer 53.1.
Bernard Lake (Car 2nd 209) was named for J. Bernard "Ben" Moore (1865-1919), who helped establish the White Pass Trail.[2][196] Un-officially named "Fraser Lake."[197] Lake located at Mile Post 27.7 and at Klondike Highway Kilometer 36.5, adjacent to the Fraser station.
Big Kalzas Lake (Car 2nd 230) was named for Kalzas (fl. 1859), a Northern Tutchone employee of the Hudson's Bay Co.[184]
Big Salmon Lake (Cars ##276, 352) was renamed after the Big Salmon River about 1898; previously had been named "Island Lake." Big Salmon is the English name given to the river, whose Tagish, Tlingit, and Northern Tutchone names mean water in which there is large chinook (king) salmon.[198][199]
Black Cross Rock (Mile Post 10.4 Station) is a large fallen rock with grave marker, which commemorates two construction workers who were accidentally crushed and buried by this rock on August 10, 1898. This accident occurred during blasting operations.[2][189][200] One of the workers was Maurice Dunn (1861-1898), who had lived in Michigan and California.[201] The other worker is "supposed to be", "A. Janeaux," but there has been no corroboration for that latter name or any variant thereof.[202]
Black Lake (Car #216) was named for the lake's dark appearance, which is caused by the presence of tannic acid and by the lake's not being fed by glacial runoff. Lake located on the Klondike Highway between Mile 4 and Mile 5.
Boulder (Mile Post 4.5 Station) was named for boulders located in the Skagway River at this location.[189]
British Columbia (MP 20.4 to MP 52.6) was indirectly named for Christopher Columbus (1451-1506), by way of five iterations. British Columbia was immediately named in 1858 for the portion of the Columbia District which lies in Canada. The Columbia District was a fur trading district, which was immediately named about 1810 for the Columbia River, which drains the district. The Columbia River was immediately named in 1792 for the privately owned ship Columbia Rediviva, which entered the river in that year. "Columbia" in the ship's name was an immediate 1773 reference to the New World. Finally, this particular reference to the New World had been derived from the name of Christopher Columbus.
Canyon (Mile Post 106.0 Station) is named for Miles Canyon, to which it is adjacent.[2] Miles canyon is named for Lt. Gen. Nelson A. Miles, who sent Lt. Schwatka on his journey along the Yukon River in 1883.[184][192][194]
Carcross (Mile Post 67.5 Station) was shortened from Caribou Crossing to Carcross in 1904, because of frequent confusion in mail services.[184][189] Named Caribou Crossing from 1900 to 1904. In 1899 – before the railroad arrived – had been Upper Caribou Crossing.[203] Prior to 1900 – again, before the railroad arrived – the name Caribou Crossing had applied to where most caribou actually crossed – the narrows at Ten Mile Point, three miles to the east of present-day Carcross, which divide Nares Lake from Tagish Lake. The Tagish name for these narrows translates to Caribou are Swimming, and the Tlingit name for these narrows translates to Caribou's Swimming Passageway.[204] The Tagish name for present day Carcross (1900-1904 Caribou Crossing) translates to Sand Always Blowing, and the Tlingit name for the same location translates to Running-Through River.[205] Carcross also located at Klondike Highway Kilometer 105.6.
Carr-Glynn (former Copper Branch station, 5.2 rail miles from MacRae) was named for Sir Sidney Carr Glynn (1835-1916), first chairman of the WP&YR.[200] Site located at the south end of Carr-Glynn Lake, 12 kilometers south of Alaska Highway Kilometer 1428.3: three kilometers via Fish Lake Road, plus 9 kilometers via Copper Haul Road.
Chilkat (Car 2nd 205) is not a complete phrase, because it consists only of two alienable nouns that are not grammatically linked.[206] In 1882, the Chilkat River’s name was reported to be “Tschilkat-hīn,”[207] or chíl [ storehouse ] gaat [ sockeye [red] salmon ] héen [river],[208] which consisted only of three alienable nouns that still were not grammatically linked. These three alienable nouns, standing alone, still would not constitute a phrase. The original phrase had to have included a verb at its end. The logical missing verb is ya-tee [brings].[208] The original, grammatically linked Tlingit phrase was probably chíl gaat héen ya-tee, which means the river that brings the storehouse(s) sockeye salmon. (The Tlingit declarative phrase sequence is: indirect object, then direct object, then subject, followed by the verb.) Indeed, that reconstructed phrase accurately describes the Chilkat River!! That phrase also explains why “Chilkat” had not been the Tlingit name for Chilkat Lake. Chilkat Lake’s name had been Áa Ká [On the Lake].[209] Chilkat River extends sinuously between Haines Highway Miles 4.3 and 23.8. Chilkat Lake located six miles south of Haines Highway Mile 26.2, four miles via the Chilkat Lake Road, and two miles via shallow rivers (on jetboat or snowmobile).
Chilkoot (Car 2nd 204) is a Tlingit phrase which means without a storehouse. This name was a reference to the Chilkoot Indians' having stored fish packed in snow between alder or willow branches, instead of in storehouses.[210] Chilkoot Lake located 10 miles north of Haines: 9 miles via Lutak Road and 1 mile via Chilkoot Lake Road.
Choutla (Car #366) was derived from a Southern Tutchone idiom, which figuratively refers to the waterfalls that feed Choutla Lake. Literally, it means laughing water.[211] This name was coined in 1911 by Bishop Isaac O Stringer as the name for a nearby school.[212] Choutla Lake located six kilometers east of Klondike Highway Kilometer 65.7, via Tagish Road.
Clifton (Mile Post 8.5 Station) was named for the rock ledge overhanging the tracks at this location.[2][189]
Combo (Car #211) is an abbreviation for combined passenger and baggage car.
Copper River (Car #304) was named for abundant copper deposits along the upper river.[194] River flows along portions of the Glenn Highway, Richardson Highway, Edgerton Highway, and Copper River Highway.
Cowley (former Mile Post 95.1 Station) and Cowley Lake (Car #234) were named for Isaac Cowley Lambert (1850–1909), chairman of the construction company which built the WP&YR railroad.[184][200] Cowley Station access road at Klondike Highway kilometer 148.1. Cowley Lake located at former Mile Post 94.7.
Crag Lake (Car #362) was named for the crag overlooking the lake. Lake located 13 kilometers east of Klondike Highway Kilometer 65.7, via Tagish Road.
Crater Lake (Car 3rd 201) was named for the lake's crater-like appearance. Lake extends between Chilkoot Trail Kilometers 26 and 28.[193][200]
De Wette (former Mile Post 84.0 Station) was named for Auguste C. R. de Wette (1845-1912), banker and early shareholder of the WP&YR.[184][200] Station had been named Wette Lea until 1901.
Dease Lake (Car #280) was named for Peter Warren Dease (1788–1863), chief factor of the Hudson's Bay Co.[194] Lake located 226 kilometers south of Alaska Highway Kilometer 1002, via Cassiar Highway.
Denver (Mile Post 5.9 Station) was named in 1904 for the four-mile distant Denver Glacier. Until that year, the station had been named Viaduct.[213] The glacier had been named in 1899 or 1900[214] for Denver, Colorado, by two former Denver residents, WP&YR civil engineer Alfred Williams and company photographer Harry C. Barley.[215]
Dewey Lake (Car #220) most likely named for Adm. George Dewey (1837–1917), U.S. Navy.[216] Lake located 1⁄2 mile east of Skagway, via steep hiking trail.
Dezadeash (Car #254) was derived from a Tlingit phrase, which means snare platforms (for fishing).[185][217] Dezadeash Lake extends between Haines Highway kilometers 193 and 210.
Drury Lake (Car #336) was named for William S. Drury (1870–1953) of Taylor & Drury, Yukon merchants.[184]
Dugdale (former Mile Post 99.9 Station) was named for James Dugdale (1842-1903), an early White Pass shareholder.[218][219] Dugdale not to be confused with Dundalk, below.
Dundalk (Mile Post 56.3 Station) most likely named by Michael J. Heney for the port city 57 miles east of Killeshandra, Ireland. Heney's parents had emigrated from Killeshandra to Canada in 1854,[220] probably via Dundalk. The parents were Thomas Heney (1832-1892) and Mary Ann (McCourt) Heney (1834-1911). Dundalk not to be confused with Dugdale, above.
Ear Lake (Mile Post 107.2 Station) was named for the shape of the adjacent lake.[184]
Emerald Lake (Cars ##244, 254) was named for the blue and green light from the surrounding trees that is reflected by the lake's marl bed.[184] Lake located at Klondike Highway kilometer 117.6.
Fairweather Lake (Cars ##278, 356) is a Yukon Lake which presumably was so named because fair weather usually occurs at this lake. Most likely, this phenomenon is attributable to the polar easterlies' prevailing at the lake's latitude (63° 13' N).
Fantail Lake (Car 2nd 203) was named for the fantail hitch, which is a dogsled hitch in which there is a separate tug line connecting each dog to the sled. The dogs are thereby fanned out in front of the sled. Also known as a fan hitch.[221] The ice on Fantail Lake constituted part of the Fantail Trail, the winter dogsled trail that extended between Log Cabin and Atlin, British Columbia.[222] The lake extends from 20 to 29 miles east of Log Cabin, via the trail.
Finlayson Lake (Car #340) was named for Duncan Finlayson (1796–1862), chief factor of the Hudson's Bay Co.[184][194] Lake located 231 kilometers north of Alaska Highway Kilometer 980, via Campbell Highway.
Fortymile River (Car #322) was so named because it joins the Yukon River 40 miles below (west-northwest of) Old Fort Reliance.[184][194]
Fox Lake (Car #390) is presumably named for the red fox, which is found throughout the Yukon. Lake received the name Fox by 1940, when a landing field was built near the lake's location, but before a highway was there.[223] The lake's previous Southern Tutchone name had been Kwätan'aya Mân [Going-Into-the-Bush Lake].[224] The lake now extends between Klondike Highway kilometers 238 and 248.
Frances Lake (Car #364) was named for Lady Frances Simpson (1812–1853), wife of Hudson's Bay Co. governor, George Simpson.[184][194] Lake located 171 kilometers north of Alaska Highway Kilometer 980, via Campbell Highway.
Fraser (Mile Post 27.7 Station) was named for Duncan C. Fraser (1845-1910), a Member of Parliament from Nova Scotia.[200] Fraser also located at Klondike Highway kilometer 36.5.
"Fraser Lake" (Cars 1st 200, #226) is the unofficial name for Bernard Lake.[2][197] Lake located at Mile Post 27.7 and at Klondike Highway kilometer 36.5, adjacent to the Fraser station. A larger and more famous lake in British Columbia is officially named Fraser Lake.
Gateway (Mile Post 23.5 Station) was probably named for the WP&YR slogan "Gateway to the Yukon."
Glacier (Mile Post 14.1 Station) was named for groundwater seepage and freezing at this location. In the early 1900s, this phenomenon was also referred to as a glacier.[219][225]
Goat Lake (Car #386) is named for the high concentration of mountain goats in the area.[189] Lake is 1921 feet above, and supplies the water for, Pitchfork Falls at Mile Post 9.5.[2][189][226]
Gravel Pit (Mile Post 55.6 Station) was named for an adjacent gravel pit.[2][189]
Graves (Mile Post 49.3 Station) and Samuel H. Graves (Car #402) were named for Samuel H. Graves (1852-1911), the first president of WP&YR.[189][200] In 1885, Graves had become an associate of Close Brothers, the firm that later financed the WP&YR. Graves station renamed to Scheffler in 2016.
Guardrail Curve (Mile Post 43.6 Station) was named for the 24° curve, sharpest on the railroad, which until the 1970s, had a third, safety rail – a.k.a., a guardrail.[189]
Gulch (Mile Post 18.3 Station) was named for the confluence of Dead Horse Gulch and Cut-off Gulch.[2] See, Skagway River Branches, below.
Hannan (former Mile Post 17.6 Snow Shed) was named for Kenneth B. Hannan (1889-1976), White Pass General Manager in 1949, when the snow shed was erected. Shed removed in 1992.
Heney (Mile Post 12.3 Station) and Michael J. Heney (Car #400) were named for Michael J. Heney (1864-1910), the labor contractor who built the WP&YR railroad.[200][227]
Homan Lake (Car 2nd 208) was named for Charles A. Homan (1847–1918), U.S. Army topographer who accompanied Lt. Schwatka along the Yukon River in 1883.[228]
Hutshi (Car #358) was derived from a Tlingit phrase, which means last lake.[184][185][229] Hutshi Lake was so named because it was the northernmost lake on the Chilkat Trail, 51 miles from the trail's northern end at Carmacks.[230] Hutshi Lake also located 30 miles (48 km.) north of Champagne (Alaska Highway Kilometer 1513), along the same trail.
Inspiration Point (Mile Post 16.9 Station) was named for the vista seen from this location.[2][189][200]
Jennings Lake (Car #374) was named for William T. Jennings (1846–1906), civil engineer who assessed various railroad and road routes to the Yukon.[196][200]
Johns Lake (Car #332) was named for John (fl. 1907), a sled dog of Canadian government surveyor Joseph Keele (Joseph, 1861–1923).[184]
Kathleen Lake (Car #270) was named for a girl in Berwickshire County, Scotland, left behind by William "Scotty" Hume (1868–1950), a North-West Mounted Police constable (Reg. #2259) stationed on the Dalton Trail from 1898 to 1903.[231] Lake located 2⁄3 kilometer west of Haines Highway Kilometer 219.7, via Kathleen Lake Turnoff.
Keno (Steam-Stern Wheel Boat) was ultimately derived from a French term which means five winning numbers; a game of chance. The boat was immediately named for the Keno (silver) claim, staked in 1919 by Alfred Kirk Schellinger.[184] Keno claim located 110 kilometers east of Klondike Highway Kilometer 535, via Silver Trail.
Klehini (there should be a car so named!) was derived from a Tlingit phrase, which means gravel river.[232] Gravel is in abundance in the Klehini River and Valley.[233] River extends sinuously between Haines Highway Mile 23.8 and Kilometer 87 (corresponding to Mile 50).
Klondike (Car #308 and Steam-Stern Wheel Boat) was derived from a Hän idiom, which figuratively means hammer river.[184][194][234][235] Literally, it means Chinook (King) Salmon River.[236][237] The reason for the figurative meaning is that hammers had been used to erect barriers in the Klondike River, in order to catch the Chinook salmon.[184][194][234][235] Klondike River extends sinuously between Klondike Highway kilometers 664 and 715.
Kluane (Car #258) was derived from a hybrid phrase, which means whitefish place. It consists of the Southern Tutchone word for whitefish, plus the Tlingit word for place in which there are.[184][185][238] Kluane Lake extends between Alaska Highway kilometers 1642 and 1701.
Klukshu (Cars ##282, 348) was derived from a Tlingit phrase, which means end of coho salmon.[185][239] Klukshu Lake located 2⁄3 kilometer east of Haines Highway Kilometer 183.2, via Klukshu Turnoff.
Kusawa (Car #286) was derived from a Tlingit phrase, which means narrow lake.[184][185][229][240][241] Because retreating glaciers often leave long and narrow lakes, there are at least four lakes which had borne this Tlingit name, including Kusawa Lake, Yukon, for which the coach is named.[195] Kusawa Lake, Yukon, located 24 kilometers south of Alaska Highway kilometer 1489.1, via Kusawa Lake Road.
Lansdowne (former Mile Post 74.9 Station) was named for Henry C. K. P. Fitz-Maurice, 5th Marquess of Lansdowne (1845-1927), Governor-General of Canada, 1883-1888.[184]
"LeBarge Lake" (Car #256) is a misspelling of Laberge Lake, which had been named for Michael Laberge (1837-1909), a Yukon River explorer who never actually saw the lake named for him.[184][192][194] Lake located 3 kilometers east of Klondike Highway Kilometer 225, via Deep Creek Road.
"Lewes Lake" (Car #268) misspells the surname of Alfred B. Lewis (1866-1928), chief locating engineer of the WP&YR, for whom the lake was named.[184][197] Lake located at former Mile Post 83.
Liard (Car #316) is the French word for eastern cottonwood.[194] Liard River extends sinuously between Alaska Highway kilometers 761 and 991.
Lindeman Lake (Car #222) was named for Dr. Moritz K. A. Lindeman (1823–1908), secretary to the Bremen Geographical Society.[192][193][194] Lake extends between Chilkoot Trail kilometers 41 and 52.
Log Cabin (Mile Post 33.0 Station) was named for a structure which had been erected by the Tagish Indians.[242] The name "Log Cabin," and an actual log cabin, predated any Canadian government structure at this location.[243]
Lorne (former Mile Post 79.4 Station) was named for John D. S. Campbell, Marquess of Lorne (1845-1914), Governor-General of Canada, 1878-1883.[184]
Mackenzie River (Car #310) was named for Sir Alexander Mackenzie (1764–1820), Arctic explorer.[194] River located 607 kilometers north of Klondike Highway Kilometer 675, via Dempster Highway.
MacRae (former Mile Post 104.0 Station) was named for Charles Colin MacRae (1843-1922), an early White Pass shareholder.[200][219] MacRae also located at Alaska Highway kilometer 1413.1.
Marsh Lake (Car #224) was named for Prof. Othniel C. Marsh (1831–1899), of Yale University.[184][193][194] The Tagish name for Marsh Lake had been Taagish-áai [lake consisting of breakup water].[244] Lake extends between Alaska Highway kilometers 1367 and 1379.
Mayo Lake (Car #236) was named for Alfred H. Mayo (1846–1923), a Yukon trader.[184][194] Lake located 95 kilometers east of Klondike Highway Kilometer 535, via Silver Trail.
McClintock Lake (Cars ##288, 350) was named for Adm. Sir Francis L. McClintock (1819–1907), an Arctic explorer.[192][193]
McConnell Lake (Car #372) was named for Charles McConnell (1871–1946), postmaster at Robinson.[184] Lake located 3 kilometers west of Robinson, via Annie Lake Road.
McDonald Creek (Mile Post 62.9 Station) had been named for a person who allegedly staked a claim at this location in 1899.[184] Twenty-one subsequent claims were filed for this same creek in the same year. No gold was found here. Apparently, a hoax.[245]
McNeil Lake (Car #342) is named for the McNeil River, which flows through the lake. McNeil River was named in 1951, probably for James H. McNeil (1871-1951), Yukon Superintendent of Public Roads and Buildings, 1917-1945. He had been the most prominent Yukon official associated with construction of the Alaska Highway. In 1940, he was appointed to the U.S.-Canada Permanent Joint Board on Defense, relating to the then-proposed Alaska Highway.[246] The river's previous Tlingit name had been Kéidladihéeni [Seagull River].[229] The head of the McNeil River is 12 miles upstream from the lake, and is technically the "source" of the Yukon River. The source of a river is the most distant point upstream from the mouth of the river, regardless of assigned name.[247]
McQuesten Lake (Car #338) was named for LeRoy N. "Jack" McQuesten (1836–1909), Yukon trader.[184][194] Lake located 15 kilometers north of Silver Trail Kilometer 63, via a side road.
Meadows (Mile Post 25.4 Station) was named for the meadows along the Tutshi River (a.k.a. "Thompson River") at this location.[248] Presumably, the 1899 stable at the south (uphill) end of the Thompson River meadows was so located so that horses could feed on the grass of these meadows.
Minto (former Mile Post 81.6 Station) was named for Gilbert J. Elliott-Murray-Kynynmound, 4th Earl of Minto (1845-1914), Governor-General of Canada, 1898-1904.[184][194][235]
Morrow Lake (Car 2nd 207) was named for William Richard Morrow (1915–1968), Yukon corrections director, who proposed that convicts maintain the Chilkoot Trail.[249] Lake located at Chilkoot Trail kilometer 30.7.
Muncho (Car #252) was derived from a Kaska term, which means big lake.[194][250] Muncho Lake extends between Alaska Highway kilometers 698.5 and 710.
