White Pass and Yukon Route

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White Pass and Yukon Route
File:White-Pass.gif
File:WhitePassYukonRailroadMap.JPG
Overview
HeadquartersSkagway, Alaska
Reporting markWPY
LocaleAlaska, northern British Columbia, Yukon Territory
Dates of operation1898–1982, 1988–present
Technical
Track gauge36
File:White Pass & Yukon.jpg
"Drumhead" logos such as this often adorned the ends of observation cars on the WP&Y.
The Klondike: Summit Station, 1900.

The White Pass and Yukon Route (WP&Y, WP&YR) (reporting mark WPY) is a narrow gauge railroad linking the port of Skagway, Alaska with Whitehorse, the capital of Canada's Yukon Territory. An isolated system, it has no connection to any other railroad. The railroad is operated by the Pacific and Arctic Railway and Navigation Company (in Alaska), the British Columbia Yukon Railway Company (in British Columbia) and the British Yukon Railway Company, originally known as the British Yukon Mining, Trading and Transportation Company (in Yukon Territory), which use the trade name White Pass and Yukon Route.

Construction

The line was born of the Klondike Gold Rush of 1897. The most popular route taken by prospectors to the gold fields in Dawson City was a treacherous route from the nearest port in Skagway or nearby Dyea, Alaska across the mountains to the Canadian border at the summit of the Chilkoot Pass or the White Pass. There, the prospectors would not be allowed across by the Canadian authorities unless they had a full ton of supplies with them. There was a need for a better transportation scheme than the pack horses used over the White Pass or people's backs over the Chilkoot Pass. This need generated numerous railroad schemes. In 1897, the Canadian government received 32 proposals for Yukon railroads, most of which were never realized.

In 1897, three separate companies were organized to build a rail link from Skagway to Fort Selkirk, Yukon, 325 miles (523 km) away. Largely financed by British investors, a railroad was soon under construction. A 3-foot (914 mm) gauge was chosen; the narrower roadbed required by a narrow gauge railroad made for big cost savings when that roadbed had to be carved and blasted out of the mountain rock. Even so, 450 tons of explosives were used to reach White Pass summit. The narrow gauge also allowed for a tighter radius to be used on curves, making the task easier by allowing the railroad to follow the landscape more, rather than having to be blasted through it.

Construction started in May 1898, but they ran into some roadblocks in dealing with the local city government and the town's crime boss, Soapy Smith. The President, Samuel H. Graves (1852-1911), was elected as chairman of the vigilante organization that was trying to expel Soapy and his gang of confidence men and rogues. On the evening of July 8, 1898, Soapy Smith was killed in a gunfight with the guards at one of the vigilante's meetings. Samuel Graves witnessed the shooting. The railroad helped block off the escape routes of the gang, aiding in their capture, and the remaining roadblocks in Skagway subsided. On July 21, 1898, an excursion train hauled passengers for four miles (6.4 km) out of Skagway, the first train to operate in Alaska. On July 30, 1898, the charter rights and concessions of the three companies were acquired by the White Pass & Yukon Railway Company Limited, a new company organized in London. Construction reached the 2,885-foot (879 m) summit of White Pass, 20 miles (32 km) away from Skagway, by mid-February 1899. The railway reached Bennett, British Columbia on July 6, 1899. In the summer of 1899, construction started north from Carcross to Whitehorse, 110 miles (177 km) north of Skagway. The construction crews working from Bennett along a difficult lakeshore reached Carcross the next year, and the last spike was driven on July 29, 1900, with service starting on August 1, 1900. However, by then, much of the Gold Rush fever had died down.

At the time, the gold spike was actually a regular iron spike. A gold spike was on hand, but the gold was too soft and instead of being driven, was just hammered out of shape.

Operations before World War II

White Pass Railway train on the shores of Lake Bennett

As the gold rush wound down, serious professional mining was taking its place; not so much for gold as for other metals such as copper, silver and lead. The closest port was Skagway, and the only route there was via the White Pass & Yukon Route's river boats and railroad.

While ores and concentrates formed the bulk of the traffic, the railroad also carried passenger traffic, and other freight. There was, for a long time, no easier way into the Yukon Territory, and no other way into or out of Skagway except by sea.

Financing and route was in place to extend the rails from Whitehorse to Carmacks, but there was chaos in the river transportation service, resulting in a bottleneck. The White Pass instead used the money to purchase most of the riverboats, providing a steady and reliable transportation system between Whitehorse and Dawson City.

While the WP&YR never built between Whitehorse and Fort Selkirk, some minor expansion of the railway occurred after 1900. In 1901, the Taku Tram, a 2½-mile (4 km) portage railroad was built at Taku City, British Columbia, which was operated until 1951. It carried passengers and freight between the S.S. Tutshi operating on Tagish Lake and the M.V. Tarahne operating across Atlin Lake to Atlin, British Columbia. (While the Tutshi was destroyed by a suspicious fire around 1990, the Tarahne was restored and hosts special dinners including murder mysteries. Lifeboats built for the Tutshi’s restoration were donated to the Tarahne.) The Taku Tram could not even turn around, and simply backed up on its westbound run. The locomotive used, the Duchess, is now in Carcross.

In 1910, the WP&YR operated a branch line to Pueblo, a mining area near Whitehorse. This branch line was abandoned in 1918; a haul-road follows that course today but is mostly barricaded; a Whitehorse Star editorial in the 1980s noted that this route would be an ideal alignment if the Alaska Highway should ever require a bypass reroute around Whitehorse.

While all other railroads in the Yukon (such as the Klondike Mines Railway at Dawson City) had been abandoned by 1914, the WP&YR continued to operate.

During the Great Depression, traffic was sparse on the WP&YR, and for a time trains operated as infrequently as once a week.

Operations during World War II

Alaska became strategically important for the United States; there was concern that the Japanese might invade it, as Alaska was the closest part of the United States to Japan. The U.S. Army took control, bringing some newly built and many used steam locomotives (such as the USATC S118 Class) brought from closed U.S. narrow gauge lines to the railroad.

