View source for White Pass and Yukon Route

{{Short description|Canada–US
railway line}}
{{more citations needed|date = June 2013}}
{{Infobox Heritage Railway
 |marks          = WP&YR, WPY
 |name           = White Pass & Yukon Route 
 |logo           = White-Pass.png
 |image           = {{Easy CSS image crop |Image=WhitePassYukonAlaska-poole-1919.jpg|desired_width = 265|crop_left_perc = 39.9 |crop_right_perc = 1.7 |crop_top_perc = 45.6 |crop_bottom_perc = 1}}
 |map            = Map White Pass and Yukon Route en.png
 |locale         =
 |terminus       =
 |linename       =
 |builtby        =
 |originalgauge  = {{RailGauge|3ft|lk=on}}
 |preservedgauge = {{RailGauge|3ft}}
 |era            =
 |owned          =
 |operator       =
 |stations       =
 |length         = {{convert|107|mi|km}} (Skagway to Whitehorse); {{convert|67.5|mi|km}} (Skagway to Carcross)
 |originalopen   = August 1, 1900
 |closed         = October 8, 1982
 |stageyears     =
 |stage          =
 |years          = May 24, 1988
 |events         = Reopened
 |years1         =
 |headquarters   = [[Skagway, Alaska]]
 |website        = {{official URL}}
}}
{{White Pass and Yukon Route|collapse=yes}}

The '''White Pass and Yukon Route''' (WP&Y, WP&YR) {{Reporting mark|WPY}} is a Canadian and U.S. Class III {{RailGauge|3ft}} [[narrow-gauge railroad]] linking the port of [[Skagway, Alaska]], with [[Whitehorse, Yukon|Whitehorse]], the capital of Yukon. 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 began construction in 1898 during the [[Klondike Gold Rush]] as a means of reaching the gold fields. With its completion in 1900, it became the primary route to the interior of the Yukon, supplanting the [[Chilkoot Trail]] and other routes. The route continued operation until 1982, and in 1988 was partially revived as a heritage railway. In July 2018, the railway was purchased by [[Carnival Corporation & plc]].

[[File:Passing trains on the White Pass and Yukon Route.jpg|thumb|Passing trains on the White Pass and Yukon Route]]

For many years the railroad was a subsidiary of Tri White Corporation, also the parent of [[Clublink]],  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), which used the trade name White Pass and Yukon Route. The railroad was sold by Clublink to a joint venture controlled by Survey Point Holdings, with a minority holding by the [[Carnival Corporation & plc]] parent company of the [[Carnival Cruise Line]].<ref>{{Cite press release|url=https://www.prnewswire.com/news-releases/carnival-corporation--plc-acquires-port-railroad-and-retail-operations-in-alaska-300661253.html|title = Carnival Corporation & PLC Acquires Port, Railroad and Retail Operations in Alaska}}</ref><ref>[https://www.globenewswire.com/news-release/2018/07/31/1545098/0/en/TWC-Enterprises-Limited-Announces-Divestiture-of-White-Pass-Yukon-Route-to-Joint-Venture.html ''The Globe'': September 7, 2018: "TWC Enterprises Limited Announces Divestiture of White Pass Yukon Route to Joint Venture"]</ref>

[[File:White Pass and Yukon Route train entering a tunnel.jpg|thumb|White Pass and Yukon Route train entering a tunnel]]

The railway was designated as an international historic civil engineering landmark by the [[Canadian Society for Civil Engineering]]<ref>{{cite web |last1=Anon. |title=White Pass and Yukon Railway |url=https://csce.ca/en/historic-site/white-pass-and-yukon-railway/ |website=Canadian Society for Civil Engineering |access-date=18 February 2021 |archive-date=27 June 2021 |archive-url=https://web.archive.org/web/20210627222115/https://csce.ca/en/historic-site/white-pass-and-yukon-railway/ |url-status=dead }}</ref> and the [[American Society of Civil Engineers]]<ref>{{Cite web|title=White Pass and Yukon Railroad {{!}} ASCE|url=https://www.asce.org/project/white-pass-and-yukon-railroad/|access-date=2021-04-01|website=www.asce.org|archive-date=2021-06-28|archive-url=https://web.archive.org/web/20210628113923/https://www.asce.org/project/white-pass-and-yukon-railroad/|url-status=dead}}</ref> in 1994.

