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White Pass and Yukon Route
Reporting marks	WPY
Locale	Alaska, northern British Columbia, Yukon Territory
Dates of operation	1898–1982, 1988–present
Track gauge	3 ft (914 mm)
Headquarters	Skagway, Alaska

The White Pass and Yukon Route (WP&Y, WP&YR) (AAR reporting marks WPY) is a Canadian and U.S. Class II narrow gauge railroad linking the port of Skagway, Alaska with Whitehorse, the capital of Canada's Yukon Territory. An isolated system, it has no direct connection to any other railroad. Equipment, freight and passengers are ferried by ship through the Port of Skagway, and via road through a few of the stops along its route. The railroad is subsidiary of Tri-White Corporation traded on the Toronto Stock Exchange (T:TWH) and operated by the Pacific and Arctic Railway and Navigation Company (in Alaska), the British Columbia Yukon Railway Company (in British Columbia) and the British Yukon Railway Company, originally known as the British Yukon Mining, Trading and Transportation Company (in Yukon Territory), which use the trade name White Pass and Yukon Route.

Contents 1 Construction 2 Operations before World War II 3 Operations during World War II 4 1946–1982 5 Revival, 1988-present 6 Accidents 7 Steam Locomotives 8 Gasoline-Mechanical Locomotives 9 Diesel-Electric Locomotives 10 Passenger Cars 11 Selected Other Rolling Stock 12 References 12.1 General references 13 See also 14 External links

Construction

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

In 1897, three separate companies were organized to build a rail link from Skagway to Fort Selkirk, Yukon, 325 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

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 3⅜ in) gauge to 3 ft (914 mm) gauge by the WP&YR shops in Skagway, Alaska. Myth #2 is that they were built for Iran and diverted to the WP&YR.

These locomotives, designated USA 190 to USA 200, were constructed by Baldwin Locomotive Works as 3 ft (914 mm) gauge and shipped fully assembled. No modification was needed. The MacArthur was designed by the American Locomotive Company for 3 ft 6 in (1,067 mm) ("cape" gauge) and the smaller gauges were cleverly accommodated with various 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 1,435 mm (4 ft 8½ in) standard gauge. Also, because of scarce water and extensive tunnels, Iran was the first case where the Army primarily used diesel locomotives. USATC narrow gauge locomotives were never destined for Iran.

The first locomotives of the MacArthur design that Baldwin Locomotive Works built were USA 190–200 for the WP&YR, which makes them unique. This initial 1942 sales order to Baldwin for 60 MacArthur 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

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.)

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

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

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

The railway was the focus of the first episode of the BBC television series Great Little Railways in 1983.

Revival, 1988-present

The 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.