There are two persistent myths that show up in almost every book or article which mentions the role of the White Pass & Yukon Route in the building of the Alcan Highway during the Second World War. The myths concern the eleven new 2-8-2 MacArthur type locomotives that the U.S. Army brought to the WP&YR in 1943. Myth #1 is that they were converted from 1,000 mm (3 ft 3+3⁄8 in) gauge to 3 ft (914 mm) gauge by the WP&YR shops in Skagway, Alaska. Myth #2 is that they were built for Iran and diverted to the WP&YR.

These locomotives, designated USA 190 to USA 200, were constructed by Baldwin Locomotive Works as 36 gauge and shipped fully assembled. No modification was needed. The MacArthur was designed by the American Locomotive Company for 3 ft 6 in (1,067 mm) ("cape" gauge) and the smaller gauges were cleverly accommodated with various sized spacers in strategic locations on same length axles. In total, nearly 800 MacArthurs were produced by ALCO, Baldwin, and a few other manufacturers.

The reason USA 190–200 were never destined for "Iran" as it is often mistakenly stated in books relating WP&YR history, is that Iran's government railway was 1435 standard gauge. Also, because of scarce water and extensive tunnels, Iran was the first case where the Army primarily used diesel locomotives. USATC narrow gauge locomotives were never destined for Iran.

The first locomotives of the MacArthur design that Baldwin Locomotive Works built were USA 190–200 for the WP&YR, which makes them unique. This initial 1942 sales order to Baldwin for 60 MacArthur meter gauge [39 3/8 inches] locomotives was for India's extensive meter gauge railway system. The first eleven were diverted to the WP&YR as 36-inch, the next 15 went to India as meter gauge, another 20 went to Queensland Ry as 42-inch, and the remaining 14 were meter gauge for India where the order was destined before the Alaskan and Australian diversions.[1] [2] [3]

The White Pass saw record volumes of traffic as it served as a vital supply route for construction materials for the new Alaska Highway and other projects. As many as 17 trains were operated daily. In one record period of 24 hours, 37 trains rolled into Whitehorse.

1946–1982

The White Pass steam locomotive is shown here between Bennett, British Columbia and Skagway
One of the present day White Pass diesel locomotives is shown here at Skagway, Alaska

In 1951, the White Pass and Yukon Corporation Ltd., a new holding company, was incorporated to acquire the three railway companies comprising the WP&YR from the White Pass and Yukon Company, Ltd., which was in liquidation. The railway was financially restructured. While most other narrow gauge systems in North America were closing around this time, the WP&YR remained open.

The railroad dieselized in the mid to late 1950s, one of the few North American narrow gauge railroads to do so. The railroad bought shovelnose diesels from General Electric, and later road-switchers from American Locomotive Company (Alco) and Montreal Locomotive Works, as well as a few small switchers.

The railroad was an early pioneer of intermodal freight traffic, commonly called container; advertising of the time referred to it as the Container Route. With custom-built container ships, railroad cars and truck trailers, the White Pass showed the benefits of intermodal transportation early – a single container, loaded in the Yukon Territory, could be transported anywhere in the world without needing to be opened and reloaded, whether transported by road, rail, or sea. The WP&YR owned the world's first container ship (the Clifford J. Rogers, built in 1955), and in 1956 introduced containers.

The Faro lead-zinc mine opened in 1969. The railway was upgraded with seven new 1200 horsepower (890 kW) locomotives from the Alco, new freight cars, ore buckets, a "straddle carrier" at Whitehorse to transfer from the railway's new fleet of trucks, a new ore dock at Skagway, and assorted work on the rail line to improve alignment. In the fall of 1969, a new tunnel and bridge that bypassed Dead Horse Gulch were built to replace the tall steel cantilever bridge that could not carry the heavier trains. This enormous investment made the company dependent on continued ore traffic to earn the revenue, and left the railway vulnerable to loss of that ore-carrying business.

As well, passenger traffic on the WP&YR was increasing as cruise ships started to visit Alaska's Inside Passage. There was no road from Skagway to Whitehorse until 1978. Even after the road was built, the White Pass still survived on the ore traffic from the mines.

During this time, the green-yellow engine colour scheme, with a thunderbird on the front, was replaced with blue, patterned with black and white. (The green-yellow scheme was restored in the early 1990s, along with the thunderbird. As of 2005, however, one engine still has the blue colour scheme. The steam engines, however, remain basic black.)

White Pass and Yukon Route No 93

In 1982, metal prices plunged, striking with devastating effect on the mines that were the White Pass and Yukon Route's main customers. Many, including the Faro lead-zinc mine, closed down, and with that traffic gone, the White Pass was doomed as a commercial railroad. Hopeful of a reopening, the railway ran at a significant loss for several months, carrying only passengers. However, the railway closed down on October 7, 1982.

The Northwestel telephone directory issued for April 1, 1982, for Yukon and Northern British Columbia, carried on its cover (wraparound front and back) a photograph, provided by White Pass, of a White Pass train, led by Engine 98, traveling south through Bennett, an irony, as the trains were no longer running for more than half the time the directory was in use.

File:Nwtel1982DirectoryCover.jpg
The 1982 Northwestel telephone directory, showing a White Pass train at Bennett

Some of the road's Alco diesels were sold to a railroad in Colombia, and the newer Alco diesels on order with Alco's Canadian licensee MLW (Montreal Locomotive Works) were sold to US Gypsum in Plaster City, California. Only one of these modern narrow gauge diesels, the last narrow gauge diesel locomotives built for a North American customer, was delivered to the White Pass. The five diesels sold to Colombia were not used there as they were too heavy, and were re-acquired in 1999 – one was nearly lost at sea during a storm as it broke loose on the barge and slowly rolled towards the edge.

Revival, 1988-present

The enticing beautiful scenery near Fraser, BC.
Parlor cars seen at Fraser, BC.
White Pass steam locomotive rounds a curve, with dramatic scenery reflected in the windows.

The shutdown, however, was not for long. Tourism to Alaska began to increase, with many cruise ships stopping at Skagway. The dramatic scenery of the White Pass route sounded like a great tourist draw; and the rails of the White Pass & Yukon Route were laid right down to the docks, even along them, for the former freight and cruise ship traffic. Cruise operators, remembering the attraction of the little mountain climbing trains to their passengers, pushed for a re-opening of the line as a heritage railway. The White Pass was and is perfectly positioned to sell a railroad ride through the mountains to cruise ship tourists; they do not even have to walk far.

