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| White Pass and Yukon Route | |
|---|---|
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| Reporting mark | WPY |
| Locale | Alaska, northern British Columbia, Yukon Territory |
| Dates of operation | 1898–1982, 1988–present |
| Track gauge | 3 ft (914 mm) |
| Headquarters | Skagway, Alaska |
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The White Pass and Yukon Route (WP&Y, WP&YR) (reporting mark WPY) is a Canadian and U.S. Class II narrow gauge railroad linking the port of Skagway, Alaska with Whitehorse, the capital of Canada's Yukon Territory. An isolated system, it has no direct connection to any other railroad. Equipment, freight and passengers are ferried by ship through the Port of Skagway, and via road through a few of the stops along its route. The railroad is subsidiary of Tri-White Corporation traded on the Toronto Stock Exchange (T:TWH) and operated by the Pacific and Arctic Railway and Navigation Company (in Alaska), the British Columbia Yukon Railway Company (in British Columbia) and the British Yukon Railway Company, originally known as the British Yukon Mining, Trading and Transportation Company (in Yukon Territory), which use the trade name White Pass and Yukon Route.
Construction
The line was born of the Klondike Gold Rush of 1897. The most popular route taken by prospectors to the gold fields in Dawson City was a treacherous route from the nearest port in Skagway or nearby Dyea, Alaska across the mountains to the Canadian border at the summit of the Chilkoot Pass or the White Pass. There, the prospectors would not be allowed across by the Canadian authorities unless they had a full ton of supplies with them, which for most required several trips up and down the passes before entry to Canada could be obtained. There was a need for a better transportation scheme than the pack horses used over the White Pass or people's backs over the Chilkoot Pass. This need generated numerous railroad schemes. In 1897, the Canadian government received 32 proposals for Yukon railroads, most of which were never realized.
In 1897, three separate companies were organized to build a rail link from Skagway to Fort Selkirk, Yukon, 325 mi (523 km) away. Largely financed by British investors, a railroad was soon under construction. A 3 ft (914 mm) gauge was chosen; the narrower roadbed required by a narrow gauge railroad made for big cost savings when that roadbed had to be carved and blasted out of the mountain rock. Even so, 450 tons of explosives were used to reach White Pass summit. The narrow gauge also allowed for a tighter radius to be used on curves, making the task easier by allowing the railroad to follow the landscape more, rather than having to be blasted through it .
Construction started in May 1898, but they ran into some roadblocks in dealing with the local city government and the town's crime boss, Soapy Smith. The President, Samuel H. Graves (1852–1911), was elected as chairman of the vigilante organization that was trying to expel Soapy and his gang of confidence men and rogues. On the evening of July 8, 1898, Soapy Smith was killed in a gunfight with the guards at one of the vigilante's meetings. Samuel Graves witnessed the shooting. The railroad helped block off the escape routes of the gang, aiding in their capture, and the remaining roadblocks in Skagway subsided. On July 21, 1898, an excursion train hauled passengers for 4 mi (6.4 km) out of Skagway, the first train to operate in Alaska. On July 30, 1898, the charter rights and concessions of the three companies were acquired by the White Pass & Yukon Railway Company Limited, a new company organized in London. Construction reached the 2,885-foot (879.3 m) summit of White Pass, 20 mi (32 km) away from Skagway, by mid-February 1899. The railway reached Bennett, British Columbia on July 6, 1899. In the summer of 1899, construction started north from Carcross to Whitehorse, 110 miles (177 km) north of Skagway. The construction crews working from Bennett along a difficult lakeshore reached Carcross the next year, and the last spike was driven on July 29, 1900, with service starting on August 1, 1900. However, by then, much of the Gold Rush fever had died down.
At the time, the gold spike was actually a regular iron spike. A gold spike was on hand, but the gold was too soft and instead of being driven, was just hammered out of shape.
Operations before World War II
As the gold rush wound down, serious professional mining was taking its place; not so much for gold as for other metals such as copper, silver and lead. The closest port was Skagway, and the only route there was via the White Pass & Yukon Route's river boats and railroad.
While ores and concentrates formed the bulk of the traffic, the railroad also carried passenger traffic, and other freight. There was, for a long time, no easier way into the Yukon Territory, and no other way into or out of Skagway except by sea.
Financing and route was in place to extend the rails from Whitehorse to Carmacks, but there was chaos in the river transportation service, resulting in a bottleneck. The White Pass instead used the money to purchase most of the riverboats, providing a steady and reliable transportation system between Whitehorse and Dawson City.
While the WP&YR never built between Whitehorse and Fort Selkirk, some minor expansion of the railway occurred after 1900. In 1901, the Taku Tram, a 2½-mile (4 km) portage railroad was built at Taku City, British Columbia, which was operated until 1951. It carried passengers and freight between the S.S. Tutshi operating on Tagish Lake and the M.V. Tarahne[1] operating across Atlin Lake to Atlin, British Columbia. (While the Tutshi was destroyed by a suspicious fire around 1990, the Tarahne was restored and hosts special dinners including murder mysteries. Lifeboats built for the Tutshi’s restoration were donated to the Tarahne.) The Taku Tram could not even turn around, and simply backed up on its westbound run. The locomotive used, the Duchess, is now in Carcross.
In 1910, the WP&YR operated a branch line to Pueblo, a mining area near Whitehorse. This branch line was abandoned in 1918; a haul-road follows that course today but is mostly barricaded; a Whitehorse Star editorial in the 1980s noted that this route would be an ideal alignment if the Alaska Highway should ever require a bypass reroute around Whitehorse.
While all other railroads in the Yukon (such as the Klondike Mines Railway at Dawson City) had been abandoned by 1914, the WP&YR continued to operate.
During the Great Depression, traffic was sparse on the WP&YR, and for a time trains operated as infrequently as once a week.
Operations during World War II
Alaska became strategically important for the United States during World War II; there was concern that the Japanese might invade it, as Alaska was the closest part of the United States to Japan. The U.S. Army took control, bringing some newly built and many used steam locomotives (such as the USATC S118 Class) brought from closed U.S. narrow gauge lines to the railroad.
There are two persistent myths that show up in almost every book or article which mentions the role of the White Pass & Yukon Route in the building of the Alcan Highway during the Second World War. The myths concern the eleven new 2-8-2 MacArthur type locomotives that the U.S. Army brought to the WP&YR in 1943. Myth #1 is that they were converted from 1,000 mm (3 ft 33⁄8 in) gauge to 3 ft (914 mm) gauge by the WP&YR shops in Skagway, Alaska. Myth #2 is that they were built for Iran and diverted to the WP&YR.
These locomotives, designated USA 190 to USA 200, were constructed by Baldwin Locomotive Works as 3 ft (914 mm) gauge and shipped fully assembled. No modification was needed. The MacArthur was designed by the American Locomotive Company for 3 ft 6 in (1,067 mm) ("cape" gauge) and the smaller gauges were cleverly accommodated with various widths spacers (rings) between the wheels and the truck side frames on same length axles. The spacers were 3 in (76.2 mm) wide in the case of 3 ft (914 mm) gauge and 33.5 mm (1.32 in) wide in the case of 1,000 mm (3 ft 33⁄8 in) gauge. In total, nearly 800 MacArthurs were produced by ALCO, Baldwin, and a few other manufacturers.
The reason USA 190–200 were never destined for "Iran" as is often mistakenly stated in books relating WP&YR history, is that Iran's government railway was, and is, 1,435 mm (4 ft 81⁄2 in) (standard gauge). Also, because of scarce water and extensive tunnels, Iran was the first case where the Army primarily used diesel locomotives. USATC narrow gauge locomotives were never destined for Iran.
The first locomotives of the MacArthur design that Baldwin Locomotive Works built were USA 190–200 for the WP&YR, which makes them unique. This initial 1942 sales order to Baldwin for 60 MacArthur 1,000 mm (3 ft 33⁄8 in) (meter gauge) locomotives was for India's extensive meter gauge railway system. The first eleven were diverted to the WP&YR as 3 ft (914 mm), the next 15 went to India as meter gauge, another 20 went to Queensland Rail as 3 ft 6 in (1,067 mm), and the remaining 14 were meter gauge for India where the order was destined before the Alaskan and Australian diversions.[2][3][4]
The White Pass saw record volumes of traffic as it served as a vital supply route for construction materials for the new Alaska Highway and other projects. As many as 17 trains were operated daily. In one record period of 24 hours, 37 trains rolled into Whitehorse.
1946–1982
In 1951, the White Pass and Yukon Corporation Ltd., a new holding company, was incorporated to acquire the three railway companies comprising the WP&YR from the White Pass and Yukon Company, Ltd., which was in liquidation. The railway was financially restructured. While most other narrow gauge systems in North America were closing around this time, the WP&YR remained open.
The railroad dieselized in the mid to late 1950s, one of the few North American narrow gauge railroads to do so. The railroad bought shovelnose diesels from General Electric, and later road-switchers from American Locomotive Company (Alco) and Montreal Locomotive Works, as well as a few small switchers.
The railroad was an early pioneer of intermodal freight traffic, commonly called container; advertising of the time referred to it as the Container Route. The WP&YR owned an early container ship (the Clifford J. Rogers, built in 1955), and in 1956 introduced containers, although these were far smaller than the truck-sized containers than came into use in the United States in 1956 and could not readily be handed off to other railroads or ship lines.