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.⁴⁵ 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	Remarks
Duchess	Baldwin Locomotive Works	2-4-0T	9-1878	4424	Originally, Dunsmuir, Diggle & Co. 30-inch gauge 0-6-0T #2, Duchess. Dunsmuir, Diggle sold to Wellington Colliery R.R. in 1883. Duchess converted to a 2-4-0T by disconnecting the front drivers, and gauge widened to 3-feet, probably about 1889. Resold to Albion Iron Works (dealer) thereafter. Resold to John Irving Navigation Co. in April 1900 for use on the Taku Tram. Irving Navigation purchased by the White Pass in June 1900. Duchess powered the Taku Tram from 1900 to 1920. Used as a trash burner at Carcross, Yukon from 1920 to 1931. Put on display at Carcross in 1931.
2nd 4	Baldwin Locomotive Works	2-6-2	9-1912	37564	Originally, Klondike Mines Ry. #4. Purchased by the White Pass in 1942. Sold to the Oak Creek Central Ry. in 1955 (OCC #4). Resold to the Peppermint & North Western R.R. in 1960 (P&NW #4). Resold to the Petticoat Junction R.R. in 1964 (PJ #4). Resold to the Gold Nugget Junction R.R. in 1969 (GNJ #4). Resold to Wild's Game Farm in 1984.6 7
8	Climax Locomotive Works	B-B-B (3-Truck Climax)	12-1897	167	Originally, Colorado & Northwestern Ry. #2. Acquired by the White Pass in 1899. Sold to W.D. Hofius & Co. (dealer) in 1902. Resold in 1903 to the White Star Lumber Co., who reduced it to a B-B (2-truck) type 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.
USA 10	Baldwin Locomotive Works	4-6-0	1-1916	42768	Originally, East Tennessee & Western North Carolina R.R. #10, Patricia. Purchased by the U.S. Army in 1942. Bore “W.P.&Y.R.” on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.10
USA 14	Baldwin Locomotive Works	4-6-0	9-1919	52406	Originally, East Tennessee & Western North Carolina R.R. #14. Purchased by the U.S. Army in 1942. Bore “W.P.&Y.R.” on tender. Severely damaged in the 1943 Whitehorse engine house fire and retired. Scrapped in 1945.10
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 Purchased by the U.S. Army in April 1943 as #3920 for use on the White Pass. Renumbered #20 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.
USA 21	Baldwin Locomotive Works	2-8-0	12-1890	11356	Originally, Denver, Leadville & Gunnison Ry. #273. Became Colorado & Southern Ry. #70 in 1899.11 Purchased by the U.S. Army in April 1943 as #3921 for use on the White Pass. Renumbered #21 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.
USA 22	Baldwin Locomotive Works	2-8-0	5-1904	24109	Originally, Silverton Northern R.R. #3. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3922 for use on the White Pass. Renumbered #22 in June 1943. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1945.
USA 23	Baldwin Locomotive Works	2-8-0	4-1906	27977	Originally, Silverton Northern R.R. #4. The S.N. R.R. was abandoned in 1942. Loco sold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3923 for use on the White Pass. Renumbered #23 in June 1943. Retired in 1944. Shipped out of Skagway, Alaska. Scrapped in 1945.
24	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). The S.N. R.R. was abandoned in 1942. Loco resold to Dulien Steel Products Co. (dealer) threafter. Purchased by the U.S. Army in April 1943 as #3924 for use on the White Pass. Renumbered #24 in June 1943. Retired in 1945. Sold to the White Pass in 1947. Scrapped in 1951.
Georgetown Loop RR 40	Baldwin Locomotive Works	2-8-0	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 (1st 1)	Brooks Locomotive Works	2-6-0	1-1881	49412	Originally, Utah & 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.
52 (1st 2)	Brooks Locomotive Works	2-6-0	8-1881	56712	Originally, Utah & 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.
53 (1st 3)	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.
54 (1st 4)	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.
55 (5)	Baldwin Locomotive Works	2-8-0	5-1885	7597	Originally, Columbia & Puget Sound R.R. #8. Acquired by the White Pass in 1898 as #5. Renumbered #55 in 1900. Sold to the Klondike Mines Ry. in 1904 (KM #2). The K.M. Ry. was abandoned in 1913. The locomotive was put on display at Dawson City, Yukon in 1961.6
56 (6)	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.
57 (7)	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 1961.6
59	Baldwin Locomotive Works	4-6-0	5-1900	17749	Purchased new. Scrapped in 1941.
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.
61	Baldwin Locomotive Works	2-8-0	6-1900	17814	Purchased new.21 Retired in 1944. Used as riprap along the Skagway River in 1949. Retrieved and moved to Skagway Shops in 1990. Sold to Mid-West Locomotive & Machine Works in 2007.
62	Baldwin Locomotive Works	4-6-0	6-1900	17895	Purchased new. Retired in 1945. Used as riprap along the Skagway River in 1949.
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 1890.22 Locomotive sold to F.M. Hicks & Co. (dealer) thereafter. Purchased from Hicks by the White Pass in 1900.23 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 1961.6