Following a deal between White Pass and the United Transportation Union representing Alaska employees of the road, the White Pass Route was reopened between Skagway and White Pass in 1988 purely for tourist passenger traffic. The White Pass Route also bid on the ore-haul from the newly reopened Faro mine, but its price was considerably higher than road haulage over the Klondike Highway.

The railway still uses vintage parlor cars, the oldest four built in 1881 and predating WP&YR by 17 years, and four new cars built in 2007 follow the same 19th century design. At least three cars have wheelchair lifts.

A work train actually reached Whitehorse in late August, 1988, its intent being to haul two locomotives, parked in Whitehorse for six years, to Skagway to be overhauled and used on the tourist trains. While in Whitehorse for approximately one week, it hauled the parked rolling stock – flatcars, tankers and a caboose – out of the downtown area's sidings, and the following year, they were hauled further south, many eventually sold. Most of the tracks in downtown Whitehorse have now been torn up, and the line's terminus is six city blocks south of the old train depot at First Avenue and Main Street. A single new track along the waterfront enables the operation, by a local historical society, of a tram for tourist purposes.

After customs and Canadian labour union jurisdictional issues were resolved, the WP&YR main line reopened to Fraser in 1989, and Bennett in 1992. A train reached Carcross in 1997 to participate in the Ton of Gold centennial celebration. A special passenger run, by invitation only, was made from Carcross to Whitehorse on October 10, 1997, and there are plans to eventually re-open the entire line to Whitehorse if a market exists. So far, the tracks are only certified to Carcross by the Canadian Transportation Agency; on July 29, 2006, White Pass ran a train to Carcross and announced passenger service to begin in May 2007, six trains per week, with motorcoach return trips.

WP&YR acquired some rolling stock from CN's Newfoundland operations, which shut down in November 1988; the acquisition included 8 side-pivot, drop-side air dump cars for large rocks, and 8 longitudinal hoppers hoppers for ballast, still painted in CN orange. These cars were converted from Newfoundland's 1067 mm (3 feet, 6 inches) gauge to White Pass and Yukon Route's 914 mm (3 feet) gauge.

Most trains are hauled by the line's diesel locomotives, painted in green (lower) and yellow (upper), but one of the line's original steam locomotives is still in operation too, #73, a 2-8-2 Mikado-type locomotive. Another steam locomotive, #40 a 2-8-0 Consolidation type locomotive was on loan from the Georgetown Loop R.R. in Colorado for upwards of 5 years, but was returned after only 2 years. Former WP&Y 69, a 2-8-0, was re-acquired in 2001, rebuilt, and re-entered service in 2008.

White Pass and Yukon Route shops in Skagway, Alaska
Steam Locomotive #73

Also operational, a few times a year, is an original steam-powered rotary snowplow, an essential device in the line's commercial service days. (The rotaries were retired in 1964, along with the remaining steam engines that pushed them, and snow clearing was done by caterpillar tractor.) While it is not needed as the tourist season is only in the summer months, it is a spectacle in operation, though, and the White Pass runs the steam plow for railfan groups once or twice a winter, pushed by two diesel locomotives (in 2000 only, it was pushed by two steam locomotives, #73 and #40).

The centennial of the Golden Spike at Carcross was reenacted on July 29, 2000, complete with two steam engines meeting nose-to-nose (#73 and #40), and a gold-coated steel spike being driven by a descendant of WP&YR contractor Michael James Heney.

One organization chartered a steam-pulled train from Carcross to Fraser, with a stopover at Bennett, on Friday, June 24, 2005. When expected participants seemed unlikely to arrive in the planned numbers, surplus seats were sold to the public, 120 USD or 156 CAD, with bus return to Carcross from Fraser. This represents the first paid passenger trips out of Carcross since 1982, a feature that will be regular starting in 2007.

White Pass president Gary Danielsen advised a CBC Radio interviewer that service to Whitehorse would require an enormous capital investment to restore the tracks, but the company is willing if there is either a passenger or freight potential to make it cost effective.

A June 2006 report on connecting Alaska to the continental railroad network suggested Carmacks as a hub, with a branch line to Whitehorse and beyond to either Skagway or Haines.

In addition to the restoration of the actual rail line, several former White Pass steam locomotives are currently in operation at tourist attractions in the Southeastern United States. Locomotives 70, 71, and 192 are at the Dollywood theme park in Pigeon Forge, Tennessee. Locomotive 190 is at Tweetsie Railroad in Boone, North Carolina.

Accidents

A serious derailment on September 3, 2006, resulted in the death of one section worker.[4] A work train, Engine 114 pulling eight gravel cars, derailed approximately three miles (4.8 km) south of Bennett, injuring all four train crew, two Canadian and two American; one died at the scene; the others were airlifted to hospital and are stable; the engine remained on its side at the scene. Passenger operations on the blocked section had ended for the season just before the accident.

As of February 2007, Engine 114 is now being repaired at Coast Engine and Equipment Company (CEECO) in Tacoma, Washington.