==History==
===Construction===
[[File:Switchback on the White Pass and Yukon Railroad, Alaska, ca 1899 (HEGG 490).jpeg|thumb|Section with a switchback]]
[[File:Whitepass-train-1899-2.jpg|thumb|left|First train headed to White Pass, 1899]]
[[File:Construction of the only tunnel on the White Pass and Yukon Railroad, Tunnel Mountain, Alaska, ca 1899 (HEGG 72).jpeg|thumb|left|Construction of the one tunnel in the line, 1899]]
[[File:Scene on the White Pass and Yukon Route, Alaska, ca 1899 (HEGG 241).jpeg|thumb|Rock cut section near White Pass ca. 1899]]

The line was born of the [[Klondike Gold Rush]] of 1897. The most popular route taken by [[Prospecting|prospector]]s to the [[gold]] fields in [[Dawson City, Yukon|Dawson City]] was a treacherous route from the port in Skagway or [[Dyea, Alaska]], across the mountains to the Canada–US border at the summit of the [[Chilkoot Pass]] or the [[White Pass]]. There, the prospectors were not allowed across by Canadian authorities unless they had sufficient gear for the winter, typically one ton of supplies. This usually required several trips across the passes. There was a need for better transportation than [[pack animal|pack horses]] used over the White Pass or human portage over the Chilkoot Pass. This need generated numerous railroad [[Collective investment scheme|schemes]]. In 1897, the Canadian government received 32 proposals for Yukon railroads, and most were never realized.

In 1897, three separate companies were organized to build a rail link from Skagway to [[Fort Selkirk, Yukon]], {{convert|325|mi|km}} away. Largely financed by British investors organized by [[Close Brothers]] merchant bank, a railroad was soon under construction.  A {{RailGauge|3ft}} gauge was chosen by the railway contract builder [[Michael James Heney]]. The narrow roadbed required by narrow gauge greatly reduced costs when the roadbed was blasted in solid rock. Even so, 450 tons of [[explosive]]s were used to reach White Pass summit. The narrow gauge also permitted tighter radii 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 encountered obstacles in dealing with the Skagway city government and the town's [[crime boss]], [[Soapy Smith]]. The company 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 the [[Shootout on Juneau Wharf]] with 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 difficulties in Skagway subsided.

On July 21, 1898, an excursion train hauled passengers for {{convert|4|mi|km|1}} 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 {{Convert|2885|ft|m|adj=on}} summit of White Pass, {{convert|20|mi|km|0}} 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, Yukon|Carcross]] to Whitehorse, {{convert|110|mi|km|0}} 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.  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.

===Early years===
[[File:Centro histórico de Skagway, Alaska, Estados Unidos, 2017-08-18, DD 29.jpg|thumb|left|White Pass and Yukon Route Railroad Building is now a museum and home of the [[Klondike Gold Rush National Historical Park]]]]
[[File:White Pass & Yukon Route 1907 Ad.jpg|thumb|White Pass & Yukon Route 1907 Ad]]
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, Yukon|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 {{convert|2+1/2|mi|km|0|adj=on}} [[portage]] railroad was built at [[Taku, British Columbia|Taku City, British Columbia]], which was operated until 1951.  It carried passengers and freight between the SS ''Tutshi'' operating on [[Tagish Lake]] and the MV ''Tarahne''{{efn|name=Tarahne|The original meaning of the word ''tarahne'' not recorded.  Appears to have been derived from Tlingit phrase {{lang|tli|táay aani}}, which means ''village of gardens'' ({{lang|tli|táay}} [''garden''] + {{lang|tli|aan}} [''village''] + {{lang|tli|i}} [possessed noun suffix]).{{sfn|Twitchell|2005|pp=A1; B60}} Most households in Atlin in 1907 had vegetable gardens.{{sfn|Dickinson|Smith|1995|p=271}} The Tlingit language does not have an ''R'' sound.  However, the word {{lang|tli|táay}} is known to have been corrupted with an ''R'' by European speakers. Krause reports the pronunciation of  {{lang|tli|táay}} (''garden'') to be "tār."  Everything else about ''tarahne'' looks like it came from {{lang|tli|táay aani}} (''village of gardens'').{{sfn|Krause|1956|p=243}}}} operating across [[Atlin Lake]] to [[Atlin, British Columbia]] (While ''Tutshi'' was destroyed by a suspicious fire around 1990, ''Tarahne'' was restored and hosts special dinners including murder mysteries.  Lifeboats built for ''Tutshi'''s restoration were donated to ''Tarahne''). The Taku Tram could not 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.

By June 1914, the WP&YR had 11 locomotives, 15 passenger cars and 233 freight cars operating on {{convert|110 |mi|km}} of trackage; generating $68,368 in passenger revenue and $257,981 in freight revenue; still a profitable operation as operating expenses were only $100,347.<ref>{{cite web
|url =http://geogratis.cgdi.gc.ca/download//atlas/archives/english/2ndedition/economic/transportationandcommunications/page45_46_pdf.zip
|title =The Atlas of Canada – Manitoba, Saskatchewan and Alberta Railway Territories Map circa 1913
|publisher =[[Natural Resources Canada]]
|access-date =2011-02-26
|archive-date =2013-05-17
|archive-url =https://web.archive.org/web/20130517015506/http://geogratis.cgdi.gc.ca/download//atlas/archives/english/2ndedition/economic/transportationandcommunications/page45_46_pdf.zip
|url-status =dead
}}</ref> 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.