The Faro lead-zinc mine opened in 1969. The railway was upgraded with seven new 1200 horsepower (890 kW) locomotives from the Alco, new freight cars, ore buckets, a "straddle carrier" at Whitehorse to transfer from the railway's new fleet of trucks, a new ore dock at Skagway, and assorted work on the rail line to improve alignment. In the fall of 1969, a new tunnel and bridge that bypassed Dead Horse Gulch were built to replace the tall steel cantilever bridge that could not carry the heavier trains. This enormous investment made the company dependent on continued ore traffic to earn the revenue, and left the railway vulnerable to loss of that ore-carrying business.
As well, passenger traffic on the WP&YR was increasing as cruise ships started to visit Alaska's Inside Passage. There was no road from Skagway to Whitehorse until 1978. Even after the road was built, the White Pass still survived on the ore traffic from the mines.
During this time, the green-yellow engine colour scheme, with a thunderbird on the front, was replaced with blue, patterned with black and white. (The green-yellow scheme was restored in the early 1990s, along with the thunderbird. As of 2005, however, one engine still has the blue colour scheme. The steam engines, however, remain basic black.)
In 1982, metal prices plunged, striking with devastating effect on the mines that were the White Pass and Yukon Route's main customers. Many, including the Faro lead-zinc mine, closed down, and with that traffic gone, the White Pass was doomed as a commercial railroad. Hopeful of a reopening, the railway ran at a significant loss for several months, carrying only passengers. However, the railway closed down on October 7, 1982.
The Northwestel telephone directory issued for April 1, 1982, for Yukon and Northern British Columbia, carried on its cover (wraparound front and back) a photograph, provided by White Pass, of a White Pass train, led by Engine 98, traveling south through Bennett, an irony, as the trains were no longer running for more than half the time the directory was in use.
Some of the road's Alco diesels were sold to a railroad in Colombia, and three (out of four, and one of these was wrecked) of the newer Alco diesels built by and in storage with Alco's Canadian licensee MLW (Montreal Locomotive Works) were sold to US Gypsum in Plaster City, California. Only one of these modern narrow gauge diesels, the last narrow gauge diesel locomotives built for a North American customer, was delivered to the White Pass. The five diesels sold to Colombia were not used there as they were too heavy, and were re-acquired in 1999 – one was nearly lost at sea during a storm as it broke loose on the barge and slowly rolled towards the edge.
The railway was the focus of the first episode of the BBC television series Great Little Railways in 1983.
Revival, 1988–present
| The White Pass Route | |
|---|---|
|
|
| Commercial operations | |
| Original gauge | 3 ft (914 mm) |
| Preserved operations | |
| Preserved gauge | 3 ft (914 mm) |
| Commercial history | |
| Opened | August 1, 1900 |
| Closed | 1982 |
| Preservation history | |
| 1988 | Reopened as The White Pass Route |
The shutdown, however, was not for long. Tourism to Alaska began to increase, with many cruise ships stopping at Skagway. The dramatic scenery of the White Pass route sounded like a great tourist draw; and the rails of the White Pass & Yukon Route were laid right down to the docks, even along them, for the former freight and cruise ship traffic. Cruise operators, remembering the attraction of the little mountain climbing trains to their passengers, pushed for a re-opening of the line as a heritage railway. The White Pass was and is perfectly positioned to sell a railroad ride through the mountains to cruise ship tourists; they do not even have to walk far.
Following a deal between White Pass and the United Transportation Union representing Alaska employees of the road, the White Pass Route was reopened between Skagway and White Pass in 1988 purely for tourist passenger traffic. The White Pass Route also bid on the ore-haul from the newly reopened Faro mine, but its price was considerably higher than road haulage over the Klondike Highway.
The railway still uses vintage parlor cars, the oldest four built in 1881 and predating WP&YR by 17 years, and four new cars built in 2007 follow the same 19th century design. At least three cars have wheelchair lifts.
A work train actually reached Whitehorse in late August, 1988, its intent being to haul two locomotives, parked in Whitehorse for six years, to Skagway to be overhauled and used on the tourist trains. While in Whitehorse for approximately one week, it hauled the parked rolling stock – flatcars, tankers and a caboose – out of the downtown area's sidings, and the following year, they were hauled further south, many eventually sold. Most of the tracks in downtown Whitehorse have now been torn up, and the line's terminus is six city blocks south of the old train depot at First Avenue and Main Street. A single new track along the waterfront enables the operation, by a local historical society , of a tram for tourist purposes.
After customs and Canadian labour union jurisdictional issues were resolved, the WP&YR main line reopened to Fraser in 1989, and Bennett in 1992. A train reached Carcross in 1997 to participate in the Ton of Gold centennial celebration. A special passenger run, by invitation only, was made from Carcross to Whitehorse on October 10, 1997, and there are plans to eventually re-open the entire line to Whitehorse if a market exists. So far, the tracks are only certified to Carcross by the Canadian Transportation Agency; on July 29, 2006, White Pass ran a train to Carcross and announced passenger service to begin in May 2007, six trains per week, with motorcoach return trips. Since the distance between Skagway and Whitehorse is 107 miles (172 km), and the distance of line between Skagway & Carcross is 62 miles (100 km), this means that about 58% of the original line is now used again.
WP&YR acquired some rolling stock from CN's Newfoundland operations, which shut down in November 1988; the acquisition included 8 side-pivot, drop-side air dump cars for large rocks, and 8 longitudinal hoppers for ballast, still painted in CN orange. These cars were converted from Newfoundland's 1,067 mm (3 ft 6 in) gauge to White Pass and Yukon Route's 914 mm (3 ft) gauge.
Most trains are hauled by the line's diesel locomotives, painted in green (lower) and yellow (upper), but one of the line's original steam locomotives is still in operation too, #73, a 2-8-2 Mikado-type locomotive. Another steam locomotive, #40 a 2-8-0 Consolidation type locomotive was on loan from the Georgetown Loop R.R. in Colorado for upwards of 5 years, but was returned after only 2 years. Former WP&Y 69, a 2-8-0, was re-acquired in 2001, rebuilt, and re-entered service in 2008.
Also operational, a few times a year, is an original steam-powered rotary snowplow, an essential device in the line's commercial service days. (The rotaries were retired in 1964, along with the remaining steam engines that pushed them, and snow clearing was done by caterpillar tractor.) While it is not needed as the tourist season is only in the summer months, it is a spectacle in operation, though, and the White Pass runs the steam plow for railfan groups once or twice a winter, pushed by two diesel locomotives (in 2000 only, it was pushed by two steam locomotives, #73 and #40).
The centennial of the Golden Spike at Carcross was reenacted on July 29, 2000, complete with two steam engines meeting nose-to-nose (#73 and #40), and a gold-coated steel spike being driven by a descendant of WP&YR contractor Michael James Heney.
One organization chartered a steam-pulled train from Carcross to Fraser, with a stopover at Bennett, on Friday, June 24, 2005. When expected participants seemed unlikely to arrive in the planned numbers, surplus seats were sold to the public, 120 USD or 156 CAD, with bus return to Carcross from Fraser. This represents the first paid passenger trips out of Carcross since 1982, a feature that started regular service in 2007.
White Pass president Gary Danielsen advised a CBC Radio interviewer that service to Whitehorse would require an enormous capital investment to restore the tracks, but the company is willing if there is either a passenger or freight potential to make it cost effective.
A June 2006 report on connecting Alaska to the continental railroad network suggested Carmacks as a hub, with a branch line to Whitehorse and beyond to either Skagway or Haines.
In addition to the restoration of the actual rail line, several former White Pass steam locomotives are currently in operation at tourist attractions in the Southeastern United States. Locomotives 70, 71, and 192 are at the Dollywood theme park in Pigeon Forge, Tennessee. Locomotive 190 is at Tweetsie Railroad in Boone, North Carolina.
Accidents
A serious derailment on September 3, 2006, resulted in the death of one section worker.[5][6] A work train, Engine 114 pulling eight gravel cars, derailed approximately three miles (4.8 km) south of Bennett, injuring all four train crew, two Canadian and two American; one died at the scene; the others were airlifted to hospital and are stable; the engine remained on its side at the scene. Passenger operations on the blocked section had ended for the season just before the accident.
As of February 2007, Engine 114 is now being repaired at Coast Engine and Equipment Company (CEECO) in Tacoma, Washington.
In 1951, engine #70 caught a guardrail with its snowplow and rolled over on its side. The locomotive is still in operation at Dollywood in Piegon Forge, Tennessee.
Steam locomotives
| Number
or Name |
Builder | Whyte Type
─── Tractive Effort (1942)[7] |
Date | Works No. | Remarks |
|---|---|---|---|---|---|
| Duchess | Baldwin Locomotive Works | 2-4-0T
2,900 lb. |
Sep.
1878 |
4424 | Originally, Dunsmuir, Diggle & Co. 30-inch gauge 0-6-0T #2, Duchess. Dunsmuir, Diggle sold to Wellington Colliery R.R. in 1883. Duchess converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3-feet, probably about 1889. Resold to Albion Iron Works (dealer) thereafter. Resold to John Irving Navigation Co. in April 1900 for use on the Taku Tram. Irving Navigation purchased by the White Pass in June 1900. Duchess powered the Taku Tram from 1900 to 1920. Used as a trash burner at Carcross, Yukon from 1920 to 1931. Put on display at Carcross in 1931. |
| 2nd 4 | Baldwin Locomotive Works | 2-6-2
11,031 lb. |
Sep.