Steam Locomotives

Number

or Name

Builder Type Date Works Number Notes
Duchess Baldwin Locomotive Works 2-4-0T 9-1878 4424 Originally, Dunsmuir, Diggle & Co. 30-inch gauge 0-6-0T Duchess. Converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3-feet about 1879. Sold to Wellington Colliery R.R. in 1883 (WC #2). Resold to Albion Iron Works (dealer). Resold to John Irving Navigation Co. in April 1900 for use on the Taku Tram. Irving Navigation acquired by the White Pass in June 1900.[5] Duchess powered the Taku Tram from 1900 to 1920. Used as a trash burner at Carcross, Yukon from 1920 to 1931.[6] Put on display at Carcross in 1931.
2nd 4 Baldwin Locomotive Works 2-6-2 9-1912 37564 Ex-Klondike Mines Ry. #4. Acquired by the White Pass in 1942. Sold to the Oak Creek Central Ry. in 1955 (OCC #4). Resold to the Peppermint & North Western R.R. in 1960 (P&NW #4). Resold to the Petticoat Junction R.R. in 1964 (PJ #4). Resold to the Gold Nugget Junction R.R. in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.[7]
8 Climax Locomotive Works 3-Truck Climax 12-1897 167 Ex-Colorado & Northwestern Ry. #2. Acquired by the White Pass in 1899. Sold in 1902 to W.D. Hofius & Co. (dealer). Resold in 1903 to the White Star Lumber Co., who reduced it to a 2-truck Climax and converted it to standard gauge (WSL #1). Resold to the Maytown Lumber Co. about 1922.[8] Maytown Lumber discontinued operations in 1924.[9] Locomotive presumed scrapped thereafter.
10 Baldwin Locomotive Works 4-6-0 1-1916 42768 Ex-East Tennessee & Western North Carolina R.R. #10, Patricia. Acquired by the White Pass in 1942. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[10] [5]
14 Baldwin Locomotive Works 4-6-0 9-1919 52406 Ex-East Tennessee & Western North Carolina R.R. #14. Acquired by the White Pass in 1942. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.[10] [5]
USA 20 Baldwin Locomotive Works 2-8-0 12-1890 11355 Originally, Denver, Leadville & Gunnison Ry. #272. Became Colorado & Southern Ry. #69 in 1899.[11] Acquired by the U.S. Army in April 1943 as #3920 for use on the White Pass. Renumbered #20 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[6]
USA 21 Baldwin Locomotive Works 2-8-0 12-1890 11356 Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.[11] Acquired by the U.S. Army in April 1943 as #3921 for use on the White Pass. Renumbered #21 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[6]
USA 22 Baldwin Locomotive Works 2-8-0 5-1904 24109 Ex-Silverton Northern R.R. #3. Sold to Dulien Steel Products Co. (dealer). Acquired by the U.S. Army in April 1943 as #3922 for use on the White Pass. Renumbered #22 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1945.[6]
USA 23 Baldwin Locomotive Works 2-8-0 4-1906 27977 Ex-Silverton Northern R.R. #4. Sold to Dulien Steel Products Co. (dealer). Acquired by the U.S. Army in April 1943 as #3923 for use on the White Pass. Renumbered #23 in June 1943. Retired in 1944. Shipped out of Skagway, Alaska. Scrapped in 1945.[6]
24 Baldwin Locomotive Works 2-8-0 5-1904 24130 Originally, Silverton, Gladstone & Northerly R.R. #34. Sold to the Silverton Northern R.R. in 1915 (SN #34). Resold to Dulien Steel Products Co. (dealer). Acquired by the U.S. Army in April 1943 as #3924 for use on the White Pass.[6] Renumbered #24 in June 1943. Retired in 1945. Turned over to the White Pass in 1947. Scrapped in 1951.
Georgetown Loop RR 40 Baldwin Locomotive Works 2-8-0 9-1920 53777 Originally, International Railways of Central America #50. Renumbered #40 in 1928.[7] Sold to the Georgetown Loop R.R. in 1977 (GL #40). Operated on the White Pass in 2000 and 2001. Returned to the G.L. R.R. in 2001.
51 Brooks Locomotive Works 2-6-0 1-1881 494[12] Originally, Utah and Northern Ry. #23. Renumbered #80 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd #3).[12] Acquired by the White Pass in 1898 as 1st #1. Renumbered #51 in 1900. Powered the Taku Tram from 1920 to 1931. Retired in 1941. Put on display at Whitehorse, Yukon in 1958.[6]
52 Brooks Locomotive Works 2-6-0 8-1881 567[12] Originally, Utah and Northern Ry. #37. Renumbered #94 in 1885. Sold to the Columbia & Puget Sound R.R. in 1889 (C&PS 2nd #4).[12] Acquired by the White Pass in 1898 as 1st #2. Renumbered #52 in 1900. Powered the Taku Tram from 1930 to 1936. Retired in 1940. Put on display at Skagway, Alaska in 1971.[6]
53 Grant Locomotive Works 2-8-0 1881 [13] One of

1431, 1432, 1443-1446, 1448-1451 [14] [15]