64	Hinkley Locomotive Works	2-6-0	11-1878	1781	May have been built as an 0-6-0.24 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.25 Purchased by the White Pass in 1900. Retired in 1907. Scrapped in 1918.
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).22 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.25 Purchased by the White Pass in 1900. Sold to the Tanana Mines Ry. in 1906 (TM #51). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #51). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #51). The A.E.C. became The Alaska Railroad in 1922 (ARR #51). The locomotive was scrapped in 1930.
66	Baldwin Locomotive Works	4-6-0	5-1901	18964	Purchased new.26 Retired in 1953. Used as riprap along the Skagway River in 1967.
67	Baldwin Locomotive Works	4-6-0	5-1901	18965	Purchased new.26 Retired in 1941. Used as riprap along the Skagway River in 1951.
68	Baldwin Locomotive Works	2-8-0	6-1907	30998	Purchased new. Severely damaged by rock slide in 1917 and retired.27 Scrapped in 1938.
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).27 Last run by N.M. Ry. in 1990. Sold back to the White Pass in 2001. Returned to service on the White Pass in 2008.
70	Baldwin Locomotive Works	2-8-2	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).28
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).28
72	Baldwin Locomotive Works	2-8-2	5-1947	73351	Purchased new. Retired in 1964. Used as a stationary boiler from 1964 to 1969. Severely damaged in the 1969 Skagway roundhouse fire. All but its chassis was scrapped in 1974. The chassis was sold to Silver Dollar City in 1977. S.D.C. sold out to Dollywood in 1986.28 Chassis scrapped in 1999.
73	Baldwin Locomotive Works	2-8-2	5-1947	73352	Purchased new. Retired in 1964. Put on display at Bennett, B.C. in 1968. Moved to Whitehorse, Yukon for restoration in 1979. Restored to service in 1982.29
80	American Locomotive Company	2-8-2	7-1920	61980	Originally, Sumpter Valley Ry. 2nd #101. Renumbered #20 in 1920. Purchased by the White Pass in 1940.30 Retired in 1958. 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. Purchased by the White Pass in 1940.30 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. 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).31
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. Sold to the White Pass in 1947. Scrapped in 1951.31
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. Retired in 1957. Sold to the Rebel R.R. in 1962 (R RR #192).31 The Rebel R.R. sold out to Gold Rush Junction in 1970 (GRJ #192). G.R.J. sold out to Silver Dollar City in 1977 (SDC #192). S.D.C. sold out to Dollywood in 1986 (Dollywood #192, Klondike Katie).28
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. Sold to the White Pass in 1947. Scrapped in 1951.31
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. Sold to the White Pass in 1947. Scrapped in 1951.31
195	Baldwin Locomotive Works	2-8-2	2-1943	69430	Originally, U.S. Army #195, and used by the Army on the White Pass. Sold to the White Pass in 1947. Retired in 1948. Put on display at Skagway, Alaska in 1962.31
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. Retired in 1950. Used as riprap along the Skagway River in 1967.31
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. Sold to the White Pass in 1947. Scrapped in 1951.31
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 31 The F.C. C.G.-S. was abandoned by 1970.32 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 31 The F.C. C.G.-S. was abandoned by 1970.32 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 31 The F.C. C.G.-S. was abandoned by 1970.32 Locomotive scrapped by 2003.
USA 250	American Locomotive Company	2-8-2	9-1923	64981	Originally, Denver & Rio Grande Western R.R. #470. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33
USA 251	American Locomotive Company	2-8-2	9-1923	64982	Originally, Denver & Rio Grande Western R.R. #471. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33
USA 252	American Locomotive Company	2-8-2	9-1923	64983	Originally, Denver & Rio Grande Western R.R. #472. Purchased by the U.S. Army in 1942 for use on the White Pass. Wrecked and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33
USA 253	American Locomotive Company	2-8-2	9-1923	64985	Originally, Denver & Rio Grande Western R.R. #474. Purchased by the U.S. Army in 1942 for use on the White Pass. On February 5, 1943, en route from Prince Rupert, British Columbia, to Skagway, Alaska, it sank on a barge during an ice storm at Haines, Alaska. Recovered 13 days later. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33
USA 254	American Locomotive Company	2-8-2	9-1923	64986	Originally, Denver & Rio Grande Western R.R. #475. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33
USA 255	American Locomotive Company	2-8-2	9-1923	64988	Originally, Denver & Rio Grande Western R.R. #477. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33
USA 256	American Locomotive Company	2-8-2	9-1923	6499034	Originally, Denver & Rio Grande Western R.R. #479. Purchased by the U.S. Army in 1942 for use on the White Pass. Retired and shipped out of Skagway, Alaska in 1944. Scrapped in 1946.33