===World War II===
[[File:Looking South from the tunnel. W.P. and Y. Route. - NARA - 297265.jpg|thumb|Looking south from the tunnel]]

Alaska became strategically important for the United States during [[World War II]]; there was concern that the Japanese might invade it, as Alaska was the closest part of the United States to Japan. Following the [[Attack on Pearl Harbor]], the decision was made by the US and Canadian governments to construct the [[Alaska Highway]] as an all-weather overland route to ensure communication. One of the principal staging points for construction was Whitehorse, which could be supplied by the WP&YR.

By that time the railroad was a financially-starved remnant from Klondike gold rush days, with well-worn engines and rolling stock. Despite this, the railroad moved {{convert|67,496|ST|t}} during the first 9 months of 1942, more than double its prewar annual traffic. Even this was deemed insufficient, so the U.S. Government leased the railroad for the duration, effective at 12:01&nbsp;a.m. on 1 October 1942, handing control to the [[United States Army]]. What became the 770th Railway Operating Battalion of the Military Railway Service took over train operations in company with the WP&Y's civilian staff. Major John E. Ausland, a former executive with the [[Chicago, Burlington and Quincy Railroad]], was named superintendent, while Lieutenant [[Stanley Jerome Gaetz]] was [[trainmaster (occupation)|trainmaster]].<ref>{{Cite news |last=Baker |first=Warren |date=1942-12-17 |title=Here's Railroad Of Yukon Army Will Keep Going |pages=10 |work=[[Chicago Tribune]] |url=https://www.newspapers.com/clip/116633441/heres-railroad-of-yukon-army-will-keep/ |access-date=2023-01-18}}</ref>

Canadian law forbade foreign government agencies from operating within Canada and its territories, but Japanese forces had occupied some of the [[Aleutian Islands]] by this time, and an accommodation was quickly reached to "make an illegal action legal."
 
The MRS scoured the US for usable narrow-gauge locomotives and rolling stock, and soon a strange and colorful assortment began arriving at Skagway. The single-largest group was seven [[D&RGW K-28]] class 2-8-2's acquired prior to the lease, in August 1942, 2-8-0's from the [[Silverton Northern Railroad|Silverton Northern]] and the [[Colorado & Southern]], all over 40 years old, and a pair of [[East Tennessee and Western North Carolina Railroad|ET&WNC]] 4-6-0's soon appeared, among others, as well as eleven new [[USATC S118 Class|War Department Class S118]] 2-8-2's. WP&Y's original roster of 10 locomotives and 83 cars was soon eclipsed by the Army's additional 26 engines and 258 cars.
 
The increase in traffic was remarkable: in the last 3 months of 1942, the railroad moved {{convert|25,756|ST|t}}. In 1943, the line carried {{convert|281,962|ST|t}}, equivalent to ten years' worth of typical prewar traffic: all this despite some of the most severe winter weather recorded since 1910; gales, snowdrifts and temperatures of {{convert|-30|F}} succeeded in blockading the line from 5 to 15 February 1943 and from 27 January to 14 February 1944.
 
The peak movement occurred on August 4, 1943, when the White Pass moved 38 trains north and south, totaling {{convert|3,346|ST|t|adj=pre|gross}} ({{convert|2,085|ST|t|adj=pre|net|disp=sqbr}}), and {{convert|2,236|mi|km|adj=pre|locomotive-}} in 24 hours.{{sfn|Morgan|1963|p=24}}

Control of the railroad was handed back to its civilian operators late in 1944.<ref>{{cite magazine | last=Bromberg | first=Don A. | title=Correspondence | magazine=[[Trains (magazine)|Trains]]|date=July 1945 | page=47  | volume=5 | issue=9}}</ref>{{better source needed|date=April 2025}}

===1946–1982===
[[Image:White Pass Diesel Locomotive.jpg|thumb|One of the present-day White Pass [[diesel locomotive]]s is shown here at [[Skagway, Alaska]]. This locomotive was eventually sold to the Durango & Silverton Narrow Gauge Railroad in May 2021.]]
[[Image:WPYR0093 20060609 13-43-02bf SkagwayAK.jpg|thumb|left|White Pass and Yukon Route No 93]]
In May, 1947, the railroad purchased its last steam locomotives. These were a pair of 2-8-2 Mikado type engines built by the [[Baldwin Locomotive Works]] of [[Philadelphia]], numbered No.&nbsp;72 and [[White Pass & Yukon Route 73|No.&nbsp;73]].