Munroe Lake (Car #344) was named for Alexander Munro (1857-1909), boundary survey axe man who broke his leg near this lake in 1901.[184]
Nakina (Car #382) was derived from the Tlingit village name Naak'i naa .áa,[209] which means people sitting upstream.[251]
Nares Lake (Car 2nd 206) was named for Adm. Sir George S. Nares (1831–1915), an Arctic explorer.[184][192][193][194] Lake located at Klondike Highway kilometer 105.2
Neecheah (Diesel-Screw Propeller Boat) was derived from a Tlingit phrase which means calm shoreline.[252] Probably, a local place name, in view of the fact that 39 of the 40 other names, which were given by the WP&YR to large river and lake boats, were local place names.[253] Weak circumstantial evidence suggests that this phrase might have been the Tlingit language name for White Horse Landing – the north (downstream) end of the aboriginal portage trail around Miles Canyon and White Horse Rapids – and the head of navigation on the Yukon River.[254] If so, this Tlingit language name would have been used by the Tagish Indians, who had adopted the Tlingit language in the 1800s.[255]
Nisutlin (Car #272) was a loanword used by the Tagish Indians.[256] Its origin had been neither Tagish nor Tlingit.[257] (The original Tlingit name for the Nisutlin River had been Héen Tlein [Big River].[258]) The name Nisutlin was borrowed from a Southern Tutchone phrase which means strong flow.[259] Nisutlin Bay located at Alaska Highway kilometer 1243.
Norcom (Steam-Stern Wheel Boat) was named for the Northern Commercial Co., an affiliate of the Northern Navigation Co.[260]
"Norse River" (Car #306) was a misspelling of Nourse River, which had been named for Prof. Joseph E. Nourse (1819-1889), U.S. Navy.[193][194] River mouth located at Chilkoot Trail Mile 7.2.
Pavey (Mile Post 46.4 Station) was named for Francis Pavy (1837-1902), an associate of Charles Colin MacRae, both investors in the WP&YR.
Peace River (Car #330) was named for the peace treaty made in 1781 along the shores of this river, near its mouth (near Peace Point, Alberta). This treaty settled a territorial war between the Cree and Dane-zaa (Beaver) Indians.[194] River located at Alaska Highway kilometer 55.4.
Peel River (Car #326) was named for Sir Robert Peel (1788–1850), prime minister of Great Britain.[184] River located 539 kilometers north of Klondike Highway Kilometer 675, via Dempster Highway.
Pelly Lake (Car #346) was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[184][194]
Pelly River (Car #320) was named for Sir John H. Pelly (1777–1852), governor of the Hudson's Bay Co.[184][194] River located at Klondike Highway kilometer 463.6.
Pennington (Mile Post 51.6 Station) was named for Frederick Pennington (1819-1914), an early shareholder of the WP&YR.[189][200]
Pit (Mile Post 55.6 Station). See, Gravel Pit.
Porcupine River (Car #324) is presumably named for the North American porcupine, which is found in the region. River received the name Porcupine by 1898.[261] River located at Klondike Highway Mile 6, and across the Skagway River from WP&YR Mile Post 7.3.
"Portage Lake" (Car #267) is the un-official name for the lake at WP&YR Mile Post 30.5, just north (downstream) of Shallow Lake and just south (uphill) of Maud Lake.[197][200] Originally, Áak'u Sáani (Little Lakes in Tlingit).[262] Then, un-officially "Shallow Lake," until 1899, when Shallow became the official name for the lake just to the south (upstream). Lake also located at Klondike Highway kilometer 41.1.
Primrose Lake (Car #274) was named for Supt. Philip C. H. Primrose (1864–1937), North-West Mounted Police (Reg. #O.56).[184]
Ptarmigan Point (Mile Post 29.9 Station) was named for the Alaska state bird.[2][189][194]
Pueblo (former Copper Branch terminal, 11.0 rail miles from MacRae) was so named by Hibbard E. Porter (1860-1916), who staked a copper claim at this site in 1899.[219] Site located at intersection of Fish Lake Road and Copper Haul Road, 3 kilometers southwest of Alaska Highway kilometer 1428.3, via Fish Lake Road.
Racine Lake (Car #384) was named for Cariste Racine (1851-1926), owner of a sawmill on Tagish Lake, and owner of the White Pass Hotel in Whitehorse.
Rapid Spur (former Mile Post 109.0 Station) was named for the adjacent White Horse Rapids. On March 27, 1900, ten weeks before the railroad reached this point, Mr. Cornelius Curtin (1855-1900) had died of pneumonia at White Horse Rapids. His attending physician had been Dr. Leonard S. E. Sugden.[263] Dr. Sugden then transported Mr. Curtin's body to Tagish, where he cremated it in the firebox of the steamer Olive May. Dr. Sugden's subsequent recount of this peculiar event to Robert W. Service led to the fanciful poem The Cremation of Sam McGee.
Red Line (Car #5) was named for the stage and boat line which operated between White Pass, British Columbia, and Carcross, Yukon, from 1898 to 1901.[2][200]
Robinson (former Mile Post 88.9 Station) was named for William C. "Stikine Bill" Robinson (1857-1926), general foreman of construction of the White Pass railroad.[184][200] Robinson also located at Klondike Highway kilometer 139.6.
Rocky Point (Mile Post 6.9 Station) was named for the large rock outcropping at this location, through which the railroad cut had been made.[2][189][200]
Scheffler (Mile Post 49.3 Station) was named for Willi Scheffler, White Pass Roadmaster. Station was named Graves until 2016.
Schwatka Lake (Car #266) was named for Lt. Frederick G. Schwatka (1849–1892), 3rd U.S. Cavalry, Yukon explorer.[184][192] In 1876, Lt. Schwatka had led the initial cavalry charge at the Battle of Slim Buttes. Schwatka Lake was created by a dam in 1958 and is located at former Mile Post 107.7.
Sibilla (Gasoline-Screw Propeller Boat) had been the name of the yacht on which the financier of the White Pass, namely William B. Close, spent much of his youth.[264]
Skagway (Mile Post 0.0 Station) and Skagway River (Car #300) were derived from a Tlingit idiom which figuratively refers to rough seas in the Taiya Inlet, that are caused by strong north winds.[265] Literally, skagway means beautiful woman.[266] The reason for its figurative meaning is that Skagway is the nickname of Kanagoo, a mythical woman who transformed herself into stone at Skagway bay and who (according to legend) now causes the strong, channeled winds which blow toward Haines, Alaska.[267] The rough seas caused by these winds have therefore been referred to by using Kanagoo's nickname, which is Skagway.[268] The Kanagoo stone formation is Face Mountain, which is seen from Skagway bay. The Tlingit name for Face Mountain is Kanagoo Yahaayí [Kanagoo's Image/Soul].[269] Skagway also located at Klondike Highway Mile 0. Skagway River bridges at Klondike Highway Mile 1.8 and WP&YR Mile Post 14.2.
Skagway River Branches: 1–East Fork: The East Fork branches off the Skagway River, opposite Mile Post 4.8.[226] From there, the railroad follows the East Fork to Mile Post 5.8, where it makes a U-turn, crosses the East Fork, and loops back to follow the main river. 2–White Pass Fork: The Skagway River turns to the east, and White Pass Fork branches off to the north, opposite Mile Post 12.[226] From there, the railroad follows the Skagway River to Mile Post 14.2, where it makes a U-turn, crosses the Skagway River, and loops back to follow White Pass Fork. 3–Cut-off Gulch: Cut-off Gulch branches to the east, and Dead Horse Gulch branches to the north, opposite Mile Post 18. From there, the railroad follows Cut-off Gulch to Mile Post 18.6, where it makes a left turn and crosses Cut-off Gulch. 4–Dead Horse Gulch: After crossing Cut-off Gulch, the railroad goes through a tunnel which comes out along Dead Horse Gulch. From there, the railroad follows Dead Horse Gulch to its head at Pump House Lake, at Mile Post 20.[270]
Slippery Rock (MP 15.6 Station) was named for the 50° to 60° rock slope adjacent to the track, from which snow and ice slide onto the tracks during the winter and spring.[2][189][200]
Spirit Lake (Car #214) was named for the spirit of the Yukon, by U.S. Army troops during construction of the Alaska Highway in 1942.[184] Lake located at Klondike Highway kilometer 116.
Squanga (Car #376) was derived from the Tagish and Tlingit name for "humpback" or lake whitefish.[184][194][271] Ironically, Squanga Lake also contains whitefish now known as "Squanga whitefish," which are a different species from the lake [humpback] whitefish which gave this lake its name. Squanga Lake located at Alaska Highway kilometer 1315.9.
Stewart River (Car #328) was named for James G. Stewart (1825–1881), who discovered this river in 1849.[184][194] River extends sinuously between Klondike Highway kilometers 535 and 594.
Stikine (Car #306) was derived from a Tlingit idiom, which figuratively refers to whirlpools and eddies found in the Stikine River. Literally, it means river water biting itself.[272] River located 286 kilometers south of Alaska Highway Kilometer 1002, via Cassiar Highway.
Summit Lake (Cars 2nd 200, #262) was named for the White Pass summit. Lake located at Mile Post 21, just north of the White Pass summit.[200]
Surprise Lake (Car #370) so named in 1898 by prospectors Kenneth C. McLaren and Frederick "Fritz" Miller.[273] Previously, it had been one of at least four lakes which had borne the Tlingit name kusawa [narrow lake].[195] Surprise Lake located 18 kilometers east of Atlin, via Surprise Lake Road.
Switchback (former Mile Post 18.7 station) was named for the railroad switchback on the original, 1898-1901 alignment across Cut-off Gulch (see, Skagway River Branches, above). The original alignment also included the first Bridge 18-A on the lower switchback leg, and Bridge 18-B crossing the Gulch on the upper switchback leg, both bridges close to the switchback switch. From 1901 to 1969, the second Bridge 18-A ("Steel Bridge") crossed Cut-off Gulch at Mile Post 18.3 and bypassed both legs and bridges of the original switchback. Since 1969, most of the south leg of the original switchback, plus the third Bridge 18-A across Cut-off Gulch (at Mile Post 18.6), plus a tunnel have, in turn, bypassed the second Bridge 18-A.[2][189]
Tagish (Car #248) was derived from a Tagish phrase which means breakup of ice.[274] This name refers to the sound that the Tagish River ice makes during spring breakup.[275] The Tagish Indians adopted this name to identify themselves because, prior to 1898, they spent their winters along the Tagish River.[276] The Tagish name for present-day Tagish Lake was Taku because the lake provided access to the Taku Tlingit people. Conversely, the Tlingit (and consequently English) name for present-day Tagish Lake is Tagish because the lake provided access to the Tagish people.[277] Tagish Lake extends between Klondike Highway kilometers 78 and 95.
Taiya (Car #302) was derived from a Tlingit phrase, which means tote trail, and which refers to the Chilkoot Trail.[278] Taiya River located 7.3 miles west of Klondike Highway Kilometer 2.5, via Dyea Road.[279]
Takhini (Cars ##284, 354) was derived from a Tlingit metaphor,[280] which literally means broth,[281] and figuratively refers to Takhini Hot Springs.[185] Takhini River located at Alaska Highway kilometer 1468.9, and at Klondike Highway kilometer 195.5.
Taku (Car #318) is a contraction of a longer Tlingit phrase, which means a flood of Canada geese.[209][194] Taku was also the Tagish name for the present-day Tagish Lake because the lake provided access to the Taku Tlingit people.[277]
"Tarahne" (Gasoline-Screw Propeller Boat) was directly derived from Tarahini, which was the name of a little creek at Atlin. The name Tarahini was suggested to the ship's carpenter by Chief Taku Jack (John Taku, Sr.). Previously, Tarahini had been derived from the Tlingit phrase té yaa .aa hini, which means stream sitting along rock.[282] Tarahini had been derived by eliminating yaa and by substituting the English /ra/ sound for the Tlingit aspirated /.aa/ sound. Thus, all vocal sounds in Tarahini occur in English. The reason for the subsequent change from Tarahini to "Tarahne" is not known.
Tatshenshini (Car #312) was derived from a Tlingit phrase which means river with stinking chinook (king) salmon at its headwaters.[283] This name refers to the dead, spawned-out salmon at the headwaters of the pre-1891 Tatshenshini River (subsequently the Blanchard River). These headwaters are along the "middle" Chilkat Trail (one of the Tlingit trade routes between Haines and Carmacks).[284] In 1891, the name Tatshenshini was re-assigned to a different river.[285] Pre-1891 Tatshenshini River (subsequently the Blanchard River) located at Haines Highway Kilometer 144.8. Post-1891 Tatshenshini River located 5 kilometers west of Haines Highway Kilometer 164, via Dalton Post Road.
Teslin (Car #242) was derived from a Northern Tutchone phrase, which means flowing out.[199] Teslin Lake extends between Alaska Highway kilometers 1244 and 1290.
"Thompson River" (Car #334) is the un-official name of the stream flowing from Meadows (Mile Post 25.4 Station) to Bernard Lake (at Mile Post 28.3). Received the name "Thompson River" by 1899.[248] Most likely, named for Livingston Thompson (1851-1904), surveyor and Secretary of the Bennett Lake & Klondyke Navigation Co. Thompson was also a friend of William J. Rant, the British Columbia agent, magistrate, and assistant land commissioner for Bennett in 1898.[286] The official name of this stream is Tutshi River.[2][197][287]
Tutshi (Car #260) was derived from a Tlingit metaphor,[280] which literally means lake containing charcoal,[288] and figuratively means dark lake.[209] Tutshi Lake is darker than most lakes in the region because it is not fed by glacial runoff. Lake extends between Klondike Highway kilometers 57 and 70.
Utah (former Mile Post 105.5 Station) was the site of a camp of the Utah Construction Co. during construction of the Alaska Highway.[2] Utah also located at Alaska Highway kilometer 1415.7.
Viaduct (Mile Post 5.9 Station) had been named for the East Fork Bridge, now Bridge 5-A. Station renamed to Denver in 1904.[213]
Vista (Mile Post 36.1 Station) was named for the view from this location.[189] Station had been named Barry until 2007 or 2008.
Wasson Lake (Car #368) was named for Everett L. Wasson (1910–1958), first bush pilot in the Yukon.[184]
Watson (Mile Post 59.4 Station) was named for Thomas J. Watson (1861-1926) of Watson & Church, Skagway real estate agents during 1898-1899.[184]
Watson Lake (Car #238) was named for Francis G. "Frank" Watson (1883–1939), a Klondike stampeder.[184][194] Lake located at Alaska Highway kilometer 980.
Wette Lea (former Mile Post 83.7 Station) was named for Auguste C. R. de Wette (1845-1912), banker and early shareholder of the WP&YR.[200] Station renamed to De Wette in 1901.
White Pass (Mile Post 20.4 Station) was named for the Hon. Thomas W. White (1830-1888), Canadian Interior Minister, 1885-1888.[2][189][194][200][226]
Whitehorse (former Mile Post 110.7 Station) was named for the appearance of rapids in the Yukon River, about two miles upstream from the railroad station. Since 1958, these rapids have been covered by Schwatka Lake. Until 1957, the city's name was spelled as two words: "White Horse."[184][194] Whitehorse also located at Alaska Highway kilometer 1429.
Whiting River (Car #378) was named for U.S. Navy Surgeon Robert Whiting (1847–1897).[226]
Wigan (former Mile Post 104.8 Station) was named for Edward A. Wigan (1868-1942), early shareholder of the WP&YR.[200]
Yukon (Car #290), or Ųųg Han, is a contraction of the words in the Gwich'in phrase chųų gąįį han, which mean white water river and which refer to "the pale colour" of glacial runoff in the Yukon River.[289][290] The contraction is Ųųg Han, if the /ųų/ remains nasalized, or Yuk Han, if there is no vowel nasalization.[291] In the 1840s, different tribes had different opinions as to the literal meaning of Yukon. In 1843, the Holikachuks had told the Russian-American Company that their name for the river was Yukkhana and that this name meant "big river."[292] However, Yukkhana does not literally correspond to a Holikachuk phrase that means big river.[293][294] Then, two years later, the Gwich'ins told the Hudson's Bay Company that their name for the river was Yukon and that the name meant white water river.[289] White water river in fact corresponds to Gwich'in words that can be shortened to form Yukon.[290] Because the Holikachuks had been trading regularly with both the Gwich'ins and the Yup'iks,[295] the Holikachuks were in a position to borrow the Gwich'in contraction and to conflate its meaning with the meaning of Kuigpak [River-big], which is the Yup'ik name for the same river. For that reason, the documentary evidence suggests that the Holikachuks had borrowed the contraction Ųųg Han [White Water River] from Gwich'in, and erroneously assumed that this contraction had the same literal meaning as the corresponding Yup'ik name Kuigpak [River-big].
See also[]
For the complete roster of White Pass boats, see, List of steamboats on the Yukon River.
For the complete roster of White Pass winter stages, see, Overland Trail (Yukon).
References and notes[]
- ^ Since 1942, WP&YR computed the tractive effort of steam locomotives by taking 20% of the weight on drivers.
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v Johnson, Eric L. (1998). Sea to Sky Gold Rush Route. Rusty Spike Publishing. ISBN 0-9681976-1-2., at pp. 8 (Rocky Point), 10 (Clifton), 13 (Pitchfork Falls), 15 (Pitchfork Falls, Black Cross Rock), 21 (Slippery Rock), 23 (Inspiration Point), 24 (Gulch), 27 (American Snow Shed site, White Pass), 28-29 (Three Crossings of Cut-off Gulch), 31 (Red Line Transportation Co.), 40 (Thompson River ... Tutshi River), 43 (Duchess of Wellington), 44 ("Fraser Lake [topographical maps ... Bernard Lake]"), 45 (Summit Lake, Fraser Lake, Shallow Lake), 48 (Ptarmigan Point), 50 (Beaver Lake), 53 (Gravel Pit), 54 (Red Line), 56 (Utah, Canyon), 83 (Locomotives).
- ^ Jump up to: a b c d e f Johnson, Eric L. (1997). The Bonanza Narrow Gauge Railway. Rusty Spike Publishing. ISBN 0-9681976-0-4., at pp. 145–50.
- ^ Jump up to: a b c d e f g Conrad, J. David (1988). The Steam Locomotive Directory of North America. Transportation Trails. (2 Vols.)
- ^ Thompson, Dennis Blake; Richard Dunn & Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. p. 344.
- ^ Hannum, James S. (2006). South Puget Sound Railroad Mania. Hannum House Publications. ISBN 978-0-9679043-5-1., at pp. 203-05, 227-29, 273.
- ^ It is undisputed that Climax #167 was sold to a logging company in Washington State in 1903. Graves, P. C. (1956). "The Gold Rush Route." 67 Railroad Magazine, No. 3 (April 1956), at page 69 ("sold to Washington Logging Co., 1903"). However, the Maytown Lumber Co. could not have been a 1903 purchaser. The Maytown company did not begin railroad operations until 1912. Hannum, James S. (2002). Gone But Not Forgotten: Abandoned Railroads of Thurston County, Washington. Hannum House Publications. ISBN 0-9679043-2-3., at page 129; Adams, Kramer (1961). Logging Railroads of the West. Bonanza Books., at Appendix (Washington). In addition, the Maytown company did not own any Climax locomotives. The Maytown company owned only one geared locomotive. Adams (1961). Logging Railroads of the West., at Appendix (Washington). That lone Maytown geared locomotive was Lima Locomotive & Machine Co. (Shay) Shop #666 – not any Climax. Lima Locomotive & Machine Co. Shop No. 666. The earliest known report that the Maytown Lumber Co. owned Climax #167 was made in 1960, four years after the 1956 Railroad Magazine account and many years after Climax #167 no longer existed. Taber, Thomas T., III; Casler, Walter C. (1960). Climax: An Unusual Steam Locomotive. Railroadians of America, Inc., at page 79. That report further stated that the Maytown company bought the locomotive in 1903 – nine years before the Maytown company began railroad operations. That 1960 report has often been repeated. Messrs. Taber and Casler resided in Pennsylvania. It is not known who their 1950s Washington State correspondent might have been. The correspondent did not recall that Climax #167 had been converted to standard gauge or that it had been reduced to 2-truck or that it had been owned by White Bros./White Star Lumber Co. beginning in 1903 and for at least nine more years. Because the correspondent is unknown, because the correspondent did not recall much about the locomotive, because the Maytown railroad did not exist until long after 1903, and because the Maytown company is not known to have owned any Climax locomotives, the known evidence suggests that the Maytown Lumber Co. did not own Climax #167.
- ^ Jump up to: a b c d e f g h i j k From examination of photographs.
