Originally, Klondike Mines Railway #4. The Klondike Mines Railway was abandoned in 1913 and the assets were sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive purchased by the WP&YR in 1942. Retired in 1950. Sold to the Oak Creek Central Railway in 1955 (OCC #4). Resold to the Peppermint & North Western Railroad. in 1960 (P&NW #4). Resold to the Petticoat Junction Railroad in 1964 (PJ #4). Resold to the Gold Nugget Junction Railroad in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[3][4] Resold to Dry Gulch, U.S.A. (now New Life Ranch Frontier Cove) in 2005. Resold, and moved to Georgetown Loop Railroad in 2015. Resold to South Park Rail Society and restored to service at Como, Colorado, in 2017.
Originally, Colorado & Northwestern Railway #2. Acquired by the WP&YR in 1899, as #8. In 1900 the locomotive was renumbered 58 on paper, but the locomotive itself was never physically renumbered. Sold to W.D. Hofius & Co. (dealer) in 1902. Resold in 1903 to the White Bros.- or White Star Lumber Co., who reduced it to an 0-4-(4-0) [2-truck] type and converted it to standard gauge (WSL #1). Probably scrapped about 1916.[5][6] The known evidence suggests that this locomotive was not sold to the Maytown Lumber Co.[7]
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]
Originally, Silverton Northern Railroad #3. The Silverton Northern Railroad was abandoned in 1942. Locomotive sold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3922 for use on the WP&YR. Renumbered to 22 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9]
Originally, Silverton Northern Railroad #4. The Silverton Northern Railroad was abandoned in 1942. Locomotive sold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3923 for use on the WP&YR. Renumbered to 23 in June 1943. Retired and shipped to Auburn, Washington in 1944. Scrapped in 1946.[9]
Originally, Silverton, Gladstone and Northerly Railroad #34, Gold Prince. Sold to the Silverton Northern Railroad in 1915 (SN #34).[12] The Silverton Northern Railroad was abandoned in 1942. Locomotive resold to Dulien Steel Products Co. (dealer) thereafter. Purchased by the U.S. Army in April 1943 as #3924 for use on the WP&YR. Renumbered to 24 in June 1943. Retired in 1945. Sold to the WP&YR in 1947. Scrapped in 1951.
Tender assigned to Loco #66 in 1947. Tender rebuilt in 1951, by substituting the original #69 tender body. The ex-#24 tender body was scrapped in 1951. The ex-#24 underframe was scrapped in 1957.
Originally, International Railways of Central America #50. Renumbered to 40 in 1928.[4] The locomotive was sold to Lindsey Ashby (who also had IRCA 44) for use on the Colorado Central Railroad in 1972(CC #40) and was transferred to the Georgetown Loop Railroad in 1977 (GL #40) The locomotive was on loan to the WP&YR in 2000 and 2001, and was returned to the G.L. R.R. in 2001. In 2004 the locomotive was transferred to the Colorado Railroad Museum, however in 2017 the Georgetown Loop's new operator agreed to bring 40 back to the loop to operate alongside IRCA 111, the locomotive 40 originally came to America with when Ashby purchased 40 and Don Drawer #111 (a 1926 Baldwin).
Originally, Utah & Northern Ry. #23. Renumbered to 80 in 1885 to conform to Union Pacific Railway system-wide numbering. Sold to the Columbia & Puget Sound Railroad in 1889 (C&PS 2nd 3).[13] Acquired by the WP&YR in 1898 as 1st 1. Baldwin steel boiler, new cylinders and larger smokebox installed; and renumbered to 51 in 1900. Powered the Taku Tram from 1920 to 1931. Retired in 1941. In 1958 the locomotive was put on display at the MacBride Museum in Whitehorse, Yukon and it remains there today.
Originally, Utah and Northern Railway #37. Renumbered to 94 in 1885 to conform to Union Pacific Railway system-wide numbering. Sold to the Columbia & Puget Sound Railroad in 1889 (C&PS 2nd 4).[13] Acquired by the WP&YR in 1898 as 1st 2. Baldwin steel boiler, new cylinders and larger smokebox installed; and renumbered to 52 in 1900. Powered the Taku Tram from 1932 to 1936. Retired in 1936 and stored at Atlin, British Columbia until 1964 when it was brought back to Skagway. In 1971 the locomotive was put on display at The United Transportation Union Hall in Skagway, Alaska. In the early 2000s it was taken to storage at the WP&YR shops. In 2014 the locomotive was cosmetically restored and put on display at the WP&YR depot in Skagway.
December 1881 ~ March 1882,[14] most likely February 1882[15]
one of ##1443, 1446-1451, 1456-1458, 1466-1468,[14] most likely #1451[15]
Denver & Rio Grande RailroadClass C-16, proposed ##230-239 series locomotive.[16] One of the last ten locomotives built by Grant for the D.&R.G. R.R. The D.&R.G. Railroad could not pay for these ten locomotives, because railroad bond prices had just collapsed. So, the locomotives were sold instead to the Toledo, Cincinnati & St. Louis Railroad in June 1882 (TC&StL ##57-66).[14] This loco became TC&StL #63. Bondholdersforeclosed on the T.C.&St.L. Railroad, and #63 was sold to the Cincinnati Northern Ry. in 1883 (CN #63). No. 63 was transferred to the Cincinnati, Lebanon & Northern Ry. in 1885 (CL&N #63).[17] Grant foreclosed on #63 in June 1887,[18] and #63 was sold to the Columbia & Puget Sound Railroad 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 1899. Retired in 1907. Scrapped in 1918.
Earliest-built locomotive to operate on the WP&YR. Originally, Thurston County R.R. Construction Co., d.b.a. "Olympia & Tenino R.R.," #1, E. N. Ouimette. Transferred to Olympia & Chehalis Valley Railroad in 1881 (O&CV #1). Sold to the Columbia & Puget Sound Railroad in 1890 (C&PS #10).[20] Acquired by the WP&YR in 1898 as 1st 4. Renumbered to 54 in 1899. Sold to the Tanana Mines Railway. in 1905 (TM #50). The TM Railway became the Tanana Valley Railroad in 1907 (TV #50). The Tanana Valley Railroad was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1923 (ARR #50). Locomotive scrapped in 1930.
Originally, Columbia & Puget Sound Railroad #8. Acquired by the WP&YR in 1898 as #5. Renumbered to 55 in 1899. Sold to the Klondike Mines Railway in 1904 (KM #2). The KM Ry. was abandoned in 1913. km Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon where it remains today.[3]
Purchased new. Originally #6. Renumbered to 56 in 1899. Rebuilt from Vauclain compound to simple in 1907. Retired in 1938. Scrapped in 1940.
Tender tank rebuilt to backward-sloping in 1936. Rebuilt again, with a substitute underframe, before retirement of Loco #56 in 1938.[21]
Original #56 tender underframe scrapped in 1938. Immediately after Loco #56’s retirement, rebuilt tender temporarily placed behind Loco #61.[22] No. 56 substitute tender underframe used to make a weed burner in 1941.[23] Used to make substitute underframe for Rotary #1 in 1942. Used to make Flatcar R2 in 1944. Wrecked in 1951. Used to make Flatcar #1016 in 1956. Backward-sloping tender body placed as riprap along the Skagway River in 1949.[24] Retrieved in 1990. Body moved adjacent Skagway Museum about 2000. Number no longer visible.
Vauclain compound locomotive. Purchased new. Originally #7. Renumbered to 57 in 1899. Sold in 1906 to the Klondike Mines Railway (KM #3). The Klondike Mines Railway was abandoned in 1913. Klondike Mines Railway assets sold to the Yukon Consolidated Gold Corp. in 1925. In 1961 the locomotive was put on display at the Dawson City Museum in Dawson City, Yukon and is still there today.[3]
Tender returned to WP&YR in 1942, and assigned to Rotary #2 from 1942 to 1944. Tender placed as riprap along the Skagway River in 1949.[24]
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 may have been assigned to Loco #191 or 194 from 1944 to 1946.[25] The #60 tender subsequently placed as riprap along the Skagway River in 1949.[24] Retrieved in 1989. Body moved adjacent Skagway Museum about 2000 – displayed upside down.[26]
Purchased new.[27] Retired in 1944. Placed as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. Sold to Mid-West Locomotive & Machine Works in Wisconsin in 2003. Traded to Stockton Locomotive Works in 2016.
Temporarily received the slope backed #56 tender in 1938.[22]
Original #61 tender may have been assigned to Loco #191 or 194 from 1944 to 1946.[25] Original #61 tender subsequently placed as riprap along the Skagway River in 1949.[24]
Originally, Kansas Central Railroad #7, Sidney Dillon. Renumbered to 102 in 1885 to conform to Union Pacific Railway system-wide numbering. K.C. R.R. converted to standard gauge in 1890.[28] Locomotive sold to F.M. Hicks & Co. (dealer) in 1897. Purchased from Hicks by the WP&YR in 1900.[29] Sold to the Klondike Mines Railway in 1902 (KM #1). The KM Railway was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Locomotive put on display at Dawson City, Yukon in 1961.[3]
Built as a 2-6-0.[30] Originally, North Western Coal and Navigation Company #10. NWC&N was sold to the Alberta Railway & Coal Co. in 1891. Locomotive reduced to an 0-6-0, most likely in 1893 to accommodate dual gauge coupler fixtures.[31] Restored to a 2-6-0 and sold to the Columbia and Western Railway in 1896 (C&W #2). The Columbia and Western was taken over by the Canadian Pacific Railway in 1898. The Canadian Pacific Railway designated the locomotive 2nd 506, but never physically renumbered it.[32] Purchased by the WP&YR in 1900. Retired in 1907. Scrapped in 1918.
Originally, Kansas Central Railroad #8, L. T. Smith. Renumbered to 103 in 1885 to conform to Union Pacific Railway system-wide numbering. K.C. R.R. converted to standard gauge in 1890. Locomotive sold to the Columbia and Western Railway in 1896 (C&W #3).[28] The C&W was taken over by the Canadian Pacific Railway in 1898. The Canadian Pacific Railway designated the locomotive 2nd 507, but never physically renumbered it.[32] Purchased by the WP&YR in 1900. Sold to the Tanana Mines Railway in 1906 (TM #51). The Tanana Mines Railway became the Tanana Valley Railroad in 1907 (TV #51). The Tanana Valley Railroad was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1923 (ARR #51). Locomotive scrapped in 1930.
Purchased new.[33] Retired in 1951. Placed as riprap along the Skagway River in 1967.
Tender wrecked near Fraser in 1947.[34] Loco #66 received the #24 tender later in 1947. Replacement tender (ex-#24) rebuilt in 1951, by substituting the body from the original #69 tender.
Original #66 tender left at Fraser until at least 1990.[34] The ex-#24 tender body was scrapped in 1951. The original #69 tender body was placed as riprap along the Skagway River in 1957.[24] The ex-#24 tender underframe was scrapped in 1957.
Purchased new. NicknamedGila Monster by the 770th Railway Operating Battalion during World War II.[36] Retired in 1954. Sold to the Black Hills Central Railroad in 1956. (BHC #69, Klondike Casey). Resold to the Nebraska Midland Railroad in 1973 (NM #69).[35] Last run by Nebraska Midland Railroad in 1990. Sold back to the WP&YR in 2001. Returned to service on the WP&YR in 2008. Locomotive has not operated since 2013 and is currently stored at the WPYR shops.
Received a hybrid tender in 1951. Hybrid tender consisted of the original #71 tender underframe,[8] and original White Pass 1st 81 tender body (Ex-SV #50).[37]
Original #69 tender body was substituted for the tender body of Loco #66 in 1951. Original #69 tender body placed as riprap along the Skagway River in 1957. Original #69 tender underframe used to make hybrid tender for Rotary #2 in 1951.
Purchased new. Retired in 1963. Sold to Silver Dollar City Tennessee in 1977 (SDCT #70).[4] SDCT sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[38]
Purchased new. Retired in 1963. Sold to Silver Dollar City Tennessee in 1977 (SDCT #71).[4] SDCT sold out to Dollywood in 1986 (Dollywood #71, Beatrice).[38] Locomotive currently stored inoperable at the Dollywood backshop.
Received the #196 tender in 1950.[40] Received the #192 hybrid tender (ex-Rotary #2) in 1977 (by SDCT). Hybrid tender consisted of the original #69 tender underframe, and the original #71 tender body. Hybrid tender scrapped in 1985.
Original #71 tender underframe used to make hybrid tender for Loco #69 in 1951. Original #71 tender body used to make hybrid tender for Rotary #2 in 1951. Ex-#196 tender reassigned to Loco #192 in 1977 (by SDCT).
Purchased new. Retired in 1964. Used as a stationary boiler from 1964 to 1969. Severely damaged in the 1969 Skagway roundhouse fire. All but its chassis was scrapped in 1977. The chassis was sold to Silver Dollar City Tennessee in 1977. SDCT sold out to Dollywood in 1986.[38] Chassis scrapped in 1999.
Tenderprobably the #197 tender.[41] Tender damaged in the 1969 Skagway roundhouse fire. Tender body scrapped shortly thereafter. Underframe sold to Sumpter Valley R.R. in 1977. Scrapped by 2015.
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 was the #193 tender. Tender had received a dent in its rear, in a 1944 wreck.[42] Tender rebuilt in 2001, by substituting the body from the 1st 81 tender (ex-#191 or 194).[43]
Original #73 tender body (ex-#193) was used to make Auxiliary Tender #733 in 2019, with the dent hammered out.[44]
Originally, Sumpter Valley Railway 2nd 101. Renumbered to 20 in 1920. Purchased by the WP&YR in 1940.[45] Shipped to Skagway in 1941. Retired in 1958. Sold to Sumpter Valley Railroad in 1977 (SV #20).[4][46]
Delivered to WP&YR in 1941 with the tender from SV Loco #18 (2-8-2, Baldwin 1916). Loco #80 received the ex-#191 or 194 tender from Rotary #1 or 2 in 1949.[41] In 1993, Loco #80 (by then SV RR #20) received the former tender of Sumpter Valley Railway Loco #19.[46]
Original White Pass #80 tender (ex-SV #18) was assigned to Rotary #1 from 1949 to 1950. Reassigned to Loco #190, when that loco was sold to the Tweetsie R.R. in 1960. The replacement #80 tender (ex-#191 or 194) put on display with Loco #195 in 1962.[47]
Originally, Sumpter Valley Railway 2nd 102. Renumbered to 19 in 1920. Purchased by the WP&YR in 1940.[45] Shipped to Skagway in 1941. Retired in 1957. Sold to Sumpter Valley Railroad in 1977 (SV #19).[4] Restored to operation on Sumpter Valley Railroad in 1995.[46]
Delivered to WP&YR in 1941 with the tender from SV Loco #50 (4-6-0, Baldwin 1916). Loco 1st 81 received the ex-#191 or 194 tender from Rotary #1 or 2 in 1949.[41] In 1993, WP&YR Loco 1st 81 (by then, Sumpter Valley Railroad #19) received the former tender of SV Ry. Loco #20.[46]
Original 1st 81 tender (ex-SV #50) assigned to Rotary #2 from 1949 to 1951. Body of this tender used to make hybrid tender for Loco #69 in 1951. The replacement 1st 81 tender (ex-#191 or 194) sold to Sumpter Valley R.R. in 1977, and returned to WP&YR in 1990. The body of the latter tender was substituted for the original #73 tender body in 2001.[43]
Originally, Alaskan Engineering Commission #152. The A.E.C. became The Alaska Railroad in 1923. Locomotive acquired by the U.S. Army in 1942 for use on the WP&YR, shipped to Skagway, Alaska, but not off loaded. Instead, shipped to Lathrop (California) Army Depot. Sold to M. Davidson Co. (dealer) in 1946. Resold to the Antelope & Western R.R. in 1951 (A&W #2). Transferred to the Camino, Cable & Northern Railroad in 1963 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry Railroad in 1975 (Huckleberry #2).[4] Renumbered back to 152 in 2006.
U.S. Army Class S118. Originally, USA #190, and used by the Army on the WP&YR.[48] Transferred to the WP&YR in 1946. Out of service by 1959.[49] Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[50]
Received original #70 tender from Rotary #1 in 1953.[8][51] Loco #190 sold to Tweetsie R.R. in 1960, with the original White Pass #80 tender (ex-SV #18),[37] instead of either of its previous tenders.
Original #190 tender assigned to Rotary #1 in 1953.[8][51] Scrapped in 2020.
U.S. Army Class S118. Originally, USA #192, and used by the Army on the WP&YR.[48] Transferred to the WP&YR in 1946. Retired in 1957. Sold to the Rebel Railroad in 1960 (Rebel Railroad #192).[50] The Rebel Railroad sold out to Gold Rush Junction in 1970 (GRJ #192). Gold Rush Junction sold out to Silver Dollar City Tennessee in 1977 (SDCT #192). SDCT sold out to Dollywood in 1986 (Dollywood #192, Klondike Katie).[38]
Received hybrid tender from Rotary #2 in 1953.[8][51] Hybrid tender consisted of the original #69 tender underframe, and the original #71 tender body.[8] Loco #192 received ex-#196 tender from Loco #71 in 1977 (by SDCT).
Original #192 tender assigned to Rotary #2 in 1953.[8][51] This tender sold to Sumpter Valley R.R. in 1977, and returned to WP&YR in 1990. Body scrapped between 2004 & 2012. Underframe used to make Auxiliary Tender #733 in 2019.[52] Hybrid tender (ex- Rotary #2) assigned to Loco #71 in 1977 (by SDCT). Hybrid tender scrapped in 1985.
U.S. Army Class S118. Originally, USA #193, and used by the Army on the WP&YR.[48] Retired in 1946. Sold to the WP&YR in 1947. Scrapped in 1951.[50]
Tender received a dent in its rear, in a 1944 wreck. Tender assigned to Loco #73 in 1947.[42] Tender rebuilt in 2001, by substituting the body from the 1st 81 tender (ex-#191 or 194).[43] Original #193 / 73 tender body was used to make Auxiliary Tender #733 in 2019, with the dent hammered out.[44]
U.S. Army Class S118. Originally, USA #195, and used by the Army on the WP&YR.[48] Retired in 1946. Sold to the WP&YR in 1947. Put on display adjacent to Skagway Museum in 1962.[50]
Received the replacement #80 tender (originally #191 or 194) when put on display in 1962.[47]
Original #195 tender assigned to Loco #70 in 1950.[39]
U.S. Army Class S118. Originally, USA #196, and used by the Army on the WP&YR.[48] Transferred to the WP&YR in 1946. Retired in 1950. Placed as riprap along the Skagway River in 1968.[50]
Tender assigned to Loco #71 from 1950 to 1977.[40] Reassigned to Loco #192 in 1977 (by Silver Dollar City Tennessee).
U.S. Army Class S118. Originally, USA #197, and used by the Army on the WP&YR.[48] Retired in 1945. Sold to the WP&YR in 1947. Scrapped in 1951.[50]
Tender probably assigned to Loco #72 in 1947.[41] Severely damaged in the 1969 Skagway roundhouse fire. Body scrapped shortly thereafter. Underframe sold to Sumpter Valley R.R. in 1977. Underframe scrapped by 2015.
U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the WP&YR.[48] 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).[50][53][54] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[55] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[56] CG #18 (ex-USA 198) was scrapped between 1976 & 2003.[57]
U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the WP&YR.[48] 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).[50][53][54] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[55] This loco was subsequently re-numbered to 32.[58] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[56] CG #32 (ex-USA 199) was scrapped between 1976 & 2003.[57]
U.S. Army Class S118. Purchased new by the U.S. Army, and used by the Army on the WP&YR.[48] 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).[50][53][54] The Hacienda’s property was nationalized and re-named Casa Grande Co-op No. 32 in 1969.[55] The Casa Grande railroad was closed down in 1970, except for the pier area at Puerto Chicama, which only employed smaller locos.[56] CG #19 (ex-USA 200) was scrapped between 1970 & 1976.[57]
No cab. No train brake. Had a Fordson tractor engine. Originally, owned by J. G. Robinson Lettuce Farms Co.[69] The Robinson Co. was sold at foreclosure to the Frye Co. in 1929. The Frye Co. formed a separate corporation, Frye Lettuce Farms, Inc., which operated the farm from 1929 until 1934, when Frye Lettuce went bankrupt. The Frye Co. retained this locomotive until 1938, when the locomotive was purchased by the WP&YR. Locomotive relegated to Shops use only. Retired in 1943. Scrapped in 1946.
Plymouth Model ML6-25. LeRoi, Inc. RX15-C7 engine. Originally, U.S. Army #7651 and operated on the Kougarok R.R. (originally, the Wild Goose R.R.), out of Nome, Alaska. Derailed frequently, due to poor roadbed on the Kougarok R.R. Shipped to Skagway, Alaska in 1943. Transferred to the WP&YR in 1946 (WP&YR 3rd 3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970.
GE Phase 3b 25-Tonner. No train brake. Cummins HBI-600 prime mover. Originally, Colorado Fuel & Iron Co. #6. Purchased by the WP&YR in 1969. Retired in 1979. Sold to Duffy & Son, Inc., in 1981. Donated to the British Columbia Forest Museum in 1985. Sold back to WP&YR and moved to Hamilton Manufacturing at Sedro-Woolley, Washington in 2013.
GE Phase 3b 25-Tonner. No train brake. Cummins HBI-600 prime mover. Originally, Colorado Fuel & Iron #10. Purchased by the WP&YR in 1969. Retired in 1972. Sold to Duffy & Son, Inc., in 1981. Scrapped in 1985.
Originally, GE pattern GEX3341[71] 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.
Originally, GE pattern GEX3341[71] with Alco 6-251A prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive with Cummins QSK45L prime mover in 2009-2010.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2011-2012. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Colt Industries, Fairbanks-Morse 6-251 prime mover installed in 1998. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2011-2012. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2010-2011. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2012-2013. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2012-2013. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Sygnet Rail Technologies with Cummins QSK45L prime mover in 2010-2011. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] 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.
Originally, GE pattern GEX3341[71] with Alco 6-251B prime mover. Purchased new. Converted to CLEAR 140 by Global Locomotive with Cummins QSK45L prime mover in 2009-2010. Offered for sale in 2022.
Originally, GE pattern GEX3341[71] 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. Prime mover rebuilt and installed in Loco #101 in 2015.
MLW-Worthington Model Series C-14,[72] Specification DL-535E.[73]Alco 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
MLW-Worthington Model Series C-14,[72] Specification DL-535E.[73]Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1105). Repurchased by the WP&YR in 1999 (#103). Sold to the Durango & Silverton Narrow Gauge Railroad in May 2021 (D&S #103, Roxanne).
MLW-Worthington Model Series C-14,[72] Specification DL-535E.[73]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).
MLW-Worthington Model Series C-14,[72] Specification DL-535E.[73]Alco 6-251D prime mover. Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
MLW-Worthington Model Series C-14,[72] Specification DL-535E.[73]Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1106). Repurchased by the WP&YR in 1999 (#106). Sold to the Durango & Silverton Narrow Gauge Railroad in May 2021 (D&S #106).