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. In 1959, the first dividend to stockholders was paid: 10 cents per share.<ref>{{cite book|last=Scott|first=John D.|title=A Life in the Yukon|year=1992|edition=2nd|location=Whitehorse|page=179}}</ref>

The railroad began dieselizing in the mid to late 1950s:  one of the few North American narrow-gauge railroads to do so. The railroad bought shovelnose diesels from [[GE Transportation|General Electric]], and later road-switchers from [[American Locomotive Company]] (ALCO) and [[Montreal Locomotive Works]], as well as a few small switchers. On June 30, 1964, the line retired its last steam locomotive.

The railroad was an early pioneer of [[intermodal freight transport|intermodal]] freight traffic, commonly called [[containerization]]; advertising of the time referred to it as the ''[[Intermodal container|Container]] Route''. The WP&YR owned an early [[container ship]] (''Clifford J. Rogers'', built in 1955), and in 1956 introduced containers, although these were far smaller than the truck-sized containers that came into use in the United States in 1956 and could not readily be handed off to other railroads or ship lines.

The [[Faro, Yukon|Faro]] [[lead]]-[[zinc]] mine opened in 1969. The railway was upgraded with seven new {{convert|1200|hp|kW|lk=on|abbr=on}} locomotives from 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.<ref>{{cite magazine |last=Heimerdinger, Jr. |first=C. G. |title=Three-foot-gauge railroading on the White Pass and Yukon |date=November 1977 |magazine=[[Pacific RailNews|Pacific News]] |issue=185 |pages=6–13 |url=http://magazine.trainlife.com/wp-content/uploads/2017/08/pne_197703.pdf |archive-url=https://web.archive.org/web/20220721110419/http://magazine.trainlife.com/wp-content/uploads/2017/08/pne_197703.pdf |archive-date=July 21, 2022 |url-status=dead |issn=0030-879X}}</ref>

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 color scheme, with a [[thunderbird (mythology)|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 had the blue color scheme. The steam engines, however, remained 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.<ref>Narrow gauge to the Yukon ''Trains'' May 1999 pp. 54–59</ref>

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.

==Heritage railway: 1988–present==
[[File:White Pass & Yukon Route.jpg|thumb|upright|White Pass & Yukon Route. 2004]]
[[File:Skagway-Hoonah-Angoon Census Area, In to the Tunnel.jpg|thumb|left|Train entering the tunnel]]
The shutdown was not for long. [[Tourism]] to Alaska began to increase, with many [[cruise ship]]s stopping at Skagway. The scenery of the White Pass route was seen as a tourist draw and the rails of the White Pass & Yukon Route were laid down to the docks and along them for the former freight and cruise ship traffic. Cruise operators, recognizing the line's historic appeal to their passengers, pushed for its re-opening a [[heritage railway]]. The White Pass was well-positioned for train rides through the mountains to cruise ship tourists, running along the docks at the port.

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 eight cars have wheelchair lifts.
A work train reached Whitehorse on September 22, 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]] – [[flatcar]]s, [[Tank car|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 of the [[Whitehorse trolley|Whitehorse Waterfront Trolley]], a tourist line run by a local historical society.

After [[customs]] and [[Canadian Labour Union]] jurisdictional issues were resolved, the WP&YR main line reopened to Fraser in 1989, and to Bennett in 1992. A train reached [[Carcross station]] 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 north 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 would begin in May 2007, six trains per week, with motorcoach return trips. Since the distance between Skagway and Whitehorse is {{convert|107|mi|km|0}}, and the distance of line between Skagway and Carcross is {{convert|67.5|mi|km|0}},<ref>{{Cite web |url=http://wpyr.com/bennettscenicjourney.html |title=White Pass & Yukon Route – Bennett Scenic Journey |access-date=2014-06-12 |archive-date=2014-02-03 |archive-url=https://web.archive.org/web/20140203201613/http://wpyr.com/bennettscenicjourney.html |url-status=dead }}</ref> this means that about 63% of the original line is now used again. Even when the length of the unused portion of the line is excluded, the WP&YR is longer than other notable North American narrow-gauge railroads, such as the [[Cumbres & Toltec Scenic Railroad]] ({{convert|64|mi|km}}) and the [[Durango & Silverton Narrow Gauge Railroad]] ({{convert|45|mi|km}}).

WP&YR acquired some rolling stock from [[Canadian National]]'s [[Newfoundland Railway|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 [[Hopper car|hoppers]] for [[Track ballast|ballast]], still painted in CN orange. These cars were [[Bogie exchange|converted]] from Newfoundland's {{RailGauge|1067mm}} gauge [[bogie]]s to White Pass and Yukon Route's [[three foot gauge railways|3 ft (914 mm)]]   [[Narrow-gauge railway|narrow-gauge]] bogies.