1912 |
37564 | Originally, Klondike Mines Ry. #4. Purchased by the White Pass in 1942. Sold to the Oak Creek Central Ry. in 1955 (OCC #4). Resold to the Peppermint & North Western R.R. in 1960 (P&NW #4). Resold to the Petticoat Junction R.R. in 1964 (PJ #4). Resold to the Gold Nugget Junction R.R. in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[8][9] Resold to Dry Gulch USA, near Pryor, Oklahoma, in 2006. |
| 8 | Climax Locomotive Works | 0-4-(4+4-0) | Dec.
1897 |
167 | Originally, Colorado & Northwestern Ry. #2. Acquired by the White Pass in 1899. Sold to W.D. Hofius & Co. (dealer) in 1902. Resold in 1903 to the White Star Lumber Co., who reduced it to an 0-4-(4-0) [2-truck] type and converted it to standard gauge (WSL #1). Resold to the Maytown Lumber Co. about 1922.[10] Maytown Lumber discontinued operations in 1924.[11] Locomotive presumed scrapped thereafter. |
| USA 10 | Baldwin Locomotive Works | 4-6-0
16,010 lb. |
Jan.
1916 |
42768 | Originally, East Tennessee & Western North Carolina R.R. #10, Patricia. Purchased by the U.S. Army in 1942. Bore “W.P.&Y.R.” on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[12] |
| USA 14 | Baldwin Locomotive Works | 4-6-0
16,010 lb. |
Sep.
1919 |
52406 | Originally, East Tennessee & Western North Carolina R.R. #14. Purchased by the U.S. Army in 1942. Bore “W.P.&Y.R.” on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[12] |
| USA 20
(USA 3920) |
Baldwin Locomotive Works | 2-8-0
13,200 lb. |
Dec.
1890 |
11355 | Originally, Denver, Leadville & Gunnison Ry. #272. Became Colorado & Southern Ry. #69 in 1899.[13] Purchased by the U.S. Army in April 1943 as #3920 for use on the White Pass. Renumbered #20 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946. |
| USA 21
(USA 3921) |
Baldwin Locomotive Works | 2-8-0
13,200 lb. |
Dec.
1890 |
11356 | Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.[13] Purchased by the U.S. Army in April 1943 as #3921 for use on the White Pass. Renumbered #21 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946. |
| USA 22
(USA 3922) |
Baldwin Locomotive Works | 2-8-0
12,600 lb. |
May
1904 |
24109 | Originally, Silverton Northern R.R. #3. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3922 for use on the White Pass. Renumbered #22 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1945. |
| USA 23
(USA 3923) |
Baldwin Locomotive Works | 2-8-0
12,600 lb. |
Apr.
1906 |
27977 | Originally, Silverton Northern R.R. #4. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3923 for use on the White Pass. Renumbered #23 in June 1943. Retired in 1944. Shipped out of Skagway, Alaska. Scrapped in 1945. |
| 24
(USA 24) (USA 3924) |
Baldwin Locomotive Works | 2-8-0
15,510 lb. |
May
1904 |
24130 | Originally, Silverton, Gladstone & Northerly R.R. #34, Gold Prince. Sold to the Silverton Northern R.R. in 1915 (SN #34). The S.N. R.R. was abandoned in 1942. Loco resold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3924 for use on the White Pass. Renumbered #24 in June 1943. Retired in 1945. Sold to the White Pass in 1947. Scrapped in 1951. |
| Georgetown Loop RR 40 | Baldwin Locomotive Works | 2-8-0
21,437 lb. |
Sep.
1920 |
53777 | Originally, International Railways of Central America #50. Renumbered #40 in 1928.[9] Sold to the Georgetown Loop R.R. in 1977 (GL #40). Operated on the White Pass in 2000 and 2001. Returned to the G.L. R.R. in 2001. |
| 51
(1st 1) |
Brooks Locomotive Works | 2-6-0
10,380 lb. |
Jan.
1881 |
494[14] | Originally, Utah & Northern Ry. #23. Renumbered #80 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd #3).[14] Acquired by the White Pass in 1898 as 1st #1. Larger boiler installed and renumbered #51 in 1900. Powered the Taku Tram from 1920 to 1931. Retired in 1941. Put on display at Whitehorse, Yukon in 1958. |
| 52
(1st 2) |
Brooks Locomotive Works | 2-6-0
10,380 lb. |
Aug.
1881 |
567[14] | Originally, Utah & Northern Ry. #37. Renumbered #94 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd #4).[14] Acquired by the White Pass in 1898 as 1st #2. Larger boiler installed and renumbered #52 in 1900. Powered the Taku Tram from 1930 to 1936. Retired in 1940. Put on display at Skagway, Alaska in 1971. |
| 53
(1st 3) |
Grant Locomotive Works | 2-8-0
12,876 lb. |
1881 [15] | One of | Originally intended to be a Denver & Rio Grande R.R. ##230-239 series loco, but sold instead to the Toledo, Cincinnati & St. Louis R.R. in 1882 (TC&StL #63).[18][19] 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.[20] Sold to the Columbia & Puget Sound R.R. in September 1887. (C&PS #9). Acquired by the White Pass in 1898 as 1st #3.[21] Renumbered to #53 in 1900. Retired in 1907. Scrapped in 1918. |
| 54
(1st 4) |
Baldwin Locomotive Works | 4-4-0
5,470 lb. |
Mar.
1878 |
4294 | Originally Olympia & Chehalis Valley R.R. #1, E. N. Ouimette. Sold to the Columbia & Puget Sound R.R. in 1891 (C&PS #10).[22] Acquired by the White Pass in 1898 as 1st #4. Renumbered #54 in 1900. Sold to the Tanana Mines Ry. in 1905 (TM #50). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #50). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1923 (ARR #50). The locomotive was scrapped in 1930. |
| 55
(5) |
Baldwin Locomotive Works | 2-8-0
12,150 lb. |
May
1885 |
7597 | Originally, Columbia & Puget Sound R.R. #8. Acquired by the White Pass in 1898 as #5. Renumbered #55 in 1900. Sold to the Klondike Mines Ry. in 1904 (KM #2). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[8] |
| 56
(6) |
Baldwin Locomotive Works | 2-8-0
16,800 lb. |
Jan.
1899 |
16455 | Purchased new. Originally #6. Renumbered #56 in 1900. Rebuilt from Vauclain compound to simple in 1907. Scrapped in 1938. |
| 57
(7) |
Baldwin Locomotive Works | 2-8-0
15,118 lb. |
Jan.
1899 |
16456 | Vauclain compound locomotive. Purchased new. Originally #7. Renumbered #57 in 1900. Sold in 1906 to the Klondike Mines Ry. (KM #3). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[8] |
| 59 | Baldwin Locomotive Works | 4-6-0
15,400 lb. |
May
1900 |
17749 | Purchased new. Scrapped in 1941. |
| 60 | Baldwin Locomotive Works | 4-6-0
15,400 lb. |
May
1900 |
17750 | Purchased new. Retired in 1942. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. |
| 61 | Baldwin Locomotive Works | 2-8-0
17,600 lb. |
June
1900 |
17814 | Purchased new.[23] Retired in 1944. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. Sold to Mid-West Locomotive & Machine Works in 2007. |
| 62 | Baldwin Locomotive Works | 4-6-0
14,600 lb. |
June
1900 |
17895 | Purchased new. Retired in 1945. Used as riprap along the Skagway River in 1949. |
| 63 | Brooks Locomotive Works | 2-6-0
8,400 lb. |
Apr.
1881 |
522 | Originally, Kansas Central R.R. # 7, Sidney Dillon. Renumbered # 102 in 1885. K.C. R.R. converted to standard gauge in 1890.[24] Locomotive sold to F.M. Hicks & Co. (dealer) thereafter. Purchased from Hicks by the White Pass in 1900.[25] Sold to the Klondike Mines Ry. in 1902 (KM #1). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[8] |
| 64 | Hinkley Locomotive Works | 2-6-0
7,802 lb. |
Nov.
1878 |
1781 | May have been built as an 0-6-0.[26] Originally, North Western Coal & Navigation Co. #10. Configured as a 2-6-0 by 1891. The N.W.C.&N. Co. was sold to the Alberta Railway & Coal Co. in 1891. Locomotive sold to the Columbia & Western Ry. in 1896 (C&W #2). The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd #506, but never physically renumbered it.[27] Purchased by the White Pass in 1900. Retired in 1907. Scrapped in 1918. |
| 65 | Brooks Locomotive Works | 2-6-0
8,480 lb. |
Sep.
1881 |
578 | Originally, Kansas Central R.R. # 8, L. T. Smith. Renumbered # 103 in 1885. Sold to the Columbia & Western Ry. in 1896 (C&W #3).[24] The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd #507, but never physically renumbered it.[27] Purchased by the White Pass in 1900. Sold to the Tanana Mines Ry. in 1906 (TM #51). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #51). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1923 (ARR #51). The locomotive was scrapped in 1930. |
| 66 | Baldwin Locomotive Works | 4-6-0
15,400 lb. |
May
1901 |
18964 | Purchased new.[28] Retired in 1953. Used as riprap along the Skagway River in 1967. |
| 67 | Baldwin Locomotive Works | 4-6-0
15,400 lb. |
May
1901 |
18965 | Purchased new.[28] Retired in 1941. Used as riprap along the Skagway River in 1951. |
| 68 | Baldwin Locomotive Works | 2-8-0
24,000 lb. |
June
1907 |
30998 | Purchased new. Severely damaged by rock slide in 1917 and retired.[29] Scrapped in 1938. |
| 69 | Baldwin Locomotive Works | 2-8-0
23,962 lb. |
Apr.