MLW-Worthington Model Series C-14,[72] Specification DL-535E.[73]Alco 6-251D prime mover. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro in 1992 (STF #1107). Repurchased by the WP&YR in 1999 (#107). Sold to the Durango & Silverton Narrow Gauge Railroad in April 2020 (D&S #107, Charlotte).[74]
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).[75] Operable.
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.[75]
Bombardier Specification DL-535E. Bombardier 6-251D prime mover. Originally had defective dynamic brake. Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Purchased by the WP&YR in 1995.[75] Wrecked in a 2006 derailment, defective dynamic brake partly contributing to the accident.[76] Repaired, and dynamic brake defect corrected, in 2007. Sold to Cumbres & Toltec Scenic R.R. in November 2023.
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1109 but not delivered.[78] Retained by NRE as Demonstrator #1109. Completed and sold to WP&YR in 2020.[77]
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1111 but not delivered.[78] Retained by NRE as Demonstrator #1111. Completed and sold to WP&YR in 2020.[77]
NRE Model E3000CC-DC. Electro-Motive Diesel 16-645E3C prime mover. Partially completed in 2012 for Qube Holdings, Australia as #1112 but not delivered.[78] Retained by NRE as Demonstrator #1112. Completed and sold to WP&YR in 2020.[77]
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.
Originally, Sumpter Valley RailwayBaggage Car #5. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #932). Transferred to the WP&YR (#932), and converted to a tool car, in 1946. Renumbered to X3 in 1947. Retired in 1969. Scrapped in 1971.
5
The Red Line
Beartown Mechanical Design, shop No. 1003
1998
Self-propelled, 436 hp (325 kW) Diesel-hydraulic, Caterpillar Inc. Model 3406 engine. Built up from Flatcar #496. Sold to Miles Canyon Historic Ry. Society in 2004. Society merged into the MacBride Museum in 2017. Car severely damaged by fire (arson) at Whitehorse in 2021.
Business car from 1902 to 1939. Passenger car from 1939 to 1954. Bunk & Dining Car #X16 from 1954 to 1968, but not physically renumbered. Scrapped in 1969.
Combine. Originally, Olympia & Chehalis Valley R.R. Combine #3. Sold to Columbia & Puget Sound Railroad in 1890 (C&PS #5 or 6).[82] Acquired by the WP&YR in 1898. Sold to Klondike Mines Railway in 1904 (KM #200). The KM Ry. was abandoned in 1913. KM Ry. assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire between 1947 & 1949.[3]
Originally, Addison & Northern Pennsylvania Railway. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Railway, which purchased the A&NP under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[85] Resold to the Columbia & Puget Sound Railway in 1888 (C&PS #3 or 4).[86] Acquired by the WP&YR in 1898. Sold to the Tanana Mines Railway in 1905 (TM #204). The TM Railway became the Tanana Valley Railroad in 1907 (TV #204). Car wrecked in 1916.[87]
Baggage Car. Originally, S&WW #2.[88] Transferred to Columbia & Puget Sound R.R. in 1880. Acquired by the WP&YR in 1898 (1st 201). Renumbered to 1st 205 in 1900. Cupola added in 1924. Destroyed in a wreck in 1943.
Originally, Olympia & Chehalis Valley R.R. Sold to Columbia & Puget Sound Railroad in 1890 (C&PS #5 or 6).[82] 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.
When this car was completed in 1993, it was mistakenly numbered “203.” Shops personnel had forgotten that the 2nd 203 had been completed the year before. When the mistake was discovered in 1994, there already was a 2nd 204 and 2nd 205. Therefore, the car was then renumbered to 2nd 206.
Originally, Addison & Northern Pennsylvania Railway. Sold to Barrows & Co. (dealer) in 1887. (Mr. Barrows was a director of the Addison & Pennsylvania Railway, which purchased the A&NP under foreclosure, in the same year.) Car moved to the Billmeyer factory at York, Pennsylvania, for renovation.[85] Resold to the Columbia & Puget Sound Railroad in 1888 (C&PS #3 or 4).[86] Acquired by the WP&YR in 1898. Sold to the Klondike Mines Railway in 1904 (KM #202). The KM Railway. was abandoned in 1913. KM Railway assets sold to the Yukon Consolidated Gold Corp. in 1925. Car destroyed by fire between 1947 & 1949.[3]
Earliest-built rolling stock to operate on the WP&YR. Originally, S&WW Coach #1.[88] Transferred to Columbia & Puget Sound Railroad in 1880 (C&PS #1).[89] Acquired by the WP&YR in 1898. Sold to the Tanana Mines Railway in 1905 (TM #100). The TM Railway became the Tanana Valley Railroad in 1907 (TV #200). The TV RR was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1923 (ARR #200).[87] The Alaska Railroad's narrow-gauge branch was abandoned in 1930. Car presumed to have been scrapped thereafter.
Combine. Originally, Sumpter Valley Ry. #11. Tool car from 1937 to 1943. Purchased by the U.S. Army for use on the WP&YR (USA #934), and returned to passenger service, in 1943. Transferred to the WP&YR (#211), and cupola added, in 1946. Roof damaged by the 1969 Skagway roundhouse fire and replaced shortly thereafter, resulting in a slightly altered roof shape.
Nos. 214 and 216 are the oldest operating rolling stock on the WP&YR. Originally, Toledo, Delphos & Burlington R.R.[92] The T.D.&B. R.R. merged into the Toledo, Cincinnati & St. Louis R.R. in 1882. Bondholdersforeclosed on the T.C.&St.L. R.R. in 1883. Car surrendered to equipment trustee, Boston Car Trust, in 1885.[93] Car sold to Coeur d'Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or 2).[94][95] Purchased by the WP&YR in 1900. Cupola added in 1971. Cupola removed in 1994.
Nos. 214 and 216 are the oldest operating rolling stock on the WP&YR. Originally, Toledo, Delphos & Burlington R.R.[92] The T.D.&B. R.R. merged into the Toledo, Cincinnati & St. Louis R.R. in 1882. Bondholdersforeclosed on the T.C.&St.L. R.R. in 1883. Car surrendered to equipment trustee, Boston Car Trust, in 1885.[93] Car sold to Coeur d'Alene Railway & Navigation Co. in 1886 (CdAR&N #1 or 2).[94][95] Purchased by the WP&YR in 1900. Cupola added in 1967. Cupola removed in 1996.
Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[96][97] Purchased by the WP&YR in 1901.[27][33] (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.[98])
Originally, Stony Clove & Catskill Mountain R.R. Sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[96][97] Purchased by the WP&YR in 1901.[27][33] (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.[98])
Originally, Kaaterskill R.R.[100] (The Kaaterskill R.R. was a connecting subsidiary of the Stony Clove & Catskill Mountain Railroad) Coaches sold to F.M. Hicks & Co. (dealer) in 1899 or 1900.[97][99] Purchased by the WP&YR in 1901.[27][33] (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.[98])
Originally, Kaaterskill R.R.[100] (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.[97][99] Purchased by the WP&YR in 1901.[27][33] (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.[98])
1st Lake Fraser (Coach 1st 200) had been converted to a bunk & dining car in 1954. From 1962 until 1968, both 1st 200 and #226 bore the name Lake Fraser.
Built upon the underframe of Tank Car #70. Open observation car from 2002 to 2005. Walled-in, in 2005.
232
........
WP&YR
1908
Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Bunk car from 1942 to 1962. Renumbered to X6 in 1947. Scrapped in 1960.
Originally, Arizona & New Mexico Ry. #3. Sold to Coronado R.R. in 1901 (C RR #3). The Coronado R.R. was abandoned in 1923. Car resold to United Commercial Co. (dealer). Purchased by the WP&YR in 1926.
Renumbered to X18, and its use of the name Lake Emerald was discontinued in 1957. Bunk car from 1957 to 1963. Converted back to passenger car and reassumed the #254 in 1963. However, in 1962, the name Lake Emerald had been reassigned to #244. Therefore, #254 was assigned the name Lake Dezadeash in 1963.
Originally, Pacific Coast Railway #105.[20] Purchased by the WP&YR in 1938 as #105. Bunk car from 1938 to 1947. Renumbered to B05 in 1947. Later in 1947, converted back to a passenger car and renumbered to 262. Destroyed by the 1969 Skagway roundhouse fire.
Originally, Sumpter Valley Railway Coach #25. Purchased by the WP&YR in 1947 as #X5. Bunk car from 1947 to 1963. Converted back to a passenger car and renumbered to 266 in 1963.
Originally, Sumpter Valley RailwayCombine #10. Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #933). Tool car from 1943 to 1946. Transferred to the WP&YR in 1946 (1st 209). Returned to passenger service, and cupola added in 1946. Cupola removed, and converted to full-length passenger car in 1982. Renumbered to 267 in 1992.
Originally, Sumpter Valley Railway Coach #26. Converted to a passenger and railway post officecombine, most likely in 1928.[109] Purchased by the WP&YR in 1947 as #X12. Bunk car from 1947 to 1966. Converted back to a full-length passenger car and renumbered to 268 in 1966.
270
Lake Kathleen (since 1967)
J. Hammond Car Co.
1893
Originally, Pacific Coast RailwayBaggage 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 (1967-2016)
WP&YR
1900
Originally, Baggage Car 1st 203. Cupola added in 1924. Cupola removed, converted to passenger car, and renumbered to 272 in 1967. Wrecked at White Pass in 2014. Scrapped in 2016
Hamilton Model "Club." Purchased new. Club car. Originally, #400. Renumbered to 401 in 2018.
402
Samuel H. Graves
Hamilton Mfg. Co., shop #1320402
2014
Hamilton Model "Club." Purchased new. Club car.
501
Lake Lynx (since 2020)
(3rd Lake Emerald in 2019)
Hamilton Mfg. Co., shop #001
2019
Purchased new.
In 2018, a decision had been made to scrap Coach #244, 2nd Lake Emerald. Thus when Coach #501 was built, the name Lake Emerald was thought to be available. But by 2020, Coach #244 still existed, and a revised decision was then made not to scrap it. Thus in 2020, Coach #501 needed a new name. Lake Lynx was the new name.
In 2018, a decision had been made to scrap Coach #238, 1st Lake Watson. Thus when Coach #502 was built, the name Lake Watson was thought to be available. But by 2020, Coach #238 still existed, and a revised decision was then made not to scrap it. Thus in 2020, Coach #502 needed a new name. Lake Wolf was the new name.
1st Lake Dease (Coach #280) had been sold in 2015.
504
Lake Moose (since 2020)
(Lake Kluahne in 2019)
Hamilton Mfg. Co., shop #004
2019
Purchased new.
In 2018, a decision had been made to scrap Coach #258, Lake Kluane. Thus when Coach #504 was built, the name Lake Kluahne was thought to be available. But by 2020, Coach #258 still existed, and a revised decision was then made not to scrap it. Thus in 2020, Coach #504 needed a new name. Lake Moose was the new name.
Capacity = 25 short tons (23 t). Originally, C&S #8336.[113] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232914).[114] Transferred to the WP&YR in 1946 (#708). Wash & shower car from 1960 until 1973. Tool car from 1973 to 1982. In baggage service in 1982. Back to tool car service beginning in 1988. Retired in 2009.
Capacity = 25 short tons (23 t). Originally, C&S #8313.[113] Purchased by U.S. Army in 1943 for use on the WP&YR (USA #232943).[114] Transferred to the WP&YR in 1946 (#742). Retired in 1977. Reactivated in 1982. In baggage service from 1982 to 2008. To work service beginning in 2009. Retired by 2016.
b. Cabooses:
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All time caboose total = 27 (including World War II U.S. Army cars). The following remain in existence:
Originally, C&S boxcar. Purchased by U.S. Army in 1943.[115] Cut down to caboose-flanger by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #90857).[116] Renumbered to 857 in 1944. Transferred to the WP&YR in 1946 (#909). Retired in 1968. Restored to service in 1998. Retired again in 2019. Permanently laid up on static display with Rotary #1 in Skagway.
Originally, Sumpter Valley Railway #3.[118] Rebuilt in 1927. Purchased by U.S. Army in 1943 (USA #911). Retired in 1946. Sold to the WP&YR in 1947 (1st 911). Resold in 1947 to a private party who used it as a shed in Skagway, Alaska. Sent to Sumpter Valley Railroad in 1991 (SV #3). Restored to operation on Sumpter Valley Railway in 2006.
Originally, C&S boxcar. Purchased by U.S. Army in 1943.[115] Converted to caboose by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #90861).[116] Renumbered to 861 in 1944. Sold to the WP&YR in 1947 (#861). Converted to Bunk Car #X14 in 1955. Named Katler's Castle, 1962~1965[8] (for Karl Kattler [1905-1971], WP&YR section foreman). Re-converted back to caboose and renumbered to 2nd 911 in 1967. Retired in 1972. Put on display at 8th Ave. and Spring St., Skagway, Alaska in 2016.
c. Flatcars:
.............
.............
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All time flatcar total = 620 (including World War II U.S. Army cars). The following remain in existence:
Capacity = 1.05 tons. Single 4-wheel truck. No air brake. Used on the Taku Tram. Retired in 1951.
No. 1 was a passenger car from 1900 to 1937. Number 4 put on display at Skagway, Alaska in 1971. 4 cars are at Taku, British Columbia. 1 car is at Scotia Bay, British Columbia.
Capacity = 25 short tons (23 t). Originally, C&S boxcar. Purchased by U.S. Army in 1943.[114] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334073).[120] Sold to the WP&YR in 1947 (#737). Retired in 2017.
Capacity = 30 short tons (27 t). Arch bar trucks.[121] Made from proposed – but unused – underframe for Passenger Car #258. Put on display at the Yukon Transportation Museum in 1988.
Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[122] Car purchased by WP&YR in 1954.
Capacity = 30 short tons (27 t). Originally, U.S. Navy (Hawaii). Trucks built for Navy in 1942 by American Steel Foundries.[122] Car purchased by WP&YR in 1956.
Capacity = 30 short tons (27 t). Originally, 1938 replacement underframe for Loco #56’s tender.[21] Used to make weed burner in 1941.[23] Used to make substitute underframe for Rotary #1 in 1942. Used to make Flatcar R2 in 1944. Wrecked in 1951. Used to make Flatcar #1016 in 1956.
Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[125] Purchased by WP&YR via Lou-Ann Trading Co. (dealer) and cut down to flatcars in 1954.
Number 1105 was configured with railings in 2014 to act as a medical rescue car.
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).[125] Cut down to idler car in 1944. Transferred to WP&YR in 1946 (#23135). Renumbered to #1st X9 in 1947. Became underframe of Tank Car #11 in 1952. Made into flatcar in 1959 (#1128). Put on display behind Loco #195, adjacent to Skagway Museum in 1988.
Capacity = 30 short tons (27 t). Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to U.S. Army (USA #23130).[125] Cut down to underframe for Tank Car #25 in 1943. Transferred to WP&YR in 1946 (#23130). Became underframe of Tank Car #25 in 1943. Made into flatcar in 1950 (#1129).
1132 to 1138, 1140, 1142, 1144, 1165, 1168, and 1174
Capacity = 30 short tons (27 t). Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[125][127] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[128] Sold to WP&YR and cut down to flatcars in 1962.
Capacity = 30 short tons (27 t). Originally, Loco #70 tenderunderframe (Baldwin). Tender assigned to Rotary #1 from 1950 to 1953. Assigned to Loco #190 from 1953 to 1960.[8] Used to make Depressed Center Flatcar #1201 in 1962.
1202
Depressed Center Flatcar
WP&YR
1967
Capacity = 30 short tons (27 t).
1203
Depressed Center Flatcar
WP&YR
1968
Capacity = 40 short tons (36 t).
d. Gondolas
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.............
.............
All time gondola total = 30. None remain in existence.
e. Hopper Cars:
.............
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.............
All time hopper car total = 31 (including multi-service cars). The following remain in existence:
Capacity = 55 cu yd (42 m3). Originally, 42-inch gauge, Canadian National Rys. (Newfoundland) #6794.[135] Purchased by the WP&YR and converted to 3-foot gauge in 1990. Wrecked in a 2006 derailment.[76] Repaired in 2013.
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. Nos. 641, 642, 644, 645, and 647 (5 cars) wrecked in a 2006 derailment.[76] Repaired in 2013.
Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #1028.[136] Purchased by WP&YR in 1968. To Lahaina, Kaanapali & Pacific R.R. in 1995.
Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #858.[136] Purchased by WP&YR in 1968. Stored since 2002.
Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #1072.[136] Purchased by WP&YR in 1968. To Sumpter Valley R.R. in 1991 (SV #682).
Capacity = 50 cu yd (38 m3) of coal or 38 cu yd (29 m3) of gravel (40 short tons (36 t)). Originally, EBT #960.[136] Purchased by WP&YR in 1968. To Sumpter Valley R.R. in 1991 (SV #960).
f. Refrigerator Cars
.............
.............
.............
All time refrigerator car total = 31 (including World War II U.S. Army cars). None remain in existence.
g. Side Dump Cars:
.............
.............
.............
All time side dump car total = 53. The following remain in existence:
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.[137] Chassis observed in 2018 at Alaska 360 Dredge Town, adjacent Klondike Highway Mile 2.2, Skagway, Alaska.
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.
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).
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).
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.
Capacity = 22 cu yd (17 m3). Arch bar trucks. Purchased new. Originally #804. Renumbered to 864 in 1947. Renumbered to 664 in 1960. Sold to Sumpter Valley R.R. in 1991 (SV #664).
h. Stock Cars
.............
.............
.............
All time stock car total = 35. None remain in existence.
i. Tank Cars:
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.............
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All time tank car total = 65 (including World War II U.S. Army cars). The following remain in existence:
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.[139] Purchased by WP&YR and converted to 3-foot gauge in 1939. Donated to the BC Forest Discovery Centre, Duncan, British Columbia, in 1978 (BCFDC #8).
Unusual and historic tank car because it retained its original UTLX Class V architecture.
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.
Shell = 6,672 US gal (25,260 L; 5,556 imp gal), dome = 111 US gal (420 L; 92 imp gal). Originally, one of United States Army Ordnance Department (GPRX) #4001~4500, probably #4042.[143] 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.[141] Due to the progress of World War I, this order was changed, and 500 standard gauge 7000-7020 nominal gal. tank cars were delivered to the Ordnance Department.[144] Under Army ownership, car wrecked and repaired, the repair reducing its capacity to 6,672 gallons.[145] Tank mounted on WP&YR Flatcar #319 in 1944 (USA 27).[146] Tank transferred to the WP&YR in 1946 (#27).[147] Re-mounted on the underframe of Gondola #108 in 1952.[148] Re-mounted on the underframe of Tank Car #3 in 1956.[149] Re-mounted on Flatcar #316 in 1968. Stored since 2002.
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.[150] Purchased by WP&YR and mounted Flatcar #325 in 1949.[151] 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).
Shell = 6,383 US gal (24,160 L; 5,315 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Renumbered to UTLX 88112 in 1947. Renumbered to UTLX 11024 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #13084).
Shell = 6,374 US gal (24,130 L; 5,307 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Renumbered to UTLX 88113 in 1947. Renumbered to UTLX 11025 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #12739).
Shell = 6,379 US gal (24,150 L; 5,312 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the Denver & Rio Grande Western R.R. Type E internal steam heating pipes installed in 1928.[154] 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.
Shell = 6,487 US gal (24,560 L; 5,402 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1930, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type W internal steam heating pipes installed in 1937.[154] Renumbered to UTLX 88125 in 1947. Renumbered to UTLX 11027 in 1956. Purchased by WP&YR in 1963. To Colorado R.R. Museum in 1991 (UTLX #88125).
Shell = 6,384 US gal (24,170 L; 5,316 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] 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).
Shell = 6,424 US gal (24,320 L; 5,349 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1924, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the Denver & Rio Grande Western R.R. Type W internal steam heating pipes installed in 1937.[154] 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 was mounted on the S.V. R.R. fire car’s underframe. Underframe (ex-#1178) became underframe for SV Fire Car #0178.
Shell = 6,330 US gal (24,000 L; 5,270 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Renumbered to UTLX 88104 in 1947. Renumbered to UTLX 11016 in 1956. Purchased by WP&YR in 1963. To Sumpter Valley R.R. in 1991 (SV #61).
Shell = 6,339 US gal (24,000 L; 5,278 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Renumbered to UTLX 88101 in 1947. Renumbered to UTLX 11013 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #12962).[155]
Shell = 6,344 US gal (24,010 L; 5,282 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Renumbered to UTLX 88103 in 1947. Renumbered to UTLX 11015 in 1956. Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #13168).
Shell = 6,383 US gal (24,160 L; 5,315 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Renumbered to UTLX 88100 in 1947. Renumbered to UTLX 11012 in 1956. Car purchased by WP&YR in 1963. To Colorado R.R. Museum in 1991 (UTLX #12918).[156]
Shell = 6,407 US gal (24,250 L; 5,335 imp gal),[154] 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.[152] Center sill replaced by small underframe in 1927, in order to convert to 3-foot gauge.[153] Upon conversion, it ran on the D&RGW. Type E internal steam heating pipes installed in 1928.[154] Purchased by WP&YR in 1963. To Cumbres & Toltec Scenic R.R. in 1991 (UTLX #12757).
Capacity = 5,000 US gal (19,000 L; 4,200 imp gal). Hybrid, consisting of the original #73 tender body (ex-#193), with the dent hammered out,[44] and the replacement Rotary #2 tender underframe (original #192 tender underframe).[52]
Train unit. Steam powered rotary wheel. Purchased new. Retired in 1962. Restored to service in 1995. Retired again in 2019. On display at the Skagway depot.[158]
Tender rebuilt in 1942, by substituting the second #56 tender underframe. Rotary #1 received the tender from Loco #191 or 194 in 1944.[25] Received original #80 tender (ex-SV #18) in 1949. Received original #70 tender in 1950. Received original #190 tender in 1953.[8][51]
Original Rotary #1 tender underframe was used to make Flatcar #102 in 1942 and was scrapped in 1947. Ex-#56 tender underframe was used to make Flatcar R2 in 1944 and Flatcar #1016 in 1956. Original Rotary #1 tender body was placed as riprap along the Skagway River in 1949.[24] Ex-#191 or 194 tender reassigned to Loco #80 or 1st 81 in 1949. Original WP&YR #80 (ex-SV #18) tender sold to Tweetsie Railroad in 1960. Original #70 tender assigned to Loco #190 in 1953.[8][51] Original #190 tender scrapped in 2020.
Tender rebuilt in 1941, substituting a steel underframe for the wood underframe. Rotary #2 received the #57 tender in 1942. Received the tender from Loco #191 or 194 in 1944.[25] Received original 1st 81 tender (ex-SV #50) in 1949. Received a hybrid tender in 1951, consisting of the original #69 tender underframe, and the original #71 tender body. Received the original #192 tender in 1953.[8][51] Received tender from Chicago, Burlington & Quincy Railroadstandard gauge Loco #2901 (4-6-2, Baldwin 1910), when put on display in 1989.