Most trains are hauled by the line's diesel locomotives, painted in green (lower) and yellow (upper).<ref>{{cite web|last=Lustig|first=David|title=Unusual Locomotives – Alaska |url=https://www.trains.com/trn/railroads/locomotives/unusual-locomotives-alaska/|date=March 20, 2023|publisher=[[Kalmbach Media]]|work=[[Trains (magazine)|Trains Newsletter]]|access-date=May 14, 2023}}</ref> However, one of the line's steam locomotives is still in operation, [[White Pass & Yukon Route 73|No.&nbsp;73]], a [[2-8-2|2-8-2 Mikado]]-type locomotive. Another steam locomotive, No.&nbsp;40 a 2-8-0 Consolidation type locomotive was on loan from the [[Georgetown Loop| Georgetown Loop R.R.]] in Colorado for a period of five years, but was returned after only two 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 Inc.|caterpillar]] [[tractor]].) While it is not needed, as the tourist season is only in the summer months, it is a spectacle in operation, and the White Pass runs the steam plow for [[railfan]] groups once or twice each winter, pushed by two diesel locomotives (in 2000 only, it was pushed by two steam locomotives, Nos.&nbsp;73 and 40).

The centennial of the Golden Spike at Carcross was re-enacted on July 29, 2000, complete with two steam engines meeting nose-to-nose (No.&nbsp;73 and No.&nbsp;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 participants seemed unlikely to reach the planned numbers, surplus seats were sold to the public (120 USD or 156 CAD), with bus return to Carcross from Fraser. This represented the first paid passenger trips out of Carcross since 1982, a feature that started regular service in 2007.

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

A June 2006 report on connecting Alaska to the continental railroad network suggested [[Carmacks, Yukon|Carmacks]] as a hub, with a branch line to Whitehorse and beyond to either Skagway or Haines, Alaska.[[File:White Pass and Yukon -109 seen in 2013.jpg|alt=White Pass and Yukon DL535 locomotive #109, seen in 2013.|left|thumb|White Pass and Yukon DL535 locomotive #109, seen in 2013. As of 2021, half of the original fleet of DL535 locomotives reside in Durango, Colorado.]]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]] [[amusement park]] in [[Pigeon Forge, Tennessee]]. Locomotive 190 is at the [[Tweetsie Railroad]] in [[Boone, North Carolina]].

In late June 2010, the railroad and the City of Skagway entered into an agreement whereby the two would jointly advocate for the restoration of freight service on the line, including the revival of the trackage north of Carcross back to Whitehorse and the possibility of constructing new track north from Whitehorse to Carmacks. The expansion would require federal funds, and, if completed, would serve the region's mining industry.<ref>{{cite web|url=http://www.cbc.ca/news/canada/north/white-pass-pushes-yukon-rail-routes-1.900530|title=White Pass pushes Yukon rail routes|publisher=Canadian Broadcasting Corporation|date=28 June 2010|access-date=6 Jan 2014}}</ref>

In July 2018, the railway was purchased by Klondike Holdings<ref>[https://wpyr.com/company-info/klondike-holdings-llc/ Klondike Holdings, LLC]</ref> and [[Carnival Corporation & plc]], in a joint venture.<ref>[https://web.archive.org/web/20201226111308/https://www.railwaygazette.com/north-america/cruise-company-buys-white-pass-and-yukon-railway/46584.article Cruise company buys White Pass & Yukon railway] ''[[Railway Gazette International]]'' June 7, 2018</ref><ref>[https://web.archive.org/web/20191103110523/https://www.railwayage.com/freight/short-lines-regionals/carnival-corp-buys-alaska-railroad/?RAchannel=news Carnival Corp buys Alaska heritage railroad] ''[[Railway Age]]'' June 15, 2018.</ref>

==Accidents==
In 1951, engine No.&nbsp;70 caught a guardrail with its snowplow and rolled over on its side. The locomotive was repaired and now is in operation at [[Dollywood]] in [[Pigeon Forge, Tennessee]], working on the [[Dollywood Express]].

{{Main|Hanousek v. United States}}

In 1994, during rock removal operations, a backhoe operator accidentally struck a petroleum pipeline near the railroad tracks. The operator's mistake caused the pipeline to rupture and spill between {{convert|1000|and|5000|USgal|impgal L|lk=on}} of heating oil into the Skagway River. 
Roadmaster Edward Hanousek Jr. and President M. Paul Taylor Jr. were charged with several crimes associated with the accident.  Both men maintained their innocence throughout many years of extensive litigation.  After remand by the 9th Circuit Court of Appeals, the President settled on a plea agreement on misdemeanor charges of making negligent misrepresentations to the Coast Guard.<ref>Case No. A01-0124-01-CR (HRH)</ref>  The Roadmaster was convicted on negligence-related charges.