1908 |
32962 | Purchased new. Nicknamed Gila Monster by the 770th Railway Operating Battalion during World War II. Retired in 1954. Sold to the Black Hills Central R.R. in 1956. (BHC #69, Klondike Casey). Resold to the Nebraska Midland Ry. in 1973 (NM #69).[29] Last run by N.M. Ry. in 1990. Sold back to the White Pass in 2001. Returned to service on the White Pass in 2008. |
| 70 | Baldwin Locomotive Works | 2-8-2
21,600 lb. |
May
1938 |
62234 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #70).[9] S.D.C. sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[30] |
| 71 | Baldwin Locomotive Works | 2-8-2
21,600 lb. |
Jan.
1939 |
62257 | Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #71).[9] S.D.C. sold out to Dollywood in 1986 (Dollywood #71). She is currently under restoraion at Dollywood.[30] |
| 72 | Baldwin Locomotive Works | 2-8-2
21,600 lb. |
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.[30] Chassis scrapped in 1999. |
| 73 | Baldwin Locomotive Works | 2-8-2
21,600 lb. |
May
1947 |
73352 | Purchased new. Retired in 1964. Put on display at Bennett, B.C. in 1968. Moved to Whitehorse, Yukon for restoration in 1979. Restored to service in 1982.[31] |
| 80 | American Locomotive Company | 2-8-2
19,000 lb. |
July
1920 |
61980 | Originally, Sumpter Valley Ry. 2nd #101. Renumbered #20 in 1920. Purchased by the White Pass in 1940.[32] Retired in 1958. Sold back to the S.V. Ry. in 1977 (SV #20).[9] |
| 1st 81 | American Locomotive Company | 2-8-2
19,000 lb. |
July
1920 |
61981 | Originally, Sumpter Valley Ry. 2nd #102. Renumbered #19 in 1920. Purchased by the White Pass in 1940.[32] Retired in 1957. Sold back to the S.V. Ry. in 1977 (SV #19).[9] |
| Proposed USA 152 | Baldwin Locomotive Works | 4-6-0
10,000 lb. |
June
1920 |
53296 | Originally, Alaskan Engineering Commission #152. The A.E.C. became The Alaska Railroad in 1923. Locomotive acquired by the U.S. Army in 1942 for use on the White Pass, shipped to Skagway, Alaska, but not off loaded. Sold to Davidson Scrap Metals about 1947. Resold to the Camino, Cable & Northern R.R. in 1951 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry R.R. in 1975 (H RR #2).[9] |
| 190
(USA 190) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69425 | Originally, U.S. Army #190, and used by the Army on the White Pass. Turned over to the White Pass in 1946. Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[33] |
| 191
(USA 191) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69426 | Originally, U.S. Army #191, and used by the Army on the White Pass. Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[33] |
| 192
(USA 192) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69427 | Originally, U.S. Army #192, and used by the Army on the White Pass. Turned over to the White Pass in 1946. Retired in 1957. Sold to the Rebel R.R. in 1962 (R RR #192).[33] 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).[30] |
| 193
(USA 193) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69428 | Originally, U.S. Army #193, and used by the Army on the White Pass. Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[33] |
| 194
(USA 194) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69429 | Originally, U.S. Army #194, and used by the Army on the White Pass. Retired in 1944. Sold to the White Pass in 1947. Scrapped in 1951.[33] |
| 195
(USA 195) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69430 | Originally, U.S. Army #195, and used by the Army on the White Pass. Sold to the White Pass in 1947. Retired in 1948. Put on display at Skagway, Alaska in 1962.[33] |
| 196
(USA 196) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69431 | Originally, U.S. Army #196, and used by the Army on the White Pass. Turned over to the White Pass in 1946. Retired in 1950. Used as riprap along the Skagway River in 1967.[33] |
| 197
(USA 197) |
Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69432 | Originally, U.S. Army #197, and used by the Army on the White Pass. Retired in 1946. Sold to the White Pass in 1947. Scrapped in 1951.[33] |
| USA 198 | Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69433 | Purchased new by the U.S. Army, and used by the Army on the White Pass. Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #32).[2][33] The F.C. C.G.-S. was abandoned by 1970.[34] Locomotive scrapped by 2003. |
| USA 199 | Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69434 | Purchased new by the U.S. Army, and used by the Army on the White Pass. Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #18).[2][33] The F.C. C.G.-S. was abandoned by 1970.[34] Locomotive scrapped by 2003. |
| USA 200 | Baldwin Locomotive Works | 2-8-2
16,000 lb. |
Feb.
1943 |
69435 | Purchased new by the U.S. Army, and used by the Army on the White Pass. Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S #19).[2][33] The F.C. C.G.-S. was abandoned by 1970.[34] Locomotive scrapped by 2003. |
| USA 250 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64981 | Originally, Denver & Rio Grande Western R.R. #470. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
| USA 251 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64982 | Originally, Denver & Rio Grande Western R.R. #471. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
| USA 252 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64983 | Originally, Denver & Rio Grande Western R.R. #472. Purchased by the U.S. Army in 1942 for use on the White Pass. Wrecked and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
| USA 253 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64985 | Originally, Denver & Rio Grande Western R.R. #474. Purchased by the U.S. Army in 1942 for use on the White Pass. On February 5, 1943, en route from Prince Rupert, British Columbia, to Skagway, Alaska, it sank on a barge during an ice storm at Haines, Alaska. Recovered 13 days later. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
| USA 254 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64986 | Originally, Denver & Rio Grande Western R.R. #475. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
| USA 255 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64988 | Originally, Denver & Rio Grande Western R.R. #477. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
| USA 256 | American Locomotive Co. | 2-8-2
22,700 lb. |
Sep.
1923 |
64990[36] | Originally, Denver & Rio Grande Western R.R. #479. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35] |
Gasoline-mechanical locomotives
| Number
or Name |
Builder | Horse-
power |
AAR Type | Date | Works No. | Remarks |
|---|---|---|---|---|---|---|
| Ford Tram | Westminster Iron Works | 90 | B | 1937 | 68 | Has a Ford Motor Co. V-8 engine and no automatic brake system. Purchased new. Powered the Taku Tram from 1937 to 1950. Operated at Carcross, Yukon, tie plant from 1952 to 1982. Retired in 1982. |
| 2nd 3 | Skagit Steel & Iron Works | 27 | B | 1924 | Had a Fordson tractor engine. Originally, owned by Charles H. Frye and leased to Frye Lettuce Farms, Inc. Frye Lettuce went bankrupt in 1934. Locomotive purchased by the White Pass in 1936. Relegated to Shops use only. Retired in 1943. Scrapped in 1946. | |
| 3rd 3
(USA 7651) |
Plymouth Locomotive Works | 175 | B | July
1942 |
4471 | Had a LeRoi, Inc. RX15-C7 engine. Plymouth Model ML6-25. Originally, U.S. Army #7651 and operated on the Kuparuk Ry. in Nome, Alaska. Shipped to Skagway, Alaska in 1943. Turned over to the White Pass in 1946 (WP&YR 3rd #3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970. |
Diesel-electric locomotives
| Number | Builder | Horse-
power |
AAR Type | Date | Works No. | Remarks |
|---|---|---|---|---|---|---|
| 2nd 1 | General Electric Co. | 150 | B | June
1947 |
29191 | GE Phase 3b 25-Tonner. Originally, Colorado Fuel & Iron Co. #6. Purchased by the White Pass in 1969. Retired in 1979. Donated to the British Columbia Forest Museum in 1985 (BCFM #1). |
| 2nd 2 | General Electric Co. | 150 | B | June
1947 |
29195 | GE Phase 3b 25-Tonner. Originally, Colorado Fuel & Iron Co. #10. Purchased by the White Pass in 1969. Retired in 1972. Scrapped in 1985. |
| 2nd 81 | General Electric Co. | 800 | C-C | June
1957 |
32933 | Convertible gauge locomotive. Originally, U.S. Army #3000. Operated on the Denver & Rio Grande Western R.R. from 1957 to 1960. Purchased by the White Pass in 1973. Retired in 1980. Sold to Bandegua (Guatemala subsidiary of Del Monte Fresh Produce, N.A.) in 1981 (Bandegua #314). Scrapped by 2006. |
| 90 | General Electric Co. | 1400 | C-C | June
1954 |
32060 | Originally, GE Model GEX3341. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. in 2009. |
| 91 | General Electric Co. | 930 | C-C | June
1954 |
32061 | GE Model GEX3341. Purchased new. |
| 92 | General Electric Co. | 930 | C-C | Dec.
1956 |
32709 | GE Model GEX3341. Purchased new. |
| 93 | General Electric Co. | 930 | C-C | Dec.
1956 |
32710 | GE Model GEX3341. Purchased new. |
| 94 | General Electric Co. | 930 | C-C | Dec.
1956 |
32711 | GE Model GEX3341. Purchased new. |
| 95 | General Electric Co. | 930 | C-C | Mar.
1963 |
34592 | GE Model GEX3341. Purchased new. |
| 96 | General Electric Co. | 930 | C-C | Mar.
1963 |
34593 | GE Model GEX3341. Purchased new. |
| 97 | General Electric Co. | 930 | C-C | Mar.