^{35 36 37 38 39}

Gasoline-Mechanical Locomotives

Number or Name	Builder	Horse- power	Type	Date	Works Number	Remarks
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 purchased by the White Pass in 1936. Relegated to Shops use only. 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 (WP&YR 3rd #3). Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1970.

^{36 37 40 38 39}

Diesel-Electric Locomotives

Number	Builder	Horse- power	Type	Date	Works Number	Remarks
2nd 1	General Electric	150	B	6-1947	29191	GE Phase 3b 25-Tonner. Originally, Colorado Fuel & Iron Co. #6. Purchased by the White Pass in 1969. Retired in 1979. Donated to the British Columbia Forest Museum in 1985 (BCFM #1).
2nd 2	General Electric	150	B	6-1947	29195	GE Phase 3b 25-Tonner. Originally, Colorado Fuel & Iron Co. Co. #10. Purchased 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. Purchased by the White Pass in 1973. Retired in 1980. Sold to Bandegua (Guatemala subsidiary of Del Monte Fresh Produce, N.A.) in 1981 (Bandegua #314). Scrapped by 2006.
90	General Electric	930	C-C	6-1954	32060	GE Model GEX3341. Purchased new.
91	General Electric	930	C-C	6-1954	32061	GE Model GEX3341. Purchased new.
92	General Electric	930	C-C	12-1956	32709	GE Model GEX3341. Purchased new.
93	General Electric	930	C-C	12-1956	32710	GE Model GEX3341. Purchased new.
94	General Electric	930	C-C	12-1956	32711	GE Model GEX3341. Purchased new.
95	General Electric	930	C-C	3-1963	34592	GE Model GEX3341. Purchased new.
96	General Electric	930	C-C	3-1963	34593	GE Model GEX3341. Purchased new.
97	General Electric	930	C-C	3-1963	34594	GE Model GEX3341. Purchased new.
98	General Electric	990	C-C	5-1966	35790	GE Model GEX3341. Purchased new.
99	General Electric	990	C-C	5-1966	35791	GE Model GEX3341. Purchased new.
100	General Electric	990	C-C	5-1966	35792	GE Model GEX3341. Purchased new.
101	Montreal Locomotive Works	1200	C-C	5-1969	6023-01	MLW-Worthington Model Series C-14,41 Specification DL-535E.42 Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #101).
102	Montreal Locomotive Works	1200	C-C	5-1969	6023-02	MLW-Worthington Model Series C-14,41 Specification DL-535E.42 Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
103	Montreal Locomotive Works	1200	C-C	5-1969	6023-03	Alco Model Series C-14,41 Specification DL-535E.42 Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (STF #1105). Repurchased by the White Pass in 1999 (WP&YR #103).
104	Montreal Locomotive Works	1200	C-C	5-1969	6023-04	MLW-Worthington Model Series C-14,41 Specification DL-535E.42 Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #104).
105	Montreal Locomotive Works	1200	C-C	5-1969	6023-05	MLW-Worthington Model Series C-14,41 Specification DL-535E.42 Purchased new. Severely damaged in the 1969 Skagway roundhouse fire. Scrapped in 1993.
106	Montreal Locomotive Works	1200	C-C	5-1969	6023-06	MLW-Worthington Model Series C-14,41 Specification DL-535E.42 Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #106).
107	Montreal Locomotive Works	1200	C-C	5-1969	6023-07	MLW-Worthington Model Series C-14,41 Specification DL-535E.42 Purchased new. Sold to Sociedad Colombiana de Transport Ferroviaro S.A. in 1992 (one of STF ##1101-1104). Repurchased by the White Pass in 1999 (WP&YR #107).
108	Montreal Locomotive Works	1200	C-C	12-1971	6054-01	MLW-Worthington Model Series C-14,41 Specification DL-535E. Purchased new.
109	Montreal Locomotive Works	1200	C-C	12-1971	6054-02	MLW-Worthington Model Series C-14,41 Specification DL-535E. Purchased new.
110	Montreal Locomotive Works	1200	C-C	12-1971	6054-03	MLW-Worthington Model Series C-14,41 Specification DL-535E. Purchased new.
Proposed 111	Bombardier (bought MLW in 1975)	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. Purchased by the White Pass in 1991.