A serious derailment on September 3, 2006 resulted in the death of one section worker.<ref>{{cite news |url-status=dead |url=http://www.skagwaynews.com/090806stories.html|title=Carcross man dies in work train derailment |first1=Jeff|last1=Brady |first2=Emily|last2=Palm|first3=Chuck|last3=Tobin|newspaper=[[The Skagway News]] / [[Whitehorse Star]]|date=2006-09-08|archive-date=2007-09-28|archive-url=https://web.archive.org/web/20070928122001/http://www.skagwaynews.com/090806stories.html }}</ref><ref>{{cite web |url=https://tsb.gc.ca/eng/rapports-reports/rail/2006/r06v0183/r06v0183.pdf |website=[[Transportation Safety Board of Canada]] |title=Railway Investigation Report R06V0183 }}</ref> A work train, Engine 114 pulling eight gravel cars, derailed approximately {{convert|3|mi|km}} south of Bennett, injuring all four train crew, two Canadian and two American; one died at the scene and the others had to be airlifted to a hospital. Passenger operations on the blocked section had ended for the season just before the accident. In February 2007, Engine 114 was taken for repair to the Coast Engine and Equipment Company (CEECO) in [[Tacoma]], Washington.

On July 23, 2014 a derailment occurred involving two vintage diesel locomotives and four passenger rail cars. The accident was due to a broken throw rod at a switch. Both locomotives derailed, and the rails broke. There were nine minor injuries initially reported, and those passengers were treated and released in Skagway. Later reports state that 19 passengers and four railroad employees were injured. Due to the derailment, the line was temporarily suspended.<ref>{{cite web|last1=Klint|first1=Chris|title=Skagway Rail Service to Resume Friday After Derailment Injured 19|url=http://m.ktuu.com/news/skagwaycanada-train-derails-at-least-9-injured/27119300|publisher=[[KTUU-TV]]|access-date=5 January 2016|date=6 August 2014|archive-date=29 March 2016|archive-url=https://web.archive.org/web/20160329060220/http://m.ktuu.com/news/skagwaycanada-train-derails-at-least-9-injured/27119300|url-status=dead}}</ref><ref>{{cite web |title=Alaska Vintage Tourist Train to Resume Friday |url=https://abcnews.go.com/US/wireStory/alaska-tourist-train-derails-injuring-slightly-24688640|website=ABC News|access-date=5 January 2016|archive-url=https://web.archive.org/web/20140801072509/https://abcnews.go.com/US/wireStory/alaska-tourist-train-derails-injuring-slightly-24688640|archive-date=1 August 2014|quote=Officials initially reported there were nine injuries, but Shelly Moss O'Boyle, Dall Memorial Clinic executive director,said in a Thursday email to The Associated Press that 19 passengers and four railroad employees were treated and released at the Skagway facility}}</ref>

==Rosters of White Pass Locomotives and Cars, Boats, and Winter Stages==
For the roster of White Pass [[locomotive]]s and [[railroad car]]s, ''see'' [[List of White Pass and Yukon Route locomotives and cars]].

For the roster of White Pass boats, ''see'' [[List of steamboats on the Yukon River]].

For the roster of White Pass winter stages, ''see'' [[Overland Trail (Yukon)]].

===War Department Baldwin 2-8-2 Locomotives===
There are two persistent myths regarding the role the White Pass & Yukon Route played in building the [[Alaska Highway]] during the Second World War. They concern the eleven new [[USATC S118 Class]] locomotives that the [[United States Army Transportation Corps]] brought to the WP&YR in 1943. The first is that they were converted from {{RailGauge|1000mm|allk=on}} gauge to {{RailGauge|3ft}} gauge by the WP&YR shops in Skagway, Alaska. The second is that they were built for Iran and diverted to the WP&YR.<ref>Peltier, Mike. "Persistent Myths: The White Pass & Yukon MacArthurs"  ''Light Iron Digest'' vol. 6 no. 4, Aug/Sep 2004</ref>

These locomotives, designated USA 190 to USA 200, were constructed by [[Baldwin Locomotive Works]] as {{RailGauge|3ft}} gauge and shipped fully assembled. The MacArthur was designed by the [[American Locomotive Company]] for {{RailGauge|3ft6in|lk=on}} gauge and the smaller gauges were accommodated with spacers (rings) of various widths between the wheels and the [[bogie]] side frames on same length [[axle]]s. The spacers were {{convert|3|in|mm|1|abbr=on}} wide for {{RailGauge|3ft}} gauge track and {{convert|33.5|mm|in|2|abbr=on}} wide for {{RailGauge|1000mm}}. In total, nearly 800 MacArthurs were produced by ALCO, Baldwin, and a few other manufacturers.