- ^ Jump up to: a b c d e f g h i j k l m n o p “The fifteen locomotives have been sitting at the Army Services Supply Depot in Auburn for six months and had been up for bid for a month. All had been shipped from Alaska. Only four bids were received on the locomotives. Three of the engines, 110 tons each [U.S.A. ##198-200], were sold for $1738 to the Dulien Steel Products Co. A spokesman said the company hopes to be lucky enough to find a customer in South America. Thirteen engines, each about 60 tons [U.S.A. ##10, 14, 20-23, 250-256], were sold to M. Bloch & Co. for $5957.50. The company says they plan to scrap them.” John T. (2015). “Re: Northern Pacific Auburn, WA Scraping of 3-foot Steam,” Railway Preservation News (Sept. 8, 2015), citing, Seattle Times (April 18, 1946), at, http://www.rypn.org/forums/viewtopic.php?f=1&t=38094&start=15 (Apr. 27, 2021). [Note: three locomotives plus thirteen locomotives add up to sixteen locomotives, not fifteen.]
- ^ Jump up to: a b Chappell, Gordon; Robert W. Richardson; Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN 0-918654-12-2., at page 255.
- ^ Jump up to: a b c Ferrell, Mallory H. (1981). C&Sng: Colorado & Southern Narrow Gauge. Pruett Publishing Co. ISBN 0-87108-534-8., at page 232.
- ^ Sloan, Robert E. & Skowronski, Carl A. (1975). The Rainbow Route: An Illustrated History of the Silverton Railroad, the Silverton Northern Railroad, and the Silverton, Gladstone & Northerly Railroad. Sundance Publications. ISBN 0-913582-12-3., at pp. 200, 388.
- ^ Jump up to: a b c d e f g h i j k See, Stutz, John C. (2013). "Dumped Tender Shells," White Pass Fanlist No. 12191 (April 16, 2013). Based on dates of tender retirements and the physical descriptions of the eight listed tenders, the sources of the tenders appear to be: Tender A (1949) from #24. Tender B (1949) from Rotary #3 (Lettered "DENVER & RIO GRANDE 243" Later "ON"). Tender C (1949) from #60. Tender D (1949) from 2nd Rotary #2, ex-#57. Tender E (1957) from 3rd 66 superstructure, ex-1st 69. Tender F (1949) from 2nd 61 superstructure, ex-#56. Tender G (1951) from 2nd 66 superstructure, ex-#62. Tender H (1951) from 2nd Rotary #3, ex-1st Rotary #1.
- ^ Jump up to: a b c d Pitchard, George E. (2004). Locomotive Roster – Narrow Gauge, 1871–1903: Utah Northern Railroad, et al., note 13, citing, Union Pacific Ry. Vol. 53, General Journal E (September 1889, November 1889), Nebraska State Historical Society manuscripts. Dates of sale used to determine correspondence between Utah & Northern Ry. numbers and Columbia & Puget Sound R.R. numbers. Only one U&N Brooks 2-6-0 sold in September 1889 (U&N #80, C&PS 2nd 3). Only one U&N Brooks 2-6-0 sold in November 1889 (U&N #94, C&PS 2nd 4).
- ^ Jump up to: a b WP&YR #53 was one of the last 10 locomotives built by the Grant Locomotive Works for the Denver & Rio Grande R.R. Because the bubble had burst in the railroad equipment bond market, the D&RG could not pay for these locomotives. So, they were sold instead to the Toledo, Cincinnati & St. Louis R.R. The shop numbers of these 10 locomotives are not directly known. But coincidentally, there are exactly 10 Grant shop numbers in the correct time frame, for which the identity of the corresponding locomotive is not otherwise known, namely ##1443, 1446-1451, and 1456-1458. In March 1882, a New York newspaper had reported the rumor "of one case where locomotives were completed according to order, but were not delivered, because the purchasers could not pay for them." The newspaper also reported Mr. Grant's statement that this rumor "related to [an] establishment [other] than his own." 49 The Sun (New York), No. 212 (March 31, 1882), page 3, Col. 3, ¶¶ 4-5 (Locomotives Going Cheap). Beginning in June 1882, events verified the rumor and revealed that Grant had in fact built the locomotives. Specifically, the TC&StL stated in June 1882 that "The Denver & Rio Grande Railroad Company, being unable to pay for several locomotives ordered to be built several months ago, they have been sold by the builders to the Toledo, Cincinnati & St. Louis Company ..." 109 Cincinnati Daily Gazette, No. 144 (June 17, 1882), at page 8, Col. 2. The D&RG's response was that it "had a contract with the Grant Locomotive Works for forty engines to be delivered last fall. They delivered thirty; the remainder were not delivered within the contract time." 3 The Railway Age Monthly and Railway Service Magazine 506 (Aug. 1, 1882), Col. 2 (Denver & Rio Grande). In fact, the D&RG had even refused the last two of the 30 Grant locomotives "delivered within the contract time," namely Grant shop ##1441-1442. Dubits, Robert J. & Lorenz P. Schrenk (1991). Construction List of the Grant Locomotive Works and Its Predecessors., at pp. 45-46, 48, reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400. The D&RG's inability to pay for the locomotives is substantiated by its own announcement on January 27, 1882 relating to a "changed financial atmosphere" [i.e., the bubble had burst in the railroad equipment bond market]. See, 14 Railroad Gazette 731 (Nov. 24, 1882) (Denver & Rio Grande). As set forth above, shop #1442 had been completed before the 10 TC&StL locomotives were built. In March 1882, the month that the rumor was reported in the newspaper, Grant completed its shop ##1459-1465 locomotives for the Texas & St. Louis Ry. Coincidentally, there are exactly 10 Grant shop numbers between 1442 and 1459, for which the identity of the corresponding locomotive is not directly known. Dubits and Schrenk (1991). Construction List of the Grant Locomotive Works., at pp. 47-48. This evidence suggests that the shop numbers of the 10 TC&StL 2-8-0s are these same 10 otherwise unidentified Grant numbers, namely ##1443, 1446-1451, and 1456-1458. (#1444 had been built for the Richmond & Alleghany R.R. #1445 had been built for the T&StL ##1452-1455 had been built for the Richmond & Danville R.R. Id.) Evidence also suggests that the dates of manufacture corresponding to these 10 Grant shop numbers are January and February 1882. Specifically, Grant reported that "Up to Feb. 1, 1882, [shop #1450] had been completed ..." Clayton, W. Woodford; Nelson, William, eds. (1882). History of Passaic and Bergen Counties, New Jersey, with Biographical Sketches of Many of Its Pioneers and Prominent Men (PDF). Everts & Peck. p. 437. Retrieved 2017-10-16.
- ^ Jump up to: a b c WP&YR #53 had been Toledo, Cincinnati & St. Louis R.R. #63. To the extent known, the TC&StL almost always assigned road numbers in the same sequence as the corresponding shop numbers of multiple locomotives purchased at the same time. There are only two known contrary instances, both trivial: one involving locomotives of different wheel arrangements (1st 4, #5), and the other involving leased locomotives (##94-95). See, Rehor, John A. (1965). The Nickel Plate Story. Kalmbach Publishing Co. ISBN 0-89024-012-4., at pp. 431-35; Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400, passim. If the usual TC&StL numbering practice was followed, then TC&StL #63 (WP&YR #53) would have been Grant shop #1451 (Feb. 1882). Its intended D&RG number would have been 236.
- ^ 3 The Railway Age Monthly and Railway Service Magazine 443 (July 1, 1882) (Toledo, Cincinnati & St. Louis [N.G.]), citing, 55 Boston Evening Transcript, 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"); 3 The Railway Age Monthly and Railway Service Magazine, at page 506, citing, 109 Cincinnati Daily Gazette, No. 144, at page 8, Col. 2.
- ^ Kneeland v. American Loan and Trust Co., 136 U.S. 89, 95-97, 100-01 (1890); Central Trust Co. v. Grant Locomotive Works, 135 U.S. 207, 208, 214, 216, 222, 227 (1890).
- ^ September 21, 1887, and September 24, 1887, letters from Elijah Smith (OI Co. president) to Barrows & Co., Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries.
- ^ Jump up to: a b c d e Best, Gerald M. (1981). Ships and Narrow Gauge Rails. Howell-North Books. ISBN 0-8310-7042-0., at pp. 92–93, 140, 142. April 15, 1890, letter from H. W. McNeill (C&PS resident manager) to Elijah Smith (OI Co. president) (I have bought the Olympia and Tenino Railroad). Oregon Improvement Co. Records.
- ^ Jump up to: a b c d WP&YR Superintendent's Report for week ending February 26, 1938, Klondike Gold Rush National Historic Park Archives, Skagway, Alaska ("Eng. 61, removed tender from engine 56 and connected to engine 61").
- ^ Jump up to: a b May be identified by the 8-inch "patch" around the superstructure base.
- ^ Jump up to: a b c d e WP&YR Record of Vouchers (unpublished, 1900–1901), WP&YR Company Records, Yukon Archives.
- ^ Jump up to: a b WP&YR Superintendent's Report for week ending May 9, 1942, Klondike Gold Rush National Historic Park Archives, Skagway, Alaska.
- ^ Jump up to: a b Quastler, Imre E. (1999). Kansas Central Narrow Gauge. South Platte Press. ISBN 0-942035-48-8., at pp. 8-9, 79, 83-84.
- ^ WP&YR Ledger No. 1, Additions & Improvements (unpublished, 1899–1905), WP&YR Company Records, Yukon Archives.
- ^ The original Hinkley records, which had been partially copied before they were destroyed by the Massachusetts Institute of Technology, showed that the locomotive had been built with eight wheels (Hinkley "Cl. 8-"), which would have made it a 2-6-0, rather than an 0-6-0. Starbuck, G. Frank (1895). Hinkley Builders List (##1780-1781), reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400; Edson, William D. (1980). The Hinkley Locomotive Construction Record. Railway & Locomotive Historical Society, Inc., Railroad History No. 142, at pp. 53-54, 83.
- ^ See, Webb, Patrick A. G. (1974). "The Turkey Trail?" 269 Canadian Rail 180, 182 (June 1974) ("The yard at Lethbridge was [in 1893] dual-gauged ... [M]otive power in the yard at Lethbridge sported both link-and-pin and knuckle couplers, for moving both narrow and standard-gauge rolling stock – the Hinkley 0-6-0 reportedly being so equipped."). At a minimum, the standard gauge coupler fixtures most likely required bolts behind the pilot which would have interfered with the lead truck.
- ^ Jump up to: a b Lavallée, Omer S. A. (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN 0-919130-34-8., at page 380.
- ^ Jump up to: a b c d e f Special Report: White Pass & Yukon Route 1901 (unpublished), WP&YR Company Records, Yukon Archives, Whitehorse, Yukon, Canada.
- ^ True, J. D. (1994). It Happened on the White Pass. Northbush Publications. ISBN 1-896079-02-4., at pp. 53-54.
- ^ Jump up to: a b Reisdorff, James J. (1984). Locomotive 69 From Alaska to Nebraska. South Platte Press. ISBN 0-9609568-2-4., at pp. 3, 6, 11.
- ^ See, Gray, Carl R., Jr. (1955). Railroading in Eighteen Countries: The Story of American Railroad Men Serving in the Military Railway Service from 1862 to 1953. Charles Scribner's Sons., at page 46. This Army unit was from New Mexico, and Gila monsters are indigenous to New Mexico.
- ^ Jump up to: a b The tender superstructure assigned to Loco #69 in 1951 and the tender sold to the Tweetsie R.R. in 1960 were originally from Sumpter Valley Ry. Locos #18 and #50. The tender from SV Ry. Loco #50 may be distinguished from the tender of SV Ry. Loco #18 by the presence of a peculiar dent at the left front corner of the #50 tender when it was shipped to the WP&YR in 1941. The identical dent still appeared on the tender of Loco #69 in the early 1950s. Thus, Loco #69 received the superstructure from the tender of SV Ry. Loco #50/WP&YR Loco 1st 81. As a further consequence, the tender assigned to Rotary #1 from 1947 to 1950, and sold to the Tweetsie R.R. in 1960, can be identified as the tender from SV Ry. Loco #18/WP&YR Loco #80.
- ^ Jump up to: a b c d Dollywood Timeline. Archived 2006-07-10 at the Wayback Machine
- ^ Jump up to: a b Between July and December 1950, Loco #70 received an oil-bearing tender. WP&YR (1951). Equipment List as of January 1st, 1951 (Motive Power). At that time, the tender of Loco #195 was the only 190-class tender not in use with another locomotive, and thus, it was the only such tender available for assignment to Loco #70.
- ^ Jump up to: a b In 1951, Loco #71 received an oil-bearing tender, and Loco #196 was removed from the list of serviceable locomotives. WP&YR (1953). Equipment List as of January 1, 1953 (Motive Power). Thus, Loco #71 received the tender from Loco #196.
- ^ Jump up to: a b c d e f g h As of March 6, 1947, Loco ##191, 193, 194, and 197 had been separated from their tenders. War Assets Administration (1947). Sales List No. 30 (March 6, 1947): Invitation to Bid, Surplus Rolling Stock and Equipment of White Pass & Yukon Railroad at Skagway, Alaska, at page 1 (“Locomotive, Baldwin, 2-8-2, Ser. #193-69428 & 197-69432 w/o tenders (36" gauge); Locomotives, w/o Tenders #191-69426, #194-69429 36" gauge”). Loco ##72, 73, 80, and 81 received these four tenders. Jaques, Francis L. (1951). “Gateway to the Yukon.” 11 Trains, No. 3 (January 1951), at pp. 36 (photo of #81 & tender), 37 (photo of #73 & tender), 43 (“The 190’s … large tenders … were used on the 70’s, the 80’s and the 69 [sic regarding the 69].”).
- ^ Jump up to: a b Ferrell, Mallory H. (1967). Rails, Sagebrush and Pine. Golden West Books. LCCN 67-28315., at pp. 106–07.
- ^ Jump up to: a b c d Eccles, James R.; Walter Brooks Hawley; William A. Wilt & Robert H. Bergstrom (2002). Steaming Toward Sumpter 1890-2002: A Brief History of the Sumpter Valley Railroad. Sumpter Valley R.R. Restoration., at pp. 61-62.
- ^ Jump up to: a b Hillier, John (2021). Re: White Pass #80, at, https://ngdiscussion.net/phorum/read.php?1,424420,424537#msg-424537 (Aug. 7, 2021) (“I did some chalk marks on the rear of the [#195] tank back in 2014 and 80 appeared, faintly.”).
- ^ Jump up to: a b c d e f g h i j k When ordered from Baldwin, intended to be 1-meter gauge for shipment to Oran, Algeria. In March 1943, reassigned to the WP&YR and assembled to 3-foot gauge.
- ^ https://www.exporail.org/can_rail/Canadian_Rail_no543_2011.pdf
- ^ Jump up to: a b c d e f g h i j k Peltier, Mike (2004). "White Pass and Yukon MacArthurs." 6 Light Iron Digest, No. 4 (August/September 2004), at page 10.
- ^ Jump up to: a b c d In June 1950, Loco ##190 and 192 were still serviceable. Jaques (1951). "Gateway to the Yukon." 11 Trains, No. 3, at page 42. Rotaries #1 and #2 received the tenders of 190-class locos in 1953. WP&YR (1956). Equipment List as of January 1, 1956 (Motive Power). In 1953, the tenders from Loco ##190 and 192 were the only two available for assignment to these rotaries.
- ^ Jump up to: a b c Coombs, Martin (2021). Peruvian Narrow Gauge Steam Locomotive Lists, version 1.04 (Railways of the Far South, Part 14), at page 63 (“Hacienda Casa Grande”), at, http://www.railwaysofthefarsouth.co.uk/Resources/Peruvian%20narrow%20gauge%20steam%20loco%20list.pdf (May 22, 2021).
- ^ Jump up to: a b c Whetham, Robert D. (2007). Railways of Peru, Volume 1 – The Northern Lines. Trackside Publications. ISBN 978-1-900095-32-7., at page 59.
- ^ Jump up to: a b c In 1969, as part of its Marxist economic reform, the Peruvian Military Junta nationalized the Casa Grande sugar plantation and related operations. The enterprise was re-named Casa Grande Co-op No. 32. Workers with no business or management experience were put in charge, and sugar output dropped dramatically. In 1980, the Peruvian Republic was restored, and in 2004, the Casa Grande enterprise was re-privatized – with no railroad.
- ^ In 2003, it was reported that Dr. John Kirchner had observed photographs of the three 190 class locos at former Hacienda Casa Grande, bearing the numbers 18, 19, and 32 in the photographs. Peltier, Mike (2003). Re: Peruvian Steam Info, at, https://ngdiscussion.net/phorum/read.php?1,37052,37056#msg-37056 (Apr. 21 2021). Apparently in 1969, CG #17 had been renumbered to 32, in honor of the new co-op number.
- ^ Jump up to: a b c Whetham (2007). Railways of Peru Volume 1., at page 59. The remaining railroad operation at Puerto Chicama was closed down in 2004. Id. Puerto Chicama had been a roadstead – i.e., ships had to anchor offshore, and lighters (barges) transferred cargo from the pier to the ships. At the Puerto Chicama pier, bags of sugar were taken off the railroad flatcars and slid down chutes onto the lighters. Since 2004, Casa Grande sugar has been sent to another port, at which ships can be tied to the pier, thus eliminating any lighters and any railroad operation.
- ^ Jump up to: a b c In 1972, only two 190 class locos existed at the former Hacienda Casa Grande, including #32. Christian, Roy E., and Ken Mills (1974). World of South American Steam. Big Trees Press.CS1 maint: multiple names: authors list (link), at pp. 17-18. Thus, either CG #18 or CG #19 (ex-USA 199 or ex-USA 200) had by then been disposed of.
In 1977, it was reported that only USA 198 had been shipped in 1948 to the Hacienda Casa Grande. Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN 0-905878-01-9., at page 36 (“Chicama-Cajamer RR” [sic]). This report suggests that: (a) ex-USA 198 had been identified through its builder’s plates, observed by one of the correspondents listed in Mr. Tourret’s Preface, and (b) ex-USA 198 was the only 190 class loco still remaining in the Casa Grande area in 1977. Thus, #18 and #19 (ex-#199 and #200) had by then been disposed of.
By 2003, all 190 class locos formerly at the Hacienda Casa Grande no longer existed. See, Whetham (2007). Railways of Peru Volume 1., at page 59 (remaining locos observed in the Casa Grande area did not include any 190 class locos). Thus, CG #32 (ex-USA 198) had been disposed of between 1976 & 2003. - ^ Jump up to: a b c d e f g 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.
- ^ Jump up to: a b Passim, White Pass and Yukon Route Comptroller's Special Report, for years 1902-1949 (privately held).
- ^ Jump up to: a b c Passim, WP&YR Journal (unpublished, 1938–1947), WP&YR Company Records, Yukon Archives.
- ^ Jump up to: a b c d Passim, Miscellaneous WP&YR Company Records (unpublished), Yukon Archives, Whitehorse, Yukon, Canada.
- ^ Jump up to: a b c Passim, Lavallée, Omer S. A. (2005). Ritchie, Ronald S. (ed.). Narrow Gauge Railways of Canada. Fitzhenry & Whiteside. ISBN 1-55041-830-0., at page 124.
- ^ Jump up to: a b c Passim, Clifford, Howard (1999). Alaska/Yukon Railroads. Oso Publishing Co. ISBN 0-9647521-4-X.
- ^ Jump up to: a b c Passim, Roberts, Earl W.; Stremes, David P., eds. (2008). "Canadian Trackside Guide 2008". Canadian Trackside Guide. Bytown Railway Society: 1–92, 4–15. ISSN 0829-3023.
- ^ Jump up to: a b c d e f g h i j k Nos. 90-100 did not have a formal General Electric Co. model number. "GEX3341" was an internal GE designation. It was the closest that these locomotives had to a GE designation of their architecture. This designation is used more frequently by rail fans than it was by GE.
- ^ Jump up to: a b c d e f g h i j k Combes, C. L., ed. (1970). 1970 Car and Locomotive Cyclopedia of American Practice. Simmons-Boardman Publishing Corp., § 18: Diesel-Electric Locomotives, at pp. 894, 899.
- ^ Jump up to: a b c d e f g The Alco "Model RSD-##" designations had been discontinued by 1969.
- ^ Jump up to: a b Durango buys White Pass diesels Narrow Gauge World issue 148 June 2020 page 14
- ^ Jump up to: a b c d Where are the MLWs the White Pass never got? Trains May 2006 page 24
- ^ Jump up to: a b c d MotivePower Roundup Motive Power issue 128 March 2020 page 74
- ^ Passim, WP&YR Company Diesel Roster Archived 2006-11-12 at the Wayback Machine (2008).