Originally intended to be a Denver & Rio Grande R.R. ##230-239 series loco, but sold instead to the Toledo, Cincinnati & St. Louis R.R. in 1882 (TC&StL #63).[16] [17] Resold to the Cincinnati Northern Ry. in 1883 (CN #63). Transferred to the Cincinnati, Lebanon & Northern Ry. in 1885 (CL&N #63). Repossessed by Grant in June 1887.[18] Sold to the Columbia & Puget Sound R.R. in September 1887. (C&PS #9). Acquired by the White Pass in 1898 as 1st #3.[19] Renumbered to #53 in 1900. Retired in 1907. Scrapped in 1918.[5]
54 Baldwin Locomotive Works 4-4-0 3-1878 4294 Originally Olympia & Chehalis Valley R.R. #1, E. H. Quimette. Sold to the Columbia & Puget Sound R.R. in 1891 (C&PS #10).[20] Acquired by the White Pass in 1898 as 1st #4. Renumbered #54 in 1900. Sold to the Tanana Mines Ry. in 1905 (TM #50). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #50). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #50). The A.E.C. became The Alaska Railroad in 1922 (ARR #50). The locomotive was scrapped in 1930.[6]
55 Baldwin Locomotive Works 2-8-0 5-1885 7597 Ex-Columbia & Puget Sound R.R. #8. Acquired by the White Pass in 1898 as #5. Renumbered #55 in 1900. Sold to the Klondike Mines Ry. in 1904 (KM #2). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[21]
56 Baldwin Locomotive Works 2-8-0 1-1899 16455 Vauclain compound locomotive. Purchased new. Originally #6. Renumbered #56 in 1900. Rebuilt from Vauclain compound to simple in 1907. Scrapped in 1938.[5] [22] [6]
57 Baldwin Locomotive Works 2-8-0 1-1899 16456 Purchased new. Originally #7. Renumbered #57 in 1900. Sold in 1906 to the Klondike Mines Ry. (KM #3). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[21]
59 Baldwin Locomotive Works 4-6-0 5-1900 17749 Purchased new. Scrapped in 1941.[5] [22] [6]
60 Baldwin Locomotive Works 4-6-0 5-1900 17750 Purchased new. Retired in 1942. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990.[5] [6]
61 Baldwin Locomotive Works 2-8-0 6-1900 17814 Purchased new.[23] Retired in 1944. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990.[5] Sold to Mid-West Locomotive & Machine Works in 2007.
62 Baldwin Locomotive Works 4-6-0 6-1900 17895 Purchased new. Retired in 1945. Used as riprap along the Skagway River in 1949.[6]
63 Brooks Locomotive Works 2-6-0 4-1881 522 Originally, Kansas Central R.R. # 7, Sidney Dillon. Renumbered # 102 in 1885. K.C. R.R. converted to standard gauge in 1890.[24] Locomotive sold to F. M. Hicks & Co. (dealer). Acquired from Hicks by the White Pass in 1900.[25] Sold to the Klondike Mines Ry. in 1902 (KM #1). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.[21]
64 Hinkley Locomotive Works 2-6-0 11-1878 1781 May have been built as an 0-6-0.[26] Originally, North Western Coal & Navigation Co. #10. Configured as a 2-6-0 by 1891. The N.W.C.&N. Co. was sold to the Alberta Railway & Coal Co. in 1891. Locomotive sold to the Columbia & Western Ry. in 1896 (C&W #2). The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd #506, but never physically renumbered it.[27] Acquired by the White Pass in 1900. Retired in 1907. Scrapped in 1918.[5]
65 Brooks Locomotive Works 2-6-0 9-1881 578 Originally, Kansas Central R.R. # 8, L. T. Smith. Renumbered # 103 in 1885. Sold to the Columbia & Western Ry. in 1896 (C&W #3).[24] The C.&W. Ry. was taken over by the Canadian Pacific Ry. in 1898. The C.P. Ry. designated the locomotive 2nd #507, but never physically renumbered it.[27] Acquired by the White Pass in 1900. Sold to the Tanana Mines Ry. in 1906 (TM #51). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #51). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1922 (ARR #51). The locomotive was scrapped in 1930.[6]
66 Baldwin Locomotive Works 4-6-0 5-1901 18964 Purchased new.[28] Retired in 1953. Used as riprap along the Skagway River in 1967.[5] [6]
67 Baldwin Locomotive Works 4-6-0 5-1901 18965 Purchased new.[28] Retired in 1941.[22] Used as riprap along the Skagway River in 1951.[6]
68 Baldwin Locomotive Works 2-8-0 6-1907 30998 Purchased new. Severely damaged by rock slide in 1917 and retired.[29] Scrapped in 1938.[22]
69 Baldwin Locomotive Works 2-8-0 4-1908 32962 Purchased new. Nicknamed Gila Monster by the 770th Railway Operating Battalion during World War II. Retired in 1954. Sold to the Black Hills Central R.R. in 1956. (BHC #69, Klondike Casey). Resold to the Nebraska Midland Ry. in 1973 (NM #69).[29] Last run by N.M. Ry. in 1990. Sold back to the White Pass in 2001.[5] Returned to service on the White Pass in 2008. Operating.
70 Baldwin Locomotive Works 2-8-2 5-1938 62234 Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #70).[7] S.D.C. sold out to Dollywood in 1986 (Dollywood #70, Cinderella).[30]
71 Baldwin Locomotive Works 2-8-2 1-1939 62257 Purchased new. Retired in 1963. Sold to Silver Dollar City in 1977 (SDC #71).[7] S.D.C. sold out to Dollywood in 1986 (Dollywood #71).[30]
72 Baldwin Locomotive Works 2-8-2 5-1947 73351 Purchased new.[22] Retired in 1964. Used as a stationary boiler from 1964 to 1969. Severely damaged in the 1969 roundhouse fire. All but its chassis was scrapped in 1974. The chassis was sold to Silver Dollar City in 1977. S.D.C. sold out to Dollywood in 1986.[30] Chassis scrapped in 1999.