The reason the USA 190–200 were never destined for Iran is that the [[Trans-Iranian Railway]] was built to {{RailGauge|sg}}. 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. The initial 1942 sale order to Baldwin was for 60 MacArthur {{RailGauge|1000mm}} gauge locomotives for India's extensive meter-gauge rail network. The first eleven were diverted to the WP&YR as {{RailGauge|3ft}} gauge, the next 15 went to India as meter gauge, another 20 went to [[Queensland Rail]] as {{RailGauge|3ft6in}} gauge, and the remaining 14 were meter gauge for India where the order was destined before the Alaskan and Australian diversions.<ref name=Tourret>{{cite book| title=[[Transportation Corps (United States Army)|United States Army Transportation Corps Locomotives]] |author=Tourret, Richard |publisher=Tourret Publishing |year=1977 |isbn=0-905878-01-9}}</ref><ref name=Gray>{{cite book| title=Railroading in Eighteen Countries |author=Gray, Carl R. Jr. |publisher=Charles Scribner's Sons |year=1955 |lccn=55-10490 |oclc=1259096}}</ref><ref>{{Cite web |url=http://www.whitepassfan.net/whitepass/ |title=White Pass & Yukon Route Fan Page<!-- Bot generated title --> |access-date=2005-06-28 |archive-date=2011-07-17 |archive-url=https://web.archive.org/web/20110717112137/http://www.whitepassfan.net/whitepass/ |url-status=dead }}</ref>
{{Clear}}

==Gallery==
<gallery mode="packed" heights="200">
File:Steam Engine 73.jpg|Steam Engine 73 on the wooden trestle bridge (Sept 2024) during filming for an upcoming television special
File:White Pass & Yukon Train. 2004.jpg|White Pass & Yukon Train. 2004
File:Skagway-Hoonah-Angoon Census Area Rail Bridge.jpg|Old wooden trestle, White Pass and Yukon Route.
File:White Pass Parlor Cars.jpg|Parlor cars seen at [[Fraser, BC]].
File:Ferrocarril del Paso Blanco y Ruta de Yukón, Skagway, Alaska, Estados Unidos, 2017-08-18, DD 11.jpg|Steam Locomotive No.&nbsp;73.
File:WPY Steam Locomotive No 69 2011.jpg|Steam Locomotive No 69 filling water at Glacier station 2011.
File:WPYR-Shops 20060609 13-45-17bf SkagwayAK.JPG|White Pass and Yukon Route shops in Skagway, Alaska.
File:Ferrocarril del Paso Blanco y Ruta de Yukón, Skagway, Alaska, Estados Unidos, 2017-08-18, DD 13.jpg|Railway at Skagway Station.
File:Ferrocarril del Paso Blanco y Ruta de Yukón, Skagway, Alaska, Estados Unidos, 2017-08-18, DD 15.jpg|Railway arriving in Skagway.
File:Ferrocarril White Pass sobre el lago Bernard, Columbia Británica, Canadá, 2017-08-26, DD 76.jpg|Railway crossing the Bernard Lake, BC.
File:Whitehorse station.JPG|Former station in Whitehorse.
File:Skagway Train.jpg|Train returning to Skagway from the Yukon
File:3000 Series Engines.jpg|Newer Engines 3001 & 3005 early morning May 2023.
</gallery>

==See also==
{{Portal|Trains|Alaska|Canada}}

* [[List of heritage railways in Canada]]
* [[List of heritage railroads in the United States]]
* [[List of narrow-gauge railways in British Columbia]]
* [[Narrow-gauge railways in Canada]]
* [[List of Historic Civil Engineering Landmarks]]

==Notes==
{{notelist}}

==Footnotes==
{{Reflist}}

==References==
* {{cite book|title=Yukon Places and Names|last=Coutts | first=R. C.|publisher=Moose Creek Publishing|year=2003|isbn=978-0968844038}}
* {{cite book| title=Atlin |last1=Dickinson|first1=Christine Frances |first2=Diane Solie|last2=Smith |name-list-style=amp |publisher= Atlin Historical Society |year=1995 |isbn=0-9680193-0-7}}
* {{cite book|title=The Tlingit Indians|url=https://archive.org/details/tlingitindiansre00krau|url-access=registration|last1=Krause | first1=Aurel|author-link1=Aurel Krause|year=1956|publisher=University of Washington Press |oclc=421830 | translator-last=Gunther | translator-first=Erna}} 
* {{cite book|title=The White Pass: Gateway to the Klondike|last=Minter|first=Roy |publisher=University of Alaska Press|year=1987|isbn=0-912006-26-9}}
* {{cite magazine|last=Morgan | first=David P. | title=''Trains'' goes to Alaska—1 | magazine=[[Trains (magazine)|Trains]] | date=February 1963 | pages=18–25 | volume=23 | issue=4}}
* {{cite book|title=White Pass & Yukon Route Handbook|last=Mulvihill | first=Carl E.|publisher=R. Robb, Ltd|year=2000}}
* {{cite book|title=Dictionary of Alaska Place Names|last=Orth|first=Donald J.|publisher=U.S. Government Printing Office|year=1967}}
* {{cite book|title=Alaska-Yukon Place Names|last=Phillips | first=James W.|publisher=University of Washington Press|year=1973|isbn=0-295-95259-8}}
* {{cite book|title=Lingit Dictionary, Northern Dialect|last=Twitchell|first=Lance A.|publisher= Troubled Raven Productions|year=2005}}