- ^ Jump up to: a b c d e Mullet, Alfred & Leonard Merritt (2009). Sumpter Valley Railway. Arcadia Publishing. ISBN 978-0-7385-7125-6., at pp. 80-83.
- ^ Jump up to: a b c d The trucks on 1st 202 are marked "J. Hammond, 1887." Johnson (1997). The Bonanza Narrow Gauge Railway., at page 150. A photograph of 1st 202, showing the roof overhang and peculiar clerestory vents, may be found in Trains, February 1963, at page 22. A photograph of 1st 206 may be found at Prince, Bernadine L. (1964). The Alaska Railroad. Ken Wray's Print Shop., Vol. 1 (of 2), at page 401. Note that the clerestory vents on 1st 202 and 1st 206 are constructed alike. Also, the architectures of 1st 202 and 1st 206 are alike. Thus, the appearances are that both 1st 202 and 1st 206 were built by Hammond in 1887.
- ^ Jump up to: a b In 1890, the C&PS acquired a combine and a coach from the O&CV. Oregon Improvement Company Report to Stockholders for 1890-1891 at page 56, at https://books.google.com/books?id=nxooAAAAYAAJ&pg=RA4-PA56#v=onepage&q=&f=false (Jan. 8, 2010); April 24, 1890, letter from H. W. McNeill (C&PS resident manager) to Elijah Smith (OI Co. president) (The narrow gauge rolling stock, which we very much want at Seattle, consists of ... passenger coaches, etc.). Oregon Improvement Co. Records.
- ^ Jump up to: a b 1st 208's trucks remaining at Klondike City, Yukon read: "Billmeyer & Small Co., York, PA." Johnson (1997). The Bonanza Narrow Gauge Railway., at pp. 48, 66, 150. 1st 204 and 1st 208 had the same architecture and both looked like Billmeyer & Small architecture.
- ^ Jump up to: a b 67 Steuben Farmers' Advocate (Bath, N.Y.), No. 48 (November 29, 1882), at page 3, Col. 4 (A.&N.P. Railway – "Up to this time there have been received two freight engines, box and flat cars, mail and baggage cars, two passenger coaches and two combination coaches. Two passenger engines are expected in about two weeks, and other passenger coaches will soon be here.").
- ^ Jump up to: a b Car known to have been owned by Barrows & Co. (dealer) and located on the Billmeyer & Small Co. property at York, Pennsylvania in 1887. November 15, 1887 letter from Elijah Smith (OI Co. president) to Barrows & Co. (We have agreed to buy from you two narrow gauge coaches at York, Pennsylvania). Oregon Improvement Co. Records, U. of Washington Libraries. The managing owner of Barrows & Co. was Eugene G. Barrows (1828-1888). New York City Directory (1887). Trow's Printing Co., at page 97 ("Barrows, Eugene G., supplies, 66 B'way ... Barrows & Co., supplies, 64 B'way"). In 1887, Mr. Barrows was also a director of the newly formed Addison & Pennsylvania Ry., which purchased the assets of the Addison & Northern Pennsylvania Ry. under foreclosure, in the same year. 15 Annual Report of the Secretary of Internal Affairs, Part 4: Railroad, Canal, Navigation, Telephone, and Telegraph Companies (Pennsylvania 1888), at pp. 5-6. Coincidentally, two A&NP passenger cars were sold in 1887. 4 Annual Report of the Board of Railroad Commissioners of the State of New York (1887), at page 73 (A&NP had 4 second class passenger cars on Sept. 30, 1886); 5 Annual Report of the Board of Railroad Commissioners of the State of New York (1888), at page 86 (A&P had only 2 second class passenger cars on September 30, 1887 – 2 less than the A&NP had one year before). At least, the architecture of the roofs and roof ends of the full-length A&NP passenger cars match the roofs and roof ends of the cars which Mr. Barrows purchased, and which later became WP&YR #204 and #208. Hilton, George W. (1990). American Narrow Gauge Railroads. Stanford Univ. Press. ISBN 0-8047-1731-1., at page 254 (cars behind locomotive cab). (The car at the right end of the A&NP train is a combine.) Mr. Barrows almost certainly was the purchaser of the two A&NP cars that were sold, in view of: (a) his primary business interest in purchasing and selling used railroad cars, (b) his influence as a director of the A&P, (c) his coincidentally obtaining two used narrow-gauge passenger cars at the same time the two A&NP narrow-gauge passenger cars were sold, and (d) the visual similarity between the cars he purchased and the visible portion of the cars in the cited photograph.
- ^ Jump up to: a b November 15, 1887 letter from Elijah Smith (OI Co. president) to Barrows & Co. (We have agreed to buy from you two narrow gauge coaches at York, Pennsylvania). February 8, 1888 letter from William H. Odenatt to Elijah Smith (cars rebuilt). February 23, 1888 letter from Elijah Smith to Billmeyer & Small Co. (I enclose herewith an order for delivery of two narrow gauge passenger coaches now in your possession, belonging to Barrows & Co.). Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries.
- ^ Jump up to: a b Deely, Nicholas (1996). Tanana Valley Railroad: the Gold Dust Line. Denali Designs. ISBN 0-9648669-1-9., at pp. 147–48.
- ^ Jump up to: a b c d e f Armbruster, Kurt E. (1999). Orphan Road. Washington State University Press. ISBN 0-87422-185-4., at page 56; Records Pertaining to the Seattle and Walla Walla Railroad, at pp. 4 (1879 rolling stock), 12 (1880 rolling stock), Burlington Northern, Inc. Company Records, Accession #1972.5375, Box 1, Seattle Museum of History and Industry Library Archived 2011-10-13 at the Wayback Machine, Seattle, Washington. The architecture of Coach 210 looks strikingly like an 1876-era Billmeyer & Small Co. passenger car. Billmeyer reputedly sold plans for cars, as well as parts to be used with such plans. See, Hilton (1990). American Narrow Gauge Railroads., at page 176, 2nd to last ¶ ("In addition ... – the Company are prepared at short notice to supply Iron Castings, Wrought Iron Work, Brasses, Wheels and Axles; also, Passenger Car material of every kind for Repair and New Work ... ").Because of significant shipping costs from Pennsylvania to Washington State for an entire car, such Billmeyer plans and parts may have been used by the Seattle & Walla Walla R.R. to make Coach 210.
- ^ July 24, 1884 letter from John L. Howard (OI Co. manager) to Elijah Smith (OI Co. president) (1 passenger coach, just overhauled). Oregon Improvement Co. Records.
- ^ Jump up to: a b The C&PS 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&PS owned 2 coaches as of November 30, 1884. Oregon Improvement Company Report to Stockholders for 1885 at page 11, https://books.google.com/books?id=nxooAAAAYAAJ&pg=PA11#v=onepage&q=&f=false (Jan. 8, 2010), and Oregon Improvement Company Report to Stockholders for 1886 at page 8, https://books.google.com/books?id=nxooAAAAYAAJ&pg=PA18-IA8#v=onepage&q=&f=false (Jan. 8, 2010). These appear to have been C&PS #1 and #2, later WP&YR #210 and #212.
- ^ Jump up to: a b For a view of #214 before being rebuilt by the WP&YR, see, Johnson (1988). Sea to Sky Gold Rush Route., at page 74. Brill narrow-gauge coaches had a distinctive appearance. See, Poor's Manual of Railroads., No. 15 (1882), advertising section at page 116; also in advertising section of years close to 1882.
- ^ Jump up to: a b c d e f 13 Railroad Gazette 727 (December 23, 1881), ("J. G. Brill & Co. ... recently delivered several narrow-gauge passenger cars to the Texas & St. Louis road.").
- ^ Jump up to: a b c d Transfer from T&StL to Cd'AR&N 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&StL locomotives were sold to the Cd'AR&N at that time. This further suggests that the two Cd'AR&N coaches were ex-T&StL. Strapac (1977). Cotton Belt Locomotives., at page 275.
- ^ Jump up to: a b Cd'AR&N 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.
- ^ Jump up to: a b Wood, John V. (1983). Railroads Through the Coeur d'Alenes. Caxton Printers, Ltd. ISBN 0-87004-291-2., at page 73.
- ^ Jump up to: a b c d SC&CM Miscellaneous Companies & Persons Sub-ledger (Volume 208, unpublished), at page 150; SC&CM Construction & Equipment Sub-ledger (Volume 209, unpublished), at page 122; Penn Central Transportation Co. Records, Manuscripts and Archives Division Archived 2008-09-09 at the Wayback Machine, New York Public Library, Manhattan, New York. (Note: the N.Y.P.L. erroneously lists the SC&CM sub-ledgers as "Boxes" 208 and 209; they should be listed as "Volumes" 208 and 209.)
- ^ Jump up to: a b c d e f g h The way to differentiate between the ex-SC&CM (1881) coaches and the ex-Kaaterskill R.R. (1883) coaches is that the SC&CM 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. WP&YR General Office Journal (unpublished, Jan. 1901 to July 1902), WP&YR 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. WP&YR Letter dated July 31, 1901, COR 868, f. 5/539, WP&YR Company Records, Yukon Archives. The apparent reason for the delay for #222 and #224 is that they needed to have the stoves installed.
- ^ Jump up to: a b c d "Widening of the [Los Angeles & Redondo Ry.] tracks was completed Oct. 1, 1902 at which time all 3 ft. gauge equipment was sold." Best, Gerald M. (1958). Early Steam Suburban Railroads In Los Angeles, at page 23, Bulletin No. 99, Railway and Locomotive Historical Society (Oct. 1955). "Electric cars [were expected to] make their initial trip over the Redondo railroad on Thanksgiving Day [November 1902]. ... The old steam railroad [had been] practically rebuilt ..." 27 Press and Horticulturist (Riverside, California), No. 82 (Oct. 10, 1902), at page 7, Col. 3 (Southern California News). "Los Angeles & Redondo Railway ... Date standardized: ... 1902" Robertson, Donald B. (1998). Encyclopedia of Western Railroad History Volume 4: California. Caxton Printers, Ltd. p. 139. ISBN 0-87004-385-4. Retrieved 2017-10-16. Accordingly, from June 30, 1900 until at least August 1, 1902, the LA&R retained all 22 of its 3 ft. gauge passenger service cars. Report of the Board of Railroad Commissioners of the State of California for the Year Ending December 31, 1900, at page 226 (June 30, 1900 total=22); Poor's Manual of Railroads, No. 35 (1902), at page 618 (Aug. 1, 1902 total=22). But, it is undisputed that the WP&YR obtained Cars ##218, 220, 222, and 224 in May 1901 in Chicago, 17 months prior to October 1902 and a long distance from Los Angeles. WP&YR Record of Vouchers (unpublished, 1900–1901), at page 4 ("New Coaches"; "Trans chgs on Coaches Chicago to Seattle"), WP&YR Company Records, Yukon Archives; Special Report: White Pass & Yukon Route 1901 (unpublished), at page 123 ("four [4] second-hand coaches bought in Chicago"), WP&YR Company Records, Yukon Archives. Furthermore, during 1885 to 1890, inclusive, Jackson & Sharp Co. sold no cars to the Redondo Ry. (the LA&R's 1889-1896 predecessor), or to the Rosecrans R.R. or to the San Gabriel Valley Rapid-Transit Ry. (regional prior owners of 3 ft. gauge cars). Jackson & Sharp Co. Engineering Record Book for 1885-1890, Smithsonian Institution, National Museum of American History, Archives Center, Collection NMAH.AC.0156 (J.&S. Car Co. Records). More particularly, all of the passenger cars ordered by or delivered to the Redondo Ry. in 1889 were built by the Laclede Car Mfg. Co. 21 Railroad Gazette 533 (Aug. 9, 1889), Col. 3. All of the SGV R-T cars were built by Carter Bros. 27 Los Angeles Herald, No. 138 (August 21, 1887), at page 8, Col. 1 (News Notes). Finally, there is no record which supports the report that Cars ##218, 220, 222, and 224 came from the LA&R. This unsubstantiated report first materialized after 1983, after the history of these cars had been reported as "unknown," in Clifford, Howard (1983). Doing the White Pass: The Story of the White Pass & Yukon Route and the Klondike Gold Rush. Sourdough Enterprises. ISBN 0-911803-04-1., at pp. 79-80.
- ^ Jump up to: a b c d Kaaterskill R.R. Construction & Equipment Sub-ledger (unpublished), at page 150, New York Central R.R. Co. Records, St. Louis Mercantile Library, St. Louis, Missouri.
- ^ Jump up to: a b The Catskill locals have quit correcting tourists' pronunciation of Kaaterskill, regardless of whether the tourists say /CAT-er-SKILL/, /KATE-er-SKILL/, or /COT-ter-SKILL/. Nowadays, any of these pronunciations will do. The original Dutch pronunciation was /COT-ter-SKILL/, similar in sound to cotter pin. Kaater is the Dutch word for a male wildcat. Kill is the Dutch word for creek.
- ^ 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 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.
- ^ Jump up to: a b Letter from N-C-O Gen. Mgr. to Auditor, attached to N-C-O journal entry (unpublished, 1916), Nevada-California-Oregon Ry. Collection, California State Railroad Museum, Sacramento, California (Coaches #4 and #6 sold in 1916). The N-C-O 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.
- ^ 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 (SPC had 63 passenger cars, 2 parlor cars, 7 mail and baggage cars, 12 of which were added in 1884). None of the 12 SPC cars added in 1884 were mail or baggage cars. Poor's Manual of Railroads, No. 18 (1885), at page 876 (SPC had 53 passenger cars and 7 mail and baggage cars on December 31, 1883). In addition, SPC 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.
- ^ Jump up to: a b c d e f 32 The Western Railroader, #7 (July 1969), at pp. 4, 7-10.
- ^ Jump up to: a b c Pullman Company Archives, Call #02/01/06, Vol. 1 & Box 35; Call #07/00/02, Vols. 1 & 20, Newberry Library, Chicago, Illinois.
- ^ Jump up to: a b c Dickinson, A. Bray (1970). Narrow Gauge to the Redwoods. Trans-Anglo Books. ISBN 0-87046-010-2., at page 138.
- ^ The Nevada & California Ry. was formed by the Southern Pacific Co. and took over the Carson & Colorado Ry. in 1905. No. 264 is likely to have been to Keeler, California.
- ^ No record exists which identifies the year in which Sumpter Valley Ry. Coach No. 26 was converted to a passenger and railway post office combine. However, the conversion did not occur in a vacuum. SV Ry. Baggage and RPO Car #2 was retired in 1928, which then reduced the number SV Ry. RPO's from three to two. See, Poor's Railroad Section for 1929, at page 503. In light of the SV Ry's. car building practices, Car No. 26's RPO components were likely to have been cannibalized from Car #2. Furthermore, a declining passenger market and a continuing need for a third RPO as a backup would have made 1928 the optimum year in which to convert No. 26.
- ^ Passim, WP&YR Company Coach Roster Archived 2006-11-12 at the Wayback Machine (2008).
- ^ Mulvihill, Carl E. (2000). White Pass & Yukon Route Handbook. R. Robb, Ltd., at pp. 80–85 (Passenger Car History).
- ^ Jump up to: a b c d e f g h i j k l m n o p The 1909 and 1910 C&S boxcars may be distinguished from each other by the configuration of the coupler pocket.
- ^ Jump up to: a b c d e f g C&S numbers stenciled on the car interior were not painted over.
- ^ Jump up to: a b c d e f g h i j k l m n C&S Allotment for Expenditure #10608 (unpublished, 1942), Colorado & Southern Ry. Records, Robert W. Richardson Railroad Library, Colorado Railroad Museum, Golden, Colorado.
- ^ Jump up to: a b C&S Allotment for Expenditure #10715 (unpublished, Aug. 1943), Colorado & Southern Ry. Records, Colorado Railroad Museum.
- ^ Jump up to: a b U.S. Army Transportation Corps Contract W2789-TC-993 with the C&S (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.
- ^ Sumpter Valley Ry., Valuation No. 103, schedule of Sumpter Valley Ry. freight train cars (Interstate Commerce Commission, 1916) ("Caboose Cars – Nos. 2 and 3: [built by] S.V. Ry. Co.").
- ^ 17 East Oregonian (Pendleton), No. 5037 (May 2, 1904), at page 1, Col. 2 (Sumpter Extension, ¶ 4) ("the company is building new refrigerator cars and cabooses"). The Sumpter Valley Ry. had had only 2 cabooses as of June 30, 1897, presumably ##1-2. Poor's Manual of Railroads for 1898, at page 273. By June 30, 1907, the SV Ry. had 3 cabooses, presumably ##1-3. 1st Report of the Railroad Commission of Oregon (1907), at page 172. Therefore, Caboose #3 would have been included in the reported 1904 SV Ry. car building. It is noteworthy that, while the assembly of this car occurred in 1904, many of the components were cannibalized from older cars.
- ^ Jump up to: a b c Combes (1970). 1970 Car and Locomotive Cyclopedia of American Practice., § 3: Freight Train Cars, at page 103.
- ^ Jump up to: a b c U.S. Army Transportation Corps Contract W2789-TC-925 with the C&S (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.
- ^ Jump up to: a b After 1960, #1000 and #1001 were the only two WP&YR flatcars to have arch bar trucks.
- ^ Jump up to: a b c d The Navy order for the flatcars had been placed in 1942, but not filled until 1944 and 1945. Therefore, trucks made in 1942 were not a mismatch for these cars.
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v 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.
- ^ Jump up to: a b c d e f g h i j k l m n o p q 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.
- ^ Jump up to: a b c d e f g h The Lahaina, Kaanapali & Pacific R.R. had ten former White Pass flatcars: ##1143, 1149, 1151, 1155, 1159, 1160, 1171, 1176, 1177, and either 1175 or 1187. Six of these flatcars were built up into passenger cars: WP&YR #1159 = LK&P #105 (Aloha Coach); WP&YR #1171 = LK&P #106 (Kaanapali Landing); either WP&YR #1175 or 1187 = LK&P #104 (1st Willis B. Kyle); WP&YR ##1151, 1155, and 1160 are in unknown correspondence to LK&P ##107 (2nd Willis B. Kyle), 108 (Kahekili), and 109 (A. W. "Mac" McKelvey). One former White Pass flatcar was in work service: WP&YR #1143. The remaining three former White Pass flatcars was stored: WP&YR ##1149, 1176, and 1177. (##1143, 1151, 1155, 1159, 1160, 1171, 1177 from: Marzec, J. D. (2019). "Re: White Pass Flatcar 1181?" Narrow Gauge Discussion Forum (May 1, 2019). #1149 and #1176 from examination of photos & WP&YR equipment rosters. "#1175 or 1187" from the presence of a two-compartment "AB" brake reservoir under #104 & examination of the January 1, 1982 WP&YR equipment roster.) The LK&P RR last operated in 2019. Its assets were offered for sale in 2021.
- ^ The Midwest Central R.R. now has three former White Pass flatcars: ##1131, 1156, and 1170, all retaining their WP&YR numbers. The M.C. R.R. once had three more White Pass flatcars, which it subsequently sold to the Georgetown Loop R.R.: ##1157, 1163, and 1181. See, Freeland, James E. (2000). "Re: Honolulu Cars – Midwest Central – LK&P?" whitepassfanlist (Sept. 13, 2000).
- ^ Jump up to: a b c d e The Georgetown Loop R.R. has six former White Pass flatcars: ##1153, 1157, 1163, 1172, 1173, and 1181, all retaining their WP&YR numbers. Two of these flatcars have been built up into open observation cars: #1163 and #1172. Two former White Pass flatcars bear numbers that are identical to G.L. R.R. wood underframe cars: #1157 and #1163. Gant, Will (2019). "Re: White Pass Flatcar 1181?" Narrow Gauge Discussion Forum (Apr. 30, 2019).
- ^ Jump up to: a b c d The Sumpter Valley R.R. now has six former White Pass flatcars: ##1145, 1147, 1161, 1166, 1178, and 1185. All retain their WP&YR numbers, except for #1178 (now #0178). Two of these flatcars have been built up into passenger gondolas: #1147 and #1185. One is the underframe for a fire car: ex-#1178, now #0178. The S.V. R.R. once had another former White Pass flatcar, which it immediately sold to the Georgetown Loop R.R.: #1172. See, Sumpter Valley Railroad Equipment Roster (2019).