Substitute Rotary #2 underframe used to make Flatcar R1 in 1942,[159] used to make the underframe of Crane R1 in 1944, and scrapped in 1969. Ex-#191 or 194 tender reassigned to Loco #80 or 1st 81 in 1949. Original 1st 81 tender body (ex-SV #50) used to make hybrid tender for Loco #69 in 1951. Rotary #2 hybrid tender assigned to Loco #192 in 1953.[8][51] Original #192 tender sold to SV RR in 1977, then returned to WP&YR in 1990. Original #192 tender body scrapped between 2004 & 2012. Original #192 tender underframe used to make Auxiliary Tender #733 in 2019.[52]
Rotary #3
(riprap along Skagway River – in deteriorated condition)
Train unit. Steam powered rotary wheel. Originally, Denver & Rio Grande R.R. #2. Re-designated “ON” in 1907. Became Denver & Rio Grande Western R.R. ON in 1921. Purchased by U.S. Army in 1942 (USA #980). “U.S.A. 980” markings added, but “ON” not painted over. Officially renumbered to 3 in 1943, but never physically renumbered to 3. Retired in 1944 or 1945. Sold to the WP&YR in 1947 (#3). Placed as riprap along the Skagway River in 1967.
Tender made from the former tender of D&RG #243 (2-8-0, Baldwin 1881), said tender having its underframe affixed to the top of a second D&RG 2-8-0 tender underframe. Tender placed as riprap along the Skagway River in 1949.
Track unit. Self-propelled, Diesel-hydraulic. Nordco Claws Model LS. 31 H.P. Deutz AG F2L1011 engine. Originally owned by Kansas City Southern Railway. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[160]
Claws #2
Left Rail Spike Puller
Rexnord, Inc. (Nordco, Inc. since 1987), shop #129
1984
Track unit. Self-propelled, Diesel-hydraulic. Rexnord/Nordberg Claws Model LS. Originally owned by Atlas Railroad Construction, LLC. Purchased in 2004 via North American Equipment Sales Co. (dealer). Converted to 3-foot gauge by N.A. Equip. Sales.[160]
Rexnord, Inc. (Nordco, Inc. since 1987), shop #151
1984
Track unit. Self-propelled, Diesel-hydraulic. Rexnord/Nordberg Hydra-Spiker Model B. Purchased in 2004 via North American Equipment Sales Co. (dealer). Previous owner unknown. Converted to 3-foot gauge by N.A. Equip. Sales.[160]
Track unit. Self-propelled, Diesel-hydraulic. Kershaw Model 12-5. Deere & Co. engine. Originally, Alaska Railroad. Purchased in 2018 via Hamilton Mfg. Co. (dealer). Converted to 3-foot gauge by Hamilton. Sold to Durango & Silverton Narrow Gauge in 2020 (D&SNG #TC-10).
Track unit. Self-propelled, but usually transported on push car to and from work sites. 18 hp (13 kW) Briggs & Stratton Corp. Vanguard V-8 gasoline engine. Purchased new.
Track unit. Self-propelled, Diesel-hydraulic. Fairmont Model W111-B2 (Z36). Has 97 hp (72 kW) General Motors Corp. 3-53 engine. Purchased new. Sometimes called a "spud" liner.[161]
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.
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.
Gasoline-mechanical. Fairmont Model M19-H (Z36). Has Fairmont RO-C engine. Purchased in 1968 by Mannix Co. for WP&YR track rehabilitation contract (Mannix #81-2024). Transferred to WP&YR in 1969. Transferred to Sumpter Valley Railway between 1991 & 1993 (SV M-31).
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.
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.
Gasoline-mechanical. Has 14 hp (10 kW) Fairmont Railway Motors, Inc. RK-B engine (1955~1979, ex-Arizona & California Railroad). Chassis and engine once on a standard gauge inspection car built in the late 1990s by "Smitty" Smith for his own use. Converted to 3-foot gauge after 1999. Sold to WP&YR and new cab installed in 2005. Never used by WP&YR. Put on display in Carcross depot in 2009.
Originally, underframe of Union Tank Car Co. Class X-5-300, standard gauge Tank Car #92710. Purchased by WP&YR and converted to 3-foot gauge in 1976 (#68). Tank only sold to the Alaska Department of Transportation in 1996. Underframe to Passenger Car 2nd 230 in 2002.
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.
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.
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).
Originally, C&S boxcar. Purchased by U.S. Army in 1943.[114] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334085).[120] Built up into gondola in 1944. Sold to the WP&YR in 1947 (Gondola #773). Renumbered #123 in 1950. Cut back down to flatcar in 1952. Became Idler Car 4th #X9 (4th boom car) in 1958. Sold to Marcus Rail LLC in 1987. Rebuilt into reproduction C&S Boxcar 2nd#8311 by the Uhrich Locomotive Works in 1997. (8311 [built 1910][112] 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.
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.
Originally, C&S boxcar. Purchased by U.S. Army in 1943.[114] Cut down to flatcar by Chicago Freight Car Parts Co. in 1943 for use on the WP&YR (USA #334117).[120] 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.
Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[125][127] Sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.[128] Sold to WP&YR and cut down to flatcars in 1962. To the L.K.&P. Railroad in 1990.[129]
Built as a boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[125]If #1175, sold to the Oahu Ry. in 1959, but not used by the Oahu Ry.,[128] then sold to WP&YR and cut down to flatcar in 1962. If #1187, sold to Kahului Railroad and cut down to flatcar in 1961, then sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. In either case, to L.K.&P. Rilroad in 1982.[129] (The other flatcar was scrapped in 1982.)
Built as boxcar intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942.[125] Sold to Kahului Railroad and cut down to flatcar in 1961. Sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. Became the underframe for Tank Car #60 in 1978; unit sold to S.V. Railroad in 2005; S.V. Railroad removed #1178 from #60 tank and made #1178 the underframe for the S.V. Rilroad fire car (#0178).[132]
Kauai Plantation Passenger Cars Hanalei, Wailua, Waimea, and Wainiha (in unknown individual correspondence)
Built as boxcars intended for the Ferrocarril del Estado (Argentine State Railway), but sold to the U.S. Navy in 1942. [125][127]Nos. 1146 and 1150 resold to the Oahu Ry. in 1959, but not used by the Oahu Ry.,[128] then sold to WP&YR and cut down to flatcars in 1962. Nos. 1179, 1184, and 1188 sold to Kahului Railroad and cut down to flatcars in 1961, then sold to WP&YR via Midwest Steel Corp. (dealer) in 1967. All to Kauai Plantation in 2005.[133]
Existing White Pass car bodies detached from trucks
Car bodies with light grey have been either put on display or sold.
Number
Unit
Last Observed Location
Builder
Year Built
Remarks
a. Steam Locomotive Tender Bodies:
............................
............................
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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.
Either built or rebuilt in 1936 for use with Loco #56.[170] Tender temporarily placed behind Loco #61 in 1938.[22] Tender body placed as riprap along the Skagway River in 1949.[24] Retrieved in 1990. Moved adjacent Skagway Museum about 2000.
Tender may have been assigned to Loco #191 or 194 from 1944 to 1946. (The corresponding #191 or 194 tender would have been assigned to a rotary from 1944 to 1949.)[25] Loco #60 and this tender placed as riprap along the Skagway River in 1949.[24] Both retrieved in 1990. Tender body moved adjacent Skagway Museum about 2000 – displayed upside down.
Number no longer visible.
b. Boxcar Bodies Built by White Pass:
............................
............................
............................
From 112 boxcars built by White Pass between 1899 and 1906, including 13 for the Klondike Mines Ry.
Just north of former Klondike Mines Railway Mile Post 18, which was about 3⁄4 mile south of Flannery, Yukon. Mile Post 18 was also a short distance north of the Bonanza Creek Dam, near Bonanza Creek Road Kilometer 25.[175] (2016)
Frame built in 1901. Expected to be used to make WP&YR car. Instead, used to make car assembled in 1905 for sale and use on the Klondike Mines Railway. One of Klondike Mines Railway ##100~124 (even numbers).
Underframe detached between 1906 & 1912.[175] Number no longer visible.
Soda Station, Yukon, former Klondike Mines Railway Mile Post 27, Ridge Road Heritage Trail Kilometer 30, 21⁄2 kilometers north of Bonanza Creek Road Kilometer 35.[175] (2014)
present combination of Body #728 and Underframe #734: WP&YR, 1954
Hybrid – consisting of body from Boxcar #728 and underframe from Boxcar 1st 734, so assembled in 1954. Body originally part of C&S Boxcar #8309 (1910);[113] purchased by U.S. Army in 1943 for use on the WP&YR (USA #232931);[114] transferred to the WP&YR in 1946 (#728).[178] Underframe originally part of C&S Boxcar #8392 (1910);[113] purchased by Army in 1943 for use on the WP&YR (USA #232937);[114] transferred to the WP&YR in 1946 (1st 734).
Originally, Stock Car #703. Converted to cupola caboose in 1901, and renumbered to 2nd 901. (1st 901 was out of service from 1902 to 1906.) In 1906, 1st 901 was restored to service and 2nd 901 was renumbered to 1st 905.
Car sold in 1952. Cupola removed by 1987. Number no longer visible.
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.
In canyon (north car), Hawkins, Alaska, WP&YR Mile Post 17.5 (2022)
WP&YR
1956
Carried down the side of the canyon at this location by a snow slide on April 7, 1977, about 125 ft. south of a then-existing 148-ft. long snow shed. In wrecked condition.
Originally, C&S Boxcar C&S #8359. Purchased by U.S. Army in 1943 for use on the WP&YR.[114] Converted to refrigerator car by Chicago Freight Car Parts Co. in 1943 (USA #232895).[182] Transferred to the WP&YR in 1946.
Underframe detached in 1960.[183] Body to local resident. From 1979 to 2006, body rested on substitute underframe as part of Broadway Station restaurant. Number no longer visible.
Capacity = 22 cu yds (17 m3). Purchased new. Originally #805. Renumbered to 865 in 1947. Renumbered to 665 in 1960. Put on display in 1991. Trucks removed between 2018 & 2022.
Originally, one the three tanks on a Union Tank Car Co. Class BX, ##13450-13549 series tank car.[184] Tank purchased by WP&YR and mounted with a similar second tank on the underframe of Tank Car 1st 1 in 1931.[185] The new 1931 car was 2nd 1. In 1959, tanks were remounted on Flatcar #643.[186] 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.
Near confluence of Lombard Pup[187] 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)
Portage Lake, British Columbia, WP&YR Mile Post 30.5 (west side of track), access road at Klondike Highway Kilometer 41.1 (2022)
WP&YR
1899
Originally, WP&YR Boxcar #520. Converted to non-cupola caboose later in 1899 (#B01). Converted to a tool car in 1918. Renumbered to BX1 in 1947. Retired in 1960.
Became a cabin at Portage Lake by 1969. Covered with sheet metal by 2016. Truss rod bolts visible at bottom of structure’s north and south sides. Number no longer visible.
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.
Originally, Columbia & Puget Sound RailroadGondola #400. Sold to WP&YR and cut down to flatcar in 1898 (WP&YR 1st 400). No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #225). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #404. Sold to WP&YR and cut down to flatcar in 1898. Retained #404 until 1899, when it was renumbered to 1st 401. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #227). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #405. Sold to WP&YR and cut down to flatcar in 1898. No train brake. Retained #405 until 1899, when it was renumbered to 1st 402. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #229). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #409. Sold to WP&YR and cut down to flatcar in 1898. Retained #409 until 1899, when it was renumbered to 1st 403. Wrecked and burned in 1947.
Originally, Columbia & Puget Sound RailroadGondola #413. Sold to WP&YR and cut down to flatcar in 1898. Retained #413 until 1899, when it was renumbered to 1st 404. Scrapped in 1943.
Originally, Columbia & Puget Sound RailroadGondola #416. Sold to WP&YR and cut down to flatcar in 1898. No train brake. Retained #416 until 1899, when it was renumbered to 1st 405. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #231). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #423. Sold to WP&YR and cut down to flatcar in 1898. Retained #423 until 1899, when it was renumbered to 1st 406. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #237). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #426. Sold to WP&YR and cut down to flatcar in 1898. Retained #426 until 1899, when it was renumbered to 1st 407. Scrapped in 1955.
Originally, Columbia & Puget Sound RailroadGondola #431. Sold to WP&YR and cut down to flatcar in 1898. Retained #431 until 1899, when it was renumbered to 1st 408. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Klondike Mines Ry. in 1902 (KM #53). Sold to Tanana Mines Ry. in 1905 (TM #239). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #432. Sold to WP&YR and cut down to flatcar in 1898. Retained #432 until 1899, when it was renumbered to 1st 409. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Klondike Mines Ry. in 1902 (KM #55). Disposition unknown.
Originally, Columbia & Puget Sound RailroadGondola #453. Sold to WP&YR and cut down to flatcar in 1898. Retained #453 until 1899, when it was renumbered to 1st 410. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Klondike Mines Ry. in 1902 (KM #57). Disposition unknown.
Originally, Columbia & Puget Sound RailroadGondola #456. Sold to WP&YR and cut down to flatcar in 1898. Retained #456 until 1899, when it was renumbered to 1st 411. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #233). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #457. Sold to WP&YR and cut down to flatcar in 1898. Retained #457 until 1899, when it was renumbered to 1st 412. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Klondike Mines Ry. in 1902 (KM #59). Sold to Tanana Mines Ry. in 1905. T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #462. Sold to WP&YR and cut down to flatcar in 1898. Retained #462 until 1899, when it was renumbered to 1st 413. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Klondike Mines Ry. in 1902 (KM #61). Sold to Tanana Mines Ry. in 1905. T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #473. Sold to WP&YR and cut down to flatcar in 1898. Retained #473 until 1899, when it was renumbered to 1st 415. Scrapped in 1957.
Originally, Columbia & Puget Sound RailroadGondola #490. Sold to WP&YR and cut down to flatcar in 1898. Retained #490 until 1899, when it was renumbered to 1st 416. No train brake. After construction of the railroad, relegated to Skagway yard and dock service only. Sold to Tanana Mines Ry. in 1905 (TM #235). T.M. Ry. became the Tanana Valley Railroad in 1907. T.V. R.R. was sold to the Alaskan Engineering Commission in 1917. The A.E.C. became The Alaska Railroad in 1923. Car scrapped in 1930.
Originally, Columbia & Puget Sound RailroadGondola #491. Sold to WP&YR and cut down to flatcar in 1898. Retained #491 until 1899, when it was renumbered to 1st 417. Wrecked at Carcross in 1956.
............
............
b. Grass Valley Flatcars:
............
The following six flatcars were obtained in 1942 from the then-recently abandoned Nevada County Narrow Gauge R.R., four of which had been built before 1898.
Originally, South Pacific Coast R.R. Flatcar #163. Converted to S.P.C. R.R. Maintenance of Way Car #18 in 1904. Sold to the Nevada & California Ry. and reverted back to flatcar in 1909 (N&C #143). Transferred to the S.P. Co. in 1912 (SP #143). Sold to the Nevada County Narrow Gauge R.R. in 1936 (NCNG #419).[194]Straight air brake on the N.C.N.G. R.R. Resold to the WP&YR in 1942 (1st 419). No train brake on the WP&YR. Relegated to Skagway yard and dock service only. Scrapped in 1946.
Originally, S.P. Co. Flatcar #505. Sold to the Nevada County Narrow Gauge R.R. in 1936 (NCNG #431).[194]Straight air brake on the N.C.N.G. R.R. Resold to the WP&YR in 1942 (1st 431). No train brake on the WP&YR. Relegated to Skagway yard and dock service only. Scrapped in 1946.
............
............
c. U.S. Army Cabooses:
............
The following four of the 14 cabooses obtained by the U.S. Army in 1943 had been built before 1898.
Originally, Utah and Northern Railway (a U.P. Railway subsidiary) #71.[197] Renumbered to 1621 in 1885 to conform to Union Pacific system-wide numbering.[198] Transferred to Oregon Short Line & Utah Northern Railway in 1889 (OSL&UN #1621). Stored at Pocatello, Idaho, from 1890 to 1896.[199] Transferred to Oregon Short Line Railroad in 1897 (officially, OSL #16001). Officially renumbered to 599 in 1899. However, the caboose never physically bore the official numbers 16001 or 599.[200] Wrecked and written off in 1902.[201] Sold to Sumpter Valley Railway (a non-U.P. Railway) in 1903.[202] Not used by the Sumpter Valley Railway until 1909, at which time it was repaired and assigned number 4.[203] Purchased by the U.S. Army in 1943 for use on the WP&YR. Destroyed by fire in 1945.[204]
Originally had no cupola and was Denver, South Park & Pacific Railroad (a U.P. Railway subsidiary) #69. Re-numbered to 1507 in 1885 to conform to Union Pacific system-wide numbering. Transferred to Denver, Leadville & Gunnison Railway in 1889 (DL&G #1507). Transferred to Colorado & Southern Railway (a non-U.P. Railway) in 1899 (C&S #306). Center cupola added in 1899. Cupola moved to an end in 1908. Renumbered to 1005 in 1912.[205] Purchased by the U.S. Army in 1943 for use on the WP&YR (USA #90851). Renumbered to 851 in 1944. Scrapped in 1945.
Originally had no cupola and was Denver, South Park & Pacific Railroad (a U.P. Railway subsidiary) #65. Re-numbered to 1503 in 1885 to conform to Union Pacific system-wide numbering. Transferred to Denver, Leadville & Gunnison Railway in 1889 (DL&G #1503). Transferred to Colorado & Southern Railway (a non-U.P. Railway) in 1899 (C&S #304). Cupola added in 1908. Renumbered to 1003 in 1912.[205] Purchased by the U.S. Army in 1943 for use on the WP&YR. Wrecked in November 1943. Thereafter, body became a car inspector’s shack at Shops. Demolished by fire in 1958.
Originally, D.&R.G. R.R. 4-wheel Caboose 2nd 57. Renumbered to 0556 in 1887. Rebuilt into 8-wheel caboose about 1907. Transferred to the Denver & Rio Grande Western Railroad in 1921 (D&RGW #0556). Sold to Silverton Northern Railroad in 1937 (no SN number).[206] Sold to the U.S. Army in 1943, via Dulien Steel Products Co. (dealer). Used by the Army on the WP&YR. Wrecked in December 1943. Thereafter, most of the body became a car inspector’s shack at Shops. Demolished by fire in 1958.
The White Pass & Yukon Route had been a multi-modal transportation company that was dominant in the region throughout most of the 20th Century.
Equipment with light grey have been either put on display or sold.
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.
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[210])
Length = 173 ft. Volume = 547 gross tons. Built by Pusnes Mekaniske Verksted A/S (Arendal, Norway, hull #81). Japan Official No. 86903 (1961-1963). Canada Official No. 320146 (1963-2008). IMO5425841.
Originally, Suderøy XVI, owned by Hvalfanger A/S-Suderøy. Sold to Anders A. Jahre (d/b/a Kosmos A/S) and renamed KOS 51 in 1959. Resold to Taiyo Gyogyo K.K. (Taiyo Fishery Co., Japan) and renamed 事 二 十 一 利 丸, Toshi Maru No. 21 [No. 21 Commercial Ship] in 1961. Resold to Western Canada Whaling Co. and renamed Westwhale 7 in 1963. Resold to Pacific Towing Services, Ltd. in 1970. Resold to Knight Towing, Ltd. and renamed Pacific Challenge in 1971. Resold to Pacific Bunkering, Inc. and renamed Jacqueline W in 1986. Resold to Hi Seas Marine (Belize), Ltd. and renamed back to Pacific Challenge in 1996. Machinery removed and registry closed in 2008. Towed to Whiskey Slough in 2013. Interior damaged by fire in 2017.
Length = 55 ft. Volume = 20 gross tons. Built by White Pass. Yukon Registration 2.J.2.
Sold to George T. Simmons in 1955. Resold to Robert Cousins in the 1960s. Resold to James Fordyce in 1971. Resold to Hans and Sylvia Kutschera about 1978. Resold to Janice Wotten in 1993, who moved it to 272 Tagish Ave. in 1998. In deteriorated condition.
Tarahne
Gasoline-Screw Propeller Boat
1917
Trainor Ave. & Lake Rd.,
Atlin, British Columbia
Length = 119 ft. Volume = 286 gross tons. Built by Cousins Bros. for White Pass. Canada Official No. 138539.
Last used by White Pass in 1936. On display ever since.
Tutshi was Canada Official No. 138695. Built by White Pass in 1917, retired in 1955, and destroyed by fire (arson) in 1990. Length was 167 ft. Volume was 1041 gross tons. The following components survive:
a. – Locomotive fire-tube boiler built by Polson Iron Works for use on the Canadian Pacific Ry. steamboat Tyrrell. Tyrrell sold to the British America Corp. in 1898; to the Dawson & White Horse Navigation Co. in 1900; to John Macauley Carson in 1904; to Frank W. Arnold in 1905; and to the WP&YR in 1906. Boiler removed from the Tyrrell and installed in the Tutshi in 1917, as built.
b. – Cylinder diameters of each engine = 14 in. & 22 in. (tandem compound engines). Stroke = 72 in. Built by Detroit Engine & Dry Dock Co., shop #1117. Their use from 1889 to 1898 is unknown. Installed in the Seattle-Yukon Transportation Co. steamboat Seattle No. 3 in 1898. Seattle No. 3 sold to the Northern Navigation Co. in 1901, and to the WP&YR in 1914. Engines removed from the Seattle No. 3 and installed in the Tutshi in 1927, as replacements for smaller engines.
c. – Pitman arms and stern wheel axle built for Tutshi in 1917.
d. – Starboard tank capacity = 2273 gallons. Port tank capacity = 2125 gallons. Built in 1913 as a single tank by White Pass for use on its steamboat Alaska. Tank removed from the Alaska, cut approximately in half, and both halves installed in the Tutshi in 1925, when it was converted from wood- to oil-burning.
e. – Capstan builder and year of build unknown. Installed on Canadian Pacific Navigation Co. steamboat Yukoner in 1898. [The C.P. Railway had no interest in the C.P. Navigation Co. at the time.] Yukoner sold to the North British American Trading & Transportation Co. in 1898; to the Trading & Exploring Co. in 1899; to the Canadian Development Co. in 1900; and to the WP&YR in 1901. Capstan removed from the Yukoner and installed on the Tutshi in 1917, as built.
f. – Winch builder and year of build unknown. Installed on the Tutshi in 1952.
Woodchuck
Gasoline-Screw Propeller Boat
1939
MacBride Museum,
Whitehorse, Yukon
Length = 37 ft. Volume = 8 gross tons. Built by White Pass.
Last used by White Pass in 1951. Leased out in 1954. Sold to Ollie MacDonald in the 1960s. Transferred to McBride Museum in 2012.
Yukon Rose
Diesel-Screw Propeller Boat
1929
Dawson City, Yukon
Length = 61 ft. Volume = 32 gross tons. Built by Askew Boat Works. Canada Official No. 116630.