1963 |
34594 | GE Model GEX3341. Purchased new. |
| 98 | General Electric Co. | 1400 | C-C | May
1966 |
35790 | Originally, GE Model GEX3341. Purchased new. Converted to CERES 140 by Coast Engine & Equipment Co. in 2009. |
| 99 | General Electric Co. | 990 | C-C | May
1966 |
35791 | GE Model GEX3341. Purchased new. |
| 100 | General Electric Co. | 990 | C-C | May
1966 |
35792 | GE Model GEX3341. Purchased new. |
| 101 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-01 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #101). |
| 102 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-02 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993. |
| 103 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-03 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1105). Repurchased by the White Pass in 1999 (WP&YR #103). |
| 104 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-04 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #104). |
| 105 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-05 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993. |
| 106 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-06 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #106). |
| 107 | Montreal Locomotive Works | 1200 | C-C | May
1969 |
6023-07 | MLW-Worthington Model Series C-14,[43] Specification DL-535E.[44] Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #107). |
| 108 | Montreal Locomotive Works | 1200 | C-C | Dec.
1971 |
6054-01 | MLW-Worthington Model Series C-14,[43] Specification DL-535E. Purchased new. |
| 109 | Montreal Locomotive Works | 1200 | C-C | Dec.
1971 |
6054-02 | MLW-Worthington Model Series C-14,[43] Specification DL-535E. Purchased new. |
| 110 | Montreal Locomotive Works | 1200 | C-C | Dec.
1971 |
6054-03 | MLW-Worthington Model Series C-14,[43] Specification DL-535E. Purchased new. |
| Proposed 111 | Bombardier Inc. (bought MLW in 1975) |
1200 | C-C | July
1982 |
6123-01 | Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1993. Sold to United States Gypsum Co. in 1993 (USG #111). |
| Proposed 112 | Bombardier Inc. | 1200 | C-C | July
1982 |
6123-02 | Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #112). |
| Proposed 113 | Bombardier Inc. | 1200 | C-C | July
1982 |
6123-03 | Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #113). Destroyed in an accident in 1992. |
| 114 | Bombardier Inc. | 1200 | C-C | July
1982 |
6123-04 | Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Purchased by the White Pass in 1991. |
Passenger cars
| Number | Name | Builder | Date | Remarks |
|---|---|---|---|---|
| 1st 1 | W.P.&Y.R. | 1900 | Open observation car. Single 4-wheel truck. No air brake. Used on the Taku Tram. Converted to a flat car in 1937. Retired in 1951. | |
| 2nd 1 | W.P.&Y.R. | 1933 | Self propelled, 50 H.P. gasoline-mechanical, Chevrolet Division 194 engine. Made from Paige Motor Co. Model 6-75 Sedan. No air brake. Broke an axle and retired in 1947. Lead truck used to build #4. Remainder placed as riprap along the Skagway River. | |
| 2 | W.P.&Y.R. | 1935 | Self propelled, 85 H.P. gasoline-mechanical, Ford Motor Co. V-8 engine. Made from 1934 Ford chassis and a bus body. No air brake. Demolished due to a derailment in 1942. Scrapped in 1943. | |
| 4 | W.P.&Y.R. | 1947 | Self propelled, 60 H.P. gasoline-mechanical, Willys-Overland Corp. L134 engine. Made from 1947 Willys 4-63 Jeep station wagon (Willys works #27100). Contained lead truck from 2nd #1. No air brake. Scrapped in 1954 or 1955. | |
| 5 | The Red Line | Beartown Mechanical Design | 1998 | Self propelled, 436 H.P. Diesel-hydraulic, Caterpillar Inc. Model 3406 engine. Purchased new. Sold to the Yukon Government in 2004. |
| 100 | Buda Foundry & Mfg. Co. | 1912 | Self propelled, gasoline-mechanical. Buda Model 100. No air brake. Purchased new. Destroyed by the 1932 Skagway roundhouse fire. | |
| 1st 200 | 1st Lake Fraser | W.P.&Y.R. | 1902 | Business car from 1902 to 1941. Passenger car from 1941 to 1954. Work Car #X16 from 1954 to 1969, but not physically renumbered. Scrapped in 1969. |
| 1st 202 | J. Hammond Car Works[46] | 1887[46] | Combine. Originally, Columbia & Puget Sound R.R. Acquired by the White Pass in 1898. Sold to Klondike Mines Ry. in 1904 (KM #200). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940’s.[8] | |
| 1st 204 | Barney & Smith Car Co.[47] | unknown | Ex-Columbia & Puget Sound R.R., original owner unknown. See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905. The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #200). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1923 (ARR #200).[48] The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter. | |
| 1st 206 | J. Hammond Car Works[49] | 1887[49] | Original owner unknown; probably Columbia & Puget Sound R.R. (C&PS #4?). See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Alaskan Engineering Commission in 1918. The A.E.C. became The Alaska Railroad in 1923. The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter. | |
| 1st 208 | Billmeyer & Small Co.[50] | unknown | Ex-Columbia & Puget Sound R.R., original owner unknown. See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Klondike Mines Ry. in 1904 (KM #202). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940’s.[8] | |
| 210 | Billmeyer & Small Co.[51] | 1877 ? (See, Note) | Original owner unknown; probably Walla Walla & Columbia River R.R. (WW&CR Baker).[52] If so, sold to Columbia & Puget Sound R.R. in 1881 (C&PS #3?). See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #100). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #204). Car wrecked in 1916.[48] | |
| 212 | unknown[53] | unknown | Ex-Columbia & Puget Sound R.R., original owner unknown. See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Destroyed by the 1932 Skagway roundhouse fire. | |
| 2nd 200 | 2nd Lake Summit | W.P.&Y.R. | 1992 | Built up from Flat Car #497, 498, or 499.[54] Equipped with wheelchair lift. |
| 201 | Lake Crater | W.P.&Y.R. | 1992 | Built up from Flat Car #497, 498, or 499.[54] Equipped with wheelchair lift. |
| 2nd 202 | Lake Bare Loon | W.P.&Y.R. | 1992 | Built up from Flat Car #497, 498, or 499.[54] Equipped with wheelchair lift. |
| 203 | Lake Fantail | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[54] Equipped with wheelchair lift. |
| 2nd 204 | Lake Chilkoot | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[54] |
| 205 | Lake Chilkat | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[54] |
| 2nd 206 | Lake Nares | W.P.&Y.R. | 1993 | Built up from one of Flat Cars ##470-477.[54] |
| 207 | Lake Morrow | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[54] |
| 2nd 208 | Lake Homan | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[54] |
| 2nd 209 | Lake Bernard | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[54] |
| 211 | Goat Lake | American Car & Foundry Co.
(St. Charles) |
1918 | Combine. From AC&F Lot #8338. Originally, Sumpter Valley Ry. #11. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #934). Tool car from 1943 to 1946. Turned over to the White Pass in 1946. Returned to passenger service, and cupola added in 1946 (WP&YR #211). |
| 214 | Lake Spirit | J.G. Brill & Co.[55][56] | 1881 (circa Nov. 1881[56]) | Originally, Texas & St. Louis Ry. (#22 or 24).[56][57] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[57][58][59] Purchased by the White Pass in 1900. Cupola added in 1971. Cupola removed in 1988. |
| 216 | Lake Black | J.G. Brill & Co.[55][56] | 1881 (circa Nov. 1881[56]) | Originally, Texas & St. Louis Ry. (#22 or 24).[56][57] Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[57][58][59] Purchased by the White Pass in 1900. Cupola added in 1967. Cupola removed in 1996. |
| 218 | Lake Atlin | Jackson & Sharp Co. | July 1881 or
July 1883 |
Originally, either Stony Clove & Catskill Mountain R.R. (July 1881), or Kaaterskill R.R. (July 1883). Sold to F.M. Hicks & Co. (dealer) in 1900.[60][61] Purchased by the White Pass in 1901.[23][28] See, Oldest Operating Rolling Stock, below. |
| 220 | Lake Dewey | Jackson & Sharp Co. | July 1881 or
July 1883 |
Originally, either Stony Clove & Catskill Mountain R.R. (July 1881), or Kaaterskill R.R. (July 1883). Sold to F.M. Hicks & Co. (dealer) in 1900.[60][61] Purchased by the White Pass in 1901.[23][28] See, Oldest Operating Rolling Stock, below. |
| 222 | Lake Lindeman | Jackson & Sharp Co. | July 1881 or
July 1883 |
Originally, either Stony Clove & Catskill Mountain R.R. (July 1881), or Kaaterskill R.R. (July 1883). Sold to F.M. Hicks & Co. (dealer) in 1900.[60][61] Purchased by the White Pass in 1901.[23][28] See, Oldest Operating Rolling Stock, below. |
| 224 | Lake Marsh | Jackson & Sharp Co. | July 1881 or
July 1883 |
Originally, either Stony Clove & Catskill Mountain R.R. (July 1881), or Kaaterskill R.R. (July 1883). Sold to F.M. Hicks & Co. (dealer) in 1900.[60][61] Purchased by the White Pass in 1901.[23][28] See, Oldest Operating Rolling Stock, below. |
| 226 | 2nd Lake Fraser | W.P.&Y.R. | 1903 | Work car from 1960 to 1962. |
| 228 | W.P.&Y.R. | 1904 | Destroyed by the 1932 Skagway roundhouse fire. | |
| 1st 230 | W.P.&Y.R. | 1908 | Open observation car from 1908 to 1921. Walled-in, in 1921. Passenger car from 1921 to 1942. Work car from 1942 to 1943. Destroyed by fire in 1943. | |
| 2nd 230 | Lake Big Kalzas | W.P.&Y.R. | 2002 | Built up from the under frame of Tank Car #68 or 70.[62] Open observation car from 2002 to 2005. Walled-in, in 2005. |