- ^ Jump up to: a b c d The Kauai Plantation has six former White Pass flatcars: ##1146, 1150, 1179, 1184, 1188, and 1190. Either WP&YR #1146 or 1150 became KP Passenger Car #4 (open observation, Wainiha), and the other unit remains a flatcar in work service at Kauai. Three of WP&YR ##1179, 1184, 1188, and 1190 became KP ##1 (Hanalei), 2 (Wailua), and 3 (Waimea), in unknown individual correspondence. The remaining one of these four units is stored at Kauai, and may eventually be built up into Passenger Car #5 (Hanapepe). See, Rackrail (2019). "Re: Kauai Plantation Ry.?" Narrow Gauge Discussion Forum (Apr. 30, 2019). Ex-#1146 and ex-#1150 are identifiable from the excessive number of holes on the left side of the B-end of the car.
- ^ Jump up to: a b Multi-service cars are characterized by two parallel rows of longitudinal hopper bays, meaning that the hopper bays parallel the rails instead of being perpendicular to the rails. Each of the two rows consists of two bays, for a total of four hopper bays. Each hopper bay has two doors which pivot from the bottom, instead of from the top. Each of the eight doors may be separately controlled and adjusted. This arrangement enables the ballast flow to be controlled or stopped.
- ^ Jump up to: a b Lousy paint job. Ghosts of old numbers readable.
- ^ Jump up to: a b c Ghosts of old numbers readable.
- ^ See, Minter, Roy (1987). The White Pass: Gateway to the Klondike. University of Alaska Press. ISBN 0-912006-26-9., photo following page 288 ("How to cut the grade through the permafrost ...").
- ^ 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.
- ^ Jump up to: a b There is no existing expenditure document which corresponds to No. 8, a 6500 gal. car which once bore UTLX #10844. See, Hile, Stephen W. (2018). UTLX Steam Era Tank Cars. Speedwitch Media. ISBN 978-0-9749508-4-6., at pp. 25 (1906 ##10800-10899 = 10,000 gal. cars, "renumbered ca. 1910"), 54 (entry for 1916 ##10230-11249 reflects no expenditure records for these numbers). The non-existence of UTLX expenditure documents which correspond to this Class V tank car suggests that it was built between 1903 & 1906. Expenditure documents still exist for UTLX cars that were built beginning in 1906. Id., at pp. 11-12 (existing "summaries of all capital authorizations ... dat[e] back to about 1906"), 31 (retained expenditure records begin in 1906). On the other hand, standardized production of the Class V cars did not begin until 1903. See, Id., at pp. 16, 21. Thus, 1903 to 1906 is the time frame for the building of undocumented Class V tank cars such as No. 8. Since the earlier 10,000 gal. UTLX #10844 was not renumbered until about 1910, the 6500 gal. #10844 (No. 8) had therefore borne a different number until then.
- ^ Jump up to: a b If this 6500 gal. Class V Tank Car had been built after 1911 and/or been built by other than Standard Oil Co., its dome would have been larger. See, Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O (July 30, 1919). Edward B. Boyd, agent, at page 496 (6500 gal. cars above #14999 had larger dome capacities than those below #15000); Hile (2018). UTLX Steam Era Tank Cars., at page 55 (Union Tank Line Tank Car Roster 1916) (Pressed Steel Car Co. built Class V Tank Cars only in 1912). On the other hand, the dome appears to be larger than the domes on the UTLX tank cars built between 1903 & 1906. Thus, this car would have been built between 1906 & 1911.
- ^ Jump up to: a b 64 Railway Age, No. 1 (January 4, 1918), at page 72 (1917 Orders for American Railways in France).
- ^ Of 2,950 total tank cars ordered for use in France during World War I, none arrived by April 1918, and only 549 were ultimately sent there. This reduction in number was apparently due to the collapse of the German defensive line in July 1918. GPRX ##4001-4500 were immediately preceded by GPRX ##3001-3050. GPRX ##3001-3050 had been built during the winter of 1917-1918, all suggesting that GPRX ##4001-4500 were built in 1918. Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O, at page 47 (GPRX ##3001-3050, 4001-4500); King, Benjamin; Biggs, Richard C.; Criner, Eric R. (2001). Spearhead of Logistics: A History of the United States Army Transportation Corps. U.S. Army Transportation Center. p. 107. ISBN 978-0-16-093119-2. Retrieved 2018-02-28. ("While 2,950 tank cars were ordered from the United States, none arrived by April 1918, and ... By the end of the war only 549 tank cars had arrived."); Ruckman, John H., ed. (1920). Technology's War Record. Alumni Assn. of Massachusetts Institute of Technology. p. 262. ISBN 9780160931192. Retrieved 2018-02-25. ("During the winter of 1917-1918 ... The Arsenal found a lot of fifty oil-tank cars ... and the cars were marked 'G.P.R.X.' numbered from 3000 up.")
- ^ Based upon visual observation, #27 has a dome with a capacity which is clearly greater than 90 gallons and clearly less than 190 gallons. The only GPRX tank car with a dome capacity within this range was #4042 (dome capacity = 111 gals.). United States, Canadian and Mexican Railroads Freight Tariff Showing Capacities of Tank Cars, No. 300-A (May 26, 1936). Ian Cranstone, at pp. 39-40 (Army Ordnance Department), 673-74 (War Department).
- ^ No 6500-gallon tank cars were delivered. Instead, GPRX ##4001-4500 were delivered. These were five hundred 7000-7020 nominal gallon capacity cars. Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O, at pp. 45-48.
- ^ The center panel of the shell has a slightly smaller diameter than the outer panels of the shell. Repairing damage would be the reason for the center panel's having a slightly smaller diameter. A horizontal slice of the center panel which contained the damage was removed, thereby reducing the diameter. Reducing the diameter of the center panel, in turn, reduced the overall capacity of the shell.
- ^ Flatcar #319 was originally Sumpter Valley Ry. Flatcar #76633 (1917-1942), built by S.V. Ry., purchased by WP&YR (1942), underframe for Tank Car #27 (1944-1952), scrapped (1960).
- ^ See, 1925-1935 Official Railway Equipment Register (U.S.A. War Department entries); Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O, at page 47 (Army Ordnance Dept. ##4001-4500). Note that Tank Car #27 has two pressure relief valves, apparently to meet the requirement that two such valves were required on tank cars of more than 6500 nominal gallons. (See, Hile (2018). UTLX Steam Era Tank Cars., at pp. 21-22.) At the same time, Tank Car #27 does not appear to have had a capacity much greater than 7,000 gallons, before its repair. The U.S. Army had had possession of the tank on Tank Car #27, and it had over four hundred tank cars of 7000-7020 gallons on the eve of World War II. For these reasons, it appears that the tank on Tank Car #27 had once been on one of the Army's tank cars of 7000-7020 gallons.
- ^ Gondola #108 was originally U.S. Army Flatcar #333459 (1942-1945), built by Pullman Co., gondola (1945-1952), purchased by WP&YR (1947), underframe for Tank Car #27 (1952-1956), underframe for Tank car #30 (1960-2017), scrapped (2017).
- ^ Underframe of Tank Car #3 was originally WP&YR Flatcar #541 (1900-1925), built by WP&YR, underframe for Tank Car #3 (1925-1955), underframe for Tank Car #27 (1956-1968), scrapped (1968).
- ^ Jump up to: a b There is no existing expenditure document which corresponds to No. 28, the car which once bore UTLX #15744. See, Hile (2018). UTLX Steam Era Tank Cars., at pp. 25 (no entry for ##15600-15999 "Van Dyke Class V Cars Built"), 55 (entry for 1916 ##15600-15999 reflects no expenditure information for these numbers). The non-existence of UTLX expenditure documents which correspond to this Class V tank car suggests that it was built between 1903 & 1906. Expenditure documents still exist for UTLX cars that were built beginning in 1906. Id., at pp. 11-12 (existing "summaries of all capital authorizations ... dat[e] back to about 1906"), 31 (retained expenditure records begin in 1906). On the other hand, standardized production of the Class V cars did not begin until 1903. See, Id., at pp. 16, 21. Thus, 1903 to 1906 is the time frame for the building of undocumented Class V tank cars such as No. 28. Since UTLX #15599 had not been built until 1912, cars which bore UTLX ##15600-15999 (including No. 28) had therefore borne different numbers until then. See, Id., at page 25 (#15599 built in 1912).
- ^ Flatcar #325 was originally Sumpter Valley Ry. Flatcar #76617 (1917-1942), built by S.V. Ry., purchased by WP&YR (1942), underframe for Tank Car #28 (1949-1950), scrapped (1967).
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag Hile, Stephen W. (2018). UTLX Steam Era Tank Cars. Speedwitch Media. ISBN 978-0-9749508-4-6., at pp. 39 (Van Dyke Class X Cars as Built), 54 (Union Tank Line Tank Car Roster 1916), 196 (UTLX Tank Car Roster, circa 1938), 213 (UTLX Tank Car Roster, 1952).
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac Sloan, Robert E. (2008). A Century + Ten of D&RGW Narrow Gauge Freight Cars, 1871 to 1981, 2nd ed. BHI Publications., at page 341.
- ^ Jump up to: a b c d e f g h i j k The present roster capacities reflect the reduced shell capacities resulting from the presence of heating pipes. Type E heating pipes occupy 113 gallons, and reduce the shell capacity of each tank by that amount. Type W heating pipes occupy 27 gallons, and reduce the shell capacity of each tank by that amount. See, Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O (July 30, 1919). Edward B. Boyd, agent, at pp. 486-88; United States, Canadian and Mexican Railroads Freight Tariff, No. 300-A, at pp. 564-65; United States, Canadian and Mexican Railroads Freight Tariff Showing Capacities of Tank Cars, No. 300-H (Sept. 13, 1955), Ian Cranstone, at page 584; Hile (2018). UTLX Steam Era Tank Cars., at page 98 (• 1928, • 1937). A spreadsheet which compares the car shell capacities in 1919, 1936, and 1955 is required to make these determinations. In 1947, #12872 (WP&YR #64) and #13130 (WP&YR #62) were listed as "no heater cars;" however, these cars still retained the 113-gallon reduction in shell capacity which corresponds to the presence of Type E heating pipes. On these two cars, the heating pipes must have been sealed off while remaining inside the cars. Note: Wikipedia does not permit a direct link to the site which sells Mr. Cranstone's publications. Google "Ian Cranstone" and "tank car" or try this site: http://modelingthesp.blogspot.com/2016/12/the-tank-car-tariff.html .
- ^ 62 is currently numbered 12962; however, Sloan (2008). A Century + Ten of D&RGW Narrow Gauge Freight Cars., at page 344 shows the original Union Tank Car Company number to have been 13130. Comparison of the gallon capacities of the two possible UTLX cars in Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O, at pp. 487-88, with the capacity of UTLX #88101 in United States, Canadian and Mexican Railroads Freight Tariff Showing Capacities of Tank Cars, No. 300-H, at page 584, and allowing for the 113 gallon capacity reduction caused by the addition of heating pipes in 1928, suggests that the Sloan (2008) number (13130) is the correct original identity.
- ^ 64 is currently numbered 12918; however, Sloan (2008). A Century + Ten of D&RGW Narrow Gauge Freight Cars., at page 344 shows the original Union Tank Car Company number to have been 12872. Comparison of the gallon capacities of the two possible UTLX cars in Circular of United States and Canadian Railroads Showing Capacities of Tank Cars, No. 6-O, at page 487, with the capacity of UTLX #88100 in United States, Canadian and Mexican Railroads Freight Tariff Showing Capacities of Tank Cars, No. 300-H, at page 584, and allowing for the 113 gallon capacity reduction caused by the addition of heating pipes in 1928, suggests that the Sloan (2008) number (12872) is the correct original identity.
- ^ Jump up to: a b Passim, WP&YR Equipment Lists as of 1943-1982, Office of Superintendent, Rail Division, privately held.
- ^ Jump up to: a b c From North American Equipment Sales Co. company records.
- ^ Jump up to: a b WP&YR Correspondence of May 22, 1946, from President Rogers to Chairman Hamilton, at page 2 ("For the last two years the Army has used two of their tenders on our rotaries and [the tenders of] three of our old engines ... taken out of service took care of the [190-class donor locomotives].").
- ^ The "spud" is the spade or chisel that can vibrate up and down, and anchors the machine to the ground.
- ^ Jump up to: a b Passim, WP&YR Gas Shop records, Skagway Shops, Alaska.
- ^ Jump up to: a b Passim, Fairmont Railway Motors, Inc. records, Martin County Historical Society, Fairmont, Minnesota.
- ^ Jump up to: a b c d e f g h WP&YR records do not disclose Fairmont shop numbers of 2000-series track cars, and Fairmont records do not disclose WP&YR 2000-series road numbers. Fairmont sold four A6-F3-3 (Z36)'s to the WP&YR: Shop Nos. 231566 in 1968; and 237978, 237993 and 237994 in 1973. Fairmont also sold seven A6-F4-1 (Z36)'s to the WP&YR: 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 WP&YR, eight are currently (in 2018) in existence: Road Nos. 2018-2022, 2024, 2026, and 2044. These eight have cab heaters.
- ^ Jump up to: a b c d e f g h Former No. 2014 is presumed to be Fairmont Shop No. 231566 (1968), because of its significantly lower road number and because all other WP&YR A6-F's have cab heaters. Road No. 2018 existed before 1976, based on the unique positioning of its original antenna. 2 Short and Narrow Rails, No. 1 (Serial 5, July 1979), at page 27 (lower right photo taken by Ted Schnepf in 1975). Accordingly, Road No. 2018 would be Shop No. 237978, 237993, or 237994 (1973).
- ^ Jump up to: a b c d e f g h Missing Road Nos. 2023 and 2025 are presumed to correspond to two A6-F4-1 (Z36)'s that have been removed from the roster. On November 27, 1978, two A6-F's collided head-on at Mile Post 65.5, two miles south of Carcross, Yukon. "Extensive" damage to the two cars occurred. Thompson, Keith W. & Edward Weinberg (1979). Report of the Inquiry Into the White Pass and Yukon Railway and Other Surface Transportation Services Into and Out of the Yukon. Canadian Transport Commission., Appendix 2. One or both of Road Nos. 2023 and 2025 may have been in that collision.
- ^ Jump up to: a b c d e f g h Current, as well as currently vacant, A6-F Road Nos. 2018-2020, 2021-2022, 2023-2024, 2025-2026, and 2044 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 2020 would be Fairmont Shop Nos. 237978, 237993, and 237994 (1973), in unknown order. Road Nos. 2021 and 2022 would be Fairmont Shop Nos. 241349 and 241350 (Jan. 1976), in unknown order. Road Nos. 2023 and 2024 would be Fairmont Shop Nos. 242262 and 242263 (Sept. 1976), in unknown order. Road Nos. 2025 and 2026 would be Fairmont Shop Nos. 243932 and 243933 (1977), in unknown order. Road No. 2044 would be Fairmont Shop No. 244678 (1978).
- ^ Kaminski, Edward S. (2003). Tank Cars: American Car & Foundry Company, 1865 to 1955. Signature Press. ISBN 1-930013-09-4., at page 175 (bottom photo).
- ^ It is not known whether the tender superstructure was merely rebuilt with a sloping back or entirely replaced.
- ^ Jump up to: a b c d e f g h i j k l m The last 21 remaining 1899-1906 built boxcars and refrigerator cars were "phased out" in favor of intermodal containers in 1958. WP&YR (1964). A Decade of Progress ("1958 Phased out and scrapped last of all-wooden flat cars and box cars"); WP&YR (1958). Equipment List as of February 1, 1958 (Freight Equipment); Kemp, Forster A. (1957). "Reports on the White Pass & Yukon Route." 81 Canadian Railroad Historical Assn. News Report 92 (Sept. 1957) ("large number of bad-order box and refrigerator cars, which are no longer used due to the adoption of containers").
- ^ Jump up to: a b c None of the boxcars and refrigerator cars retired before 1958 appear to have been transferred to and used by local residents. See, Kemp (1957). "Reports on the White Pass & Yukon Route," at pp. 92-93 (freight car notes compiled in July 1957). According to Mr. Kemp's July 1957-recorded observations, there were two caboose bodies on private properties in Skagway [1st 905, 1st 911], but there were no boxcar bodies thereon. Also, according to Mr. Kemp, at least 23 freight cars had been dumped into the Skagway River by July 1957, but only seven tenders had been dumped into the river by then. An eighth tender superstructure (ex-#66, née #69) would be dumped into the river later that same year. See, Stutz (2013). "Dumped Tender Shells," White Pass Fanlist No. 12191 (Tender E). Its underframe had been removed to build Flatcar #1200 in April that year. This suggests that retired railroad cars were still being dumped into the Skagway River in 1957. Empirical evidence corroborates Mr. Kemp's observations. Of the thirteen 1899-1906 WP&YR boxcars and refrigerator cars observed and identified by number after 1958, eleven (85%) had been "phased out" in 1958. The two cars retired before 1958 had been maintenance of way boxcars with windows cut in them; one of the two (#642) was retained as a yard office in Whitehorse; the other (#602) was placed on a trash laden, derelict lot in Skagway. Of the eleven numerically identified 1899-1906 cars which were transferred to and used by the local residents, all had been "phased out" in favor of intermodal containers in 1958 (##436, 440, 506, 518, 530, 570, 626, 656, 666, 670, 682, some now demolished).
- ^ Jump up to: a b The Mile 2.9/Broadway Station boxcar is 28 feet long and has no evidence that an ore door ever existed at the bottom of its "A" end. Among the 1958 phase-out boxcars, only four met these criteria and did not exist at some other location (##530, 538, 540, 590). Of these four, the list can be further narrowed to those three boxcars built in 1899 which bear numbers lower than 568. The pre-568 number is determined by the round holes which engaged the truss rod bolts. These holes are located on the ends of the car next to the corner plates. On boxcars which bear numbers lower than 568, these holes are round, and there are no smaller holes located adjacent to them. On boxcars which bear numbers higher than 566, the holes are square, with two smaller round holes located adjacent to the square holes. The Klondike Highway boxcar has the pre-#568 round truss rod bolt holes. See, also, Spude, Robert L. S. (1983). Skagway, District of Alaska – 1884-1912: Building the Gateway to the Klondike. Univ. of Alaska, Fairbanks., at Appendix: Buildings within the Skagway Historical District ("Broadway Station Restaurant ... Kurt Koster[s] constructed this pizza parlor in the spring of 1979, using two vintage 1899 box cars." [sic, should be: using one vintage 1899 box car and one 1910 refrigerator car]). Of the three pre-#568 boxcars, #538 can be eliminated because photographic evidence shows that #538 had a major hole in the door on its right side, because the metal strap at the bottom of this door had a slight bowing, and because the Mile 2.9/Broadway Station boxcar does not reflect having had either defect. Of the two remaining boxcars, #530 is the only one which has been reported to exist since 1958. #530 has been reported to exist in 1976 – just three years before it disappeared and the Broadway Station restaurant appeared. See, Stutz, John C. (1999). "Re: WP&YR Coaches," White Pass Fanlist No. 699 (February 24, 1999) (Boxcar 530). In addition, #530 cannot be the car on 171⁄2 Alley, because the 1976 report noted numerous underframe components which are not visible on the car on 171⁄2 Alley. Thus, #530 must be the Mile 2.7/Broadway Station boxcar.
- ^ The 171⁄2 Alley boxcar is 28 feet long and has no evidence that an ore door ever existed at the bottom of its "A" end. Among the 1958 phase-out boxcars, only four met these criteria and did not exist at some other location (##530, 538, 540, 590). Of these four, only #590 had a window cut in the side of the car which corresponds to the window which had been cut in the southwest corner of the 171⁄2 Alley boxcar.
- ^ Jump up to: a b The Portage Lake boxcar is 30 feet long and has no cutout in its end sheathing to allow the buffer block to abut the underframe directly. On this car, the buffer block abuts the sheathing. As such, the car would have been built in 1906. 30-foot boxcars built in 1900 had the cutout, and 30-foot boxcars built in 1906 did not have the cutout. Among the 1958 phase-out boxcars, only #688 and #694 had been built in 1906 and are not otherwise accounted for. #694 is eliminated based on a photo of that car which discloses a grab-iron on the "B" end attached upside-down (i.e., bolts under rung). This leaves #688.
- ^ Jump up to: a b c d e f Johnson (1997). The Bonanza Narrow Gauge Railway., at pp. 121-22, 124, 126, 152.