Originally owned by Taylor & Drury, Ltd. Leased to White Pass and used on the Stewart River in 1936. Sold to Jack McDonald in 1943. Purchased by White Pass in 1948. Last used by White Pass in 1951. Sold to Ray Chaykowski in 1955. Resold to Charlie Garvice by 1961. Resold to Rudy Burian in 1962. Resold to Gregory H. Caple in 1977. Resold to Murray Matchett, Ron McCready, and Kevin Hewer in 1984. Resold to Marc Johnson in 2001. Vintage engine installed in 2007, but not original to this vessel. Refloated in 2009.
41 in. front & 54 in. rear wheels. Original Capacity = 11 Passengers & 1⁄2 ton of freight. Gear built by Pacific Wagon Co. (Seattle, Washington). Suspension and body built by White Pass.
Middle bench seat removed, thereby reducing passenger capacity to 8. Given to the Royal Canadian Air Force in 1944. Put on display at MacBride Museum in 1953.
41 in. front & 54 in. rear wheels. Original Capacity = 11 Passengers & 1⁄2 ton of freight. Gear built by Pacific Wagon Co. (Seattle, Washington). Suspension and body built by White Pass.
Middle bench seat removed, thereby reducing passenger capacity to 8. Sold to E. J. Spinney Trucking Service in 1944. Mr. Spinney died in 1948. Wagon put on display by 1953.
43 in. front & 56 in. rear wheels. Capacity = 11 Passengers & 1⁄2 ton of freight. Suspension and body built by White Pass.
Written off in 1950. Put on display in 1953. Green paint.
12 or 13
(physically retaining #9)
Heavy Freight Wagon
1902
Yukon Transportation Museum,
Whitehorse, Yukon
45 in. front & 56 in. rear wheels. Capacity = 5 tons of freight. Built by Bain Wagon Co.
Originally, #9. Officially renumbered to 12 or 13 in 1917. Nevertheless, physically retained #9. Written off in 1950. Transferred to the Yukon Transportation Museum in 1990.
Originally had 75 in. bobs. Capacity = 14 Passengers & 3⁄4 ton of freight. Original gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass.
Originally, #3. Officially renumbered to 23 in 1905. Officially renumbered to 33 about 1909. Nevertheless, physically retained #3, possibly because it may have been taken out of service by 1905.[217] Written off in 1950. Wheels substituted for bobs by 1973. Put on display in 1990. Re-equipped with newly made bobs between 1992 & 2013.
Passenger Sleigh Body (with replacement bobs from its era)
1901
Henry Tjoelker,
Everson, Washington (2006)
Originally had 75 in. bobs. Capacity = 14 Passengers & 3⁄4 ton of freight. Originally gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass.
Originally, #6. Renumbered to 26 in 1905. Officially renumbered to 36 about 1909. Nevertheless, physically retained #26, possibly because it may have been taken out of service by 1909.[217] 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.
75 in. bobs. Capacity = 9 Passengers & 1⁄2 ton of freight. Gear built by Weber Wagon Co. (Chicago, Illinois). Body built by White Pass.
Originally, #7. Officially renumbered to 25 in 1905. Officially renumbered to 35 about 1909. Nevertheless, physically retained #7, possibly because it had been taken out of service by 1905.[217] Written off in 1950. Put on display in 1953.
c. Tractor:
........................
............................
White Pass used tractors in work service since 1911.
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.
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.
Capacity = 5 tons. Built by Western Bridge & Steel Fabricators, Ltd. Originally a heated container, orange in color. Repainted green, possibly after being re-purposed away from heated service.
First generation container, for use with MV Clifford J. Rogers, 1955-1965. Put on display in 1988.
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.
Second generation container. Use discontinued about 1996, in favor of then-new ISO standard 20-ft. and 40-ft. containers. Re-numbered to 5-617. Located at Atlin Airport in 2012.
6551
19 ft. × 8 ft. × 8 ft. Faro Mine Coal and Quicklime Container
1969
Skagway Museum, Skagway, Alaska
Capacity = 30 tons. Made of steel. Built by Canadian Iron Foundries.
Use discontinued in 1982, when Faro Mine first closed. Put on display between 2018 & 2022.
f. Container Handling Equipment:
........................
............................
White Pass operated intermodal container service from 1955 to 1993.
In 1988, Canada de-regulated the commercial trucking industry, which ultimately led to the demise of White Pass trucking.
Built by Columbia Body Mfg. Co. Originally #353.[220]
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.
Built by Union Iron Works. Original owner unknown. Sold to Dyea-Klondike Transportation Co. in 1898, for use in generating electricity to power its aerial tramway over Chilkoot Pass.[221] D-K-T Co. ownership of the boiler was subject to a lien personally retained by George C. Teal, creditor and trustee of the company. The D-K-T Co. sold out to White Pass in June 1899, with Mr. Teal retaining his personal lien on the boiler. White Pass took over operation of the aerial tramway and shut it down in July 1899. Because of the lien on the boiler, the White Pass did not remove it. Mr. Teal did not foreclose and remove the boiler, either. Remains of the boiler.
Origins of White Pass station, passenger car, and preserved boat names
Aishihik [Cars ##264, 380] is the English adaptation of the Southern Tutchonemetaphora shè yi, which literally means its tail hanging down, and which figuratively refers to the shape of the bay at the north end of Aishihik Lake.[222] 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].[223][224][225] Aishihik Lake located 28 kilometers north of Alaska Highway Kilometer 1546, via Aishihik Lake Road. Aishihik River located at Alaska Highway Kilometer 1547.5.
Alaska [Mile Post 0 to 20.4] is the English adaptation of the Aleutidiomalaxsx-a, which figuratively refers to mainland Alaska. Literally, it means object to which the action of the sea is directed (alax [sea] + sx-a [object of action]).[226]
American Shed [MP 19.2 Station] was named for a snow shed on the American side of White Pass, which existed until the 1980s.[2][229] 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).[230] Lake located 19 kilometers southwest of Robinson, via Annie Lake Road.
Atlin [Car #218 and a Barge] is the English adaptation of the Tlingit phrase áa tlein, which means large lake.[224][231]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.[232] This lake provided those hikers their last opportunity to bathe before boarding the train at Bennett. Un-officially named "Beaver Lake."[2][229] 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.
Bernard Lake [Car 2nd 209] was named for James Bernard "Ben" Moore (1865-1919), who helped establish the White Pass Trail.[2][236]Un-officially named "Fraser Lake."[237] Lake located at Mile Post 27.7 and at Klondike Highway Kilometer 36.5, adjacent to the Fraser station.
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][229][240] One of the workers was Maurice Dunn (1861-1898), who had lived in Michigan and California.[241] The other worker is "supposed to be", "A. Jeneaux," but there is little corroboration for that latter name.[242]
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.[229]
British Columbia [MP 20.4 to MP 52.6] was indirectly named for Christopher Columbus (1451-1506), by way of five iterations. Christopher Columbus was the eponym for the name Columbia, a reference to the New World. Columbia was the eponym for the Columbia Rediviva [Columbia Revived], a privately-owned ship built as Columbia in 1773, and rebuilt in 1787 [thereby, “Revived”]. The Columbia Rediviva was the eponym for the Columbia River, into which that ship entered in 1792. The Columbia River was the eponym for the Columbia District, a fur trading district named in 1810. Finally, the Columbia District was the eponym for British Columbia, which was the portion of the Columbia District that lay in Canada and was named in 1858.
Carcross [Mile Post 67.5 Station] was shortened from Caribou Crossing to Carcross in 1904, because of frequent confusion in mail services.[224][229][234] Named Caribou Crossing from 1900 to 1904. Prior to 1900, the name Caribou Crossing had applied to where most caribou actually crossed – the narrows at Ten Mile Point, which is located three miles east of present-day Carcross, and which divides Nares Lake from Tagish Lake. The Tagish name for these narrows was Médzíh É’oł [Caribou are Swimming], and the Tlingit name for these narrows was Watsíx Naakwaaní Yé [Caribou Swimming Route].[243] The name Caribou Crossing was moved from Ten Mile Point to present-day Carcross in 1900, when the railroad arrived and appropriated the name. Prior to 1900, present-day Carcross had been Upper Caribou Crossing.[244] The Tagish name for Upper Caribou Crossing (present-day Carcross) had been Todezáané [Sand Always Blowing]. The Tlingit name for Upper Caribou Crossing had been Naadaashaa Héeni [“Stream Flowing from the Mountain,” referring to present-day Tincup Creek, at WP&YR Mile Post 66.1].[245] 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.[240] Site located at the south end of Carr-Glynn Lake, 12 kilometers south of Alaska Highway Kilometer 1428.3: three kilometers via Fish Lake Road, plus 9 kilometers via Copper Haul Road.
Chilkat [Car 2nd 205] is the English adaptation of a Tlingit name of unknown origin, but circumstantial evidence suggests that it was an abbreviation (or remnant) of a clause which means river that brings the storehouse(s) sockeye salmon. In 1882, the Chilkat River’s name was recorded as "Tschilkat-hīn,"[246] or Chíl [storehouse] Gaat [sockeye salmon] Héen [river].[247] Standing alone, Chíl Gaat Héen is not even a complete phrase, because it contains only three alienable nouns that are not grammatically linked.[248] In addition, Chíl Gaat Héen does not appear to be an Eyakloanword, because the Eyak language was too far away, because héen is not an Eyak word, and because chíl was probably inherited from the ancestor language, common to both Tlingit and Eyak, instead of having been loaned from one offspring to the other.[249] In fact, chíl gaat héen looks like a clause that is missing the verb. The three nouns, chíl gaat héen, are in the correct sequence, so that if the adverbyaa and the verb na-ø-tee-n [brings] were added at the end, then the resulting clause would accurately describe the Chilkat River. Chíl-de gaat héen yaa na-tee-n means river that brings the storehouse(s) sockeye salmon – which in fact describes the Chilkat River.[250] (The constituent word order of a Tlingit clause is: indirect object equivalent, then direct object, then subject, followed by the verb.) In addition, the meaning of this clause would also explain why “Chilkat” had not been the Tlingit name for Chilkat Lake. Chilkat Lake’s Tlingit name had been Áa Ká [Surface of the Lake].[251] The name Chilkat was officially assigned to the lake in 1880 by the U.S. Navy.[252] Chilkat River extends sinuously between Haines Highway Miles 4.3 and 23.8. Chilkat Lake located six miles south of Haines Highway Mile 26.2, four miles via the Chilkat Lake Road, and two miles via shallow rivers (on jetboat or snowmobile).
Chilkoot [Car 2nd 204] is the English adaptation of the Tlingit phrase chál-góot, which means without a storehouse. This name was a reference to the Chilkoot Indians' having stored fish packed in snow between alder or willow branches, instead of in storehouses.[253] Chilkoot Lake located 10 miles north of Haines: 9 miles via Lutak Road and 1 mile via Chilkoot Lake Road.
Chilkoot Trail is a partial translation of the trail’s Tlingit name, namely Chilkoot Dei-yi \dā•yee\, which means Chilkoot-owned Trail.[254] The trail’s English name omits the reference to ownership. The trail extends 33.0 miles/53.1 kilometers, from Dyea Road Mile 7.2 to Bennett Station. The second word of Chilkoot Dei-yi sounds like the Tlingit pronunciation of the name of Dyea village. The English adaptation of the village name is \dī•yee\. (Note that Tlingit did not have the English long ī sound).[255] Prior publications state that the name Dyea is the English adaptation of the words for “to pack” [yaa] or “carrying place” [yaa yé].[256] However, the presence of the initial \d\ sound in Dyea casts doubt on those latter possibilities, and suggests that the first syllable was in fact dei (as in dei-yi). Use of the name Dyea for its present location first occurred in 1886, when John J. Healy (1840-1908) and Edgar Wilson (1842-1895) opened a trading post there.[257] This structure burned down in 1920. Its site, about 0.6 mile south of the Taiya River bridge, is now near a campground parking lot. (Note the distinction between the Tlingit possessed nounDei-yi [Owned Trail], and the Tlingit phrase Dei Yé [Way to the Trail]. This distinction is reflected in the difference between the English names Dyea and Taiya (inlet name, river name). See, Taiya, below.)
Choutla [Car #366] was the English adaptation of the Southern Tutchoneidiomchu dläw, which figuratively refers to the waterfalls that feed Choutla Lake. Literally, it means laughing water.[258] This name was coined in 1911 by Bishop Isaac O Stringer as the name for a nearby school.[259] 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][229]
Cougar Lake [Car #506] was the name of Cowley Lake until sometime between 1941 & 1947.[260] Lake located at former Mile Post 94.7.
Cowley [former Mile Post 95.1 Station] and Cowley Lake [Car #234] were named for Isaac Cowley Lambert (1850–1909), chairman of the construction company which built the WP&YR railroad.[224][240] Lake named Cougar Lake until sometime between 1941 & 1947.[260] Cowley Station access road at Klondike Highway kilometer 148.1. Cowley Lake located at former Mile Post 94.7.
Crag Lake [Car #362] was named for the crag which overlooks the lake. Lake located 13 kilometers east of Klondike Highway Kilometer 65.7, via Tagish Road.
Crater Lake [Car 3rd 201] was named for the lake's crater-like appearance. Lake extends between Chilkoot Trail Kilometers 26 and 28.[233][240]
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.[224][240] Station had been named Wette Lea until 1901.
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.[261] The Denver Glacier had been named in 1899 or 1900[262] for Denver, Colorado, by two former Denver residents, WP&YR civil engineer Alfred Williams and company photographer Harry C. Barley.[263]
Dewey Lake [Car #220] most likely named for Adm. George Dewey (1837–1917), U.S. Navy.[264] Lake located 1⁄2 mile east of Skagway, via steep hiking trail.
Dezadeash [Car #254] is the English adaptation of the Tlingit phrase dáas’aa kayáash, which means snare platforms (for fishing).[225][265] Dezadeash Lake extends between Haines Highway kilometers 193 and 210.
Divide [Mile Post 21.1 Station] is the loop track switch, just north of White Pass. May have been named for the drainage divide between the Skagway River and Yukon Riverdrainage basins, the actual divide being about a mile south of this point.
Drury Lake [Car #336] was named for William S. Drury (1870–1953) of Taylor & Drury, Yukon merchants.[224]
Dugdale [former Mile Post 99.9 Station] was named for James Dugdale (1842-1903), an early White Pass shareholder.[266][267]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,[268] probably via Dundalk. The parents were Thomas Heney (1832-1892) and Mary Ann (McCourt) Heney (1834-1911). Dundalk not to be confused with Dugdale, above.
Ear Lake [former Mile Post 107.2 Station] was named for the shape of the adjacent lake.[224]
Emerald Lake [Cars ##244, 254, 501] was named for the blue and green light from the surrounding trees that is reflected by the lake's marl bed.[224] Lake located at Klondike Highway kilometer 117.6.
Fairweather Lake [Cars ##278, 356] most likely named for the lake at Cape Fairweather, one mile from the Gulf of Alaska and at the foot of Fairweather Glacier. The Cape had been named Fairweather by Capt. James Cook for the good weather he had encountered there in 1778.[234][269] The glacier and lake subsequently took their names from the cape. (There is a less likely Fairweather Lake at a remote location in eastern Yukon.)
Fantail Lake [Car 2nd 203] was named for the fantail hitch, which is a dogsled hitch in which there is a separate tug line connecting each dog to the sled. The dogs are thereby fanned out in front of the sled. Also known as a fan hitch. The fantail hitch is less common than the gangline (or tandem) hitch, in which a common tug line runs between two tandems of dogs, and each dog is connected to that common tug line.[270] The ice on Fantail Lake constituted part of the Fantail Trail, the winter dogsled trail that extended between Log Cabin and Atlin, British Columbia.[271] The lake extends from 20 to 29 miles east of Log Cabin, via the trail.
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.[272] The lake's previous Southern Tutchone name had been Kwätan'aya Mân [Going-Into-the-Bush Lake].[273] The lake now extends between Klondike Highway kilometers 238 and 248.
Foy [Mile Post 11.4 Station] was named for Hugh Foy (1842-1899), White Pass Superintendent of Construction.[240]
Gateway [Mile Post 23.5 Station] was probably named for the WP&YR slogan "Gateway to the Yukon," and for the fact that this location has the highest elevation on entire White Pass railroad, at 2940 feet.
Glacier [Mile Post 14.1 Station] was named for groundwater seepage and freezing at this location. In the early 1900s, this phenomenon was also referred to as a glacier.[267][274]
Goat Lake [Car #386] is named for the high concentration of mountain goats in the area.[229] Lake is 1921 feet above, and supplies the water for, Pitchfork Falls at Mile Post 9.5.[2][229][275]
Gravel Pit [Mile Post 55.6 Station] was named for an adjacent gravel pit.[2][229]
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.[229][240] 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.[229]
Gulch [Mile Post 18.3 Station] was named for the confluence of Dead Horse Gulch and Switchback Gulch.[2]See, Skagway River Branches, below.
Hannan [former Mile Post 17.6 Snow Shed] was named for Kenneth B. Hannan (1889-1976), White Pass General Manager in 1949, when the snow shed was erected. Shed removed in 1992. Site renamed to Hawkins in 2019.
Hawkins [Mile Post 17.6 Station] was named for Erastus C. Hawkins (1860-1912), chief engineer for construction of the White Pass railway.[240][276] The two flatcars near the bottom of the hillside at this location are former WP&YR ##483 and 1015, carried down in a 1977 snowslide. Site named Hannan until 2019.
Heney [former Mile Post 12.3 Station] and Michael J. Heney [Car #401] were named for Michael J. Heney (1864-1910), the labor contractor who built the WP&YR railroad.[240][277] Heney station was eliminated in 2019.
Homan Lake [Car 2nd 208] was named for Charles A. Homan (1847–1918), U.S. Army topographer who accompanied 1Lt. Frederick G. Schwatka along the Yukon River in 1883.[278]
Hutshi [Car #358] is the English adaptation of the Tlingit phrase hóoch’ áayi, which means last lake.[224][225][279] Hutshi Lake was so named because it was the northern-most lake on three Chilkat trade routes, the Neskatahin Trail [Neskatahin Dei-yi], the Goat Creek Trail [X’wáat’heeni Dei-yi], and the Big Glacier Trail [Sít’ Li-gei Dei-yi].[280] Hutshi Lake located 48 kilometers north of Champagne (Alaska Highway Kilometer 1513), via the Neskatahin Trail.
Inspiration Point [Mile Post 16.9 Station] was named for the vista seen from this location.[2][229][240]
Jennings Lake [Car #374] was named for William T. Jennings (1846–1906), civil engineer who assessed various railroad and road routes to the Yukon.[236][240]
Johns Lake [Car #332] was named for Johnnie Johns (1898-1988), Carcross-based outfitter and guide.[281]
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.[224] Keno claim located 110 kilometers east of Klondike Highway Kilometer 535, via Silver Trail.
Klehini [likely candidate for a car name] is the English adaptation of the Tlingit phrase l’éiw héeni, which means gravel river.[283] Gravel is abundant in the Klehini River and Valley.[284] Furthermore, the water in the Klehini is clear enough, so as to eliminate l’éiw from meaning sand or silt. River extends sinuously between Haines Highway Mile 23.8 and Kilometer 87 (corresponding to Mile 50).
Klondike [Car #308 and Steam-Stern Wheel Boat] is the English adaptation of the HänidiomTr'o Ndek, which figuratively means Hammer River.[224][234][285][286]Literally, it means Chinook (King) Salmon River.[287][288] 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.[224][234][285][286] Klondike River extends sinuously between Klondike Highway kilometers 664 and 715.
Kluahne [Car #504] was an early spelling of Kluane.
Kluane [Car #258] is the English adaptation of the hybrid phraselhù aani, which means whitefish place. It was derived from the Southern Tutchone word for whitefish, plus the Tlingit word for place in which there are.[224][225][289] Kluane Lake extends between Alaska Highway kilometers 1642 and 1701.
Klukshu [Cars ##282, 348] is the English adaptation of the Tlingit phrase l’ook shù, which means end of coho salmon.[225][290] Klukshu Lake located 2⁄3 kilometer east of Haines Highway Kilometer 183.2, via Klukshu Turnoff.
Kusawa [Car #286] is a contraction of the Tlingit phrase ká-woo-sáa-oo áa, which means narrow lake.[224][225][279][291][292] 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.[235] Kusawa Lake, Yukon, located 24 kilometers south of Alaska Highway kilometer 1489.1, via Kusawa Lake Road.
LaBerge Lake [Car #256] was named for Michael Laberge (1837-1909), a Yukon River explorer who never actually saw the lake named for him.[224][232][234] Lake located 3 kilometers east of Klondike Highway Kilometer 225, via Deep Creek Road.
Laughton Glacier Moraine [2 miles southeast of Mile Post 14.5] can be seen in the distance between Mile Posts 14.5 and 14.8, looking southeast. It appears as a gray area against green surroundings. The glacier itself once extended onto this moraine. The glacier had been named for Maj. Gen. Henry W. Lawton (1843-1899), who was killed in the Philippine–American War.[293]
"LeBarge Lake" [Car #256] is a misspelling of Laberge Lake.[224][232][234]
"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.[224][237] Lake located at former Mile Post 83.
Lindeman Lake [Car #222] was named for Dr. Moritz K. A. Lindeman (1823–1908), secretary to the Bremen Geographical Society.[232][233][234] 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.[294] The name "Log Cabin," and an actual log cabin, predated any Canadian government structure at this location.[295]
MacRae [former Mile Post 104.0 Station] was named for Charles Colin MacRae (1843-1922), an early White Pass shareholder.[240][267] MacRae also located at Alaska Highway kilometer 1413.1.
Mayo Lake [Car #236] was named for Alfred H. Mayo (1846–1923), a Yukon trader.[224][234] Lake located 95 kilometers east of Klondike Highway Kilometer 535, via Silver Trail.
McConnell Lake [Car #372] was named for Charles McConnell (1871–1946), postmaster at Robinson.[224] 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.[224] Twenty-one subsequent claims were filed for this same creek in the same year. No gold was found here. Apparently, a hoax.[297]
McNeil Lake [Car #342] is named for the McNeil River, which flows through the lake. McNeil River was named in 1951. It looks like the river was named for James H. McNeil (1871-1951), Yukon Superintendent of Public Roads and Buildings, 1917-1945. He had been the most prominent Yukon official associated with construction of the Alaska Highway. In 1940, he was appointed to the U.S.-Canada Permanent Joint Board on Defense, relating to the then-proposed Alaska Highway.[298] The river's previous Tlingit name had been Kéidladi Héeni [Seagull River].[279] 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.[299]
Meadows [Mile Post 25.4 Station] was named for the meadows along the Tutshi River (a.k.a. "Thompson River") at this location.[300]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.
Moose Lake [Car #504] is the name of multiple lakes in the Yukon and northwest British Columbia. All apparently named for the animal. The most prominent such lake is at Alaska Highway Kilometer 1828.5, across the road from an archeological site.