| 232 | W.P.&Y.R. | 1908 | Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Work car from 1942 to 1962. Renumbered #X6 in 1947. Scrapped in 1962. | |
| 234 | Lake Cowley | Reno Mill & Lumber Co.[63] | 1899[63] | Originally, Nevada-California-Oregon Ry. (#4 or 6[64]). Purchased by the White Pass in 1916. Work car from 1945 to 1954. #X7 from 1947 to 1954. Back to Passenger Car #234 in 1954. |
| 236 | Lake Mayo | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast R.R. #66. The S.P.C. R.R. was converted to standard gauge in 1906 and 1907. Car sold to Atlantic Equipment Co. (dealer) thereafter. Resold to Nevada-California-Oregon Ry. in 1909 (N-C-O #4 or 6[64]). Purchased by the White Pass in 1916. |
| 238 | Lake Watson | W.P.&Y.R. | 1922 | |
| 240 | Lake Bennett | St. Charles Car Co. | 1884 | Originally, Arizona & New Mexico Ry. #3. Sold to Coronado R.R. in 1901 (C RR #3). The Coronado R.R. was abandoned in 1923. Car resold to United Commercial Co. (dealer). Purchased by the White Pass in 1926. |
| 242 | Lake Teslin | American Car & Foundry Co. (Jeffersonville) | 1903 | Originally, Coronado R.R. #7. The Coronado R.R. was abandoned in 1923. Car sold to United Commercial Co. (dealer). Purchased by the White Pass in 1926. |
| 244 | 2nd Lake Emerald | Carter Bros. Car Co. | 1883 or 1884[65] | Originally, South Pacific Coast R.R. #59. Sold to Northwestern Pacific R.R. in 1908 (NWP #731). Car purchased by the White Pass in 1927.[66] Work car from 1960 to 1962. Converted back to passenger car in 1962 and given the name 2nd Lake Emerald. |
| 248 | Lake Tagish | Harlan & Hollingsworth Corp. | 1887 | Originally, South Pacific Coast R.R. #65. Sold to Northwestern Pacific R.R. in 1907 (NWP #728). Car purchased by the White Pass in 1928.[66] Used on the Taku Tram from 1928 to 1936. |
| 250 | Pullman Co. | 1893 | Originally, North Pacific Coast R.R. #22. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #22). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #713). Car purchased by the White Pass in 1930.[66][67] Destroyed by the 1932 Skagway roundhouse fire. | |
| 252 | Lake Muncho | Pullman Co. | 1893 | Originally, North Pacific Coast R.R. #26. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #26). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #716).[66][67] Car purchased by the White Pass in 1930. |
| 254 | Lake Dezadeash
(1st Lake Emerald) |
Pullman Co. | 1893 | Originally, North Pacific Coast R.R. #27. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #27). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #717).[67] Car purchased by the White Pass in 1934.[66] 1st Lake Emerald from 1950 to 1957. Work Car from 1957 to 1963. Renumbered #X18, and its use of the name Lake Emerald was discontinued in 1957. Converted back to passenger car and reassumed the #254 in 1963. However, by 1963, the name Lake Emerald had been reassigned to #244. Therefore, #254 was assigned the name Lake Dezadeash in 1963. |
| 256 | Lake LeBarge | Pacific Car & Foundry Co. | 1936 | Purchased new. |
| 258 | Lake Kluane | J. Hammond Car Works | 1893 | Originally, Pacific Coast Ry. #102. Purchased by the White Pass in 1937.[22] |
| 260 | Lake Tutshi | J. Hammond Car Works | 1893 | Originally, Pacific Coast Ry. #103.[22] Purchased by the White Pass in 1937. |
| 262 | 1st Lake Summit | J. Hammond Car Works | 1893 | Originally, Pacific Coast Ry. #105.[22] Purchased by the White Pass in 1939 as #105. Work car from 1939 to 1947. Renumbered #B05 in 1947. Later in 1947, converted back to a passenger car and renumbered #262. Destroyed by the 1969 Skagway roundhouse fire. |
| 264 (246) | Lake Aishihik | Carter Bros. Car Co. | 1885 | Originally, San Joaquin & Sierra Nevada R.R. Ettie. S.J.&S.N. R.R. taken over by the Southern Pacific Co. in 1888 (SP #1101). Sold to the South Pacific Coast R.R. in 1904 (SPC #1101). Resold to Northwestern Pacific R.R. in 1908 (NWP #732). Purchased by the White Pass in 1927 as #246.[66] Renumbered #264 in 1948. |
| 266 | Lake Schwatka | American Car & Foundry Co.
(St. Charles) |
1918 | From AC&F Lot #8337. Originally, Sumpter Valley Ry. Coach #25. Purchased by the White Pass in 1947 as #X5. Work car from 1947 to 1963. Converted back to a passenger car and renumbered #266 in 1963. |
| 267
(1st 209) |
Lake Portage | American Car & Foundry Co.
(St. Charles) |
1918 | From AC&F Lot #8338. Originally, Sumpter Valley Ry. Combine #10. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #933). Tool car from 1943 to 1946. Turned over to the White Pass in 1946 as 1st #209. Returned to passenger service, and cupola added in 1946. Cupola removed, and converted to full length passenger car in 1982. Renumbered #267 in 1992. |
| 268 | Lake Lewes | American Car & Foundry Co.
(St. Charles) |
1918 | From AC&F Lot #8337. Originally, Sumpter Valley Ry. Coach #26. Converted to a combine. Purchased by the White Pass in 1947 as #X12. Work car from 1947 to 1966. Converted back to a full length passenger car and renumbered #268 in 1966. |
| 270 | Lake Kathleen | J. Hammond Car Works | 1893 | Originally, Pacific Coast Ry. Baggage Car #201.[22] Purchased by White Pass as Baggage Car #207 and cupola added in 1939. Cupola removed, converted to passenger car, and renumbered #270 in 1967. |
| 272 | Lake Nisutlin | W.P.&Y.R. | 1900 | Originally, Baggage Car #203. Cupola added by 1939. Cupola removed, converted to passenger car, and renumbered #272 in 1967. |
| 274 | Lake Primrose | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. |
| 276 | 1st Lake Big Salmon | Coast Steel Fabricators, Ltd. | 1969 | Purchased new. Sold in 2005. Resold to Edwards Railcar Co. in 2007, possibly to salvage the trucks. |
| 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. |
| 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. |
| 288 | 1st Lake McClintock | Coast Steel Fabricators, Ltd. | 1976 | Purchased new. Sold in 2005. Resold in 2007. |
| 290 | Yukon River | W.P.&Y.R. | 1994 | Built up from one of Flat Cars ##470-477.[54] |
| 300 | Skagway River | Beartown Mechanical Design | 1998 | Purchased new. |
| 302 | Taiya River | Beartown Mechanical Design | 1998 | Purchased new. |
| 304 | Copper River | Beartown Mechanical Design | 1998 | Purchased new. |
| 306 | Stikine River | Beartown Mechanical Design | 1998 | Purchased new. |
| 308 | Klondike River | Beartown Mechanical Design | 1998 | Purchased new. |
| 310 | Mackenzie River | Beartown Mechanical Design | 1998 | Purchased new. |
| 312 | Tatshenshini River | Jeff Hamilton | 2000 | Purchased new. |
| 314 | Alsek River | Jeff Hamilton | 2000 | Purchased new. |
| 316 | Liard River | Jeff Hamilton | 2000 | Purchased new. |
| 318 | Taku River | Jeff Hamilton | 2000 | Purchased new. |
| 320 | Pelly River | Jeff Hamilton | 2001 | Purchased new. |
| 322 | Fortymile River | Jeff Hamilton | 2001 | Purchased new. |
| 324 | Porcupine River | Jeff Hamilton | 2001 | Purchased new. |
| 326 | Peel River | Jeff Hamilton | 2001 | Purchased new. |
| 328 | Stewart River | Jeff Hamilton | 2001 | Purchased new. |
| 330 | Peace River | Jeff Hamilton | 2001 | Purchased new. |
| 332 | Lake Johns | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200401. |
| 334 | Thompson River | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200402. |
| 336 | Lake Drury | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200403. |
| 338 | Lake McQuesten | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200404. |
| 340 | Lake Finlayson | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200405. |
| 342 | Lake McNeil | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200406. |
| 344 | Lake Munroe | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200407. |
| 346 | Lake Pelly | Jeff Hamilton | 2004 | Purchased new. Hamilton works #HA200408. |
| 348 | 2nd Lake Klukshu | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #001. |
| 350 | 2nd Lake McClintock | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #002. |
| 352 | 2nd Lake Big Salmon | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #003. |
| 354 | 2nd Lake Takhini | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #004. |
| 356 | 2nd Lake Fairweather | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #005. |
| 358 | Lake Hutshi | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #006. |
| 360 | Lake Annie | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #007. |
| 362 | Lake Crag | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #008. |
| 364 | Lake Frances | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #009. |
| 366 | Lake Choutla | Hamilton Mfg. Co. | 2005 | Purchased new. Hamilton works #010. |
| 368 | Lake Wasson | Hamilton Mfg. Co. | 2007 | Purchased new. |
| 370 | Lake Surprise | Hamilton Mfg. Co. | 2007 | Purchased new. |
| 372 | Lake McConnell | Hamilton Mfg. Co. | 2007 | Purchased new. |
| 374 | Lake Jennings | Hamilton Mfg. Co. | 2007 | Purchased new. |
Ex-Columbia & Puget Sound R.R. Cars: In addition to a combine, the White Pass obtained five coaches from the C.&P.S. R.R. Of those five coaches, W.P.&Y.R. #210 probably came to the C.&P.S. R.R. from the Walla Walla & Columbia River R.R. in 1881.[52] W.P.&Y.R. 1st #206 probably was purchased new by the C.&P.S. R.R. in 1887.[49] Regarding the remaining three coaches, the C.&P.S. R.R. appears to have inherited two of them from the Seattle & Walla Walla R.R. in 1880. The C.&P.S. R.R. appears to have inherited the remaining coach from the Olympia & Chehalis Valley R.R. in 1891.[70] However, there is no clue as to how the latter three coaches may correspond to W.P.&Y.R. 1st #204, 1st #208, and #212.