- ^ Jump up to: a b The boxcar on 141⁄2 Alley is identifiable as a 1909 C&S-type boxcar that has not had its underframe detached to make a flatcar. One of the coupler pockets on this car still contains 1909 C&S-type draft gear. Draft gear connects a coupler to the car's underframe. The presence of draft gear therefore indicates that the original underframe remains under the car. The underframe would have been detached from a boxcar, if a flatcar had been made from it. Of the 31 WP&YR C&S-type boxcars, ##706, 712, and 720 are the only three which (a) were not cut down to flatcars, (b) were not built in 1910, (c) were not disposed of before 1950, and (d) are not otherwise accounted for. Of these three, #706 had its trucks detached in 1969, #720 had its trucks detached in 1969 in 1972, and neither has been recorded to exist since. The car on 141⁄2 Alley is further identifiable on its left side as #712 by the replacement door, by the two vertical gashes to the left of the replacement door, and by the bowing of the second and third from the bottom grab-irons. (Compare, 712 (1982) and 141⁄2 Alley (2006).)
- ^ Jump up to: a b The car at Glacier is identifiable as #730 by comparing a circa 2010 photo of the car at Glacier with a circa 1970 photo of #730, and noting five flaws common to both cars. First, the grab-iron on the right side of the "B" end has the identical bend. Second, there is an identical chunk of wood missing, just above the corner plate on the right side of the "B" end. Third, there is an identical chunk of wood missing along the lower edge, about 1⁄4 of the way from that corner to the car door. Fourth, there is a horizontal gash in the wood, a few inches above the last missing chunk. Fifth, there is a similar gash in the wood on the left side of the "B" end, just below the second grab-iron from the top. (Compare, 730 (196x) and (Glacier 201x).)
- ^ The underframe of Boxcar #728 became Flatcar #827 in 1956. Scrapped in 1966.
- ^ Jump up to: a b Since 1961, seventeen Colorado & Southern-type boxcar bodies have been recorded to exist in Skagway, Alaska, or on the WP&YR. Sixteen of the 17 bodies cannot be the 41⁄2 Alley body, based on three reasons. Only #746 is not eliminated by these reasons. First, eight of these bodies (##702, 704, 706, 710, 712, 720, 730, 758) are eliminated because they had been built in 1909, while the 41⁄2 Alley body has 1910 built coupler pockets. Second, six of the nine remaining bodies (##708, 718, 1st 734, 2nd 734 [ex-728], 742, 754) are eliminated because, at one or more times, they have existed at locations different from the then-location of the 41⁄2 Alley body. Third, two of the three remaining bodies (#714 and #738) are eliminated because photos of them disclose damages which are inconsistent with the condition of the 41⁄2 Alley body. The foregoing reasons alone indicate that the 41⁄2 Alley boxcar body must have been #746. In addition to the foregoing reasons, all WP&YR C.&S.-type boxcar bodies except ##714, 1st 734, 736, 746, 748, and 754 are eliminated from being the 41⁄2 Alley body because of its 1910 coupler pockets and because its underframe has been detached. Of those last six bodies, ##714, 1st 734, and 754 are eliminated because photos of them disclose damages which are inconsistent with the condition of the 41⁄2 Alley body. Of the remaining three bodies, #736 and #748 are eliminated because they never had their corresponding C&S numbers recorded. Most likely, the latter two bodies had been demolished before the attempt was made to record the C&S numbers. (#736 is also eliminated because it was a powder car, while the 41⁄2 Alley body had not been part of a powder car.) As with the first three reasons, only #746 is not eliminated. Furthermore, the 41⁄2 Alley boxcar and #754 had nearly identical histories for a time after their underframes were detached. During this initial time, both were located at the same address, both had lumber loading doors installed at their ends, and both were eventually repainted. Since the number of 754 had been recorded before repainting, it is likely that the number of the 41⁄2 Alley boxcar was also recorded before repainting, which would make the 41⁄2 Alley boxcar #746. The cumulative effect of all known evidence indicates that the 41⁄2 Alley boxcar must have been #746.
- ^ The underframe of Boxcar #746 became Flatcar #861 in 1960. Scrapped in 1976.
- ^ No. 406 is the only refrigerator car body recorded to exist since 1962 which (a) did not ever exist at a location different from the then-location of the Klondike Highway/Broadway Station refrigerator car body (which eliminates ##766, 768, 2nd 770 [ex-402]), (b) was built in 1910 (which again eliminates #766), and (c) is not depicted in a photo with damage that is inconsistent with the condition of the Klondike Highway/Broadway Station refrigerator car body (which again eliminates ##768, 2nd 770 [ex-402]).
- ^ U.S. Army Transportation Corps Contract W2789-TC-961 with the C&S (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.
- ^ The underframe of Refrigerator Car #406 became Flatcar #875 in 1960. Scrapped in 1978.
- ^ Jump up to: a b c Hile (2018). UTLX Steam Era Tank Cars., at pp. 53 (UTLX #13504 Builder's Photo), 54 (Union Tank Line Tank Car Roster 1916). The designation "BX" indicates that the car had a Bettendorf underframe. See, Id., at pp. 16-17, 53.
- ^ The underframe of Tank Car 1st 1 was originally the underframe of Stock Car #765 (1906-1925), built by the WP&YR, underframe of Tank Car 1st 1 (1925-1931), underframe of Tank Car 2nd 1 (1931-1959), scrapped (1959).
- ^ Flatcar #643 had been a flatcar (1906-1959), built by the WP&YR, underframe of Tank Car 2nd 1 (1959-1965), scrapped (1965).
- ^ Pup is a term that was current during the Klondike Gold Rush. A pup is a small second order stream (one which is formed by the confluence of two first order streams), and which is also a tributary to yet another stream. Usually, pups flow down gulches on the sides of a valley, into the creek at the bottom of the valley.
- ^ Jump up to: a b The tank on Tank Car #17 may be identified as a 6500-gallon "Pease" tank (SP ##51922-52021, 56226-56250) by the size and shape of the original 144-gallon dome. See, Best, Gerald M. (1965). Nevada County Narrow Gauge. Howell-North Books. ISBN 0-8310-3004-6., at page 203 (#183 and #181); Thompson, Anthony W. (2008). Southern Pacific Freight Cars, Volume 5: Hopper, Covered Hopper, and Tank Cars. Signature Press. ISBN 978-1-930013-24-7., at page 193. The embossment on the dome reads: "WM GRAVER TANK WORKS CHICAGO." Original 1901~1902 standard gauge underframe for tank had been made by Illinois Car & Equipment Co. SP ##51922-52021 (100 cars) were purchased new by the Southern Pacific Co. in 1901 and 1902. SP ##56226-56250 (25 cars) had been built in 1902 and were purchased second hand by the S.P. Co. in 1906.
- ^ NCNG Flatcar #183 was originally a Victor Gold Mining Co. gondola (1901-1915), built by American Car & Foundry Co., Nevada-California-Oregon Ry. flatcar (1915-1929), NCNG flatcar (1929-1934), underframe for tank car (1934-1952), tank car sold to WP&YR (1942), flatcar scrapped (1952).
- ^ The Province (Vancouver, Oct. 31, 1978), at page 30 ("White Pass & Yukon Corp. Ltd. has awarded a Vancouver towing company a contract to haul its two container ships between Vancouver and Skagway, Alaska. White Pass plans to convert the 6,000-ton Klondike and Frank H. Brown into barges to save on crewing costs and prune $1 million or more from its annual bill for marine operations. Knight Towing Ltd., of Vancouver, is modifying the former Norwegian whale catcher Pacific Challenge to tow the two vessels. The Pacific Challenge ... will, when modified, operate on a nine-day round-trip schedule between Vancouver and Skagway ...").
- ^ Number identification based on 1948 photo of the unit at Whitehorse R.C.A.F. barracks, with the middle bench seat missing. #3 had been the number of the wagon given to the R.C.A.F. in 1944.
- ^ Number identification based on 1986 photo, showing number, taken at Carcross.
- ^ Number identification based on 1956 photo of unit, showing number, with Mr. MacBride standing in foreground and with middle bench seat present.
- ^ Number identification based on 1992 photo, showing number, taken in the Yukon Transportation Museum.
- ^ Jump up to: a b c The sleighs were officially renumbered in January 1905, by adding 20 to any pre-existing road number. This was to clear the lowest numbers for use by wagons. The sleighs were again officially renumbered about 1909, by adding 10 to the then-existing official road numbers. This was to avoid conflict with wagon road numbers added since 1904. Notwithstanding official re-numberings, some sleighs, notably #33 (3) and #36 (26), physically retained their first or second road number. The omission of re-numbering may have occurred if a sleigh had been taken out of service.
- ^ Number identification based on 2006 photo, showing number, taken by Mr. Tjoelker in Washington.
- ^ Number identification based on 1961 photo, showing number, taken at MacBride Museum.
- ^ See, 10 Container Route News, No. 10 (October–November 1969), Yukon Archives PER 460, at page 4 (White Pass, Kenworth, and Columbia Body Mfg. Co. devised the braking system for the tractors and trailers). Trailer #53300 also bears the arc welded number "353."
- ^ McClellan, Catharine (1975). My Old People Say: An Ethnographic Survey of Southern Yukon Territory. National Museums of Canada. ISBN 978-0226564371., at pp. 29-30 ("a shè yi [tail hanging down] which refers to the many caribou and moose passing by"), 33 (#33-Aishihik); Tlen (2007). Southern Tutchone Grammar Notes, at pp. 3 (shè [tail]), 4 (yî [down direction]), 15 (2.2.1: body parts need a prefix such as a- [its]); Coutts, Robert C. (2003). Yukon Places and Names. Moose Creek Publishing., at page 16 ("referring to ... the last bay at the head of the lake").
- ^ Tlen, Daniel L. (1993). Kluane Southern Tutchone Glossary. Yukon College., at pp. 33 (mӓn [lake]), 42 (Aishihik = Äshèyi, Aishihik Lake = Man Sho); Tlen (2007). Southern Tutchone Grammar Notes, at pp. 6 (man [lake]), 30 (shӓw [big]).
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at Coutts (2003). Yukon Places and Names.
- ^ Jump up to: a b c d e f g The corresponding body of water is located in former Southern Tutchone territory and also has a separate Southern Tutchone name. The literal meaning of the Southern Tutchone name typically differed from the literal meaning of the corresponding Tlingit (and therefore English) name. Specifically: Aishihik = Män Shäw [Lake Big]; Dezadeash = Tatl'àt Mǟn [Water's End Lake]; Hutshi = Chu-Yäna Mǟn [A-Type-of-Whitefish Lake]; Kluane = Łù Àn Mǟn [Whitefish Place Lake]; Klukshu = Łu Ghą Mǟna [Fish for People are in the Lake]; Kusawa = Nakhų Mǟn [Raft-Crossing Lake]; Takhini = Gęl Ädhäl [Springs Hot]; Takhini River = Näkhü Chù [Raft-Crossing River]. Tlen (1993). Kluane Southern Tutchone Glossary., at pp. 42-50; Tlen (2007). Southern Tutchone Grammar Notes, at page 13; Glave, Edward J. (2013). Travels to the Alseck: Edward Glave's reports from southwest Yukon and southeast Alaska, 1890-91. Yukon Native Language Centre. ISBN 978-1-55242-368-4., at pp. 364-72; McClellan (1975). My Old People Say., at page 33 (##32 [Hutshi], 34 [Kusawa]); Welcome to Champagne and Aishihik First Nations Traditional Territory (n.d.). Yukon Dept. of Tourism and Culture, #2 (Takhini River Bridge). The main reason that the Tlingit name prevailed is that the early English-speaking explorers and map makers hired mostly Tlingit guides, interpreters, and other informants. When these early explorers and map makers reduced their information to writing, the names used were those given by the Tlingit informants. In the case of locations along the Dalton Trail, Mr. Dalton himself knew Tlingit "fairly well," and did not know Southern Tutchone. (Glave (2013). Travels to the Alseck., at page 84.) Thus, he probably would have preferred the Tlingit names along his trail.
- ^ Bergsland, Knut, ed. (1994). Aleut Dictionary: Unangam Tunudgusii. Alaska Native Language Center., 50 (alagu-x [sea]), 508 (suffix -gi [object of its action]); Bright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN 978-0806135984.
- ^ Thornton, Thomas F., ed. (2012). Haa Léelk'w Hás Aaní Saax'ú:Our Grandparents' Names on the Land (PDF). Sealaska Heritage Institute. p. 24 (#273: Aalséix [Resting]). ISBN 978-0-295-98858-0. Retrieved 2017-10-16.; Edwards, Keri (2009). Dictionary of Tlingit (PDF). Sealaska Heritage Institute. pp. 29 (l- (verb classifier), 47 (aa [one]), 204 (ulséix [s/he rests [regularly]]), 294 (suffix -x [repeatedly]). ISBN 978-0-9825786-6-7. Retrieved 2015-09-14..
- ^ Glave (2013). Travels to the Alseck., at pp. 362 (Alseck/Alsek settlement/camp), 370 (Nua Qua village). In 1891, the Canadian government renamed the pre-1891 Upper Alsek River to Tatshenshini. It simultaneously renamed the pre-1891 Tatshenshini River to Blanchard. It also simultaneously renamed the pre-1891 Lower Kaskawulsh River to the Upper Alsek. Wright, Allen A. (1976). Prelude to Bonanza: The Discovery and Exploration of the Yukon. Gray's Publishing., at page 230; Glave (2013). Travels to the Alseck., at pp. xv (Changing River Names), 18 ("Alseck River [subsequently renamed Tatshenshini River]"). The Nóogaa people had another village called Nóogaayík [Dead Salmon Area Basin], located 19 miles upstream, near the mouth of Detour Creek. See, McClellan (1975). My Old People Say., at pp. 24 ("dying fish valley"), 32 (#6); Edwards (2009). Dictionary of Tlingit (PDF). pp. 101 (-gaa [in the area of]), 200 (nóosh [dead salmon]), 325 (-yík [inside a shallow concave landform: basin]). Retrieved 2015-09-14..
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t Mulvihill (2000). White Pass & Yukon Route Handbook., at pp. 26 (Boulder), 29 (Rocky Point), 32 (Clifton), 33 (Pitchfork Falls, Goat Lake, Black Cross Rock), 37 (Slippery Rock), 39-40 (Inspiration Point), 40-42 (Switchback), 42-44 (American Snowshed), 45 (White Pass), 50 (Ptarmigan Point), 52 (Vista), 55 (Guardrail Curve), 56 (Graves), 57 (Pennington, Gravel Pit), 58 (Carcross), 73 (one of state's highest concentrations of mountain goats).
- ^ Hare, Greg & Sheila Greer (1994). Désdélé Méné: The Archeology of Annie Lake (PDF). Government of Yukon. pp. 12–13. ISBN 0-9698112-0-9. Retrieved 2017-10-16.; 1901 Census of Canada, District 206, Subdistrict f-93 (Cariboo Crossing, Yukon), at page 2, ll. 26-27. Note that Charlie told the census that 1864 or 1865 would have been his year of birth. His tombstone indicates 1866 as his year of birth.
- ^ Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 57 (#22: Áa Tlein [Big Lake]).; McClellan (1975). My Old People Say., at page 44 (#26-Atlin [lake big]).
- ^ Jump up to: a b c d e f g h Satterfield, Archie (1993). Klondike Park: From Seattle to Dawson City. Fulcrum Publishing. ISBN 1-55591-165-X., at pp. 17 (Dr. Lindeman, James Gordon Bennett), 19 (Nares River, Professor O. C. Marsh, Vice-Admiral Sir Leopold McClintock, Brig. Gen. Nelson A. Miles), 21-22 (the lake was named in [Schwatka's] honor; Mike Laberge ... never got to see the lake), 143 (Bare Loon Lake).
- ^ Jump up to: a b c d e f g Schwatka, Frederick G. (1893). A Summer in Alaska. J. W. Henry., at pp. 72-75 (Nourse River), 90 (Lindeman Lake), 97 (Crater Lake), 100 (Bennett Lake), 110 (Nares Lake), 121 (Marsh Lake), 130 (McClintock Lake). Note that Schwatka's Tlingit language interpreter was William D. "Billy" Dickinson (1867-1927). Billy's mother was Aurel Krause's Tlingit language interpreter, Sarah M. Dickinson (ca. 1847-1903). Id., at pp. 103-04; Krause, Aurel (1885). The Tlingit Indians. Translated by Erna Gunther (translated 1956). Univ. of Washington Press., at page 3.
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad Phillips, James W. (1973). Alaska-Yukon Place Names. University of Washington Press. ISBN 0-295-95259-8.
- ^ Jump up to: a b c The four known pre-1898 Kusawa Lakes were: (1) Kusawa Lake, Yukon, at 60° N, 136° W. Krause, Aurel; Krause, Arthur (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); McClellan (1975). My Old People Say., at page 33 (#34); Coutts (2003). Yukon Places and Names., at page 166. (2) Kusawa Lake, Alaska, near the head of the Chilkat River. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú (PDF). p. 15 (#15: Koosawu Áa [lake in upper Chilkat River]). Retrieved 2017-10-16.. (3) 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 (PDF). p. 73 (#2: Koosawu Áa [Surprise Lake]). Retrieved 2017-10-16.; McClellan (1975). My Old People Say., at page 59 (#21-Surprise Lake). (4) The present-day Bennett Lake. Krause, Aurel; Krause, Arthur (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 had borne 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., Entry Nos. 108, 111.
- ^ Jump up to: a b John L. Motherwell (2012). Gold Rush Steamboats: Francis Rattenbury's Yukon Venture. John L. Motherwell. ISBN 978-0-9868982-0-4., at pp. 34 (Bernard Moore), 191-92 (Jennings).
- ^ Jump up to: a b c d e Parliament of Canada (1908). Seventh Report of the Geographic Board of Canada. Sessional Papers. Paper No. 21a. 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. Retrieved 2017-10-16.
- ^ Dawson, George M. (1888). Report on an Exploration in the Yukon District, N.W.T., and Adjacent Northern Portion of British Columbia 1887 (PDF). Geological and Natural History Survey of Canada. p. 151 (note). Retrieved 2017-10-22.
- ^ Jump up to: a b Tom, Gertie (1987). Èkeyi: Gyò Cho Chú (My Country: Big Salmon River). Yukon Native Language Centre., at pp. 12 (#1: Gyò Cho Chú), 16 (#32: Délin Chú).
- ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u Minter (1987). The White Pass., at pp. 26 (White Pass), 52 (Summit Lake), 63 (Duncan C. Fraser), 94 (Crater Lake), 99 (W. T. Jennings), 175 (Colin Macrae, Auguste de Wette, Cowley Lambert, Frederick Pennington, Sidney Carr-Glynn, Edward Alfred Wigan), 221-23 (Rocky Point), 226 (Black Cross Rock), 239 (Slippery Rock), 242 (Inspiration Point), 274-75 (Red Line Transportation Co.), 275 (William Robinson), 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).
- ^ The name "Maurice Dunn" strongly aligns with a person shown in U.S. Census and California State Voter records. Maurice Dunn was born June 11, 1861 in Branch County, Michigan. He lived there on his parents' farm until at least 1880. He resided at El Monte, California, at least from 1890 to 1896. During those six years, he had been a saloonkeeper, farmer, and laborer. His name abruptly vanished from public records after 1896. By 1902, an older brother, Michael Edward Dunn (1857-1934), apparently had at least presumed Maurice's death. In that year, Michael named his eldest son Maurice Edward Dunn (1902-1977).
- ^ In contrast with "Maurice Dunn," the name "A. Janeaux" and its variants do not easily align with any person shown in public records. Furthermore, the then-contemporary (1898) White Pass business document which recites the name reads: "A. Janeaux, killed opposite Camp 6 Aug 10, 1898, by falling rock. Body supposed to be under rock, never recovered." (emphasis added) If anything is "supposed," it has to include the name "A. Janeaux." One cannot be certain of the name of someone killed, if one only "supposed" that, that person was even killed at all. In fact, this supposition is reflected in a contemporary news article, which reads: "Two men, whose names have not been learned, were killed while blasting on the Skagway railroad." 9 Daily Capital Journal (Salem, Oregon), No. 210 (Aug. 19, 1898), page 3, Col. 4 (Alaska Steamer Arrives ¶ 2). Because there has been no corroboration for the name "A. Janeaux," that name remains "supposed."
- ^ Stretch, R.H. (1899). Revised Map of the White Pass and Yukon Route to the Atlin Gold Fields. WP&YR.