Morrow Lake [Car 2nd 207] was named for William Richard Morrow (1915–1968), Yukon corrections director, who proposed that convicts maintain the Chilkoot Trail.[301] Lake located at Chilkoot Trail kilometer 30.7.
Muncho [Car #252] is the English adaptation of the Kaska phrase men cho, which means big lake.[234][302] 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.[224]
Nakina [Car #382] is the English adaptation of the Tlingit village name Naak'i Naa .áa,[303] which means People Sitting Upstream.[304]
Neecheah [Diesel-Screw Propeller Boat] is the English adaptation of the Tlingit phrase neech yeil’, which means calm shoreline.[305] This name looks like a Tlingit language description of the Yukon River just downstream of Whitehorse Rapids,[306] which would have been correct, but does not pre-date 1900. Prior to October 1899, Whitehorse itself had not existed, and there had been no reason for the Indians to give its future location a name. Neecheah [Neech Yeil’] appears to be a short Tlingit language description of Whitehorse that was created in 1922 to name the boat.[307]
Neskatahin [likely candidate for a car name] is a contraction of the Tlingit phrase Nás’k Áa Tayee Héen, which means River Below Three Lakes.[225][308] This name refers to a village once located at a bend in the present-day Tatshenshini River, which is about 500 feet below, and about 3+1⁄2 miles from, three nearby lakes – now known as Pringle Lake, Stella Lake, and Neskatahin Lake.[309] These three lakes lie on plateaus which overlook the river bend.[310] Neskatahin was also 114 miles from Haines, via the Neskatahin Trail [Neskatahin Dei-yi].
Nisutlin [Car #272] was a loanword used by the Tagish Indians.[311] Its origin had been neither Tagish nor Tlingit.[312] (The original Tlingit name for the Nisutlin River had been Héen Tlein [Big River].[313]) The name Nisutlin was borrowed from a Southern Tutchone phrase which means strong flow.[314] 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.[315]
"Norse River" [Car #306] was a misspelling of Nourse River, which had been named for Prof. Joseph E. Nourse (1819-1889), U.S. Navy.[233][234] River mouth located at Chilkoot Trail Mile 7.2.
Octopus Lake [Car #507] is a metaphoric name, which refers to the lake’s "many arms."[316] Circumstantial evidence suggests that it was the translation of a Tlingit metaphoric name.[317] Octopus Lake is just east of Summit Lake at White Pass. Its surface elevation is 15 feet above Summit Lake's. Octopus Lake extends between Mile Post 21.2 (Divide) and Mile Post 22.5.[318]
Partridge Lake [Car #505] was named for Otto H. “Swampy” Partridge (1855-1930), who constructed three small steamboats near this lake in 1898 (Flora, Ora, and Nora).[319]
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.[234] River located at Alaska Highway kilometer 55.4.
"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.[237][240] Originally, Áak'u Sáani (Little Lakes in Tlingit).[321] 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.
Ptarmigan Point [Mile Post 29.9 Station] was named for the Alaska state bird.[2][229][234] (Or, co-state bird, if you count the mosquito. 😁) Ptarmigan is the English adaptation of the Scottish Gaelictārmachan. The "p" was added in 1684 to make the word appear to be Greek!! 😁 😁
Pueblo [former Copper Branch terminal, 11.0 rail miles from MacRae] was so named by Hibbard E. Porter (1860-1916), who staked a copper claim at this site in 1899.[267] 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.[322] 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.
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.[224][240] 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][229][240]
Scheffler [Mile Post 49.3 Station] was named for Willi Scheffler, White Pass Roadmaster. Station was named Graves until 2016.
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.[324]
Skagway [Mile Post 0.0 Station] and Skagway River [Car #300] is the English adaptation of sha-ka-ԍéi, a Tlingitidiom which figuratively refers to rough seas in the Taiya Inlet, that are caused by strong north winds.[325]Literally, skagway is a verbal noun which means pretty woman.[326] The story behind the name is that Skagway [“Pretty Woman”] was the nickname of Kanagoo, a mythical woman who transformed herself into stone at Skagway bay and who (according to the story) now causes the strong, channeled winds which blow toward Haines, Alaska.[327] The rough seas caused by these winds have therefore been referred to by using Kanagoo's nickname, Skagway.[328] The Kanagoo stone formation is now known as Face Mountain, which is seen from Skagway bay. The Tlingit name for Face Mountain is Kanagoo Yahaayí [Kanagoo's Image/Soul].[329] (North winds prevail at Skagway from November to March. South winds prevail from April to October.[330]) Skagway also located at Klondike Highway Mile 0. Skagway River bridges at Yakutania Point Trail Mile 0, Klondike Highway Mile 1.8, and WP&YR Mile Post 14.2.
East Fork: The East Fork branches off the Skagway River, opposite WP&YR Mile Post 4.6.[275] From there, the railroad follows the East Fork to Mile Post 5.8, where it makes a U-turn, crosses the East Fork, and loops back to follow the main river.
White Pass Fork: The Skagway River turns to the east, and White Pass Fork branches off to the north, opposite WP&YR Mile Post 12.[275] From there, the railroad follows the Skagway River to Mile Post 14.2, where it makes a U-turn, crosses the Skagway River, and loops back to follow White Pass Fork.
Switchback Gulch: Switchback Gulch branches to the northeast, and Dead Horse Gulch branches to the north, opposite WP&YR Mile Post 18. From there, the railroad follows Switchback Gulch to Mile Post 18.6, where it makes a left turn and crosses Switchback Gulch.
Dead Horse Gulch: After crossing Switchback Gulch, the railroad goes through a tunnel which comes out at WP&YR Mile Post 18.8, along Dead Horse Gulch. From there, the railroad follows Dead Horse Gulch to its head at Pump House Lake, at Mile Post 20.[331]
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][229][240]
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.[224] Lake located at Klondike Highway kilometer 116.
Squanga [Car #376] is the English adaptation of dasgwaanga, the Tagish and Tlingit name for "humpback" or lake whitefish.[224][234][332] 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.[224][234] River extends sinuously between Klondike Highway kilometers 535 and 594.
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.[240]
Surprise Lake [Car #370] so named in 1898 by prospectors Kenneth C. McLaren and Frederick "Fritz" Miller.[334] Previously, it had been one of at least four lakes which had borne the Tlingit name kusawa [narrow lake].[235] Surprise Lake located 18 kilometers east of Atlin, via Surprise Lake Road.
Switchback [former Mile Post 18.7 station] was named for the railroad switchback on the original, 1898-1901 alignment across Switchback Gulch (see, Skagway River Branches, above). The original alignment also included the first Bridge 18-A on the lower switchback leg, and Bridge 18-B crossing the Gulch on the upper switchback leg, both bridges being close to the switchback switch. From 1901 to 1969, the second Bridge 18-A ("Steel Bridge") crossed Switchback Gulch at Mile Post 18.3 and bypassed both legs and bridges of the original switchback. Since 1969, most of the south leg of the original switchback, plus the third Bridge 18-A across Switchback Gulch (at Mile Post 18.6), plus a tunnel have, in turn, bypassed the second Bridge 18-A.[2][229]
Tagish [Car #248] is the English adaptation of the Tagish phrase taa-gish, which means breakup of ice.[335] This name refers to the sound that the Tagish River ice makes during spring breakup.[336] The Tagish Indians adopted this name to identify themselves because, prior to 1898, they spent their winters along the Tagish River.[337] 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.[338] Tagish Lake extends between Klondike Highway kilometers 78 and 95.
Taiya \tī•ye\ [Car #302] is the English adaptation of the Tlingit name Dei Yé \dā ye\.[339] (Tlingit did not have the English long ī sound.) As used, Dei Yé meant Way to the Trail.[340] Specifically, Dei Yé – standing alone – was the Tlingit name for the combination of the present-day Taiya Inlet[341] – plus the eight-mile, canoe-navigable portion of the present-day Taiya River, which begins at the mouth of the Nourse River.[342] Other than Yé [Way], there was no word in the original name which would correspond to an inlet or to a river. Thus, the name Dei Yé referred to the Waterway to the Chilkoot Trail, from the south end of the Taiya Inlet, to the north end of canoe navigation on the Taiya River. A 1973 publication states that Taiya “purportedly” is the English adaptation of the words for “carrying place” [yaa yé].[343] However, the presence of the initial \t\ or \d\ sound in Taiya or \Deyah\ or \Dayay\ casts doubt on the yaa yé [carrying place] possibility, and suggests that the first syllable was in fact dei (as in dei yé). North of the Nourse River, the present-day Taiya River was named Sít’ Yayík [“Noisy Glacier,” a reference to nearby Sheep Camp Glacier].[344] (Note the distinction between the Tlingit possessed nounDei-yi [Owned Trail], and the Tlingit phrase Dei Yé [Way to the Trail]. This distinction is reflected in the difference between the English names Dyea (village name) and Taiya. See, Chilkoot Trail, above.) Taiya River located at Dyea Road Mile 7.3.
"Tarahne" [Gasoline-Screw Propeller Boat] was directly derived from Tarahini, which was the name of a little creek at Atlin. The name Tarahini was suggested to the ship's carpenter by Chief Taku Jack (John Taku, Sr.). Tarahini was the English adaptation of the Tlingit phrase té yaa .aa hini, which means stream sitting along rock.[347]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 Tarahinioccur in English. The reason for the subsequent alteration from Tarahini to "Tarahne" is not known.
Tatshenshini [Car #312] is the English adaptation of the Tlingit phrase t’á chaan sha-héeni, which means river with stinking chinook (king) salmon at its headwaters.[348] This name refers to the dead, spawned-out salmon at the headwaters of the pre-1891 Tatshenshini River (subsequently the Blanchard River). These headwaters are along the Goat Creek Trail (X’wáat’heeni Dei-yi, one of the three Chilkat trails between Haines and Hutshi Lake, Yukon), 100 trail-miles from Haines.[349] In 1891, the name Tatshenshini was re-assigned to a different river.[350]Pre-1891 Tatshenshini River (subsequently the Blanchard River) located at Haines Highway Kilometer 144.8. Post-1891 Tatshenshini River located 5 kilometers west of Haines Highway Kilometer 164, via Dalton Post Road.
Taye [likely candidate for a car name] is the English adaptation of the Southern Tutchone word tàłe, which means northern pike.[225][351] Northern pike are abundant in Taye Lake. Actually, the Southern Tutchone themselves had a separate name for the lake itself. The Southern Tutchone name for the lake itself sounds something like “Chin K’üa,” and the meaning of whatever this name may be, is unknown.[352] The Tlingit name for the lake is Té-xáat, which literally means “Rock-fish”.[353] “Rock-fish” does not actually describe the lake, and does not describe northern pike. Té-xáat might be an obscure, local Tlingit name for northern pike and, consequently, the Tlingit name for the lake itself. Taye Lake located 18 kilometers north of Champagne (Alaska Highway Kilometer 1513), along the Neskatahin Trail [Neskatahin Dei-yi].
Teslin [Car #242] is the English adaptation of the Northern Tutchone phrase dé-lin, which means flowing out.[239] 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.[300] 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.[354] The official name of this stream is Tutshi River.[2][237][355]
Tincup Lake [Car #508] most likely a fantasy name for the unnamed lake on Montana Mountain, from which Tincup Creek flows.[356] Lake located 0.9 kilometer west of Montana Mountain Access Road Kilometer 4.7, via a trail. Tincup Creek bridge at WP&YR Mile Post 66.1 – 2½ miles downstream from the lake. (There is a less likely Tincup Lake at a remote location north of Kluane Lake.)
Tutshi [Car #260 and Steam-Stern Wheel Boat] is the English adaptation of the Tlingitmetaphort’ooch’ áayi,[345] which literally means charcoal lake,[357] and figuratively means dark lake.[303] 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.[261]
Vista [Mile Post 36.1 Station] was named for the view from this location.[229] 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.[224]
Watson [Mile Post 59.4 Station] was named for Thomas J. Watson (1861-1926) of Watson & Church, Skagway real estate agents during 1898-1899.[224]
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.[240] Station renamed to De Wette in 1901.
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."[224][234] Whitehorse also located at Alaska Highway kilometer 1429.
Whiting River [Car #378] was named for U.S. Navy Surgeon Robert Whiting (1847–1897).[275] River flows into Gilbert Bay, 33 nautical miles southeast of Juneau, via Stephens Passage.
Wigan [former Mile Post 104.8 Station] was named for Edward A. Wigan (1868-1942), early shareholder of the WP&YR.[240]
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.[358][359] The contraction is Ųųg Han, if the \ųų\ remains nasalized, or Yuk Han, if there is no vowel nasalization.[360] 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."[361] However, Yukkhana does not literally correspond to a Holikachuk phrase that means big river.[362][363] 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.[358]White water river in fact corresponds to Gwich'in words that can be shortened to form Yukon.[359] Because the Holikachuks had been trading regularly with both the Gwich'ins and the Yup'iks,[364] the Holikachuks were in a position to borrow the Gwich'in contraction and to conflate its meaning with the meaning of Kuig-pak [River-big], which is the Yup'ik name for the same river. For that reason, the documentary evidence suggests that the Holikachuks had borrowed the contraction Ųųg Han [White Water River] from Gwich'in, and erroneously assumed that this contraction had the same literal meaning as the corresponding Yup'ik name Kuig-pak [River-big]. Yukon River begins at the foot of Marsh Lake, 1+1⁄2 kilometers south of Alaska Highway Kilometer 1383.
^Since 1942, WP&YR computed the tractive effort of steam locomotives by taking 20% of the weight on drivers.
^ abcdefghijklmnopqrstuvJohnson, Eric L. (1998). Sea to Sky Gold Rush Route. Rusty Spike Publishing. pp. 8 (Rocky Point), 10 (Clifton), 13 (Pitchfork Falls), 15 (Pitchfork Falls, Black Cross Rock), 21 (Slippery Rock), 23 (Inspiration Point), 24 (Gulch), 27 (American Snow Shed site, White Pass), 28-29 (Three Crossings of Cut-off Gulch), 31 (Red Line Transportation Co.), 40 (Thompson River ... Tutshi River), 43 (Duchess of Wellington), 44 ("Fraser Lake [topographical maps ... Bernard Lake]"), 45 (Summit Lake, Fraser Lake, Shallow Lake), 48 (Ptarmigan Point), 50 (Beaver Lake), 53 (Gravel Pit), 54 (Red Line), 56 (Utah, Canyon), 83 (Locomotives). ISBN0-9681976-1-2.
^ abcdefJohnson, Eric L. (1997). The Bonanza Narrow Gauge Railway. Rusty Spike Publishing. pp. 145–50. ISBN0-9681976-0-4.
^ abcdefgConrad, J. David (1988). The Steam Locomotive Directory of North America. Transportation Trails. (2 Volumes)
^Thompson, Dennis Blake; Richard Dunn & Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. p. 344.
^Hannum, James S. (2006). South Puget Sound Railroad Mania. Hannum House Publications. pp. 203–05, 227–29, 273. ISBN978-0-9679043-5-1.
^It is undisputed that Climax #167 was sold to a logging company in Washington State in 1903. Graves, P. C. (1956). "The Gold Rush Route." 67 Railroad Magazine, Number 3 (April 1956), at page 69 ("sold to Washington Logging Co., 1903"). However, the Maytown Lumber Co. could not have been a 1903 purchaser. The Maytown company did not begin railroad operations until 1912. Hannum, James S. (2002). Gone But Not Forgotten: Abandoned Railroads of Thurston County, Washington. Hannum House Publications. ISBN0-9679043-2-3., at page 129; Adams, Kramer (1961). Logging Railroads of the West. Bonanza Books., at Appendix (Washington). In addition, the Maytown company did not own any Climax locomotives. The Maytown company owned only one geared locomotive. Adams (1961). Logging Railroads of the West., at Appendix (Washington). That lone Maytown geared locomotive was Lima Locomotive & Machine Co. (Shay) Shop #666 – not any Climax. Koch, Michael (1971). The Shay Locomotive: Titan of the Timber. World Press., at page 404. The earliest known report that the Maytown Lumber Co. owned Climax #167 was made in 1960, four years after the 1956 Railroad Magazine account and many years after Climax #167 no longer existed. Taber, Thomas T., III; Casler, Walter C. (1960). Climax: An Unusual Steam Locomotive. Railroadians of America, Inc.{{cite book}}: CS1 maint: multiple names: authors list (link), at page 79. That report further stated that the Maytown company bought the locomotive in 1903 – nine years before the Maytown company began railroad operations. That 1960 report has often been repeated. Messrs. Taber and Casler resided in Pennsylvania. It is not known who their 1950s Washington State correspondent might have been. The correspondent did not recall that Climax #167 had been converted to standard gauge or that it had been reduced to 2-truck or that it had been owned by White Bros./White Star Lumber Co. beginning in 1903 and for at least nine more years. Because the correspondent is unknown, because the correspondent did not recall much about the locomotive, because the Maytown railroad did not exist until long after 1903, and because the Maytown company is not known to have owned any Climax locomotives, the known evidence suggests that the Maytown Lumber Co. did not own Climax #167.
^ abcdefghijklmnop"The fifteen locomotives have been sitting at the Army Services Supply Depot in Auburn for six months and had been up for bid for a month. All had been shipped from Alaska. Only four bids were received on the locomotives. Three of the engines, 110 tons each [U.S.A. ##198-200], were sold for $1738 to the Dulien Steel Products Co. A spokesman said the company hopes to be lucky enough to find a customer in South America. Thirteen engines, each about 60 tons [U.S.A. ##10, 14, 20-23, 250-256], were sold to M. Bloch & Co. for $5957.50. The company says they plan to scrap them.” John T. (2015). "Re: Northern Pacific Auburn, Washington Scraping of 3-foot Steam," Railway Preservation News (September 8, 2015), citing, Seattle Times (April 18, 1946), at, http://www.rypn.org/forums/viewtopic.php?f=1&t=38094&start=15 (Apr. 27, 2021). [Note: three locomotives plus thirteen locomotives add up to sixteen locomotives, not fifteen.]
^ abChappell, Gordon; Robert W. Richardson; Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN0-918654-12-2., at page 255.
^ abcFerrell, Mallory H. (1981). C&Sng: Colorado & Southern Narrow Gauge. Pruett Publishing Co. ISBN0-87108-534-8., at page 232.
^Sloan, Robert E. & Skowronski, Carl A. (1975). The Rainbow Route: An Illustrated History of the Silverton Railroad, the Silverton Northern Railroad, and the Silverton, Gladstone & Northerly Railroad. Sundance Publications. pp. 200, 388. ISBN0-913582-12-3.
^ abcdPitchard, George E. (2004). Locomotive Roster – Narrow Gauge, 1871–1903: Utah Northern Railroad, et al. UtahRails.net, note 13, citing, Union Pacific Railroad Volume 53: Journal E (September 1889, November 1889) or Union Pacific Railway Volume 76: Journal H (September 1889, November 1889), Nebraska State Historical Society manuscripts, RG 3761.AM, Subgroup 5, Series E. Dates of sale used to determine correspondence between Utah & Northern Railway. numbers and Columbia & Puget Sound R.R. numbers. Only one U&N Brooks 2-6-0 sold in September 1889 (U&N #80, C&PS 2nd 3). Only one U&N Brooks 2-6-0 sold in November 1889 (U&N #94, C&PS 2nd 4).
In June 1882, the Toledo, Cincinnati & St. Louis R.R. stated that "The Denver & Rio Grande Railroad Company, being unable to pay for several locomotives ordered to be built several months ago, they have been sold by the builders to the Toledo, Cincinnati & St. Louis Company ..." 109 Cincinnati Daily Gazette, Number 144 (June 17, 1882), at page 8, Column 2. See, also, 3 Railway Age Monthly and Railway Service Magazine, Number 7 (July 1882), page 443 (Toledo, Cincinnati & St. Louis [N.G.]), citing, 55 Boston Evening Transcript, Number 16,916 (June 13, 1882), at page 8, Column 2.
In fact, the D.&R.G. Railroad had even refused to pay for the last two of those 30 Grant locomotives "delivered within the contract time," namely Grant shop ##1441-1442. Nos. 1441-1442 were sold instead to the St. Louis Southwestern Railway Strapac, Joseph A. (1977). Cotton Belt Locomotives. Shade Tree Books. p. 226.; Dubits, Robert J. & Lorenz P. Schrenk (1991). Construction List of the Grant Locomotive Works and Its Predecessors., at pages 45-49, reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400.
The D.&R.G. Railroad's inability to pay for the locomotives was substantiated in its announcement of January 27, 1882 citing a "changed financial atmosphere." 14 Railroad Gazette 731 (November 24, 1882) (Denver & Rio Grande, ¶ 1). "Changed financial atmosphere" meant that "investors in [railroad] bonds seem to be scarce. The great railroad magnates have openly declared that the prices of railroad securities are now much below their value.” 49 The Sun (New York), No. 212 (March 31, 1882), page 3, Column 3 (Locomotives Going Cheap, ¶ 7).
As set forth above, Grant shop #1442 had been completed before the ten T.C.&St.L. R.R. 2-8-0’s were built. In March 1882, the month that the Times report appeared, Grant completed its shop ##1459-1465 locomotives for the Texas & St. Louis Ry. Coincidentally, there are exactly ten Grant shop numbers between 1442 and 1459, for which the identity of the corresponding locomotive is not directly known, as seen here:
Grant Shop Nos.
Dates
Locomotives
1362-1381
April–June 1881
Denver & Rio Grande R.R. 3-Ft. Gauge 2-8-0, Nos. 200-219
......
......
......
1433-1440
November 1881
Denver & Rio Grande R.R. 3-Ft. Gauge 2-8-0, Nos. 220-227
1441-1442
December 1881
Texas & St. Louis Ry. 3-Ft. Gauge 2-8-0, Nos. 30-31
This information suggests that the shop numbers of the ten T.C.&St.L. Railroad 2-8-0's are 1443, 1446-1451, and either 1456-1458 or 1466-1468. The last three T.C.&St.L. Railroad locos were either Grant shop ##1456-1468 or Grant shop ##1466-1468, with the last three Richmond & Alleghany Railroad locos being the other shop number group.
^ abWP&YR #53 had been Toledo, Cincinnati & St. Louis Railroad #63. If the usual T.C.&St.L. Railroad numbering practice was followed, then TC&StL #63 (WP&YR #53) would have been Grant shop #1451 (Feb. 1882). The T.C.&St.L. Railroad almost always assigned road numbers in the same sequence as the corresponding shop numbers of multiple locomotives purchased at the same time. There are only two known contrary instances, both trivial: one involving locomotives of different wheel arrangements (1st 4, #5), and the other involving leased locomotives (##94-95). See, Rehor, John A. (1965). The Nickel Plate Story. Kalmbach Publishing Co. ISBN0-89024-012-4., at pages 431-35; Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400, passim.