^{37 43 40 38 39}

Passenger Cars

Number	Name	Builder	Date	Remarks
1st 1		W.P.&Y.R.	1900	Open observation car. Single 4-wheel truck. No air brake. Used on the Taku Tram. Converted to a flat car in 1937. Retired in 1951.
2nd 1		W.P.&Y.R.	1933	Self propelled, gasoline-mechanical. Made from Paige Motor Co. Model 6-75 Sedan. No air brake. Broke an axle and retired in 1947. Lead truck used to build #4. Remainder placed as riprap along the Skagway River.
2		W.P.&Y.R.	1935	Self propelled, 85 H.P. gasoline-mechanical. Made from 1934 Ford Motor Co. chassis and a bus body. No air brake. Demolished due to a derailment in 1942. Scrapped in 1943.
4		W.P.&Y.R.	1947	Self propelled, 60 H.P. gasoline-mechanical. Made from 1947 Willys-Overland Corp. 4-63 Jeep ® station wagon (Willys works #27100). Contained lead truck from 2nd #1. No air brake. Scrapped in 1954 or 1955.
5	The Red Line	Beartown Mechanical Design	1998	Self propelled, 436 H.P. Diesel-hydraulic. Purchased new. Sold to the Yukon Government in 2004.
100		Buda Foundry & Mfg. Co.	1912	Self propelled, gasoline-mechanical. Buda Model 100. No air brake. Purchased new. Destroyed by the 1932 Skagway roundhouse fire.
1st 200	1st Lake Fraser	W.P.&Y.R.	1902	Business car from 1902 to 1941. Passenger car from 1941 to 1954. Work Car #X16 from 1954 to 1969, but not physically renumbered. Scrapped in 1969.
1st 202		J. Hammond Car Works44	188744	Combine. Originally, Columbia & Puget Sound R.R. Acquired by the White Pass in 1898. Sold to Klondike Mines Ry. in 1904 (KM #200). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940’s.6
1st 204		Barney and Smith Car Company45	unknown	See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905. The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #200). The T.V. R.R. was sold to the Alaskan Engineering Commission in 1917 (AEC #200). The A.E.C. became The Alaska Railroad in 1922 (ARR #200).46 The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter.
1st 206		J. Hammond Car Works47	188747	Original owner unknown; probably Columbia & Puget Sound R.R. (C&PS #4?). See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Alaskan Engineering Commission in 1918. The A.E.C. became The Alaska Railroad in 1922. The Alaska Railroad's narrow gauge branch was abandoned in 1930. Car presumed scrapped thereafter.
1st 208		Billmeyer & Small Co.48	unknown	See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Klondike Mines Ry. in 1904 (KM #202). The K.M. Ry. was abandoned in 1913. Car destroyed by fire in the late 1940’s.6
210		Billmeyer & Small Co.49	1877 ? (See, Note)	Original owner unknown; probably Walla Walla & Columbia River R.R. (WW&CR Baker).50 If so, sold to Columbia & Puget Sound R.R. in 1881 (C&PS #3?). See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Sold to the Tanana Mines Ry. in 1905 (TM #100). The T.M. Ry. became the Tanana Valley R.R. in 1907 (TV #204). Car wrecked in 1916.46
212		unknown51	unknown	See, Ex-Columbia & Puget Sound R.R. Cars, below. Car acquired by the White Pass in 1898. Destroyed by the 1932 Skagway roundhouse fire.