73 Baldwin Locomotive Works 2-8-2 5-1947 73352 Purchased new.[22] Retired in 1964. Put on display at Bennett, B.C. in 1968. Moved to Whitehorse, Yukon for restoration in 1979. Restored to service in 1982.[31] [5] Operating.
80 American Locomotive Company 2-8-2 7-1920 61980 Originally, Sumpter Valley Ry. 2nd #101. Renumbered #20 in 1920. Acquired by the White Pass in 1940.[32] Retired in 1958.[5] Sold back to the S.V. Ry. in 1977 (SV #20).[7]
1st 81 American Locomotive Company 2-8-2 7-1920 61981 Originally, Sumpter Valley Ry. 2nd #102. Renumbered #19 in 1920. Acquired by the White Pass in 1940.[32] Retired in 1957. Sold back to the S.V. Ry. in 1977 (SV #19).[7]
Proposed USA 152 Baldwin Locomotive Works 4-6-0 6-1920 53296 Originally, Alaskan Engineering Commission #152. The A.E.C. became The Alaska Railroad in 1922. Locomotive acquired by the U.S. Army in 1942 for use on the White Pass, shipped to Skagway, Alaska, but not off loaded.[6] Sold to Davidson Scrap Metals about 1947. Resold to the Camino, Cable & Northern R.R. in 1951 (CC&N #2). Resold to the Keystone Locomotive Co. in 1974. Resold to the Huckleberry R.R. in 1975 (H RR #2). [7]
190 Baldwin Locomotive Works 2-8-2 2-1943 69425 Originally, U.S. Army #190, and used by the Army on the White Pass. Turned over to the White Pass in 1946. Sold to the Tweetsie Railroad in 1960 (Tweetsie #190, Yukon Queen).[6] [33]
191 Baldwin Locomotive Works 2-8-2 2-1943 69426 Originally, U.S. Army #191, and used by the Army on the White Pass. Retired in 1946. Turned over to the White Pass in 1947. Scrapped in 1951.[33]
192 Baldwin Locomotive Works 2-8-2 2-1943 69427 Originally, U.S. Army #192, and used by the Army on the White Pass. Turned over to the White Pass in 1946.[22] Retired in 1957. Sold to the Rebel R.R. in 1962 (R RR #192).[6] [33] The R. R.R. sold out to Gold Rush Junction in 1970 (GRJ #192). G.R.J. sold out to Silver Dollar City in 1977 (SDC #192). S.D.C. sold out to Dollywood in 1986 (Dollywood #192, Klondike Katie).[30]
193 Baldwin Locomotive Works 2-8-2 2-1943 69428 Originally, U.S. Army #193, and used by the Army on the White Pass. Retired in 1946. Turned over to the White Pass in 1947. Scrapped in 1951.[33]
194 Baldwin Locomotive Works 2-8-2 2-1943 69429 Originally, U.S. Army #194, and used by the Army on the White Pass. Retired in 1944. Turned over to the White Pass in 1947. Scrapped in 1951.[33]
195 Baldwin Locomotive Works 2-8-2 2-1943 69430 Originally, U.S. Army #195, and used by the Army on the White Pass. Turned over to the White Pass in 1947. Retired in 1948. Put on display at Skagway, Alaska in 1962.[33]
196 Baldwin Locomotive Works 2-8-2 2-1943 69431 Originally, U.S. Army #196, and used by the Army on the White Pass. Turned over to the White Pass in 1946.[22] Retired in 1950. Used as riprap along the Skagway River in 1967.[33]
197 Baldwin Locomotive Works 2-8-2 2-1943 69432 Originally, U.S. Army #197, and used by the Army on the White Pass. Retired in 1946. Turned over to the White Pass in 1947. Scrapped in 1951.[33]
USA 198 Baldwin Locomotive Works 2-8-2 2-1943 69433 Purchased new by the U.S. Army, and used by the Army on the White Pass. Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S # 32).[1] [33] The F.C. C.G.-S. was abandoned by 1970.[34] Locomotive scrapped by 2003.
USA 199 Baldwin Locomotive Works 2-8-2 2-1943 69434 Purchased new by the U.S. Army, and used by the Army on the White Pass. Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S # 18).[1] [33] The F.C. C.G.-S. was abandoned by 1970.[34] Locomotive scrapped by 2003.
USA 200 Baldwin Locomotive Works 2-8-2 2-1943 69435 Purchased new by the U.S. Army, and used by the Army on the White Pass. Retired in 1944. Shipped out of Skagway, Alaska in 1945. Sold to the Ferrocarril Casa Grande-Sausal of Chicama, Peru in 1948 (CG-S # 19).[1] [33] The F.C. C.G.-S. was abandoned by 1970.[34] Locomotive scrapped by 2003.
USA 250 American Locomotive Company 2-8-2 9-1923 64981 Ex-Denver & Rio Grande Western R.R. #470. Acquired by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]
USA 251 American Locomotive Company 2-8-2 9-1923 64982 Ex-Denver & Rio Grande Western R.R. #471. Acquired by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]
USA 252 American Locomotive Company 2-8-2 9-1923 64983 Ex-Denver & Rio Grande Western R.R. #472. Acquired by the U.S. Army in 1942 for use on the White Pass. Wrecked and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]
USA 253 American Locomotive Company 2-8-2 9-1923 64985 Ex-Denver & Rio Grande Western R.R. #474. Acquired by the U.S. Army in 1942 for use on the White Pass. On February 5, 1943, en route from Prince Rupert, British Columbia, to Skagway, Alaska, it sank on a barge during an ice storm at Haines, Alaska. Recovered 13 days later. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]
USA 254 American Locomotive Company 2-8-2 9-1923 64986 Ex-Denver & Rio Grande Western R.R. #475. Acquired by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]
USA 255 American Locomotive Company 2-8-2 9-1923 64988 Ex-Denver & Rio Grande Western R.R. #477. Acquired by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]
USA 256 American Locomotive Company 2-8-2 9-1923 64990 Ex-Denver & Rio Grande Western R.R. #479. Acquired by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.[35]