- ^ Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 97.
- ^ McClellan (1975). My Old People Say., at page 44 (#19-Carcross).
- ^ "[Chíl-gaat] |cache-fish| which seems to refer to fish in a cache ... is not a noun compound that is commonly used. There is an intriguing possible source of the name in Eyak ... which means 'among the cache(s).' ... [H]owever [chíl] may be a loanword in Eyak rather than an indigenous word, [in view of] Upper Tanana [ch'el and] Proto-Athabascan [chel] ... Also [the Chilkat Valley] would be a remarkable place for an Eyak placename ..." Crippen, James A. (2010). Multiple correspondences in Tlingit consonants with Proto-Athabaskan-Eyak, at page 3. Given that chíl / chel / ch'el is common to Tlingit, Eyak, Upper Tanana, and Proto-Athabascan, it probably originated as a Proto-Na-Dene word. Thus, it would not be a loanword at all. Equally important, there is little evidence that "kat"/gaat is a loanword in Tlingit, synonymous with xoo [among].
- ^ Krause (1885). The Tlingit Indians., at page 253.
- ^ Jump up to: a b Edwards (2009). Dictionary of Tlingit (PDF). pp. 57 (chál [storehouse]), 101 (gaat [sockeye [red] salmon]), 118 (héen [river]), 237-40 (tee 2 [bring]). Retrieved 2015-09-14.; Orth, Donald J. (1967). Dictionary of Alaska Place Names. U.S. Government Printing Office., at page 209 (Chilkat ... means "salmon storehouse").
- ^ Jump up to: a b c d Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. pp. 57 (#2: T'ooch' Áayi [Black Lake]), 59 (#86: Áa Ká [On the Lake, Chilkat Lake]), 68 (T'aakú ... is likely a contraction of the longer phrase T'aawák Galakú ...), 73 (#15: Naak'ina.áa [Nakina Village], #31: Naak'ina.áa Héeni [Nakina River]), 76 (#121: T'aakú [Flood of Geese]).
- ^ Pratt, Kenneth L., ed. (2009). Chasing the Dark: Perspectives on Place, History and Alaska Native Land Claims (PDF). U.S. Dept. of Interior. p. 124. ISBN 978-1-60725-740-0. Retrieved 2019-12-03.; Edwards (2009). Dictionary of Tlingit. pp. 57 (chál [storehouse]), 110 (góot [without]).
- ^ See, Tlen (1993). Kluane Southern Tutchone Glossary., at pp. 36 (chu [water]), 79 (dläw [laugh]); Workman, Margaret (2002). Southern Tutchone Noun Dictionary, First Draft, Vols. 1-3 (PDF). Yukon Native Language Centre., at pp. 254 (chu [water]), 310 (ädläw [laughter]).
- ^ Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 88.
- ^ Jump up to: a b White Pass and Yukon Route (1898). General Information regarding the Atlin Gold Fields, Yukon & Klondike Mining District (Time Table) (“Viaduct”); 7 The Daily Alaskan (Skagway), No. 98 (May 24, 1904), at page 2, Col. 2 (World’s Greatest Inland Glacier) (“new W.P.&Y.R. station of Denver”).
- ^ In May 1899, Denver Glacier was still unnamed. Graves, Samuel H. (1908). On the "White Pass" Pay-roll. Lakeside Press., at page 44 (“now known as Denver Glacier”). By July 1900, Denver Glacier was so named. 3 The Daily Morning Alaskan (Skagway), No. 185 (July 31, 1900), at page 4, Col. 2 (Outings are Planned: Camera Cub to Visit Denver Glacier).
- ^ 6 North Park Union (Walden, Colorado), No. 13 (November 8, 1901), at page 3, Col. 3, at, (Aug. 9, 2021) (Denver Glacier: Beautiful Alaska Ice Field Named by Former Coloradans).
- ^ Only circumstantial evidence exists regarding the source of this name. Dewey Lake was named in 1898 or 1899. Graves (1908). On the "White Pass" Pay-roll., at page 44 (Mount Dewey [not named as of May 1898]); 2 The Daily Morning Alaskan (Skagway), No. 339 (December 12, 1899), at page 1, Col. 4 (Lake Dewey Attracts). Shortly after the Battle of Manila Bay (1898), there were about three "Dewey Creeks" in Alaska named for Admiral Dewey. See, Orth (1967). Dictionary of Alaska Place Names., at pp. 269-70. Furthermore, there were no prominent persons named "Dewey" in Skagway in 1898 or 1899.
- ^ Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 62 ("NM": Daas'aadiyáash [Snare Platforms]).; Edwards (2009). Dictionary of Tlingit. pp. 66 (dáas'aa [snare]), 145 (kayáash [platform]).
- ^ Mr. James Dugdale (1842-1903) was an early White Pass shareholder. Minter (1987). The White Pass., at p. 175.
- ^ Jump up to: a b c d Johnson, Eric L. (2017). The Copper Mines Branch: White Pass Rails into the Whitehorse Copper Belt. Lorne Nicklason. ISBN 978-0-9681976-3-9., at pp. pp. 1 (Dugdale), 7 (MacRae), 26 (Glacier), 46 (Pueblo).
- ^ See, Minter (1987). The White Pass., at p. 131.
- ^ See, Zagoskin, Lavrenty A. (1967). Michael, Henry N. (ed.). Lieutenant Zagoskin's Travels in Russian America, 1842-1844: The First Ethnographic and Geographic Investigations in the Yukon and Kuskokwim Valleys of Alaska. Univ. of Toronto Press., at page 294 (note *30) ("harnessing dogs tandem ... was introduced by the Russians. The tandem harness replaced the earlier fan-type"). The disadvantages of a fantail are that it is less effective than a tandem hitch, and that the fantail cannot be used at all on narrower trails through wooded areas. The advantage of a fantail is that, if a trail is over terrain that is rough or uneven, each dog has more room to maneuver around or over obstacles, such as rocks or chunks of ice. Lead dogs in a tandem hitch can pull following dogs into such obstacles.
- ^ Dickinson, Christine F. & Diane S. Smith (1995). Atlin: The Story of British Columbia's Last Gold Rush. Atlin Historical Society. ISBN 0-9680193-0-7., at page 39.
- ^ Bennett, Gordon (1978). Yukon Transportation: A History. Parks Canada. p. 123. ISBN 0-660-01671-0. Retrieved 2017-11-14. The highway was built in 1950. Id., at page 143. This "Fox Lake" is not to be confused with the "Fox Lake" named for Maj. Fox, U.S. Army Air Forces, which is 12 miles northeast of Marsh Lake.
- ^ Workman (2002). Southern Tutchone Noun Dictionary, First Draft, Vols. 1-3., at pp. 236 (män [lake]), 272, 282 (kwätännya [went into a bushy place]); Smith-Tutin, Lena, ed. (2014). Southern Tutchone Language, Unit 1. Champagne and Aishihik Language Programs., at pp. 17 (män [lake]), 63 (kwäta [bush]). Fox Lake had been the site of a Southern Tutchone hunting camp. The corresponding main village had been at Laberge Lake. The stream which connected Laberge Lake with Fox Lake was Kwätan'aya Chù [Going-Into-the-Bush [from the village] Water]. It thus appears that Kwätan'aya Lake took its name from the Kwätan'aya Stream.
- ^ Although Glacier Station is not named for any persistent body of ice, there is a four-mile footpath from the station to such a persistent formation, i.e., the Laughton [sic] Glacier. Laughton Glacier named for Maj. Gen. Henry W. Lawton (1843-1899), who was killed in the Philippine–American War. Clarence Leroy Andrews papers, 1900-1948. Archives West.
- ^ Jump up to: a b c d e Orth (1967). Dictionary of Alaska Place Names., at 297 (East Fork Shagway [sic] River), 760-61 (Pitchfork Falls ... on stream flowing down from Goat Lake), 1044 (White Pass, White Pass Fork), 1045 (Whiting River).
- ^ Newell, Gordon, ed. (1966). The H. W. McCurdy Marine History of the Pacific Northwest. Superior Publishing Co., at page 46 ("M. J. Heney").
- ^ Schwatka (1893). A Summer in Alaska., at page 99. Homan had previously served in the 35th New Jersey Infantry Regiment during the American Civil War.
- ^ Jump up to: a b c McClellan (1975). My Old People Say., at pp. 33 (#32-Hutshi [last lake], #34-Kusawa [slim lake]), 57 (#36-McNeil River [sea gull river]).
- ^ Glave (2013). Travels to the Alseck., at page 366 (Hootchy Eye Tlingit Hûch'i Âyi 'last lake' ... The name perhaps refers to the last lake ... encountered by travelers heading north).
- ^ From etymology information obtained in 2012 from memos at the Haines Junction Da Kų (Our House) Cultural Centre. "Kathleen" may have been a diminutive for Catherine; there were very few people in Scotland at the time with the formal name of Kathleen. Hume was born and lived in Berwickshire County until 1884 (age 16), when he immigrated to Canada without his parents. In 1889, he joined the N-WMP. By 1911, he had married a Southern Tutchone girl, had had three children, and eventually left numerous descendants in the Haines Jct. area, including a few who worked at the Cultural Centre.
- ^ Edwards (2009). Dictionary of Tlingit (PDF). pp. 187 (l'éiw [gravel]), 118 (héen [river]), 398 (gravel), 445 (river), 16 (When possessed, alienable nouns require the possession suffix -[y]i). Retrieved 2015-09-14.
- ^ Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at page 213 ("I walked with the other Indian, sometimes on the gravel of the [Klehini] river bed ..."); Glave, Edward J. (1892). "Pioneer Packhorses in Alaska – 1." 44 Century Magazine 676, 677 (September 1892) ("stony valley" of the "Kleeheenee"); Wright (1976). Prelude to Bonanza., at page 233; Glave (2013). Travels to the Alseck., at pp. 174, 181.
- ^ Jump up to: a b Ogilvie, William. "Geography and Resources of the Yukon River." 12 The Geographical Journal, No. 1 (July 1898), at pp. 21, 30 ("means Hammer creek ... they used to erect barriers across the mouth to catch salmon by hammering sticks ...").
- ^ Jump up to: a b c Bright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN 978-0806135984.
- ^ See, 14 Dawson Daily News, No. 59 (Oct. 7, 1912), "Remarkable Work of Archbishop McDonald in Yukon" ("Some of the Indians seem to think that the origin of the name is Ttrhondik or Large Salmon river. The stone hammer used in driving the stakes which formed the sides of the salmon fish traps was called trurh, and this seems to me to be the primary origin of the name of the famous river."); Wright (1976). Prelude to Bonanza., at page 286, note 70 ("Ogilvie translated Trondiuck as hammer-water ... This is only one of several versions of the origin of the name ..."); Klondike: The Chicago Record's Book for Gold Seekers. Monroe Book Co. 1897. p. 437 ("Klondike, we are told, means salmon river."). Retrieved 2017-10-16.
- ^ See, Ritter, John T. (1978). Han Gwich'in Athapascan Noun Dictionary (PDF). University of Alaska. pp. 22 (tr'ojà' [king salmon]), 66 (wèe trät tr'ödoht'orr [hammer]), 80 (-ndek [most common ending in the Dawson region meaning river]). Retrieved 2017-10-16. But, see, Bright (2007). Native American Placenames in the United States., at page 229, which reports that Mr. Ritter later opined that t'ro is a Hän form of hammer which "no longer occurs in isolation." This is certainly possible; however, idioms occur frequently in all languages. In addition, the conflicting translations of Klondike are explained by differing attempts to abbreviate the meaning of an idiom. See, 14 Dawson Daily News, No. 59 (Oct. 7, 1912), and Wright (1976). Prelude to Bonanza., both cited above. Therefore, tr'o•ndek appears more likely to be an idiom in which t'ro is a shortened form of the Hän word tr'ojà' [Chinook salmon].
- ^ Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 62 ("NM": Lux.aaní [Whitefish Place]).; Workman (2002). Southern Tutchone Noun Dictionary, First Draft, Vols. 1-3., at page 236 (łù [whitefish]).
- ^ Haa Léelk'w Hás Aaní Saax'ú. 2012. p. 63 ("NM": L'ukshú [End of Coho Salmon]).; McClellan (1975). My Old People Say., at page 33 (#23-Klukshu [end of silver salmon]); Glave (2013). Travels to the Alseck., at page 383.
- ^ Glave (2013). Travels to the Alseck., at page 163 (note 83).
- ^ The original phrase is such a mouthful that the Tlingits usually shortened it. The original phrase was ká-woo-sáa-oo-áa (ká- [surface] + woo- [perfective: i.e., already] + sáa [narrow] + -oo [attributive suffix:, i.e., the phrase describes an adjacent noun]+ áa [lake]). See, Story, Gillian L.; Naish, Constance M. (1973). Tlingit Verb Dictionary (PDF). Univ. of Alaska. pp. 139 (narrow), 301 (saa1 [narrow]), 350 (ka- [surface], woo- [perfective]), 351 (-oo [attributive]), 354 (woo- [perfective]), 357 (-oo [attributive]). Retrieved 2015-09-14.; Edwards (2009). Dictionary of Tlingit. pp. 132 (ká), 203 (sáa1 [without]).
- ^ Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 105 ("Crow people owned the Log Cabin area. [It was] Skookum Jim [Mason's father's] camping ground.").
- ^ This location had been called "Log House" by at least 1897. The first Canadian government structure at this location was not erected until 1898. Seattle Post-Intelligencer, Special Klondike Edition (October 13, 1897), at page 4, Col. 1 ("Skaguay to log house ... 38 [miles]"), Col. 5 (map-"Log House"); Canada, Parliament (1899). Report of the North-West Mounted Police, 1898, Appendix I: Annual Report of Inspector F. L. Cartwright. Sessional Papers. Paper No. 15, at pp, 112-13 ("On 7th July [1898], in accordance with orders received, I proceeded with Sergeant Pulham, to look out a spot on which to put up quarters for the winter. On 8th July, we moved most of our stores to the Log Cabin. ... After having established our camp at the Log Cabin, on 16th July, we started to clear the ground preparatory to building. ... We started building on Monday, 18th July ...").
- ^ See, Davidson, George (1883). The Kohklux Map. Yukon Historical & Museums Assn., at pp. 15, 20. Taagish-áai is a hybrid phrase (taagish [Tagish breakup water] + áai [Tlingit lake consisting of]). This name refers to Marsh Lake's containing outflow from the Tagish River [breakup water].
- ^ Canada, Parliament (1900). Report of the North-West Mounted Police, 1899. Sessional Papers. Paper No. 15, Part 2 (Yukon Territory), at pp. 30-31.
- ^ Report of the Commission to Study the Proposed Highway to Alaska (1933). U.S. Department of State, at pp. 93-102; The Alaska Highway: A Yukon Perspective (n.d.). Yukon Archives. Actually, Mr. McNeil's prominence was merely relative to other Yukon officials. Neither Mr. McNeil nor any other Canadian official was extraordinarily prominent in the Alaska Highway project. In 1941, it became clear that the United States was willing to pay for the entire project. Thereupon, it became Canadian policy simply to stay out of the way of this expenditure, and to receive its benefits.
- ^ The McNeil River flows into the Yukon River via the Nisutlin River, Teslin Lake, and the Teslin River. The approximation most often given for the distance between the head of the McNeil River and the mouth of the Yukon River is 1980 miles. Because of the sinuosity of rivers, because rivers change course, and because of the expense in performing any surveys, the exact length of a long river is not feasible to obtain.
- ^ Jump up to: a b White Pass & Yukon Route (1899). Constructed Line of the British Columbia Yukon Railway from the Summit of White Pass to Bennett Lake, British Columbia, as completed, July 6th 1899. Collection of Boerries Burkhardt (Göttingen, Germany).
- ^ Norris, Frank B. (1996). Legacy of the Gold Rush: An Administrative History of the Klondike Gold Rush National Historical Park. U.S. National Park Service. Retrieved 2017-10-16., Chapter 3, "Canadians Begin Managing the Chilkoot Trail."
- ^ Figueiredo, Renato B. (ed., 2014). Freelang Kaska Online Dictionary (men [lake], cho [big]).
- ^ Náakee [upstream] + naa [people] + .áa [sitting]. Edwards (2009). Dictionary of Tlingit (PDF). pp. 189 (naa, naakée), 328 (AA[1]). Retrieved 2015-09-14. Note that without an adjacent verb classifier, a Tlingit verb root (e.g., .aa) will become a participle (verbal adjective) or gerund (verbal noun). See, Id. at page 328 ( | .áa | [without classifier] = sitting [participle or gerund]). (Note: Participles and gerunds are non-finite verbs, i.e., they cannot take a subject, and do not take a classifier.)
- ^ Edwards (2009). Dictionary of Tlingit (PDF). pp. 192 (neech [shoreline]), 324 (yeil [calm]). Retrieved 2015-09-14.; Ellis, Patricia (2011). The Survivors: The True Stories of Four B.Y.N. Ships that Survived Fire, Flood and Decades of Gruelling Travel on Yukon's Lakes and Rivers. MacBride Museum of Yukon History. ISBN 978-0-9867649-2-9., at page 42 ("calm water"). The Tlingit / l' / does not sound like an English / l /. The Tlingit / l' / tongue position is the same as in the English / l /. But, the Tlingit / l' / sound is a slight puff over the side of the tongue, instead of a sound made by the vocal cords.
- ^ Powerboat names: Alaska (later, Aksala), Casca (Kaska Tribe – not a Place), Dawson (City), Keno (Hill), Klondike (River), Nasutlin (Nisutlin River), Selkirk (Fort), Tutshi (Lake), Whitehorse (City), Tarahne (Tarahini Creek), Yukon (River). Barge names: Alsek (River), Atlin (Lake), Big Salmon (River), Caribou (Crossing, i.e., Carcross), Carmacks (Village), Chandaler (River), Donjek (River), Generc (River), Hootalinqua (Locality), Ibex (River), Innoko (River), Klasa (Klaza River), Klukshu (River), LeBarge (Laberge Lake), Lewes (River), Mayo (Village), McQuesten (River), Nisling (River), Onekeno (Keno Hill), Pelly (River), Stewart (River), Tagish (Lake), Tahkeena (Takhini River), Takhini (River), Taku (River), Tantalus (Butte), Tatchun (River), Teslin (River), Tookeno (Keno Hill).
- ^ The correspondence of this phrase with White Horse Landing is weakly suggested by the combination of three facts: (a) there was a Tlingit language name for White Horse Rapids (A X'áanáx Naadaayi Yé [Via-Between-Things Waterflow Place]), (b) there was an aboriginal portage trail around these rapids, and (c) the water in the river indeed slackened and became calm at the north end of this trail (i.e., at White Horse Landing). See, Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 130 (White Horse Rapids = A X'áanáx Naadaayi Yé); Edwards (2009). Dictionary of Tlingit (PDF). pp. 189 (naadaayi héen [river]), 192 (-náx [via]), 304 (a x'áak [between them]), 320 (yé [place]). Retrieved 2015-09-14.; Schwatka (1893). A Summer in Alaska., at pp. 170-71 ("The portage made by the Indians around the cañon and rapids ..." "The day we walked over the trail on the eastern side of the cañon and rapids ..."); Motherwell (2012). Gold Rush Steamboats., at page 62 ("At the exit from the White Horse Rapid the river turned abruptly to the right and slackened to become a quiet stream ...").
- ^ See, McClellan (1975). My Old People Say., at pp. 31 ("Evidence conflicts as to whether ... Whitehorse [was] in Tagish or Southern Tutchone territory."), 37 ("[T]he Tagish adopted Tlingit as their chief language some time during the nineteenth century ...").
- ^ "[R]iver, known to the Tagish Indians as Ni-Sutlin-Hi-Ni" Dawson (1888). Report on an Exploration in the Yukon District, N.W.T., and Adjacent Northern Portion of British Columbia 1887 (PDF). p. 155. Retrieved 2017-10-22. Wright (1976). Prelude to Bonanza., at page 183.
- ^ "Nisaleen probably from Athapaskan" Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 33. Mrs. Sidney knew both Tagish and Tlingit, but did not know the origin of the word, suggesting that it was from an Athabascan language other than Tagish. (Tlingit is not an Athabascan language.)
- ^ Schwatka, Frederick G. (1996). Schwatka's Last Search: The New York Ledger Expedition Through Unknown Alaska and British America. Univ. of Alaska Press. ISBN 0-912006-87-0., at page 96.