2nd 200	2nd Lake Summit	W.P.&Y.R.	1992	Built up from Flat Car #497, #498, or #499.52 Equipped with wheelchair lift.
201	Lake Crater	W.P.&Y.R.	1992	Built up from Flat Car #497, #498, or #499.52 Equipped with wheelchair lift.
2nd 202	Lake Bare Loon	W.P.&Y.R.	1992	Built up from Flat Car #497, #498, or #499.52 Equipped with wheelchair lift.
203	Lake Fantail	W.P.&Y.R.	1993	Built up from one of Flat Cars ##470-477.52 Equipped with wheelchair lift.
2nd 204	Lake Chilkoot	W.P.&Y.R.	1993	Built up from one of Flat Cars ##470-477.52
205	Lake Chilkat	W.P.&Y.R.	1993	Built up from one of Flat Cars ##470-477.52
2nd 206	Lake Nares	W.P.&Y.R.	1993	Built up from one of Flat Cars ##470-477.52
207	Lake Morrow	W.P.&Y.R.	1994	Built up from one of Flat Cars ##470-477.52
2nd 208	Lake Homan	W.P.&Y.R.	1994	Built up from one of Flat Cars ##470-477.52
2nd 209	Lake Bernard	W.P.&Y.R.	1994	Built up from one of Flat Cars ##470-477.52
211	Goat Lake	American Car & Foundry Co. (St. Charles)	1918	Combine. Originally, Sumpter Valley Ry. #11. Purchased by the U.S. Army in 1943 for use on the White Pass (USA #934). Tool car from 1943 to 1946. Turned over to the White Pass in 1946. Returned to passenger service, and cupola added in 1946 (WP&YR #211).
214	Lake Spirit	J.G. Brill & Co.53 54	1881 (circa 11-188154)	Originally, Texas & St. Louis Ry. (#22 or #24).54 55 Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or #2).55 56 57 Purchased by the White Pass in 1900. Cupola added in 1971. Cupola removed in 1988.
216	Lake Black	J.G. Brill & Co.53 54	1881 (circa 11-188154)	Originally, Texas & St. Louis Ry. (#22 or #24).54 55 Sold to Coeur d’Alene Ry. & Navigation Co. in 1886 (CdAR&N #1 or #2).55 56 57 Purchased by the White Pass in 1900. Cupola added in 1967. Cupola removed in 1996.
218	Lake Atlin	Jackson & Sharp Co.	7-1881 or 7-1883	Originally, Stony Clove & Catskill Mountain R.R. (7-1881), or Kaaterskill R.R. (7-1883). Sold to F.M. Hicks & Co. (dealer) in 1900.58 59 Purchased by the White Pass in 1901.26 21 See, Oldest Operating Rolling Stock, below.
220	Lake Dewey	Jackson & Sharp Co.	7-1881 or 7-1883	Originally, Stony Clove & Catskill Mountain R.R. (7-1881), or Kaaterskill R.R. (7-1883). Sold to F.M. Hicks & Co. (dealer) in 1900.58 59 Purchased by the White Pass in 1901.26 21 See, Oldest Operating Rolling Stock, below.
222	Lake Lindeman	Jackson & Sharp Co.	7-1881 or 7-1883	Originally, Stony Clove & Catskill Mountain R.R. (7-1881), or Kaaterskill R.R. (7-1883). Sold to F.M. Hicks & Co. (dealer) in 1900.58 59 Purchased by the White Pass in 1901.26 21 See, Oldest Operating Rolling Stock, below.
224	Lake Marsh	Jackson & Sharp Co.	7-1881 or 7-1883	Originally, Stony Clove & Catskill Mountain R.R. (7-1881), or Kaaterskill R.R. (7-1883). Sold to F.M. Hicks & Co. (dealer) in 1900.58 59 Purchased by the White Pass in 1901.26 21 See, Oldest Operating Rolling Stock, below.
226	2nd Lake Fraser	W.P.&Y.R.	1903	Work car from 1960 to 1962.
228		W.P.&Y.R.	1904	Destroyed by the 1932 Skagway roundhouse fire.
1st 230		W.P.&Y.R.	1908	Open observation car from 1908 to 1921. Walled-in, in 1921. Passenger car from 1921 to 1942. Work car from 1942 to 1943. Destroyed by fire in 1943.