Oldest Operating Rolling Stock: The oldest rolling stock still operating on the White Pass is not specifically identifiable, except that it consists of two or three unspecified passenger cars among ##218, 220, 222, and 224. The build date for those two or three unspecified cars is July 1881. Three coaches had been built for the Stony Clove & Catskill Mountain R.R. in July 1881. Two coaches had been built for the Kaaterskill R.R. in July 1883. (The Kaaterskill R.R. was a connecting subsidiary of the S.C.&C.M. R.R. All of these coaches operated over both lines on the route between Phoenicia and South Lake, New York.) All five of these coaches were sold to F.M. Hicks & Co. in 1900.[60][61] Four of the five coaches were purchased by the White Pass in 1901, becoming ##218, 220, 222, and 224.[23][28] But, the correspondence of any individual car to either build date, and the correspondence of any individual car to either prior owner, are currently unknown. Click for Configuration When Delivered to the White Pass - Before Rebuilding.[71]
Present-day freight cars and on-rail maintenance equipment
| Number | Type | Builder | Date Built | Remarks |
|---|---|---|---|---|
| 1 | Rotary Snowplow | Cooke Locomotive & Machine Works | 1899 | Steam driven blades. Two 17" dia. × 22" stroke cylinders. Cooke works #56. Purchased new. Retired in 1962. Restored to service in 1995. |
| 26-3 | Ballast Regulator | Kershaw Mfg. Co. | 1989 | Self propelled, 185 H.P. General Motors Corp. 3-53 Diesel engine. Kershaw Model 26-3-1, works #C26-108. Purchased new. |
| 10 | Tank Car | Tank – Union Tank Car Co.;
Under frame – Pullman Co. |
Tank – unknown;
Under frame – 1942 |
Capacity ≈ 6500 gals. Originally, standard gauge frameless (“Van Dyke”)[72] tank car. Purchased by White Pass and converted to 3-foot gauge in 1941. Mounted in 1949 on the under frame of Gondola #110.[73] |
| 27 | Tank Car | Tank – unknown;
Under frames – See, Remarks |
Tank – unknown;
Under frames – See, Remarks |
Capacity = 6672 gals. Tank was originally part of a standard gauge car. Tank purchased by White Pass in 1944. Re-mounted in 1944 on Flatcar #319 (built by Sumpter Valley Ry. in 1917). Re-mounted in 1952 on the under frame of Gondola #108.[73] Re-mounted in 1956 on the former under frame of Tank Car #3 (formerly, Flatcar #541, built by White Pass in 1900). Re-mounted in 1968 on Flatcar #316 (built by American Car & Foundry Co. in 1908 as a Hart convertible car, converted to flatcar in 1942). Not suitable for road service. |
| 28 to 37
(10 cars) |
Tank Cars | Tanks – Union Tank Car Co. (UTLX);
Under frames – Pullman Co. |
Tanks – 1908-1911;
Under frames – 1942 |
Originally, standard gauge frameless (“Van Dyke”)[72] tank cars. Purchased by White Pass and converted to 3-foot gauge in 1949, 1950, and 1951. About 1992, #28 was put on display at Whitehorse posing as #42.
|
| 38 and 39
(2 cars) |
Tank Cars | American Car & Foundry Co. | 1945 | Capacity = 6110 gals. #38 originally was U.S. Navy (Hawaii) #64-0026. #39 originally was U.S. Navy (Hawaii) #64-0021. Both purchased by White Pass in 1954 via Kronkie-Dalien Co. (dealer). |
| 40 | Tank Car | Tank – Union Tank Car Co.;
Under frame – Pullman Co. |
Tank – unknown;
Under frame – 1942 |
Capacity ≈ 6600 gals. Originally, standard gauge frameless (“Van Dyke”)[72] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted in 1954 on Flatcar #106.[73] Re-mounted between 1978 and 1980 on Flatcar #1139. |
| 41 | Tank Car | Tank – Union Tank Car Co.;
Under frame – Pullman Co. |
Tank – unknown;
Under frame – 1942 |
Capacity ≈ 6600 gals. Originally, standard gauge frameless (“Van Dyke”)[72] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted in 1954 on Flatcar #103.[73] |
| 42 | Tank Car | Tank – Union Tank Car Co. (UTLX);
Under frame – Pullman Co. |
Tank – 1911;
Under frame – 1942 |
Capacity = 6645 gals. Originally, UTLX #15258, a standard gauge frameless (“Van Dyke”)[72] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted in 1954 on Flatcar #109.[73] This #42 is not on display at Whitehorse; #28 is on display in Whitehorse posing as #42. |
| 43 | Tank Car | Tank – Union Tank Car Co.;
Under frame – Pullman Co. |
Tank – unknown;
Under frame – 1942 |
Capacity ≈ 6600 gals. Originally, standard gauge frameless (“Van Dyke”)[72] tank car. Purchased by White Pass in 1954 from Marshall Railway Equipment Co. (dealer). Mounted in 1954 on Flatcar #104.[73] |
| 52 | Tank Car | Tank – Union Tank Car Co. (UTLX);
Replacement under frame – Pullman Co. |
Tank – 1908;
Replacement under frame – 1942 |
Capacity = 6487 gals. Originally, UTLX Tank #13219 mounted on standard gauge UTLX under frame. Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Renumbered to UTLX #88105 in 1947. Renumbered to UTLX #11017 in 1956. Purchased by White Pass in 1963. Tank re-mounted in 1980 on Flatcar #100.[73] |
| 53 | Tank Car | Tank – Union Tank Car Co. (UTLX);
Replacement under frame – Pullman Co. |
Tank – 1908;
Replacement under frame – 1942 |
Capacity = 6533 gals. Originally, UTLX Tank #12838 mounted on standard gauge UTLX under frame. Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Renumbered to UTLX #88107 in 1947. Renumbered to UTLX #11019 in 1956. Purchased by White Pass in 1963. Tank re-mounted in 1980 on Flatcar #106.[73] Water car. |
| 57 | Tank Car | Tank – Union Tank Car Co. (UTLX);
Replacement under frame – Pullman Co. |
Tank – 1908;
Replacement under frame – 1942 |
Capacity = 6533 gals. Originally, UTLX Tank #12881 mounted on standard gauge UTLX under frame. Converted to 3-foot gauge in 1927. Operated on the Denver & Rio Grande Western R.R. Renumbered to UTLX #88108 in 1947. Renumbered to UTLX #11020 in 1956. Purchased by White Pass in 1963. Tank re-mounted in 1982 on Flatcar #1169. |
| 479 to 482, and 484 to 491
(12 cars) |
Container Flatcars | National Steel Car Corp.[76] | 1969 | Capacity = 40 tons. Purchased new. #479 had deck and retaining railings added in 1990’s for use in open-air baggage service. |
| 643, 645, and 647
(3 cars) |
Multi-Service Cars | Canadian Car & Foundry Co. | 1959 | Capacity = 55 cu. yds. Multi-service cars, 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.
Originally, 42-inch gauge, Canadian National Rys. (Newfoundland). Purchased by the White Pass and converted to 3-foot gauge in 1990. (#643 = CN #6786; #645 = CN #6768; #647 = CN #6784)[77] #645 wrecked in 2006 and needs heavy repairs. ##640-642, 644, 648 (5 identical cars) demolished in the same wreck and shipped out. |
| 650 to 657
(8 cars) |
Side Dump Cars | Eastern Car Co. | 1958 | Capacity = 16 cu. yds. Air dump. 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.
Originally, 42-inch gauge, Canadian National Rys. (Newfoundland) ##15000-15019 series. Purchased by White Pass and converted to 3-foot gauge in 1988. |
| 663
(863) (803) |
Side Dump Car | Pacific Car & Foundry Co. | 1940 | Capacity = 22 cu. yds. Ralson-type drop-bottom car.. Purchased new. Originally, #803. Renumbered to #863 in 1947. Renumbered to #663 in 1960. Sold to Sumpter Valley Ry. in 1991 (SV #663). Resold back to White Pass in 2005 (#663). |
| 670, 671, 678, 681, and 684
(5 cars) |
Hopper Cars | East Broad Top Railroad & Coal Co. | 1913-1918 | Capacity = 50 cu. yds. of coal, but only 38 cu. yds. of gravel (38 cu. yds. of gravel = car’s weight capacity of 40 tons). Contain uncontrollable, laterally disposed hoppers; therefore, not as suitable for ballast service as ##640-647.