^See, Robertson, Donald B. (1998). Encyclopedia of Western Railroad History, Volume II: The Mountain States. Taylor Publishing. ISBN0-87833-026-7., at pages 104, 106; Locomotives of the Rio Grande. Colorado Railroad Museum. 1980. pp. 18–19. ISBN0-918654-25-4. Note that D&RG road #228 (expected for Grant #1441) was backfilled in 1894 by ex-D&RG #22. D&RG road #229 (expected for Grant #1442) was backfilled in 1894 by ex-D&RG #41. D&RG road ##230-239 (expected for Grant ##1443, 1446-1451, and either 1456-1458 or 1466-1468) remained permanently vacant.
^This loco likely not actually used by the Cincinnati, Lebanon & Northern Railway. As of 1885, most ex-TC&StL Grant "engines were laid up with broken frames, burned-out fireboxes, and boilers full of mud." Rehor (1965). The Nickel Plate Story., at page 145. This loco definitely laid up at Dayton, Ohio in 1887. Id., at page 435 (#63).
^September 21, 1887, and September 24, 1887, letters from Elijah Smith (OI Co. president) to Barrows & Co., Oregon Improvement Co. Records, Accession #0249-001, Special Collections, U. of Washington Libraries "佲敧潮⁉浰牯癥浥湴⁃潭灡湹ਉठ散潲摳⁓灥捩慬⁃潬汥捴楯湳Ⱐ啗⁌楢牡物敳". Archived from the original on 2010-07-05. Retrieved 2022-06-15..
^ abcdeBest, Gerald M. (1981). Ships and Narrow Gauge Rails. Howell-North Books. ISBN0-8310-7042-0., at pages 92–93, 140, 142. April 15, 1890, letter from H. W. McNeill (C&PS resident manager) to Elijah Smith (OI Co. president) (I have bought the Olympia and Tenino Railroad). Oregon Improvement Co. Records.
^ abSee, WP&YR Superintendent’s Report for week ending March 19, 1938, Klondike Gold Rush National Historic Park Archives, Skagway, Alaska (“Completed rebuilding switch engine tender for Engine 56.”).
^ abcWP&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").
^ abWP&YR Superintendent’s Report for week ending April 12, 1941, Klondike Gold Rush National Historic Park Archives, Skagway, Alaska (“Made up Weed burner from Engine 56 tender”).
^ abcdefghiSee, Stutz, John C. (2013). “Dumped Tender Shells,” White Pass Fanlist, No. 12191 (April 16, 2013):
“… in 1976, … the tenders lay roughly parallel to the river in four crosswise rows. ‘A’ was northernmost, facing south. ‘B’ & ‘C’ formed the second row, facing north. ‘E’, ‘D’ & ‘F’, west to east, formed the third row, again facing north. ‘H’ & ‘G’ were southernmost, upside down, with ‘G’ somewhat over ‘H’. ‘A’ through ‘F’ were all right side up. … Outs. is my shorthand for outside to outside.
“Tender A [#57] 18'5" × 7'8" × 4'3" + 9" + 12" board [tender tank L × W × H + side extensions]; coal space 4' × 12'; frame 12" deep, extended 20" to front.
“Tender B [Original Rotary #3], lettered ‘DENVER & RIO GRANDE 243’ Later ‘ON’; 16'6" × 6'4" × 4'6" + 10" + covered extension; coal space 3'2" × 9'9", coal boards 18" from front; built up extension 30" above side rails and 4' longer to rear; had rounded hinged top opening ≈4' wide; center sill, 1 * 5"x9" flat, 2 * 4.5" timbers 21"deep, 22" Outs.; side frames 5'8" Outs., 21" deep; this consists of one frame set atop another; extended 21" to front of tank; ladder 11" Outs. 12" rungs; frame 19'8" long; 2 sets rerailer hooks on side.
“Tender C [#60 – now at Skagway Museum, displayed upside down]18'6" × 8'0" × 4'3" + 9", 9" patch along bottom; coal space 12'(-18" @ front) × 4'1"; front platform ≈22"; front sill 10.5" × 13.5" × 7'; rear sill 10" × 14.5"’ side sills 10.5" × 5"; frame ≈22 Outs.
“Tender D [#61] 18'5" × 8'0" × 4'3" + 10"; coal space: 4'3" × 11'9"(-15"); front platform 22"; front sill 8" × 10", side sill 5" × 10", 6'4" Outs.; rear sill 10" × 15" × 7'1", 20'7" long; has frame.
“Tender E [Original] #"69" 21'10" × 8'0" × 4'4" + 11"; coal space 3'11" × 11'8" (had oil box); no frame.
“Tender F [#56 – now at Skagway Museum] (slope back) 18'5" × 8'1" × 4'2" + 10.5"; coal space 4'1" × 11'9"(-15"); slope begins 6" over coal space and is 16" high at rear; slope of welded construction; no frame.
“Tender G [#62] 18'7" × 8' × 4'2" + 16"; coal space 4'2" × 11'10"(-15"); no frame.
“Tender H [Original Rotary #1] 18'6" × 8'1" × 5'3" + ?; coal space 4'0" × 8'1.5" for 27"; upper back sloped and was not accessible.”
^ abcdefghijWP&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].").
^ abMay be identified by the 8-inch "patch" around the body base.
^The original Hinkley records, which had been partially copied before they were destroyed by the Massachusetts Institute of Technology, showed that the locomotive had been built with eight wheels (Hinkley "Cl. 8-"), which would have made it a 2-6-0, rather than an 0-6-0. Starbuck, G. Frank (1895). Hinkley Builders List (##1780-1781), reproduced in, Hensley, Donald R., Jr. (2007). American Steam Locomotives Builder's List Collection. Tap Lines #400; see, also, Edson, William D. (1980). "The Hinkley Locomotive Construction Record." 142 Railroad History 53-54, 83 (Spring 1980). Railway & Locomotive Historical Society.
^Webb, Patrick A. G. (June 1974). "The Turkey Trail?"(PDF). Canadian Rail. pp. 180, 182. ISSN0008-4875. Archived from the original(PDF) on 2023-08-29. Retrieved 2023-04-11. The yard at Lethbridge was [in 1893] dual-gauged ... [M]otive power in the yard at Lethbridge sported both link-and-pin and knuckle couplers, for moving both narrow and standard-gauge rolling stock – the Hinkley 0-6-0 reportedly being so equipped. At a minimum, the standard gauge coupler fixtures most likely required bolts behind the pilot which would have interfered with the lead truck.
^ abLavallée, Omer S. A. (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN0-919130-34-8., at page 380.
^ abcdefSpecial Report: White Pass & Yukon Route 1901 (unpublished), WP&YR Company Records, Yukon Archives, Whitehorse, Yukon, Canada.
^ abTrue, J. D. (1994). It Happened on the White Pass. Northbush Publications. ISBN1-896079-02-4., at pages 53-54.
^ abReisdorff, James J. (1984). Locomotive 69 From Alaska to Nebraska. South Platte Press. ISBN0-9609568-2-4., at pages 3, 6, 11.
^See, Gray, Carl R., Jr. (1955). Railroading in Eighteen Countries: The Story of American Railroad Men Serving in the Military Railway Service from 1862 to 1953. Charles Scribner's Sons.{{cite book}}: CS1 maint: multiple names: authors list (link), at page 46. This Army unit was from New Mexico, and Gila monsters are indigenous to New Mexico.
^ abThe tender body assigned to Loco #69 in 1951 and the tender sold to the Tweetsie Railroad in 1960 were originally from Sumpter Valley Ry. Locos #18 and #50. The tender from SV #50 may be distinguished from the tender of SV #18 by the presence of a peculiar dent at the left front corner of the SV #50 tender when it was shipped to the WP&YR in 1941. The identical dent still appeared on the #69 hybrid tender in the early 1950s. Thus, Loco #69 received the body from the tender of Sumpter Valley Railway Loco #50/WP&YR Loco 1st 81. As a further consequence, the tender assigned to Rotary #1 from 1949 to 1950, and sold to the Tweetsie R.R. in 1960, can be identified as the tender from SV Ry. Loco #18/WP&YR Loco #80.
^ abcdDollywood Timeline. "Theme Park Timelines". Archived from the original on 2006-07-10. Retrieved 2009-12-12.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
^ abBetween 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 original #195 tender 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.
^ abIn 1950, Loco #71 received a 190-class tender, and Loco #196 was removed from the list of serviceable locomotives. WP&YR (1953). Equipment List as of January 1, 1953 (Motive Power). Thus, Loco #71 received the #196 tender.
^ abcdAs of March 6, 1947, Loco ##191, 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. #197-69432 w/o tenders (36" gauge); Locomotives, w/o Tenders #191-69426, #194-69429 36" gauge”). Loco ##72, 80, and 81 received these three tenders. Jaques, Francis L. (1951). "Gateway to the Yukon." 11 Trains, No. 3 (January 1951), at pages 36 (photo of #81 & tender), 43 ("The 190’s … large tenders … were used on the 70's, the 80's and the 69 [sic regarding the 69].").
In 1944, two of the three tenders of ##191, 194, and 197 were assigned to Rotary #1 and Rotary #2. At that time, the two donor locos received smaller 59-class tenders. WP&YR Correspondence of May 22, 1946, from President Rogers to Chairman Hamilton, at page 2. After January 1944, the only Loco among ##191, 194, and 197 known to have operated all the way between Skagway and Whitehorse was #197. On a round trip between Skagway and Whitehorse, the two locos now with smaller tenders would have had to refuel at Whitehorse and make more intermediate water stops. For this reason, Loco #197 is very likely to been the one to have retained its original tender until 1947 and, therefore, to have been the donor of its tender to Loco #72 in 1947.
^ abA 1947~1950 photo of the back of the #73 tender discloses the dent on the lower left of the back of the tender. The dent suggested that the size of the striking device was about the size of a coupler knuckle. The dent further suggested that the striking device subsequently slid to the left. Pelletier, Donald M. (2021). The Military Railroad Journey of Chicago & Northwestern Locomotive Engineer Frank Pelletier 1942 to 1945 and Beyond. Donald M. Pelletier, Jr. ISBN978-1-73-745435-9., at pp. 59-62, describes and illustrates a wreck and “pile up,” which likely caused a coupler to dent the rear of the #193 tender in the previously-described manner. At the time of this wreck, #193 had been pulling a 29-car work train, with two helper locomotives shoving. The wreck occurred when the rails slipped out from under #193, and the coupler of the first car was shoved into #193’s tender. No. 193 was one of only four 190-class locomotives which could have donated its tender to #73. This coincidence suggests that Locomotive #193 was the likely donor of #73’s original tender.
^ abc“The two tender under frames and the one tank at Carcross are the ones that came back from the SVRY. The second tank was put behind the # 73 to replace the dented that it was operating with.The dented tank is sitting on a flat car in the Skagway yard.” Butler, Steven M. (2004). Re: SV-WP&Y tenders, Railway Preservation News, “190 in 1943” (January 12, 2004). The grab irons at the top of the left side tender ladder can be used to identify the body the former 1st 81 tender as the #73 substitute tender body.
^ abcThe original body the #73 tender can be identified after 1981, by the absence of the left side tender ladder, which was removed in 1982.
^ abcdEccles, 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 pages 61-62.
^ abcdefghijkWhen 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.
^ abcdefghIn June 1950, Loco ##190 and 192 were still serviceable. Jaques (1951). "Gateway to the Yukon." 11 Trains, Number 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.
^ abcThe hooks on the left side distinguish the original #192 tender underframe from the replacement 1st 81 tender underframe (ex-#191 or 194). These were the only two underframes available to make Auxiliary Tender #933.
^ abcWhetham, Robert D. (2007). Railways of Peru, Volume 1 – The Northern Lines. Trackside Publications. ISBN978-1-900095-32-7., at page 59.
^ abcIn 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.
^ abcWhetham (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, where ships can be tied to the pier, thus eliminating any lighters and any railroad operation.
^ abcIn 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.{{cite book}}: CS1 maint: multiple names: authors list (link), at pages 17-18. Thus, either CG #18 or CG #19 (ex-USA 198 or ex-USA 200) had by then been disposed of.
In 1977, it was reported that USA 198 had been shipped in 1948 to the Hacienda Casa Grande. Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN0-905878-01-9., 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 thus, (b) ex-USA #200 had been disposed of by 1977.
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 #19 (ex-#198) and CG #32 (ex-#200) had been disposed of between 1976 & 2003.
^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.
^ abcdefgLocomotives 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.
^ abcdefghPassim, Mulvihill, Carl E. & Keith Nore (2022). Century of White Pass & Yukon Equipment. Yukon Transportation Museum. ISBN978-1-7775443-1-7.
^ abPassim, White Pass and Yukon Route Comptroller's Special Report, for years 1902-1949 (privately held).
^ abcdefghijkNos. 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.
^ abcdefghijkCombes, C. L., ed. (1970). 1970 Car and Locomotive Cyclopedia of American Practice. Simmons-Boardman Publishing Corp., § 18: Diesel-Electric Locomotives, at pages 894, 899.
^ abcdefgThe Alco "Model RSD-##" designations had been discontinued by 1969.
^ abDurango buys White Pass diesels Narrow Gauge World issue 148 June 2020 page 14
^ abcdWhere are the MLWs the White Pass never got? Trains May 2006 page 24
^ abcdefghMost of this locomotive actually existed in 2012. However, changes and additions were made in 2020, and the manufacturer stated – on the builder’s plate – that the locomotive was “built” in 2020. Photo of Builder’s Plate. The manufacturer defined built to mean completed in the form delivered.
^ abcdMotivePower Roundup Motive Power issue 128 March 2020 page 74
^ abcdeMullet, Alfred & Leonard Merritt (2009). Sumpter Valley Railway. Arcadia Publishing. ISBN978-0-7385-7125-6., at pp. 80-83.
^ abcdThe 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., Volume 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.
^ abIn 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 (January 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.
^ ab1st 208's trucks remaining at Klondike City, Yukon read: "Billmeyer & Small Co., York, PA." Johnson (1997). The Bonanza Narrow Gauge Railway., at pages 48, 66, 150. 1st 204 and 1st 208 had the same architecture and both looked like Billmeyer & Small architecture.
^ ab67 Steuben Farmers' Advocate (Bath, New York), Number 48 (November 29, 1882), at page 3, Column 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.").
^ abCar 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, University 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 Railway, 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 pages 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 September 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 University Press. ISBN0-8047-1731-1., 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.
^ abNovember 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, University of Washington Libraries "佲敧潮⁉浰牯癥浥湴⁃潭灡湹ਉठ散潲摳⁓灥捩慬⁃潬汥捴楯湳Ⱐ啗⁌楢牡物敳". Archived from the original on 2010-07-05. Retrieved 2022-06-15..
^ abDeely, Nicholas (1996). Tanana Valley Railroad: the Gold Dust Line. Denali Designs. ISBN0-9648669-1-9., at pages 147–48.
^ abcdefArmbruster, Kurt E. (1999). Orphan Road. Washington State University Press. ISBN0-87422-185-4., at page 56; Records Pertaining to the Seattle and Walla Walla Railroad, at pages 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 Railroad 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.
^ abThe 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 (January 8, 2010), and Oregon Improvement Company Report to Stockholders for 1886 at page 8, https://books.google.com/books?id=nxooAAAAYAAJ&pg=PA18-IA8 (Jan. 8, 2010). These appear to have been C&PS #1 and #2, later WP&YR #210 and #212.
^ abFor 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, J.G. Brill & Co. advertisement at 15 Poor’s Manual of the Railroads 116 (1882); also in Poor's Manual advertising section of years close to 1882.
^ abcdSee, Rehor, John A. (1965). The Nickel Plate Story. Kalmbach Publishing Co. ISBN0-89024-012-4., at page 132 (Boston Car Trust … 13 coaches). The image in the J.G. Brill & Co. advertisement at 15 Poor’s Manual at page 116 shows that at least some of the 13 coaches acquired by the Boston Car Trust for the T.D.&B. R.R. in 1880 were made by Brill.
^ abHilton (1990). American Narrow Gauge Railroads., at pp. 477-78 (T.C.&St.L. R.R. merger, foreclosure, surrender of cars).
^ abCd'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. ISBN0-87833-026-7., at page 206.
^ abWood, John V. (1983). Railroads Through the Coeur d'Alenes. Caxton Printers, Ltd. ISBN0-87004-291-2., at page 73.
^ abcdSC&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 copy"(PDF). Archived from the original on 2008-09-09. Retrieved 2009-12-12.{{cite web}}: CS1 maint: archived copy as title (link) CS1 maint: bot: original URL status unknown (link), 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.)
^ abcdefghThe 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 Railroad 17th Annual Report of the Board of Railroad Commissioners of New York, for the Fiscal Year Ending June 30, 1899, at pages 277 and 546. The cars arrived in Skagway in May 1901. WP&YR General Office Journal (unpublished, January 1901 to July 1902), WP&YR Company Records, Yukon Archives, Whitehorse, Yukon, Canada. Nos. 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.
^ abcd"Widening of the [Los Angeles & Redondo Railway] 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), Number 82 (October 10, 1902), at page 7, Column 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. ISBN0-87004-385-4. 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, Number 35 (1902), at page 618 (August 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 Railway (the LA&R's 1889-1896 predecessor), or to the Rosecrans Railroad or to the San Gabriel Valley Rapid-Transit Railway (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 (August 9, 1889), Column 3. All of the SGV R-T cars were built by Carter Bros. 27 Los Angeles Herald, Number 138 (August 21, 1887), at page 8, Column 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. ISBN0-911803-04-1., at pages 79-80.
^ abcdKaaterskill R.R. Construction & Equipment Sub-ledger (unpublished), at page 150, New York Central Railroad Co. Records, St. Louis Mercantile Library, St. Louis, Missouri.
^ abThe 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 Railway built much of its own rolling stock.
^ abLetter 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 December 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.
^ abcdef32 The Western Railroader, #7 (July 1969), at pages 4, 7-10.
^No record exists which identifies the year in which Sumpter Valley Railway Coach Number 26 was converted to a passenger and railway post office combine. However, the conversion did not occur in a vacuum. Sumpter Valley Railway Baggage and RPO Car #2 was retired in 1928, which then reduced the number Sumpter Valley Railway RPO's from three to two. See, Poor's Railroad Section for 1929, at page 503. In light of the Sumpter Valley Railway's. car building practices, Car Number 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 Number 26.
^ abAfter 1960, #1000 and #1001 were the only two WP&YR flatcars to have arch bar trucks.
^ abThe Navy orders for the flatcars had been placed in 1942, but some of the orders were not filled until 1943, 1944, and 1945. Therefore, trucks made in 1942 were not a mismatch for these cars.
^ abcdKoppel Industrial Car & Equipment Co. sold to the U.S. Navy in 1933, five 34½-ft., 30-ton capacity flatcars, and three 30-ton capacity boxcars with an inside length of 33 feet. Neubauer, Eric A. (2014). Pressed Steel Car Railcar Production, including other selected builders, at page 95. Railcar production at Koppel ended in 1937. Id., at page 4.
^ abLivingston, Jeff (2014). Oahu's Narrow-Gauge Navy Rail. Arcadia Publishing. p. 96. ISBN978-1-4671-3197-1. Retrieved 2017-10-16. ("New railroad equipment ordered in 1942 began to arrive in large numbers in 1944. ... The Pressed Steel Car Company supplied the bulk of the flatcars ..."). In 1944, the Pressed Steel boxcars and gondolas were delivered. Id. at page 79. As a consequence, the Pressed Steel flatcars were delivered in 1945.
^ abcdefghiKnown Former U.S. Navy Boxcar Numbers Corresponding to Current White Pass Flatcar Numbers:
WP&YR Number
1942 Navy No.
1949 Navy No.
WP&YR Number
1942 Navy No.
1949 Navy No.
1131
260
61-01471
1153
292
61-01495
1132
257
61-01473
1155
294
61-01497
1133
258
61-01474
1156
295
61-01498
1134
259
61-01475
1157
297
61-01500
1135
262
61-01477
1159
299
61-01502
1136
263
61-01478
1160
300
61-01503
1137
264
61-01479
1161
301
61-01504
1138
265
61-01480
1163
303
61-01506
1140
267
61-01482
1165
381
61-01508
1142
270
61-01484
1166
382
61-01509
1143
271
61-01485
1168
385
61-01512
1144
272
61-01486
1170
277
61-01515
1145
284
61-01487
1171
276
61-01516
1146
285
61-01488
1172
279
61-01517
1147
286
61-01489
1173
281
61-01519
1149
288
61-01491
1174
282
61-01520
1150
289
61-01492
1175
283
61-01521
1151
291
61-01493
^ abcdefgIn 1959, the U.S. Navy sold to the Oahu Ry. 63 flatcars and 84 boxcars. Twenty-five of the 84 boxcars were cut down to flatcars for use on the Oahu Ry., leaving 59 boxcars remaining intact for the time being. Bonnell, Henry F. (1997). Hawaiian Rails of Yesteryear. Hawaiian Railway Society. p. 33. The subsequent 1962 sale of 45 cars to the White Pass was from those 59 remaining boxcars.
^ abcdThe Lahaina, Kaanapali & Pacific Railroad 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). Nos. 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 Railroad: ##1157, 1163, and 1181. See, Freeland, James E. (2000). "Re: Honolulu Cars – Midwest Central – LK&P?" White Pass Fanlist (September 13, 2000).
^ abcdeThe Georgetown Loop Railroad 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 Georgetown Loop Railroad wood underframe cars: #1157 and #1163. Gant, Will (2019). "Re: White Pass Flatcar 1181?" Narrow Gauge Discussion Forum (April 30, 2019).
^ abcdThe Sumpter Valley Railroad 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 Sumpter Valley Railroad once had another former White Pass flatcar, which it immediately sold to the Georgetown Loop Railroad: #1172. See, Sumpter Valley Railroad Equipment Roster (2019).
^ abcThe Kauai Plantation has six former White Pass flatcars: ##1146, 1150, 1179, 1184, 1188, and 1190. One of WP&YR ##1146 and 1150 remains a flatcar in work service at Kauai. WP&YR ##1179, 1184, 1188, and one of #1146 and 1150, became KP Passenger Cars Hanalei (wheelchair accessible), Wailua, Waimea, and Wainiha (open observation), in unknown individual correspondence. WP&YR #1190 has been cannibalized. See, Rackrail (2019). "Re: Kauai Plantation Railway?" Narrow Gauge Discussion Forum (April 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. Ex-#1190 is identifiable from the Alliance coupler on the B-end of the car.
^ abMulti-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.
^ abLousy paint job. Ghosts of old numbers readable.
^See, Minter, Roy (1987). The White Pass: Gateway to the Klondike. University of Alaska Press. ISBN0-912006-26-9., 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.
^ abThere 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. ISBN978-0-9749508-4-6., 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.
^ abIf 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.
^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. ISBN978-0-16-093119-2. 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. ISBN9780160931192. 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 pages 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 pages 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 Department ##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 pages 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).
^ abThere 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 pages 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 pages 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 (UTLX #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).
^ abcdefghijklmnopqrstuvwxyzaaabacadaeafagHile, Stephen W. (2018). UTLX Steam Era Tank Cars. Speedwitch Media. ISBN978-0-9749508-4-6., at pages 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).