==Further reading==
* {{cite book |title=Narrow Gauge Railways of Canada |author=Lavallée, Omer|editor=Ritchie, Ronald S. |publisher=Fitzhenry & Whiteside |year=2005 |isbn=1-55041-830-0 |url-access=registration |url=https://archive.org/details/narrowgaugerailw0000lava }}
* {{cite book| title=Alaska/Yukon Railroads |author=Clifford, Howard |publisher=Oso Publishing Co |year=1999 |isbn=0-9647521-4-X}}
* {{Cite book
 | author=Martin, Cy
 | title=Gold Rush Narrow Gauge
 | year=1974
 | location=Corona del Mar, California
 | publisher=Trans-Anglo Books
 | isbn=0-87046-026-9
 | url-access=registration
 | url=https://archive.org/details/goldrushnarrowga0000mart
 }}
*{{cite web
| title=Connection and Route
| publisher=White Pass and Yukon Route, [[United States Library of Congress]]
| url=http://memory.loc.gov/cgi-bin/query/h?ammem/gmd:@field(NUMBER+@band(g4371p+mfr00031))
| access-date=2008-07-18
}}
:*{{cite web
| title=Connection and Route map
| publisher=White Pass and Yukon Route, [[United States Library of Congress]]
| url=http://memory.loc.gov/gmd/gmd437/g4371/g4371p/mfr00031.jp2
| access-date=2008-07-18
}}
:*{{cite web
| title=Map narrative text
| publisher=White Pass and Yukon Route, [[United States Library of Congress]]
| url=http://memory.loc.gov/gmd/gmd437/g4371/g4371p/mfv00031.jp2
| access-date=2008-07-18
}}

==External links==
{{Commons category|White Pass and Yukon Route}}
*{{official website}}
*[http://hdl.loc.gov/loc.gmd/g4371p.mfr00031 Historic WP&Y route map]
*[http://whitepassfan.net A WP&YR friend and fan web site by Boerries Burkhardt]
*[http://www.scientificamericanpast.com/Scientific%20American%201890%20to%201899/6/lg/sci4151899.htm 4/15/1899; The first railway to the Klondike – The White Pass and Yukon Railway] {{Webarchive|url=https://web.archive.org/web/20111005091629/http://www.scientificamericanpast.com/Scientific%20American%201890%20to%201899/6/lg/sci4151899.htm |date=2011-10-05 }}
*[[hdl:10079/fa/beinecke.daviesscroggie|Davies/Scroggie Collection of White Pass and Yukon Documents and Ephemera]]. Yale Collection of Western Americana, Beinecke Rare Book and Manuscript Library
*{{HAER |survey=AK-39 |id=ak0495 |title=White Pass & Yukon Railroad, Cantilever Bridge, Skagway, Municipality of Skagway Borough, AK |photos=4 |color=3 |cap=1}}

{{Alaska railroads}}
{{Regional railroads}}
{{Canadianmetros}}
{{Canada heritage railways}}
{{Members of the Carnival Corporation}}
{{Authority control}}

{{DEFAULTSORT:White Pass Yukon Route}}
[[Category:3 ft gauge railways in the United States]]
[[Category:3 ft gauge railways in Canada]]
[[Category:Narrow-gauge railways in British Columbia]]
[[Category:Narrow-gauge railways in Yukon]]
[[Category:Narrow-gauge railroads in Alaska]]
[[Category:Heritage railways in British Columbia]]
[[Category:Heritage railways in Yukon]]
[[Category:Heritage railroads in Alaska]]
[[Category:Defunct Alaska railroads]]
[[Category:Defunct British Columbia railways]]
[[Category:Defunct Yukon railways]]
[[Category:Passenger railroads in Alaska]]
[[Category:Passenger railways in British Columbia]]
[[Category:Passenger railways in Yukon]]
[[Category:Transportation in Skagway, Alaska]]
[[Category:Klondike Gold Rush]]
[[Category:Historic American Engineering Record in Alaska]]
[[Category:Historic Civil Engineering Landmarks]]
[[Category:Tourist attractions in Skagway, Alaska]]
[[Category:Carnival Corporation & plc]]
[[Category:Progressive Era in the United States]]
[[Category:Gilded Age]]