Originally, E.B.T.R.R.&C.Co. ##814-1015 series. Purchased by White Pass in 1968 for use in ballast service. (#670 = EBT #999 [1918]; #671 = [1914-1915]; #678 = [1913-1918]; #681 = [1915-1916]; #684 = EBT #976 [1917]) [78] |
| 708
(USA 232914) |
Boxcar | Colorado & Southern Ry. | 1910 | Capacity = 25 tons. Originally, C.&S. Ry. #8336.[79] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232914).[80] Turned over to the White Pass in 1946 (WP&YR #708). Wash & shower work car from 1960 until about 1970. Tool car from about 1970 to 1982. In baggage service in 1982. Back to tool car service beginning in 1988. |
| 737
(USA 334073) |
Flatcar | Colorado & Southern Ry. | 1910[81] | Capacity = 25 tons. Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[80] Converted to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #334073).[82] Turned over to the White Pass in 1946 (WP&YR #737). |
| 742
(USA 232943) |
Boxcar | Colorado & Southern Ry. | 1910 | Capacity = 25 tons. Originally, C.&S. Ry. #8313.[79] Purchased by U.S. Army in 1943 for use on the White Pass (USA #232943).[80] Turned over to the White Pass in 1946 (WP&YR #742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work car service beginning in 2009. |
| 901 | Extended Vision Caboose | W.P.&Y.R. | 1972 | |
| 909
(USA 857) (USA 90857) |
Cupola Caboose with Flanger | Colorado & Southern Ry. | 1910[81] | Originally, C.&S. Ry. boxcar. Purchased by U.S. Army in 1943.[83] Converted to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the White Pass (USA #90857).[84] Renumbered #857 in 1944. Turned over to the White Pass in 1946 (WP&YR #909). Retired in 1968. Restored to service in 1998. |
| 911
(913) |
Extended Vision Caboose | International Car Co. | 1968 | Originally, standard gauge car, Great Northern Ry. #X-118. Became Burlington Northern R.R. #10078 in 1970. Became BNSF Ry. #10078 in 1995. Purchased by the White Pass in 2000 as #913, and converted to 3-foot gauge. Renumbered #911 in 2003. |
| 1002 | Flatcar | W.P.&Y.R. | 1954 | Capacity = 30 tons. Made from unused passenger car under frame. |
| 1003 to 1009
(7 cars) |
Flatcars | unknown | unknown | Capacity = 30 tons. Purchased from U.S. Navy (Hawaii) in 1954. [#1005 not observed 2005-2009][85] |
| 1010 to 1013
(4 cars) |
Flatcars | unknown | unknown | Capacity = 30 tons. Purchased from U.S. Navy (Hawaii) in 1956. [#1013 not observed 2005-2009][85] |
| 1016 | Flatcar | W.P.&Y.R. | 1956 | Capacity = 30 tons. Made from the under frame of the tender from Loco #60, 61, or 62. [not observed 2005-2009][85] |
| 1020 to 1022
(3 cars) |
Flatcars | Pacific Car & Foundry Co. | 1957 | Capacity = 30 tons. Purchased new. [##1020 and 1022 not observed 2005-2009][85] |
| 1024 to 1026
(3 cars) |
Flatcars | Pacific Car & Foundry Co. | 1961 | Capacity = 30 tons. Purchased new. |
| 1102, 1103, 1105, 1107 to 1111, 1114, 1116, 1118, and 1120
(12 cars) |
Flatcars | Pullman Co. | 1942 | Capacity = 30 tons. From Pullman Lot #5706-A.[86] 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.[87] Purchased by White Pass via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954. [##1102, 1109, 1111, 1114, and 1120 not observed 2005-2009][85] |
| 1126 | Flatcar | Pullman Co. | 1942 | Capacity = 30 tons. From Pullman Lot #5706-A.[86] Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23164).[87] Cut down to under frame for Tank Car #24 in 1943. Converted to flatcar in 1957 (#1126). |
| 1127 | Flatcar | Pullman Co. | 1942 | Capacity = 30 tons. From Pullman Lot #5706-A.[86] Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23150).[87] Cut down to under frame for Tank Car #29 in 1943. Converted to flatcar in 1957 (#1127). |
| 1129 | Flatcar | Pullman Co. | 1942 | Capacity = 30 tons. From Pullman Lot #5706-A.[86] Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23130).[87] Cut down to under frame for Tank Car #30 in 1943. Converted to flatcar in 1960 (#1129). |
| 1132 to 1138, 1140, 1142, 1144, 1149, 1152, 1165, 1168, 1174, and 1175
(16 cars) |
Flatcars | Pullman Co. | 1942 | Capacity = 30 tons. From Pullman Lot #5706-A.[86] 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.[87] Sold to Oahu Ry. in 1959. Cut down to flatcars and sold to White Pass in 1962. [##1149 and 1152 not observed 2005-2009][85] |
| 1180, 1183, 1188, and 1193
(4 cars) |
Flatcars | Pullman Co. | 1942 | Capacity = 30 tons. From Pullman Lot #5706-A.[86] 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.[87] Sold to Kahului RR and cut down to flatcars in 1961. Sold to White Pass via Midwest Steel Corp. (dealer) in 1967. |
| 1200 to 1203
(4 cars) |
Depressed Center Flatcars | W.P.&Y.R. | See, Remarks | #1200 (Capy. = 30 tons) built in 1957 from tender of Loco #66. #1201 (Capy. = 30 tons) built in 1962 from tender of Loco #190. #1202 (Capy. = 30 tons) built in 1967. #1203 (Capy. = 40 tons) built in 1968. |
| 2007 | Speeder | Fairmont Railway Motors, Inc. (Harsco Corp. since 1979) | Mechanical drive, 48 H.P. Ford Motor Co. engine. Fairmont Model A-4. Purchased new. Out of service and needs heavy repairs. | |
| 2018 to 2022, 2024, and 2026
(7 cars) |
Speeders | Fairmont Railway Motors, Inc. (Harsco Corp. since 1979) | 1977 | 130 H.P. gasoline-mechanical, Ford Motor Co. 6-cyl. engine. Fairmont Model A-6. Purchased new. |
| 2044 | Speeder | Fairmont Railway Motors, Inc. (Harsco Corp. since 1979) | 130 H.P. gasoline-mechanical, Ford Motor Co. 6-cyl. engine. Fairmont Model A-6. Purchased new. | |
| 2067 | Ballast Tamper | Canron, Inc. (Harsco Corp. since 1992) | 1975 | Self propelled, 97 H.P. Diesel-mechanical, General Motors Corp. 3-53 engine. Canron Model VPSJW, works #4370977. Purchased new. How a tamper works. |
| 2154 | Track Liner | Fairmont Railway Motors, Inc. (Harsco Corp. since 1979) | 1975 | Self propelled, 97 H.P. General Motors Corp. 3-53 Diesel engine. Fairmont Model W111-B-2, works #240128. Purchased new. Sometimes called a “spud” liner. The “spud” is the spade or chisel that can vibrate up and down, and anchors the machine to the ground. Spud. |
| 2400 | Ballast Tamper | Pandrol Jackson, Inc. (Harsco Corp. since 1999) | 1995 | Self propelled, 100 H.P. Diesel-hydraulic, Cummins Inc. 4BT engine. Pandrol Jackson Model 2400, works #151967. Purchased new. How a tamper works. |
See also
- List of heritage railways in Canada
- List of heritage railways in the United States
- List of narrow gauge railways in British Columbia
References
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This article includes a list of references, related reading or external links, but its sources remain unclear because it lacks inline citations. Please improve this article by introducing more precise citations where appropriate. (November 2008) |
- ^ The name Tarahne is derived from a Tlingit phrase which meant village of gardens. Krause, Aurel (1956). The Tlingit Indians. University of Washington Press., at pp. 243 (tar = garden), 250 (an = village). The e or i sound at the end of “ahn” is the Tlingit possessed suffix, in this case meaning that the village (ahn) is possessed by gardens (tar). Most households in Atlin in 1907 had vegetable gardens. Dickinson, Christine Frances, and Diane Solie Smith (1995). Atlin. Atlin Historical Society. ISBN 0-9680193-0-7., at page 271.
- ^ a b c d Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN 0-905878-01-9.
- ^ Gray, Carl R., Jr. (1955). Railroading in Eighteen Countries. Charles Scribner’s Sons. LCCN 55-10490.
- ^ White Pass & Yukon Route Fan Page.
- ^ Engine 114 accident.
- ^ TSB Accident Report
- ^ Since 1942, White Pass computed the tractive effort of steam locomotives by taking 20% of the weight on drivers.
- ^ 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.
- ^ a b c d e f g Conrad, J. David (1988). The Steam Locomotive Directory of North America. Transportation Trails. ISBN 0-933449-06-2 (2 Vols.).
- ^ Thompson, Dennis Blake; Richard Dunn; and Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. ISBN 1-9647521-6-6., at page 344.
- ^ Adams, Kramer A. (1961). Logging Railroads of the West. Bonanza Books. ASIN B000NPQB8C., Appendix “Washington.”
- ^ a b Ferrell, Mallory H. (1991). Tweetsie Country. Overmountain Press. ISBN 0-932807-58-5., at page 190.
- ^ a b Chappell, Gordon; Robert W. Richardson; and Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN 0-918654-12-2., at page 255.
- ^ a b c d Pitchard, George E. (unpublished manuscript, 2004). Utah Northern Railroad, et al. Locomotive Roster (Narrow Gauge) 1871–1903., citing, U.&N. Ry. business journals (unpublished).
- ^ Year 1881 corresponds to Grant works numbers immediately after ##1431-1432 and immediately before ##1443-1446, and 1448-1451. Robertson, Donald B. (1991). Encyclopedia of Western Railroad History Volume 2: The Mountain States. Taylor Publishing Co. ISBN 0-87833-026-7., at page 106. Not only are the Grant works numbers of D.&R.G. R.R. ##220-227 eight consecutive numbers (##1433-1440), but also the Grant works numbers of D.&R.G. R.R. ##200-219 are 20 consecutive numbers (##1362-1381). This further suggests that the works number