^ abcdefghijklmnopqrstuvwxyzaaabacSloan, Robert E. (2008). A Century + Ten of D&RGW Narrow Gauge Freight Cars, 1871 to 1981, 2nd ed. BHI Publications., at page 341.
^ abcdefghijklmnopqrstuvThe 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 (September 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 pages 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.
^ abcPassim, WP&YR Equipment Lists as of 1943-1982, Office of Superintendent, Rail Division, privately held.
^ abcdefghWP&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 Numbers 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 January 1976; 242262 and 242263 in September 1976; 243932 and 243933 in 1977; and 244678 in 1978. All except Number 231566 had cab heaters. Of the 11 total A6-F's sold to the WP&YR, eight are currently (in 2018) in existence: Road Numbers 2018-2022, 2024, 2026, and 2044. These eight have cab heaters.
^ abcdefghFormer No. 2014 is presumed to be Fairmont Shop Number 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, Number 1 (Serial 5, July 1979), at page 27 (lower right photo taken by Ted Schnepf in 1975). Accordingly, Road No. 2018 would be Shop Number 237978, 237993, or 237994 (1973).
^ abcdefghMissing 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.
^ abcdefghCurrent, as well as currently vacant, A6-F Road Numbers 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 Numbers 2021 and 2022 would be Fairmont Shop Nos. 241349 and 241350 (Jan. 1976), in unknown order. Road Numbers 2023 and 2024 would be Fairmont Shop Nos. 242262 and 242263 (September 1976), in unknown order. Road Numbers 2025 and 2026 would be Fairmont Shop Numbers 243932 and 243933 (1977), in unknown order. Road Number 2044 would be Fairmont Shop No. 244678 (1978).
^ abThompson, Keith W.; Weinberg, Edward (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.
^Kaminski, Edward S. (2003). Tank Cars: American Car & Foundry Company, 1865 to 1955. Signature Press. ISBN1-930013-09-4., at page 175 (bottom photo).
^It is not known whether the tender body was merely rebuilt with a sloping back or entirely replaced.
^ abcdefThe 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 (1957). "Reports on the White Pass & Yukon Route." 81 Canadian Railroad Historical Assn. News Report 92 (September 1957) ("large number of bad-order box and refrigerator cars, which are no longer used due to the adoption of containers").
^ abNone of the boxcars and refrigerator cars retired before 1958 appear to have been transferred to and used by local residents. See, Kemp, Forster A. (1957). "Reports on the White Pass & Yukon Route," at pages 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 body (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 work boxcars with windows cut in them; one of the two (#642) was retained as a yard office in Whitehorse; the other (#602) was placed off 10th Ave., between Broadway St. and Spring St., 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).
^ abThe 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 three met these criteria and did not exist at some other location (##530, 538, 540). Of these three 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 observed since 1958. No. 530 was observed 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.
^ abThe east side 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. No. 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.
^ abcdeJohnson (1997). The Bonanza Narrow Gauge Railway., at pages 121-22, 124, 126, 152.
^ abThe 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 was retired in 1969, #720 was retired in 1970, 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, "Archived copy". Archived from the original on 2016-08-15. Retrieved 2016-06-25.{{cite web}}: CS1 maint: archived copy as title (link) and Archived 2016-08-17 at the Wayback Machine 141⁄2 Alley (2006)].)
^ abThe car at Glacier is identifiable as #730 by comparing a circa 2010 photo of the car at Glacier[permanent dead link] with a circa 1970 photo of #730 "Archived copy". Archived from the original on 2016-08-15. Retrieved 2016-06-25.{{cite web}}: CS1 maint: archived copy as title (link), 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, and (Glacier 201x)[permanent dead link].)
^The underframe of Boxcar #728 became Flatcar #827 in 1956. Scrapped in 1966.
^ abSince 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.
^ abcHile (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 pages 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.
^ abThe tank on Tank Car #17 may be identified as a 6500-gallon "Pease" tank (SP ##51922-52021) by the size and shape of the original 144-gallon dome. See, Best, Gerald M. (1965). Nevada County Narrow Gauge. Howell-North Books. ISBN0-8310-3004-6., at page 203 (#183 and #181); Thompson, Anthony W. (2008). Southern Pacific Freight Cars, Volume 5: Hopper, Covered Hopper, and Tank Cars. Signature Press. ISBN978-1-930013-24-7., at page 193. The embossment on the dome reads: "WM GRAVER TANK WORKS CHICAGO." Original 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 1902. See, Neubauer, Eric A. (2014). Pressed Steel Car Railcar Production, including other selected builders, at page 119.
^NCNG Flatcar #183 was originally a Victor Gold Mining Co. gondola (1901-1915), built by American Car and 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).
^ abcdefghijklmnopqrstuv2nd 400, 3rd 401, 2nd 402 to 2nd 412, 3rd 413, 2nd 414, 2nd 416, 2nd 417, 2nd 419, and 2nd 431 were flatcars built in 1969 for the WP&YR.
^ ab1st 415 and 2nd 415 existed on the WP&YR concurrently from 1942 to 1946. 3rd 415 was a flatcar built in 1969 for the White Pass.
^Nevada-California-Oregon Ry. Boxcar #561 was the only viable ex-Florence & Cripple Creek R.R. boxcar not otherwise accounted for. In 1915, forty-nine F.&C.C. R.R. boxcars had been purchased by the N-C-O Ry., all 49 cars retaining the same car numbers on the N-C-O Ry. Forty-seven of those 49 cars are otherwise known to have been sold by the N-C-O Ry. between 1928 and 1936. Fifteen of the otherwise known 47 cars had been sold to the Southern Pacific Co. in 1928 (SP ##26-40), 10 of the otherwise known 47 cars had been sold to the Pacific Coast Ry. in 1928 (PC ##1500-1518 [even]), 21 of the otherwise known 47 cars had been sold as boxcars to the Nevada County Narrow Gauge R.R. in 1931 (NCNG ##100-140 [even]), and the remaining one of the otherwise known 47 cars had been sold to the N.C.N.G.R.R. as a boxcar in 1936, and cut down to a flatcar (NCNG #433). The only two ex-F.&C.C. R.R. boxcars not otherwise known to have been sold between 1928 and 1936 were ##500 and 561. Of those only two cars, #500 was worn out. That left Boxcar #561 as the only viable ex-F.&C.C. R.R. boxcar not otherwise accounted for. For that reason, Boxcar #561 was the only viable ex-F.&C.C. R.R. boxcar left, which could have been cut down to a flatcar in 1927 and, eventually, could have become N.C.N.G.R.R. Flatcar #401 and WP&YR Flatcar 2nd 401.
^ abcdeSouthern Pacific Co. (1930, et. seq.). Car Record, Narrow Gauge, S.P. M.P. Dept., ##56, 111, 120, 143, 501, 505 (California State Railroad Museum, library collection) (these SP flatcars were sold to the NCNG in 1936); Best, Gerald M. (1965). Nevada County Narrow Gauge. Howell North Books. p. 201 (NCNG flatcar roster). ISBN0-8310-3004-6.; Bader, Robert A. (2010). Southern Pacific Narrow Gauge Locomotives and Freight Equipment: 1880-1960. Southern Pacific Historical and Technical Society. pp. 207–15 (“SP Narrow Gauge Flat Car and Gondola Roster”). ISBN9780984624706.; Darr, Herman H. (1965). NCNG-16: Nevada County Narrow Gauge RR. Flat Car no. 413. Darr’s Scale Models. Photos of NCNG flatcars suggest that SP ##56, 111, 120, 143, 501, 505 became NCNG ##413-421 (odd) and 431, with SP ##56 and 111 corresponding to NCNG ##413 and 415 out of numerical order, and with the remaining four cars corresponding in numerical order.
^ ab24 Railway World, Number 50 (December 11, 1880), at page 1183 ("The Omaha Republican says: … Omaha shops … work that has been done and in progress … 2 narrow gauge way cars for the Utah & Northern …"). Of the eight large U.&N. Railway narrow gauge cabooses, 66-69 had been built by the Ohio Falls Car Mfg. Co. in 1879, 70-71 were built by the U.P. Railway in 1880, and 72-73 were built by the U.&N. Ry. itself in 1883.
^ abcFrom July 1, 1862 until December 31, 1879, it was the Union Pacific Rail Road. From January 1, 1880 to January 31, 1898, it was the Union Pacific Railway. Since February 1, 1898, it has been the Union Pacific Railroad.
^As set forth in the following note, U.&N. Railway Caboose #1621 eventually became U.S. Army Caboose #909. This car had been one of eight large U.&N. Railway cabooses, which originally had been ##66-73. By 1885, only seven of these large cabooses remained. The initial 1885 plan included re-numbering the remaining seven cabooses from 66~73 to 1616-1622, collapsing the new sequence to eliminate the un-occupied number that corresponded to the disposed-of car. However, subsequent rosters suggest that the initial plan was not completely followed. The collapsing was not done, the new sequence still retained the un-occupied number, and each large caboose thereby retained its original last digit. Thus, 66~73 became 1616~1623 (retaining one un-occupied number), and 71 became 1621, retaining its original last digit. See, 9 Official Railway Equipment Guide, Number 1 (June 1893), page 92, "Oregon Short Line & Utah Northern Railway (Narrow Gauge), Caboose" (highest car number = 1623).
^By 1894, Caboose #1621 was the only remaining former U.&N. Railway caboose that was still on narrow gauge trucks and that was not a dinky. Out of the 11 narrow gauge cabooses in 1894, one was a dinky and nine had been converted to standard gauge.
In 1887, the U.&N. Ry. had converted 12 of its narrow-gauge cabooses to standard gauge. Rudnick, Ron (March 17, 2015). Re: Eight wheel Caboose on C&Sng?, at, 488 C&Sng Discussion Forum 1810 (March 17, 2015) (“September 1887: 12 caboose changed to broad gauge”), citing, Union Pacific Railway Volume 44: Journal D (September 1887) or Union Pacific Railway Volume 75: Journal G (September 1887), Nebraska State Historical Society manuscripts, RG 3761.AM, Subgroup 5, Series E. The numbers of these 12 converted cabooses were 1604-1615. Rudnick, Ron (March 18, 2015). Re: Eight wheel Caboose on C&Sng?, at, 488 C&Sng Discussion Forum 1810 (March 18, 2015), #1604-1615. By 1899, nine (9) of these converted cabooses still existed. 14 Official Railway Equipment Register, No. 10 (March 1899), page 145 ([Standard gauge] Caboose, N.G. Bodies = nine (9) cars [by 1899: ##600-608]). Therefore, as of 1894, at least nine of these conversions to standard gauge still existed. Also, as of 1894, only 11 former U.&N. Railway narrow gauge cabooses remained, including at least nine that were converted to standard gauge. The number range of all 11 cabooses was 1601~1621. 10 Official Railway Equipment Guide, Number 1 (June 1894), page 92. Therefore, by 1894, there had to have been no more than two narrow-gauge cabooses still on narrow gauge trucks [11-at least 9 = no more than 2]. Also, the numbers on any narrow-gauge cabooses still on narrow gauge trucks had to have been outside the 1604-1615 range. Because ##1601 and 1621 existed outside the 1604-1615 range, they had to have been the only two cabooses still on narrow gauge trucks as of 1894. The 1601 was a dinky caboose, and the 1621 was a larger caboose. Rudnick (March 18, 2015), 488 C&Sng Discussion Forum 1810, #1600-1603, #1616-1622. For these reasons, U.&N. Ry. Caboose #1621 was the only non-dinky narrow-gauge caboose still on narrow gauge trucks, that could have become Sumpter Valley Ry. Caboose #4 and, eventually, U.S. Army Caboose #909.
^There were no O.S.L.&U.N. Railway narrow gauge cabooses present in Utah from 1892 to 1896. Report(s) of the State Board of Equalization of Utah (1892-1898), "Statement(s) … Showing Assessment of Rolling Stock of all Steam Railroads in Utah," at, https://www.hathitrust.org/ [enter: Utah board of equalization]. If any such cabooses were not in Utah, including the future U.S. Army #909, they would have been at Pocatello. By 1890, all O.S.L.&U.N. Ry. narrow gauge lines north of Ogden, Utah, had been converted to standard gauge. Therefore, as of that date, any narrow-gauge cars in Pocatello would have been stored.
^This caboose physically bore no number when delivered to the Sumpter Valley Ry. in 1903. None of the 144 freight cars delivered to the S.V. Ry. in 1903 physically bore its official O.S.L. R.R. 16xxx number. One hundred six of these 144 cars physically bore their 1885-1899 U.&N. Ry. number. Four of these cars physically bore their pre-1885 U.&N. Ry. number. The remaining 34 of these cars physically bore no number. Sumpter Valley Ry. Freight and Express Bills for Month[s] of May 1903 and -June 1903, at pp. 24-29.
^Oregon Short Line Journal No. 2 (April 1900-February 1903), at page 427 (November 30, 1902), Oregon Historical Society MSS #299, Vol. 42 [The OHS finding aid erroneously calls Vol. 42: “Oregon Railroad & Navigation Co.” Journal No. 2]. Caboose #599 written off due to having been wrecked.
^See, 45 Salt Lake Tribune, Number 177 (April 10, 1903), at page 5, Column 5 (Eccles Buys the Lot) ("The Sumpter Valley railway … has purchased from the Oregon Short Line all the narrow-gauge equipment of the latter company …"); Sumpter Valley Railway Freight and Express Bills, at page 26 (June 13, 1903-"Cab").
^Third-hand hearsay. Destruction date of 1945 from notes of Carl E. Mulvihill (1936-2021), transcribed by John C. Stutz in 1976. Subsequent to 1976, Mr. Mulvihill orally stated that the destruction was by fire. Mr. Mulvihill probably obtained his info from Charles J. Rapuzzi (1891-1967).
^ abC&S # determined from photographs by physical features of car. After rebuildings, the C&S narrow-gauge cabooses were all different. In addition, ##1003 and 1005 were the only two cabooses listed on C&S Allotment for Expenditure ##10608 (unpublished, 1942) and 10715 (unpublished, August 1943), Colorado & Southern Railway Records, Colorado Railroad Museum.
^Identified from photograph by physical features of car. See, Sloan, Robert E.; Carl A. Skowronski (1975). The Rainbow Route: An Illustrated History of the Silverton Railroad, the Silverton Northern Railroad, and the Silverton, Gladstone & Northerly Railroad. Sundance Publications. pp. 347, 349. ISBN0-913582-12-3. In addition, the only cabooses listed in C&S Allotment for Expenditure #10608 (unpublished, 1942) and #10715 (unpublished, August 1943), Colorado & Southern Railway Records, Colorado Railroad Museum, are ##1003 and 1005, which don’t look like USA 90853.
^The 1st Atlin barge had been built in 1903, last used in 1933, and written off in 1951.
^The 1st Klondike steam-stern wheeler had been built in 1929 and foundered in 1936.
^The Province (Vancouver, October 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 ...").
^The 1st Sibilla gasoline-screw propeller boat had been built in 1913 and sold in 1923.
^Number identification based on 1948 photo of the unit at Whitehorse R.C.A.F. barracks, with the middle bench seat missing. No. 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.
^Physical number identification based on 1992 photo, showing number, taken in the Yukon Transportation Museum.
^ abcThe 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.
^Physical number identification based on 2006 photo, showing number, taken by Mr. Tjoelker in Washington.
^Physical 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."
^Installed by Frank C. Hammond, a Juneau-based mining engineer, who became superintendent of the tramway. 21 St. Paul Globe, No. 9 (January 9, 1898), at page 12, Column 2, ¶ 6. Mr. Hammond probably purchased the boiler from its original owner, on behalf of the D-K-T Co.
^Tlen, Daniel L. (2007). Southern Tutchone Grammar Notes, at pages 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 pages 33 (mӓn [lake]), 42 (Aishihik = Äshèyi, Aishihik Lake = Man Sho); Tlen (2007). Southern Tutchone Grammar Notes, at pages 6 (man [lake]), 30 (shӓw [big]).
^ abcdefghiThe corresponding body of water is located in former Southern Tutchone territory and also has a separate Southern Tutchone name. The literal meaning of the corresponding Southern Tutchone name typically differed from the literal meaning of the Tlingit (and consequently English) name. Specifically:
English Adaptation of Tlingit Name
Literal Meaning of Tlingit Name
Corres-ponding Southern Tutchone Name
Literal Meaning of Southern Tutchone Name
Aishihik
None (Tlingit name borrowed from the Southern Tutchone village name A Shè Yi [Its Tail Hanging Down])
Aishihik Lake – Män Shäw
Aishihik Village – A Shè Yi
Män Shäw – Lake Big
A Shè Yi – Its Tail Hanging Down
Dezadeash
Snare Platforms (for Fishing)
Tatl’àt Mǟn
Water’s End Lake
Generc
Source of Copper
Nadha Chù
Silty River
Hutshi
Last Lake
Chu-yäna Mǟn
A-Type-of-Whitefish Lake
Kluane
Whitefish Place
Łù Àn Mǟn
Whitefish Place Lake
Klukshu
End of Coho Salmon
Łu Ghą Mǟna
Fish for People Pond
Kusawa
Narrow Lake
Nakhų Mǟn
Rafting Lake
Neskatahin
Contraction of Nás’k Áa Tayee Héen [River Below Three Lakes]
River With Stinking Chinook (King) Salmon at Its Headwaters
Shäwshe Chù
Jack Dalton River [Shäwshe = Jack Dalton]
Taye –
an adaptation of Southern Tutchone word Tàłe – not from Tlingit
Taye Lake’s Tlingit name was Té-xáat [“Rock-fish”]
Taye Lake’s Southern Tutchone name was something like: \Chin K’üa\ – not Tàłe [“Taye”]
Tàłe [“Taye”] = Southern Tutchone word for Northern Pike
K’üa = Southern Tutchone word for Fish Trap
Glave, Edward J. (2013). Travels to the Alseck: Edward Glave's reports from southwest Yukon and southeast Alaska, 1890-91. Yukon Native Language Centre. ISBN978-1-55242-368-4., at pages 90 (K’ā [sic] Mǟn … Neskatahin Lake), 364 (Dasa Dee Arsh), 366 (Hootchy Eye, I-She-Ik), 368 (Klukshu Lake), 369 (Kusu Ah, Neska Ta Heen), 372 (Tloo Arny); Tlen (1993). Kluane Southern Tutchone Glossary., at pages 42 (Aishihik), 44 (Dezedeash Lake), 45 (Hutshi Lakes, Kluane Lake, Klukshu Lake, Kusawa Lake), 48 (Takhini Hotsprings, Taye Lake [Taye Lake = “Chin K’üa”]); Welcome to Champagne and Aishihik First Nations Traditional Territory (n.d.). Yukon Department of Tourism and Culture, #2 (Takhini River Bridge). The main reason that the Tlingit name prevailed is that the original 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 preferred the Tlingit names along his trail.
^Bergsland, Knut, ed. (1994). Aleut Dictionary: Unangam Tunudgusii. Alaska Native Language Center., 49 (Alaxsx-a [mainland Alaska]), 50 (alaĝu-x [sea]), 548 (suffix -sx[-a] [object of action]); Bright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN978-0806135984.
^Glave (2013). Travels to the Alseck., at pages 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. ISBN9780888260628., at page 230; Glave (2013). Travels to the Alseck., at page 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, Catharine (1975). My Old People Say: An Ethnographic Survey of Southern Yukon Territory. National Museums of Canada. ISBN978-0226564371., 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..
^ abcdefghijklmnopqrstMulvihill (2000). White Pass & Yukon Route Handbook., at pages 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).
^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]).
^ abcdefghiSatterfield, Archie (1993). Klondike Park: From Seattle to Dawson City. Fulcrum Publishing. ISBN1-55591-165-X., at pp. 17 (Dr. Lindeman, James Gordon Bennett), 19 (Nares River, Professor O. C. Marsh, Vice-Admiral Sir Leopold McClintock, Brigadier General 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).
^ abcdefgSchwatka, Frederick G. (1893). A Summer in Alaska. J. W. Henry. ISBN9780665161025., 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 pages 103-04; Krause, Aurel (1885). The Tlingit Indians. Translated by Erna Gunther (translated 1956). Univ. of Washington Press., at page 3. [Sarah’s remains are buried at Saxman, Alaska.]
^ abcThe four known pre-1898 Kusawa Lakes were: a – 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. ISBN978-0-912006-66-6., 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. b – Kusawa Lake, Alaska, near the head of the Chilkat River. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú(PDF). p. 57 (#15: Koosawu Áa [lake in upper Chilkat River]). Archived from the original(PDF) on 2015-04-25. Retrieved 2017-10-16.. c – 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]). Archived from the original(PDF) on 2015-04-25. Retrieved 2017-10-16.; McClellan (1975). My Old People Say., at page 59 (#21-Surprise Lake). d – The present-day Bennett Lake. Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pages 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 E. (1980). Place-Names of the Tagish Region, Southern Yukon. Council for Yukon Indians., Entry Nos. 108, 111.
^ abJohn L. Motherwell (2012). Gold Rush Steamboats: Francis Rattenbury's Yukon Venture. John L. Motherwell. ISBN978-0-9868982-0-4., at pages 34 (Bernard Moore), 191-92 (Jennings).
^ abcdeParliament 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.
^ abTom, 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).
^ abcdefghijklmnopqrstuvwMinter (1987). The White Pass., at pages 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), 206 (Hugh Foy), 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), 359-60 (Erastus Corning Hawkins).
^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). See, http://www.ancestry.com; https://www.familysearch.org/tree/person/details/LY33-XH9.
^A contemporary news article 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 (August 19, 1898), page 3, Column 4 (Alaska Steamer Arrives ¶ 2). A contemporary (1898) White Pass business document reads: "A. Jeneaux, killed opposite Camp 6 August 10, 1898, by falling rock. Body supposed to be under rock, never recovered." The only "A. Jeneaux" that previously appeared in any North American public record was Arthur Jeneaux, who appeared only in the 1871 Canada Census. He had been born in 1858 in Quebec, and resided in Quebec in 1871. By itself, that single entry is not sufficient to conclude with any certainty that he, or any other "A. Jeneaux," was the second body under Black Cross Rock.
^Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 97.
^McClellan (1975). My Old People Say., at page 44 (#19-Carcross: Tagish t'odAzani' ); Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 63 (Nadashaa Héeni: Carcross). The Tagish name apparently referred to Carcross Desert, and the Tlingit name apparently referred to Tincup Creek.
^Krause (1956). The Tlingit Indians., at page 253 (Rivers and valleys); Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at page 214 (map: 59° 26ʹ N, 135° 53ʹ W). The Krause brothers were careful to differentiate the non-possessed form of river, hīn, from the possessed or attributed form, hīni.
^Edwards (2009). Dictionary of Tlingit(PDF). pp. 57 (chál [storehouse]), 101 (gaat [sockeye [red] salmon]), 118 (héen [river]). Retrieved 2015-09-14.