[36] [37]

Gasoline-Mechanical Locomotives

Number

or Name

Builder Horse-

power

Type Date Works Number Notes
Ford Tram Westminster Iron Works 90 B 1937 68 Has a Ford V-8 engine and no automatic brake system. Purchased new. Powered the Taku Tram from 1937 to 1950. Operated at Carcross, Yukon, tie plant from 1952 to 1982. Retired in 1982.
2nd 3 Skagit Steel & Iron Works 27 B 1924 Had a Fordson tractor engine. Originally, owned by Charles H. Frye and leased to Frye Lettuce Farms, Inc. Frye Lettuce went bankrupt in 1934. Locomotive acquired by the White Pass in 1936. Retired in 1943. Scrapped in 1946.
3rd 3 Plymouth Locomotive Works 175 B 7-1942 4471 Plymouth Model ML6-25. Originally, U.S. Army 7651 and operated on the Kuparek Ry. in Nome, Alaska. Shipped to Skagway, Alaska in 1943. Turned over to the White Pass in 1946. Severely damaged in the 1969 roundhouse fire. Scrapped in1970.

Diesel-Electric Locomotives

Number Builder Horse-

power

Type Date Works Number Notes
2nd 1 General Electric 150 B 6-1947 29191 GE Phase 3b 25-Tonner. Ex-Colorado Fuel & Iron Co. #6. Acquired by the White Pass in 1969. Retired in 1979. Donated to the British Columbia Forest Museum in 1985 (BCFM #1).
2nd 2 General Electric 150 B 6-1947 29195 GE Phase 3b 25-Tonner. Ex-Colorado Fuel & Iron Co. #10. Acquired by the White Pass in 1969. Retired in 1972. Scrapped in 1985.
2nd 81 General Electric 800 C-C 6-1957 32933 Convertible gauge locomotive. Originally, U.S. Army #3000. Operated on the Denver & Rio Grande Western R.R. from 1957 to 1960. Acquired by the White Pass in 1973. Retired in 1980. Sold to Bandegua (a Guatemala subsidiary of Del Monte Fresh Produce, N.A.) in 1981 (Bandegua #314). Scrapped by 2006.
90 General Electric 930 C-C 6-1954 32060 GE Model GEX3341. Purchased new. Operating.
91 General Electric 930 C-C 6-1954 32061 GE Model GEX3341. Purchased new. Operating.
92 General Electric 930 C-C 12-1956 32709 GE Model GEX3341. Purchased new. Operating.
93 General Electric 930 C-C 12-1956 32710 GE Model GEX3341. Purchased new. Operating.
94 General Electric 930 C-C 12-1956 32711 GE Model GEX3341. Purchased new. Operating.
95 General Electric 930 C-C 3-1963 34592 GE Model GEX3341. Purchased new. Operating.
96 General Electric 930 C-C 3-1963 34593 GE Model GEX3341. Purchased new. Operating.
97 General Electric 930 C-C 3-1963 34594 GE Model GEX3341. Purchased new. Operating.
98 General Electric 990 C-C 5-1966 35790 GE Model GEX3341. Purchased new. Operating.
99 General Electric 990 C-C 5-1966 35791 GE Model GEX3341. Purchased new. Operating.
100 General Electric 990 C-C 5-1966 35792 GE Model GEX3341. Purchased new. Operating.
101 Montreal Locomotive Works 1200 C-C 5-1969 6023-01 Alco Model Series C-14, Specification DL-535E. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Re-acquired by the White Pass in 1999 (WP&YR #101). Operating.
102 Montreal Locomotive Works 1200 C-C 5-1969 6023-02 Alco Model Series C-14, Specification DL-535E. Purchased new. Severely damaged in the 1969 roundhouse fire. Scrapped in 1993.
103 Montreal Locomotive Works 1200 C-C 5-1969 6023-03 Alco Model Series C-14, Specification DL-535E. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1105). Re-acquired by the White Pass in 1999 (WP&YR #103). Operating.
104 Montreal Locomotive Works 1200 C-C 5-1969 6023-04 Alco Model Series C-14, Specification DL-535E. Purchased new. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Re-acquired by the White Pass in 1999 (WP&YR #104). Operating.
105 Montreal Locomotive Works 1200 C-C 5-1969 6023-05 Alco Model Series C-14, Specification DL-535E. Purchased new. Severely damaged in the 1969 roundhouse fire. Scrapped in 1993.
106 Montreal Locomotive Works 1200 C-C 5-1969 6023-06 Alco Model Series C-14, Specification DL-535E. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Re-acquired by the White Pass in 1999 (WP&YR #106). Operating.
107 Montreal Locomotive Works 1200 C-C 5-1969 6023-07 Alco Model Series C-14, Specification DL-535E. Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Re-acquired by the White Pass in 1999 (WP&YR #107). Operating.
108 Montreal Locomotive Works 1200 C-C 12-1971 6054-01 MLW-Worthington Model Series C-14, Specification DL-535E. Alco Model Series C-14, Specification DL-535E. Purchased new. Operating.
109 Montreal Locomotive Works 1200 C-C 12-1971 6054-02 MLW-Worthington Model Series C-14, Specification DL-535E. Purchased new. Operating.
110 Montreal Locomotive Works 1200 C-C 12-1971 6054-03 MLW-Worthington Model Series C-14, Specification DL-535E. Purchased new. Operating.
Proposed 111 Bombardier 1200 C-C 7-1982 6123-01 Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1993. Sold to United States Gypsum Co. in 1993 (USG #111).
Proposed 112 Bombardier 1200 C-C 7-1982 6123-02 Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #112).
Proposed 113 Bombardier 1200 C-C 7-1982 6123-03 Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Sold to United States Gypsum Co. in 1991 (USG #113). Destroyed in an accident in 1992.
114 Bombardier 1200 C-C 7-1982 6123-04 Bombardier Specification DL-535E(W). Stored at Soulanges Industries, Les Cedres, Quebec from 1982 until 1991. Operating.