2nd 230	Lake Big Kalzas	W.P.&Y.R.	2002	Built up from the under frame of Tank Car #68 or #70.60 Open observation car from 2002 to 2005. Walled-in, in 2005.
232		W.P.&Y.R.	1908	Open observation car from 1908 to 1942. Used on the Taku Tram from 1917 to 1936. Walled-in, in 1942. Work car from 1942 to 1962. Renumbered #X6 in 1947. Scrapped in 1962.
234	Lake Cowley	Reno Mill & Lumber Co.61	189961	Originally, Nevada-California-Oregon Ry. (#4 or #662). Purchased by the White Pass in 1916. Work car from 1945 to 1954. #X7 from 1947 to 1954. Back to Passenger Car #234 in 1954.
236	Lake Mayo	Harlan & Hollingsworth Corp.	1887	Originally, South Pacific Coast R.R. #66. The S.P.C. R.R. was converted to standard gauge in 1906 and 1907. Car sold to Atlantic Equipment Co. (dealer) thereafter. Resold to Nevada-California-Oregon Ry. in 1909 (N-C-O #4 or #662). Purchased by the White Pass in 1916.
238	Lake Watson	W.P.&Y.R.	1922
240	[Bennett Lake]	St. Charles Car Co.	1884	Originally, Arizona & New Mexico Ry. #3. Sold to Coronado R.R. in 1901 (C RR #3). The Coronado R.R. was abandoned in 1923. Car resold to United Commercial Co. (dealer). Purchased by the White Pass in 1926.
242	Lake Teslin	American Car & Foundry Co. (Jeffersonville)	1903	Originally, Coronado R.R. #7. The Coronado R.R. was abandoned in 1923. Car sold to United Commercial Co. (dealer). Purchased by the White Pass in 1926.
244	2nd Lake Emerald	Carter Bros. Car Co.	1883 or 188463	Originally, South Pacific Coast R.R. #59. Sold to Northwestern Pacific R.R. in 1908 (NWP #731). Car purchased by the White Pass in 1927.64 Work car from 1960 to 1962. Converted back to passenger car in 1962 and given the name 2nd Lake Emerald.
248	Lake Tagish	Harlan & Hollingsworth Corp.	1887	Originally, South Pacific Coast R.R. #65. Sold to Northwestern Pacific R.R. in 1907 (NWP #728). Car purchased by the White Pass in 1928.64 Used on the Taku Tram from 1928 to 1936.
250		Pullman Co.	1893	Originally, North Pacific Coast R.R. #22. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #22). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #713). Car purchased by the White Pass in 1930.64 65 Destroyed by the 1932 Skagway roundhouse fire.
252	Lake Muncho	Pullman Co.	1893	Originally, North Pacific Coast R.R. #26. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #26). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #716).64 65 Car purchased by the White Pass in 1930.
254	Lake Dezadeash (1st Lake Emerald)	Pullman Co.	1893	Originally, North Pacific Coast R.R. #27. The N.P.C. R.R. became the North Shore R.R. in 1902 (NS #27). N.S. R.R. merged into the Northwestern Pacific R.R. in 1907 (NWP #717).65 Car purchased by the White Pass in 1934.64 1st Lake Emerald from 1950 to 1957. Work Car from 1957 to 1963. Renumbered #X18, and its use of the name Lake Emerald was discontinued in 1957. Converted back to passenger car and reassumed the #254 in 1963. However, by 1963, the name Lake Emerald had been reassigned to #244. Therefore, #254 was assigned the name Lake Dezadeash in 1963.
256