^ A word-for-word translation of chíl gaat héen from Tlingit to English does appear to yield a complete phrase, because English treats attributive nouns differently from the way that Tlingit treats them. English treats an attributive noun like an adjective, and therefore, nothing further is needed to link it to the subsequent modified noun. By contrast, Tlingit treats an attributive noun as a possessor, which in turn requires the possession suffix[y]i in a modified alienable noun. For that reason, the Tlingit chíl gaat héen is not a complete phrase, even though the English salmon storehouse river appears to be.
^a – "[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 River] would be a remarkable place for an Eyak placename, since Eyak placenames are found just southeast past Yakutat and not much further along the coast." Crippen, James A. (2010). Multiple correspondences in Tlingit consonants with Proto-Athabaskan-Eyak, at page 3.
b – As stated above, chel [cache] was a Proto-Athabascan word. Because of the striking similarity between the Proto-Athabascan, Tlingit, and Eyak words for cache, it is highly likely that chel was also the Proto-Na-Dene word for cache, as well. Proto-Na-Dene had been the common ancestor to all three of the other languages. This means that chíl would have been inherited simultaneously from Proto-Na-Dene, the single ancestor language, rather than loaned from one offspring to the other two. Furthermore, there is little reason to conclude that gaat is an Eyak loanword. Gaat already has a Tlingit meaning [sockeye salmon] which is relevant to a description of the Chilkat river. Moreover, the extraordinary distance between the Chilkat River and the Eyak region also makes it unlikely that gaat was loaned from Eyak. Finally, héen [river] is not an Eyak word at all, further suggesting that Eyak was not the source of the name Chíl Gaat Héen. These facts together suggest that Eyak had not been the source of the name Chíl Gaat Héen.
^See, Edwards (2009). Dictionary of Tlingit(PDF). pp. 237 (tee 2 [bring]), 312 (yaa-Adverb [along]), 24-25 (Progressive imperfective). Retrieved 2015-09-14. Notes: A Tlingit indirect object equivalent consists of a noun plus a relational suffix, such as “-de,” because technically Tlingit verbs do not take naked nouns as indirect objects. The symbol “ø” before the verb root indicates the absence of a verb classifier. No sound is associated with this symbol.
^Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 59 (#86: Áa Ká [Chilkat Lake].).; Edwards (2009). Dictionary of Tlingit(PDF). pp. 132 (a ká [relational noun: surface of it, on it]), 227 (-t [postposition indicating at]), 21 (Relational Nouns: a kát = on it). Retrieved 2015-09-14. For the reasons set forth in the Dictionary, áa ká [with no postposition] probably means surface of the lake. On the lake probably would have been áa kát [including the postposition -t].
^Orth, Donald J. (1967). Dictionary of Alaska Place Names. U.S. Government Printing Office., at page 210 (Chilkat Lake). Alaska was under the de facto control of the U.S. Dept. of the Navy from 1879 to 1884.
b – Coincidentally, there was a similar sounding Tlingit name – Lkóot – which also applied to the same tribe. Lkóot was derived from the word for vomit, and metaphorically refers to a story about a piece of a cliff overhanging Chilkoot Lake, which broke off and fell into the lake, causing a wave (metaphoric vomit) that overflowed the waterfall and flooded the village just downstream from the lake. See, Twitchell, Lance A. (2021). Tlingit Dictionary. Goldbelt Heritage Foundation. p. 105 (Lkóot Kwáan).; Hammond, Austin (1984). The Ownership of Chilkoot, reproduced in, Dauenhauer, Nora M.; Dauenhauer, Richard (1994). Haa Kusteeyí, Our Culture: Tlingit Life Stories. Sealaska Heritage Foundation. pp. 855–57. Thus, the village has been known as Chilkoot [Without a Storehouse], Lkóot [Vomit], and X’aas Tayee Kwáan [Village Beneath the Waterfall].
c – Chilkoot Lake was Chilkoot Ká Áa [Lake Above Chilkoot]. Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 59 (#71: Lkoot Ka Áa). Upper Chilkoot River was X’aas Ká Héen [River Above the Waterfall]. Orth (1967). Dictionary of Alaska Place Names., at page 210 (Chilkoot River – “The Tlingit name ‘Katschkahin’ was recorded by Aurel and Arthur Krause [1883, map] for the part of the river above the lake.” [In fact, there is a waterfall near the mouth of the Upper Chilkoot River, to which this name refers.]). Lower Chilkoot River was Té-yi, short for Guwakaan Té-yi [Deer Rock] . Id. (“The part of the river between Lutak Inlet and Chilkoot Lake was called ‘Deyea’ on U.S. Navy Hyrog. Chart 883 in 1881.”); Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. pp. 50, 59 (#91: Guwakaan [Kuwakaan] Teiyí [Deer Rock]).
^“The trail … is known among the Indians as the Chilkoot trail … It was monopolized solely by the Chilkoots, who had even gone so far as to forbid the Chilkats, almost brothers in blood, from using it …” Schwatka (1893). A Summer in Alaska., at page 60. It is, however, unlikely that the Indians used the English word for trail. Because the Chilkoot Indians claimed ownership of the trail, it would have been called Chilkoot Dei-yi [Chilkoot-owned Trail]. Edwards (2009). Dictionary of Tlingit(PDF). pp. 70, 476 (dei [trail]), 16 (When possessed, alienable nouns require the possession suffix[y]i). Retrieved 2015-09-14.
^The original first vowel sounds like the English long ā, but is technically the Tlingit long e, and is currently written as ei. Around 1898, English speakers altered the first vowel in Dyea to the English long ī sound. The English long ī is a diphthong, consisting of the English short ă plus the English long ē. This diphthong is reflected in the spelling of the words aye and eye. Tlingit did not recognize the \ăē\ diphthong as a separate vowel.
^Thornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. p. 57 (#28: To pack).; Phillips (1973). Alaska-Yukon Place Names., at page 43 (Dyea “Tlingit word purportedly meaning ‘carrying place’ ”).
^"May 1886 I established a trading-post at a place now called Dyea, … with Edgar Wilson, … who resided at Dyea up to … his death in 1895." Healy Dep., May 20, 1903, Proceedings of the Alaska Boundary Tribunal, S. Doc. No. 162, 58th Cong. (2nd Sess. 1903), Volume IV, Appendix 2, at page 233, reprinted in, Serial 4602. Prior to 1886, only a small 12½-foot × 12½-foot hut had existed at the location. Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pp. 196 (“a little hut of about 5 paces square”), 202 (“Kleines Jagd & Fischerhaus” [small hunting & fishing cottage]).
^See, Tlen (1993). Kluane Southern Tutchone Glossary., at pages 36 (chu [water]), 79 (dläw [laugh]); Workman, Margaret (2002). Southern Tutchone Noun Dictionary, First Draft, Vols. 1-3(PDF). Yukon Native Language Centre. Archived from the original(PDF) on 2021-05-17. Retrieved 2020-05-14., at pages 254 (chu [water]), 310 (ädläw [laughter]).
^Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry No. 88.
^ ab“Condensed Profile of the White Pass & Yukon Route” (1941). White Pass & Yukon Route Equipment Diagrams (January 1, 1941); Canada, Department of Mines and Resources (1979). Whitehorse. 1/250,000 Topographic Map (Compiled, 1947).
^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.
^ abcdJohnson, Eric L. (2017). The Copper Mines Branch: White Pass Rails into the Whitehorse Copper Belt. Lorne Nicklason. ISBN978-0-9681976-3-9., at pages 1 (Dugdale), 7 (MacRae), 26 (Glacier), 46 (Pueblo).
^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 gangline 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 gangline 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. ISBN0-9680193-0-7., at page 39.
^Bennett, Gordon (1978). Yukon Transportation: A History. Parks Canada. p. 123. ISBN0-660-01671-0. 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 Major 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 pages 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 pages 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.
^ abcdeOrth (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).
^Johnson (1997). The Bonanza Narrow Gauge Railway., at page 143 (Erastus Corning Hawkins).
^Newell, Gordon, ed. (1966). The H. W. McCurdy Marine History of the Pacific Northwest. Superior Publishing Co., at page 46 ("M. J. Heney").
^ abcdMcClellan (1975). My Old People Say., at pages 33 (#32-Hutshi [last lake], #34-Kusawa [slim lake]), 57 (#36-McNeil River [sea gull river], #42 [Wolf Lake]).
^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). The distance from Haines to Hutshi Lake was 206 miles via the Neskatahin Trail, 222 miles via the Goat Creek Trail, and 191 miles via the Big Glacier Trail. (Note: Goat Creek’s English name is not a translation of its Tlingit name. The Tlingit X’wáat’ means Dolly Varden trout.)
^The Yukon has both a Johns Lake (with an "s"), near Carcross; and a John Lake (without an "s"), near the Northwest Territories border. Gazetteer of Yukon (2021). Government of Yukon, at page 34. Car #332 is Johns (with an "s"). John Lake (without an "s") had been named for a sled dog. Coutts (2003). Yukon Places and Names.
^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 Junction area, including a few who worked at the Cultural Centre. See, also, “Mrs. William Hume,” 67 Star (Whitehorse), No. 39 (May 15, 1967), at page 2, Col. 2.
^Edwards (2009). Dictionary of Tlingit(PDF). pp. 187 (l'éiw [gravel, sand, or silt]), 118 (héen [river]), 398 (gravel), 445 (river), 16 (When possessed, alienable nouns require the possession suffix[y]i). Retrieved 2015-09-14. Note that the Tlingit language deems an attributive noun to be a possessor, which triggers the possession suffix in a subsequent alienable noun.
^ abcBright, William (2007). Native American Placenames in the United States. University of Oklahoma Press. ISBN978-0806135984.
^See, 14 Dawson Daily News, Number 59 (October 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. Gray's Pub. Limited. ISBN9780888260628., 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). Univiversity of Alaska Fairbanks. 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, Number 59 (October 7, 1912), and Wright (1976). Prelude to Bonanza. Gray's Pub. Limited. ISBN9780888260628., 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, Volumes 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). University of Alaska. pp. 139 (narrow), 301 (saa1 [narrow]), 350 (ka- [surface], woo- [perfective]), 351 (-oo [attributive]), 354 (woo- [perfective]), 357 (-oo [attributive]). Archived from the original(PDF) on 2016-04-27. 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 Number 105 (“Skookum Jim [Mason]’s father [Kaachgaawáa], specifically, owned all the land …”).
^See, Davidson, George (1883). The Kohklux Map. Yukon Historical & Museums Assn., at pages 15, 20. Taa-gish Áayi is a hybrid phrase (taa-gish [Tagish breakup water] + áayi [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 Number 15, Part 2 (Yukon Territory), at pages 30-31.
^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.
^ abWhite 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).
^ abcThornton, ed. (2012). Haa Léelk'w Hás Aaní Saax'ú. pp. 57 (#2: T'ooch' Áayi [Black 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]).
^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 verbal noun. See, Id. at page 328 (.áa [without classifier] = sitting [verbal noun]).
^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. ISBN978-0-9867649-2-9., at page 42 ("calm water"). Technically, yeil’ [calm] is a verbal noun which is inalienable. Thus, yeil’ [the calm] is “possessed” by the preceding noun, neech [shoreline]. Also, 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 puff over the side of the tongue, instead of a sound made by the vocal cords.
^See, 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 ...").
^Proving a negative is always difficult, but circumstantial evidence suggests that the name Neech Yeil’ did not pre-date 1900. Prior to October 1899, there had been no Whitehorse for anyone to name. Dobrowolsky, Helene; Ingram, Rob (1994). Edge of the River, Heart of the City: A History of the Whitehorse Waterfront. Lost Moose Publishing. ISBN0-9694612-2-4., at page 8. In addition, there is no Tlingit name for Whitehorse set forth either in Sidney (1980). Place-Names of the Tagish Region, Southern Yukon.; or in McClellan (1975). My Old People Say. For these reasons, it appears that the name Neecheah [Neech Yeil’] was created in order to name the boat with a short Tlingit language description of Whitehorse.
^See, Edwards (2009). Dictionary of Tlingit(PDF). pp. 192 (nás’k [three]), 47 (áa [lake]), 235 (tayee [something below the preceding noun]), 118 (héen [river]), 21 (Relational Nouns). Retrieved 2015-09-14. Tayee is a relational noun, which partly corresponds to the English prepositionbelow. However, a Tlingit relational noun is simultaneously a noun which is asymmetrically related to the immediately preceding noun. A Tlingit relational noun occurs immediately after its object, instead of before its object. For these reasons, áa tayee means something below the lakes, lakes [áa] being the immediately preceding noun. The addition of héen [river] at the end of the phrase identifies what the “something” is.
^Pringle Lake was named for James A. “Jack” Pringle (1870-1945), Northwest Mounted Police Reg. #2702, who remained at Dalton Post after his serving with the force from 1891 to 1901. The lake’s Southern Tutchone name was Kanäy Mǟn [Moose Lake]. Not known whether Pringle Lake ever had a Tlingit name. Stella Lake’s English eponym is not known, its Southern Tutchone name is not known, and whether it ever had a Tlingit name is not known. Lastly, Neskatahin Lake’s English and Tlingit names were both Neskatahin. Its Southern Tutchone name was K’à Mǟn [Spawned-out Salmon Lake].
^"Nisaleen probably from Athapaskan" Sidney (1980). Place-Names of the Tagish Region, Southern Yukon., Entry Number 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.)
^"Another type of [Tlingit] semantic association is metaphor." Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. p. xvi. Furthermore, an octopus metaphor was more likely to have occurred to the Tlingits, because they lived near the seacoast, and because octopuses occur in their mythology. See, Krause (1956). The Tlingit Indians., at page 176 (Ch. 10, Myths of the Tlingit: “squid” [sic, should be octopus. Krause’s 1885 German publication, at page 257, uses the German word Tintenfisch, which means either octopus or squid. His phonetic spelling of the Tlingit word, at page 389, is \naku\, which corresponds to náakw [octopus] and not dagasaa [squid]. For these reasons, the mythical character at page 176 of the 1956 English translation should be octopus and not “squid.”]). 1898-era Tlingit guides or packers may have suggested the metaphor to officials or stampeders. If Octopus Lake were translated from Tlingit, the Tlingit name may have been Náakw Yahaayí [Octopus' Image].
^The company document Constructed Line of the British Columbia Yukon Railway from the Summit of White Pass to Bennett Lake British Columbia, as completed, July 6th 1899 so distinguishes Octopus Lake from Summit Lake.
^Coutts (2003). Yukon Places and Names. (Partridge Creek); Motherwell (2012). Gold Rush Steamboats., at pages 45-81.
^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 (2021). Tlingit Dictionary. pp. 26 (áa [lake]), 158 (-x'i sáani [diminutive plural]).
^Specifically, he was discussing the 1870's Eskimo diet. Schwatka, Frederick G. (1977). The Long Arctic Search [1878-1880]. The Pequot Press. ISBN0-87106-083-3., at page 83 (“When first thrown wholly upon a diet of reindeer meat, it seems inadequate to properly nourish the system and there is an apparent weakness and inability to perform severe, exertive, fatiguing journeys. But this soon passes away in the course of two or three weeks. …”). Schwatka further disclosed that, to avoid the 2-3 week withdrawal symptoms altogether, one should consume sufficient animal fat. (Although not mentioned by him, this would include bacon. 😁!!)
^"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. Department of Interior., at page 53. The word which literally means rough seas is jiwsitaan. The phrase which means home of the north wind is xóon neili. Edwards (2009). Dictionary of Tlingit(PDF). pp. 231 (TAAN jiwsitaan), 446 (rough), 287 (xóon), 486 (wind), 197 (neil), 404 (home), 16 (When possessed, alienable nouns require the possession suffix[y]i). Retrieved 2015-09-14.
^"[S]he was simply called Skagway ('the beautiful one')." 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. The verbal noun was derived from the Tlingit finite verb theme -sha-ka-li-ԍéi, which means, in the case of a woman, to be pretty. See, Edwards (2009). Dictionary of Tlingit(PDF). p. 107 (This verb is used to describe a beautiful woman). Retrieved 2015-09-14. The verbal noun was created by omitting the verb classifier "-li-". Without an adjacent verb classifier, a Tlingit verb root will become a verbal noun. See, Id. at page 328 (.áa [without classifier] = sitting [verbal noun]).
^"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 (1956). The Tlingit Indians., at page 185. See, also, Krause, Aurel & Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pp. 158, 230 (note 22: “goddess Kanuga – A mythical woman who is supposed to have turned to stone and unleashes winds when angry; the rock is in the Taiya Valley.”); pp. 120, 158, 202 (“Kanuga, the personified river that empties into the [Taiya] Valley” is also shown on the maps as Schkaguḗ [Skagway]); 195 (two bays in Taiya Inlet), 197-98 (Kanagu lives in the first bay); 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 ("[T]he name Skagway is reportedly derived from the following legend … 'The rock wall opened and she disappeared forever. But when the North wind blows down from the White Pass, laden with the chill of the north, it was believed to be the breath of her spirit …' ") It is apparent that Kanagoo and Skagway are the same personage, and that Skagway is her nickname. Tlingit given names were proprietary. A phrase meaning pretty woman would not be proprietary, because it is a common and generic description that is applied to many people. For that reason, Skagway [“pretty woman”] would be a nickname, and Kanagoo would be her given name.See, Emmons, George T. (1991). The Tlingit Indians. University of Washington Press. ISBN0-88894-744-5., at page 35 (“Personal names are the property of the clan … Nicknames … were given to men and women, derived from what they liked most …”).
^"Ben" Moore described the name Skagway as "an Indian name the meaning of which would take too long to explain in detail." Moore, James Bernard (1997). Skagway in Days Primeval: The Writings of J. Bernard Moore, 1886-1904. Lynn Canal Publishing. ISBN0-945284-06-3., between pages 96-97 (August 2, 1904 Skagway Speech). Ben and his father founded Skagway, Ben's wife was a Tlingit Indian, and Ben did business with the Tlingits. Under those circumstances, he would have learned the meaning of 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 pages 195, 197-98. Face Mountain's Tlingit name is Kanagoo Yahaayí. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú(PDF). p. 58. Archived from the original(PDF) on 2015-04-25. 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. From 1897 to 1985, the official name of Face Mountain was Parsons Peak. Orth (1967). Dictionary of Alaska Place Names., at page 740 (Parsons Peak). Nevertheless, people usually called it “Face Mountain,” and therefore, in 1985, Face Mountain became the official name. Decisions on Geographic Names in the United States October through December 1985: Decision List No. 8584. U.S. Dept. of Interior, at page 1 (Face Mountain).
^Johnson (1998). Sea to Sky Gold Rush Route., at pages 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 (White Pass Fork).
^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 verbal noun (e.g., biting). See, Id. at page 328 (.áa [without classifier] = sitting [verbal noun]).
^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 pages 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. Gray's Pub. Limited. ISBN9780888260628., 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. p. xix (Column 2).
^The German spelling “Dejah,” which is pronounced \Deyah\, was recorded in 1882. The English spelling “Dayay” was recorded in 1883. Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at page 139; Schwatka (1893). A Summer in Alaska., at page 57. Thus, the original first vowel sounds like the English long ā, but is technically the Tlingit long e, and is currently written as ei. Around 1898, English speakers altered the first vowel in Taiya to the English long ī sound. The English long ī is a diphthong, consisting of the English short ă plus the English long ē. This diphthong is reflected in the spelling of the words aye and eye. Tlingit did not recognize the \ăē\ diphthong as a separate vowel.
^The 1882 and 1883 recordings of \Deyah\ and \Dayay\ suggest that the phrase was Dei Yé [Way to the Trail]. See, Edwards (2009). Dictionary of Tlingit(PDF). pp. 70 (dei [trail]), 320 (yé [way] – “occurs mostly in attributive clauses”). Retrieved 2015-09-14. Yé is an inalienable noun, which generally means place or way. “Mostly,” yé is preceded by a verb, but in the present case, it is preceded by an attributive noun, which still lends a more specific meaning. Dei [Trail] is the present attributive noun; thus, Way to the Trail.
^Dei Yé [German spelling "Dejah"] is "today Dyea Inlet." Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pages 139, 229 (Note 14).
^Phillips (1973). Alaska-Yukon Place Names., at page 43 (Dyea: “Dyea and Taiya are phonetic adaptations of the same Tlingit word purportedly meaning ‘carrying place.’ ”).
^Arthur Krause recorded in German that this section of river was called "Ssidrajik," which is pronounced \Ssidrayik\. Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at page 230 (note 27). He also reported that, along this section of river, "we could see two mighty glaciers. The one farther north comes steeply down and attracted our attention with its repeated roar." Id. at page 207. Finally, there is no \r\ sound in Tlingit. Thus, “\Ssid–ayik\” – the upstream section of the Taiya River – appears to have been: Sít’ Yayík [Noisy Glacier]. By 1980, both the eponymous glacier and its noise had receded.
^ abMetaphors are often used as place names. Thornton (2012). Haa Léelk'w Hás Aaní Saax'ú. p. xvi ("Another type of semantic association is metaphor.").
^Edwards (2009). Dictionary of Tlingit. p. 235 (taxhéeni [broth]).
^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. Note that the Tlingit language deems an attributive noun to be a possessor, which triggers the possession suffix in a subsequent alienable noun.
^Krause, Aurel; Krause, Arthur (1993). To the Chukchi Peninsula and to the Tlingit Indians., at pages 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 routes. The Neskatahin Trail [Neskatahin Dei-yi] followed the Klehini River and present-day Tatshenshini River to Neskatahin. From there, the Neskatahin Trail followed the Klukshu River and the Dezadeash River to Taye Lake. The Big Glacier Trail [Sít’ Li-gei Dei-yi] 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 Goat Creek Trail was described by Arthur Krause, above. It followed the Neskatahin Trail as far as present-day Haines HighwayKilometer 124 (Goat Creek), then up Goat Creek to its pass, then down the Kusawa River to Kusawa Lake, and from there, it followed the Big Glacier Trail. Id., at pp. 162-65 (Overview of the 1890 Expedition), 363 (Chilkat Pass). For the 20 miles beyond Taye Lake, to Hutshi Lake, all three trails followed the same route.
^The river which originally had borne the name Tatshenshini is now known as the Blanchard River. Wright (1976). Prelude to Bonanza. Gray's Pub. Limited. ISBN9780888260628., 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).
^Workman (2002). Southern Tutchone Noun Dictionary, First Draft, Vols. 1-3., at page 359 (tàłe [northern pike]).
^Tlen (1993). Kluane Southern Tutchone Glossary., at page 48 (Taye Lake = “Chin K’üa”). Possibly, some kind of Fish Trap [K’üa = Fish Trap].
^McClellan (1975). My Old People Say., at page 34 (#38: Taye Lake).
^See, Motherwell (2012). Gold Rush Steamboats., at pages 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.), Number 47 (August 5, 1898), at page 5, Column 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.
^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].
^ ab"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. ISBN0-88830-331-9. Retrieved 2017-10-16.
^ abIn 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). University 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 pages 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 pages 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.
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, instead, make a \thl\ sound on that side.
In addition, aboriginal place names usually describe some attribute 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."). Attributive 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 an attribute 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.