References

  1. ^ a b c d Tourret, Richard (1977). United States Army Transportation Corps Locomotives. Tourret Publishing. ISBN 0-905878-01-9.
  2. ^ Gray, Carl R., Jr. (1955). Railroading in Eighteen Countries. Charles Scribner’s Sons. LCCN 55-10490.{{cite book}}: CS1 maint: multiple names: authors list (link)
  3. ^ http://www.whitepassfan.net/whitepass/
  4. ^ Engine 114 accident
  5. ^ a b c d e f g h i j k l m Lavallée, Omer, and Ronald S. Ritchie (editor) (2005). Narrow Gauge Railways of Canada. Fitzhenry & Whiteside. ISBN 1-55041-830-0. {{cite book}}: |author= has generic name (help)CS1 maint: multiple names: authors list (link), at page 124.
  6. ^ a b c d e f g h i j k l m n o p q r s Clifford, Howard (1999). Alaska/Yukon Railroads. Oso Publishing Co. ISBN 0-9647521-4-X.
  7. ^ a b c d e f g Conrad, J. David (1988). The Steam Locomotive Directory of North America. Transportation Trails. ISBN 0-933449-06-2 (2 Vols.).
  8. ^ Thompson, Dennis Blake; Richard Dunn; and Steve Hauff (2002). The Climax Locomotive. Oso Publishing Co. ISBN 1-9647521-6-6.{{cite book}}: CS1 maint: multiple names: authors list (link), at page 344.
  9. ^ Adams, Kramer A. (1961). Logging Railroads of the West. Bonanza Books. ASIN B000NPQB8C., Appendix "Washington."
  10. ^ a b Ferrell, Mallory H. (1991). Tweetsie Country. Overmountain Press. ISBN 0-932807-58-5., at page 190.
  11. ^ a b Chappell, Gordon; Robert W. Richardson; and Cornelius W. Hauck (1979). The South Park Line: A Concise History. Colorado Railroad Museum. ISBN 0-918654-12-2.{{cite book}}: CS1 maint: multiple names: authors list (link), at page 255.
  12. ^ a b c d Pitchard, George E. (unpublished manuscript, 2004). Utah Northern Railroad, et. al. Locomotive Roster (Narrow Gauge) 1871-1903. {{cite book}}: Check date values in: |year= (help)CS1 maint: year (link), citing, U.&N. Ry. business journals (unpublished).
  13. ^ Year 1881 corresponds to Grant works numbers immediately before ##1431-1432, 1443-1446, and 1448-1451. See, Robertson, Donald B. (1991). Encyclopedia of Western Railroad History Volume 2: The Mountain States. Taylor Publishng Co. ISBN 0-87833-026-7., at page 106. Not only are the Grant works numbers of D.&R.G. R.R. ##220-227 eight consecutive numbers (##1433-1440), but also the Grant works numbers of D.&R.G. R.R. ##200-219 are 20 consecutive numbers (##1362-1381). This further suggests that the works number of White Pass #53 is in the immediate proximity of Grant works ##1433-1440.
  14. ^ Grant works #1447 is readable in the Stoner photo of Mason & Oceana R.R. #7. Like White Pass #53, this M.&O. R.R. locomotive is another originally proposed D&RG ##230-239 series, ex-TC&StL ##57-66 series, loco. Claude T. Stoner Photo STONE MO8, Bentley Historical Library, University of Michigan, Ann Arbor, Michigan, illegibly reproduced in, Koch, Michael (1979). Steam & Thunder in the Timber. World Press, Inc., at page 223.
  15. ^ The numbers shown are the "unaccounted for" Grant works numbers that are in the immediate proximity of the works numbers of M.&O. R.R. #7, D.&R.G. R.R. ##220-227, and Texas & St. Louis Ry. ##30-31. These "unaccounted for" numbers are derived from Edson, William D. (d. 2002) (unpublished manuscript, 1990). Grant Locomotive Works Construction Record. {{cite book}}: Check date values in: |year= (help)CS1 maint: numeric names: authors list (link) CS1 maint: year (link) See, also, Best, Gerald M. (1895-1985) (unpublished manuscript, 1978). Grant Locomotive Works. Both Mr. Edson and Mr. Best were prolific and noted locomotive roster compilers.
  16. ^ Railway Age, June 22, 1882, at page 346.
  17. ^ In addition, Texas & St. Louis Ry. ##30-31, Grant works ##1441-1442, were originally intended to be D.&R.G. R.R. ##228-229. Strapac, Joseph A. (1977). Cotton Belt Locomotives. Shade Tree Books. LCCN 77-78935., at pp. 35, 226.
  18. ^ Kneeland v. American Loan and Trust Co., 136 U.S. 89, 95-97, 100-01 (1890); Central Trust Co. v. Grant Locomotive Works, 135 U.S. 207, 208, 214, 216, 222, 227 (1890).
  19. ^ Robertson, Donald B. (1986). Encyclopedia of Western Railroad History Volume 3: Oregon Washington. Caxton Printers, Ltd. ISBN 0-8700-4366-8., at page 204.
  20. ^ Best, Gerald M. (1981). Ships and Narrow Gauge Rails. Howell-North Books. ISBN 0-8310-7042-0., at pp. 140, 142.
  21. ^ a b c Johnson, Eric L. (1997). The Bonanza Narrow Gauge Railway. Rusty Spike Publishing. ISBN 0-9681976-0-4., at pp. 145-50.
  22. ^ a b c d e f g h WP&YR Journal (unpublished, 1938-1947), White Pass & Yukon Route Company Records.
  23. ^ WP&YR Record of Vouchers (unpublished, 1900-1901), White Pass & Yukon Route Company Records.
  24. ^ a b Quastler, Imre E. (1999). Kansas Central Narrow Gauge. South Platte Press. ISBN 0-942035-48-8., at pp. 79, 83-84.
  25. ^ WP&YR Ledger No. 1, Additions & Improvements (unpublished, 1899-1905), White Pass & Yukon Route Company Records.
  26. ^ Edson, William D, (1980). The Hinkley Locomotive Construction Record. Railway & Locomotive Historical Society, Inc.{{cite book}}: CS1 maint: extra punctuation (link) CS1 maint: multiple names: authors list (link), Railroad History No. 142, at page 83.
  27. ^ a b Lavallée, Omer (1985). Canadian Pacific Steam Locomotives. Railfare Enterprises, Ltd. ISBN 0-919130-34-8., at page 380.
  28. ^ a b Special Report: White Pass & Yukon Route 1901 (unpublished), White Pass & Yukon Route Company Records, Yukon Archives, Whitehorse, Yukon, Canada, at page 123.
  29. ^ a b Reisdorff, James J. (1984). Locomotive 69 From Alaska to Nebraska. South Platte Press. ISBN 0-9609568-2-4., at pp. 3, 6, 11.
  30. ^ a b c d Dollywood Timeline.
  31. ^ Johnson, Eric L. (1988). Sea to Sky Gold Rush Route. Rusty Spike Publishing. ISBN 0-9681976-1-2., at page 83.
  32. ^ a b Ferrell, Mallory H. (1967). Rails, Sagebrush and Pine. Golden West Books. LCCN 67-28315., at pp. 106-07.
  33. ^ a b c d e f g h i j k Peltier, Mike (2004). White Pass and Yukon MacArthurs. Light Iron Digest, August/September 2004, at pp. 8-10.
  34. ^ a b c Sampson, Henry (editor). Jane’s World Railways. McGraw-Hill Book Co. {{cite book}}: |author= has generic name (help), various dates, Railways in South America, "Peru."
  35. ^ a b c d e f g Locomotives of the Rio Grande. (1980). Colorado Railroad Museum. ISBN 0-918654-25-4., at page 24.
  36. ^ PASSIM, White Pass and Yukon Route Comptroller’s Special Report, for years 1907-1924 (unpublished), [Robert W. Richardson Railroad Library], Colorado Railroad Museum, Golden, Colorado.
  37. ^ PASSIM, Miscellaneous White Pass & Yukon Route Company Records (unpublished), Yukon Archives, Whitehorse, Yukon, Canada.

General references

  • Lavallée, Omer (1972). Narrow Gauge Railways of Canada. Montreal: Railfare Enterprises Limited. pp. pages 56–63, 107–111. ISBN 0-919130-21-6. {{cite book}}: |pages= has extra text (help)
  • Martin, Cy (1974). Gold Rush Narrow Gauge. Corona del Mar, California: Trans-Anglo Books. ISBN 0-87046-026-9.
  • "Connection and Route" (HTML). White Pass and Yukon Route, United States Library of Congress. Retrieved 2008-07-18.

See also

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