- ^ The Southern Tutchone phrase is nàsät-lį (nàsät [strong] + lį [flow], "į" is nasalized). See, Tlen (1993). Kluane Southern Tutchone Glossary., at pp. 72 (nàsät [strong]), 74 (nasal vowels); Davidson (1883). The Kohklux Map., at page 26 (Athabascan suffix -lin [flowing]); Tom (1987). Èkeyi: Gyò Cho Chú., at page 16 (#32: délin [running out]); Workman (2002). Southern Tutchone Noun Dictionary, First Draft, Vols. 1-3., at page 432 (nàtsät [strong]).
- ^ Kitchener, Lois D. (1954). Flag Over the North: The Story of the Northern Commercial Company. Superior Publishing Co., at pp. 111, 114.
- ^ Mulvihill (2000). White Pass & Yukon Route Handbook., at page 73 ("Other wildlife ... porcupines."); Orth (1967). Dictionary of Alaska Place Names. U.S. Government Printing Office. p. 769 (top of right column-"Porcupine River ... published in 1898"). Retrieved 2017-10-16..
- ^ See, Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 105 (Log Cabin = Áax'w Sáani Xoo [Among the Small Lakes]); Twitchell, Lance A. (2016). Tlingit Dictionary (PDF). Goldbelt Heritage Foundation. pp. 38 (áa [lake]), 219 (-x'i sáani, -x'u sáani [diminutive plural]).
- ^ According to the Police Report, "Yukon Territory Accidents and Deaths." Canada, Parliament (1901). Report of the North-West Mounted Police, 1900. Sessional Papers. Paper No. 28a.
- ^ Vaizey, Wendy (1995). A Brief History of Close Brothers. Close Bros. Group., at page 2.
- ^ "Most [1995-2002 Tlingit-speaking informants] agreed that the name [Sha-ka-ԍéi] refers to the effect of the strong north wind on the waters of Lynn Canal, which generates rugged seas and 'wrinkled up' waves." Thornton, Thomas F. (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment. U.S. Dept. of Interior., at page 53.
- ^ Emmons, George T. (unpublished, 1916). History of Tlingit Tribes and Clans. B.C. Archives, reproduced in, Thornton (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment., at page 19 ("[S]he was simply called Skagway ['the beautiful one']."). The word is also a gerund (verbal noun), derived from the Tlingit finite verb theme -sha-ka-li-ԍéi, which means, in the case of a woman, to be beautiful. See, Edwards (2009). Dictionary of Tlingit (PDF). p. 107 (This verb is used to describe a beautiful woman). Retrieved 2015-09-14. The gerund was created by omitting the verb classifier "-li-". Without an adjacent verb classifier, a Tlingit verb root will become a gerund or participle. See, Id. at page 328 ( | .áa | [without classifier] = sitting [gerund or participle]). (Note: Gerunds and participles are non-finite verbs, i.e., they cannot take a subject, and do not take a classifier.)
- ^ "A local myth is connected with a rock in the [Taiya] Valley which is supposed to be a woman turned to stone who, under the name of Kanuga [i.e., Kanagoo], is regarded as the bringer of wind. In the months of February and March, 1882, when there were exceptionally strong winds, it was said among the Chilkat that Kanuga was angry ..." Krause (1885). The Tlingit Indians., at page 185; Krause, Aurel & Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pp. 158 ("Kanuga, the personified river that empties into the [Taiya] Valley"), 120 and 202 (same river also named Schkaguḗ [Skagway]), 195 (two bays in Taiya Inlet), 197-98 (Kanagu lives in the first bay), 230 (note 22); Emmons (1916). History of Tlingit Tribes and Clans, reproduced in, Thornton (2004). Klondike Gold Rush National Historic Park Ethnographic Overview and Assessment., at page 19 (Skagway derived from the following legend: "[Skagway] disappeared forever. But when the North wind blows down from the White Pass, ... it was believed to be the breath of her spirit ..."); 343 The Desert News, No. 19 (July 22, 1936), at page 14 ("[L]egend surrounding the name of Skagway. ... At last they beheld a mountain open and receive [the beautiful maiden] into a huge cavity which was afterward closed. The tradition is that every time a stranger crosses ... White Pass and returns, that person brings with him the dread north wind which is the curse of Skagway.").
- ^ “Ben” Moore described the name Skagway as “an Indian name the meaning of which would take too long to explain in detail.” Moore, J. Bernard (1997). Skagway in Days Primeval: The Writings of J. Bernard Moore, 1886-1904. Lynn Canal Publishing. ISBN 0-945284-06-3., between pp. 96-97 (Aug. 2, 1904 Skagway Speech). Ben and his father founded Skagway, Ben's wife was a Tlingit Indian, and Ben conducted trade with the Tlingits. He would have known the meaning of the name Skagway, and the Kanagoo-related meaning fits his description of “long” and “detail[ed].”
- ^ Arthur Krause had reported that "Kanagu ... lives in [Skagway] bay." Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pp. 195, 197-98. Face Mountain's Tlingit name is Kanagoo Yahaayí. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú (PDF). pp. 52–53. Retrieved 2017-10-16. Yahaayí is an inalienable noun, which may mean the image of the noun that precedes it, or the soul of the noun that precedes it. Edwards (2009). Dictionary of Tlingit (PDF). pp. 317, 406, 460. Retrieved 2015-09-14. Face Mountain is a little of each.
- ^ Johnson (1998). Sea to Sky Gold Rush Route., at pp. 3, 19, 28 (maps). Confusingly, at various times, the entirety of White Pass Fork, from the Skagway River to Pump House Lake, has also been known both as "Cutoff Canyon" and as "Dead Horse Gulch." White Pass Fork is the official name. Orth (1967). Dictionary of Alaska Place Names., at page 1044. Because the phrases "Cut-off Gulch" and "Dead Horse Gulch" are not officially assigned, they are used to designate the two branches opposite Mile Post 18.
- ^ Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 23 ("calls them 'little humpbacks' ... Tagish and Tlingit languages have the same name for this fish.").
- ^ Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 145 (Shtax'héen [Biting Itself Water], "motion ... found in ... whirlpools or eddies in the river").; Edwards (2009). Dictionary of Tlingit (PDF). pp. 19 (Table 2 [sh = reflexive object, e.g., itself]), 118 (héen [river]), 233 (taax', [bite]). Retrieved 2015-09-14.. Note that without an adjacent verb classifier, a Tlingit verb root (e.g., taax') will become a participle or gerund (e.g., biting). See, Id. at page 328 ( | .áa | [without classifier] = sitting [participle or gerund]). (Note: Participles and gerunds are non-finite verbs, i.e., they cannot take a subject, and do not take a classifier.)
- ^ See, Motherwell (2012). Gold Rush Steamboats., at page 98.
- ^ See, Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 54 (Tagish Narrows = Taagish Tóo'e [breakup [of ice, e.g.] - water]). The prefix de- or taa- [it]; tu or tóo [water]. Figueiredo, Renato B. (ed., 2014). Freelang Tagish Online Dictionary. Gish may have been a loanword from Tlingit. The Tlingit verb root geesh is an idiom, which figuratively means to get wet, and literally means to be like kelp. See, Story and Naish (1973). Tlingit Verb Dictionary., at pp. 245-46 (geesh [wet]), 314 (geesh [wet]). Broken up spring ice does get wet. The suffix -e may be the Tagish possession suffix.
- ^ "[I]t refers to the sound of the ice breaking up on the Tagish River in the spring thaw" McClellan (1975). My Old People Say., at page 582 (Note 34a).
- ^ "[O]n the east bank of the river, ... the Tagish people ... reside during the winter" Dawson (1888). Report on an Exploration in the Yukon District, N.W.T., and Adjacent Northern Portion of British Columbia 1887 (PDF). p. 165. Retrieved 2017-10-22.; Wright (1976). Prelude to Bonanza., at page 186. In the summers, the tribesmen would fan out in all directions. Id. Their winter home was the one location that they all had in common. It was common for smaller bands of Indians to use a local geographic feature to identify themselves. See, e.g., Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú (PDF). p. xix (Col. 2). Retrieved 2017-10-16.
- ^ Jump up to: a b Schwatka (1996). Schwatka's Last Search., at page 67. Tagish Lake was officially given the Tlingit name Tagish by George M. Dawson, because Dawson's guides had been Tlingit.
- ^ See, Edwards (2009). Dictionary of Tlingit (PDF). pp. 70, 476 (dei [trail]), 313, 365 (yaa [carry]). Retrieved 2015-09-14. Note that "tai" and "dy" are not verb classifiers associated with the verb root yaa. Id., at page 313. Therefore, the first syllable (dei) would be a noun, and the second syllable (yaa) would be a participle (verbal adjective). Thus, dei•yaa [carrying trail]. See, also, Schwatka (1893). A Summer in Alaska., at pp. 57, 408 (pronounced /Dayay/ in 1883).
- ^ It is not clear whether the townsite name Dyea is also derived from dei•yaa [tote trail], or is derived from the Tlingit postposition word tayee [beneath or below].
- ^ Jump up to: a b Metaphors are often used as place names. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú (PDF). p. xvi ("Another type of semantic association is metaphor."). Retrieved 2017-10-16.
- ^ Edwards (2009). Dictionary of Tlingit. p. 235 (taxhéeni [broth]).
- ^ Taku, John, Jr. "Johnny Taku Jack" (Nov. 3, 1978 interview). Robert G. McCandless Fonds, Sound Recording 103(3), Accession No. 88/109R, Yukon Archives, Whitehorse, Yukon, at 1 minute, 18 seconds; Steele, Peter (1995). Atlin's Gold. Caitlin Press. ISBN 0-920576-47-8., at page 153 (abbreviated explanation). Té yaa .aa héeni = té [rock] + yaa [along] + .aa [sitting] + héen [stream water] + -i [possession suffix]. See, Edwards (2009). Dictionary of Tlingit (PDF). pp. 16, 118, 235, 312, 328. Retrieved 2015-09-14. Note that without an adjacent verb classifier, a Tlingit verb root (e.g., .aa) will become a gerund (verbal noun) or participle (verbal adjective). See, Id. at page 328 ( | .áa | [without classifier] = sitting [gerund or participle]). (Note: Gerunds and participles are non-finite verbs, i.e., they cannot take a subject, and do not take a classifier.)
- ^ Crippen (2010). Multiple correspondences in Tlingit consonants, at page 4 ("Tatshenshini ... [... |king.salmon-stink-head-river-[possession suffix]|]"); Edwards (2009). Dictionary of Tlingit (PDF). pp. 16 (When possessed, alienable nouns require the possession suffix -[y]i), 56 (chán [stink]), 118 (héen [river]), 216 (shá [head of]), 251 (t'á [chinook [king] salmon]). Retrieved 2015-09-14.
- ^ Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pp. 214 (map), 216 ("upper Krotahini [now Goat Creek] Valley ... the pass falls off quickly ... From here, ... one has a good overview of the Tatschantshini Valley. Farther north, ... waters flow ... into the Kussooa"). Pre-1891 "Krotahini" = X'wáat'héeni [ Dolly Varden Creek], subsequently Goat Creek. Glave (2013). Travels to the Alseck., at page 368. Between Klukwan and Taye Lake, there were three different Chilkat Trail routes. The "eastern route" followed the Chilkat River to the pass between the Chilkat River and the Takhini River, then down the Takhini River, through Kusawa Lake, to the Mendenhall River, then up the Mendenhall River to Taye Lake. The "middle route" was described by the Arthur Krause, above. It followed the Dalton Trail (and since 1943 the Haines Highway) as far as Haines Highway Kilometer 124 (Goat Creek), then up Goat Creek to its pass, then down the Kusawa River, through Kusawa Lake, and down the Takhini River to the Mendenhall River, then up the Mendenhall River to Taye Lake. The "western route" followed the Dalton Trail between Klukwan and Taye Lake, via Neskatahin. Id., at pp. 162-65 (Overview of the 1890 Expedition), 363 (Chilkat Pass).
- ^ The river which originally had borne the name Tatshenshini is now known as the Blanchard River. Wright (1976). Prelude to Bonanza., at page 230 ("... the east fork of [the Alsek] river system ... today is known as Tatshenshini ..."); Glave (2013). Travels to the Alseck., at pp. xv (Changing River Names), 393 (#3).
- ^ See, Motherwell (2012). Gold Rush Steamboats., at pp. 44-45. Both Livingston Thompson and William J. Rant had previously been British Army captains. Id., at page 44. In 1898, the BL&KN operated a freighting service over the White Pass Trail – and along this river – using 200 horses. 80 Daily Colonist (Victoria, B.C.), No. 47 (Aug. 5, 1898), at page 5, Col. 3; Motherwell (2012). Gold Rush Steamboats., at page 55. In 1899, these horses were sub-subcontracted to the WP&YR to haul sleighs between White Pass and Bennett – again along this river. Minter (1987). The White Pass., at page 275 ("subcontracted pack trains of horses and mules"). Because the river is in British Columbia, Rant would have been instrumental in naming it. By 1899, Livingston Thompson was the only Thompson for whom Rant would have had reason to name the river.
- ^ Wright (1976). Prelude to Bonanza., Map #4, between pp. 58-59 (Tutshi River).
- ^ Edwards (2009). Dictionary of Tlingit (PDF). pp. 16 (When possessed, alienable nouns require the possession suffix -[y]i), 47 (áa [lake]), 255 (t'ooch [charcoal]). Retrieved 2015-09-14.. Tlingit had fewer adjectives than other languages. Id., 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 possession suffix (-i). The name would have been Áa t'ooch [Lake Black].
- ^ Jump up to: a b "Dear Sir, I have great pleasure in informing you that I have at length after much trouble and difficulties, succeed[ed] in reaching the 'Youcon', or white water River, so named by the (Gwich'in) natives from the pale colour of its water. ..., I have the honour to Remain Your obt Servt, John Bell" Hudson's Bay Company Correspondence to George Simpson from John Bell (August 1, 1845), HBC Archives, D.5/14, fos. 212-215d, also quoted in, Coates, Kenneth S. & William R. Morrison (1988). Land of the Midnight Sun: A History of the Yukon. Hurtig Publishers. p. 21. ISBN 0-88830-331-9. Retrieved 2017-10-16.
- ^ Jump up to: a b In Gwich'in, adjectives, such as choo [big] and gąįį [white], follow the nouns that they modify. Thus, white water is chųų gąįį [water white]. White water river is chųų gąįį han [water white river]. Peter, Katherine (1979). Dinjii Zhuh Ginjik Nagwan Tr'iłtsąįį: Gwich'in Junior Dictionary (PDF). Univ. of Alaska. pp. ii (ą, į, ų are nasalized a, i, u), xii (adjectives follow nouns), 19 (nitsii or choo [big]), 88 (ocean = chųų choo [water big]), 105 (han [river]), 142 (chųų [water]), 144 (gąįį [white]). Retrieved 2017-10-16.
- ^ Gwich'in vowels may or may not be nasalized. A hook under a vowel, as in "ų," indicates that the vowel is nasalized. Peter (1979). Dinjii Zhuh Ginjik Nagwan Tr'iłtsąįį., at page ii (footnote). English, of course, has no nasalized vowels.
- ^ "[The Yukon] in the language of the Kang-ulit (Yup'ik) people is Kvikhpak; in the dialect of the downriver Inkilik (Holikachuk), Yukkhana; of those upriver (Koyukon), Yuna. All these terms mean the same thing in translation–'Big River.' I have kept the local names as a clearer indication of the different tribes along the river." Lt. Zagoskin's Note 63 (1848), translated in, Zagoskin; Michael (1967). Lieutenant Zagoskin's Travels., at page 295. Zagoskin did not come into contact with the Gwich'in Indians and had no access to the information that Yukon means white water river in Gwich'in – the language from which the word came.
- ^ In Holikachuk, big river or big water would be xinmiksekh, xinchux, toomiksekh, or toochux. Kari, James; et al. (1978). Holikachuk Noun Dictionary (PDF). Univ. of Alaska Fairbanks. p. 19. Retrieved 2017-10-16. (xin [river], too [water]); Zagoskin and Michael (1967). Lieutenant Zagoskin's Travels., at page 309 (Inkilik proper [Holikachuk] tu [water], miksekh [large]); Hargus, Sharon (2008). Vowel quality and duration in Deg Xinag (PDF). Univ. of Washington. p. 29 (note 33: Holikachuk chux [big]). Retrieved 2017-10-16. Adjectives followed the nouns that they modified in Holikachuk.
- ^ Thirty-nine pages of cited "Sources," representing over a century of research, did not verify Zagoskin's report that Yukon means big river. Orth (1967). Dictionary of Alaska Place Names., at pp. 6-44 ("Sources of Names"), 1069 ("The Eskimo ... descriptively called it 'Kuikpak' meaning 'big river.' The Indian name 'Yukon' probably means the same thing."). Orth does not say "probably" when discussing Kuikpak's meaning. Orth's use of "probably" is limited to the discussion of Yukon's meaning, which indicates that Zagoskin's report that Yukon means big river was never verified. In addition, Orth's "Sources" do not even include the Hudson's Bay Company correspondence, which states that Yukon means white water river in Gwich'in. Nor do Orth's "Sources" include aboriginal dictionaries.
- ^ Lt. Zagoskin reported that: "The ... Inkilit [Holikachuk] ... live along the routes of communication between the Yukon and the coast and are occupied almost exclusively with buying up furs from the natives living along the Yunnaka (Koyukuk River, a Yukon tributary)." Zagoskin also reported that: "The Inkalik [Holikachuk] ..., who are chiefly occupied in trading both with their fellow tribesmen and with the neighboring tribes of Kang-ulit (Yup'ik), have adopted the way of life of the latter ..." Zagoskin and Michael (1967). Lieutenant Zagoskin's Travels., at pp. 196-97, 244. Because they had adopted the Yup'ik (Eskimo) way of life, and because they were the ones trading upriver, the Holikachuk would have been "the Esquimaux" referred to in John Bell's 1845 report: "The Esquimaux to the westwards likewise ascends the 'Youcon' and carry on a trade with the natives, as well as with the Musquash [Gwich'in] Indians ... I have seen a large camp of the latter tribe on the Rat River on my return, who, had about a doz: of beat [hammered] Iron Kettles of Russian Manufacture which they bartered from the Esquimaux." See, Hudson's Bay Company Correspondence to Simpson from Bell (1845), HBC Archives, D.5/14, fos. 212, 213. For these reasons, the Holikachuk were in a position to conflate the meanings of the Gwich'in and Yup'ik names, and to furnish this conflated information to the Russian-American Company.
Notes on Aboriginal Place Names
It is common for aboriginal place names to remain in English. Cruikshank, Julie (1990) "Getting the Words Right: Perspectives on Naming and Places in Athapaskan Oral History." 27 Arctic Anthropology (No. 1) 52, 63. ("[2] Names can persist. Place names ... are words which can be isolated, recorded, understood and learned by a non-speaker of the language and they can remain in English versions ..."). However, in order to represent aboriginal place names in writing, the pronunciations of these names had to be conformed to English phonology. The aboriginal languages had no written alphabet. Glave, Edward J. (1892). "Pioneer Packhorses in Alaska – 1." 44 Century Magazine 673 (September 1892) (no written language); Glave (2013). Travels to the Alseck., at page 5. Furthermore, they had about 12 sounds that do not occur in English. Therefore, there were no symbols which corresponded to these non-English sounds. If the aboriginal place names were to be preserved in writing, the pronunciations had to be conformed to English sounds.
An example of a sound which does not occur in English is the initial consonant in the word Tlingit. It is a lateral sound, which means that it is made to the side of the tongue. Begin by holding the tip of the tongue against the roof of the mouth, as you would when you begin to pronounce a /d/ or /t/ sound. Then drop a side of the tongue and make a /thl/ sound on that side.
In addition, aboriginal place names usually describe some prominent characteristic of the place. See, Cruikshank (1990) "Getting the Words Right," at page 63 ("[3] Names provide a unique way of encoding information. Many of the names reflect changes in landscape or in movements of plants and animals."). Descriptive place names were needed as a tool to guide the traveler. See, Davidson, George (1883). The Kohklux Map. Yukon Historical & Museums Assn., at page 25. The aboriginal traveler had to commit to memory only the description of a place, and no additional arbitrary name. This was of assistance, because the aboriginal languages had not been reduced to writing prior to the arrival of the English or Russian language.
As a consequence of having access only to information that could be remembered, people in the pre-1900 aboriginal societies had to deal with the world quite differently from people today.
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