The Collectible Doll

Red White

The White Pass and Yukon Route

1. Origin and Construction

The clouds, the mountains and drape strands of silver steel wool, hung low over the Lynn Canal, gateway to the historic town of Skagway, Alaska, which is itself the source of thousands of Stampeders who began their 45-mile trips on the White Pass summit to the Klondike Gold Fields of the Yukon in Canada in 1897 and 1898. The crowds continued to infiltrate the area today from ships also sailed from Seattle, but all got out one of the many cruise ships that daily docked a short distance away.

The passengers crowding the White Pass & Yukon Route Railroad Depot spilled into the concrete platform and in one of the many departing trains, including those to Fraser, British Columbia. I myself would trace the path of prospectors to the White Pass Summit, located 2865 meters above sea level on the United States and Canada border but would on the track, which was built to replace the country foot trail and meet the demand for travel created by the historic event.

The upcoming trip actually had originated about 110 years ago. Prospectors in search for gold along the Yukon River, was not their first harvest yielded to 1896 when George Carmack and two Indians, Skookum Jim and Dawson Charlie, uncovered some gold flakes in Bonanza Creek in the Yukon, even though she was one year before the world was alerted to the discovery of the Seattle Post-Intelligencer published her now famous head of GOLD! GOLD! GOLD! "In his July 17, 1897 issue shortly after disembarkation of 68 miners from the steamer Portland in Seattle, Washington. The promise of seemingly instant and easy wealth, coupled with the deprivation of the Depression led to a historic event which involved 100,000 players, eventually form parts of Alaska and the Yukon itself.

Except for seasonal steamship service on the Yukon River, and road and railway construction not permitted in Alaska until the Congress had passed the Homestead Act of 1898, there was no internal infrastructure to the Stampeders access to the Klondike gold fields support.

The Yukon itself, the vast, sparsely populated expanse of the country lies above the 60th parallel in northwest Canada, which shares the border with Alaska and accurate deserves its self-styled slogan "Larger than life" is a topographically diverse, robust insurmountable territory of barren, treeless plains, boreal forests, rugged mountains, glaciers and mirror-reflecting lakes and rivers are home to Canada's First Nations people and abundant wildlife. Because of its high latitude, it experiences more than 20 hours of daylight in summer but less than five in winter, replaced instead, by the northern lights known as the Aurora Borealis. " Apart from the big "cities" Most municipalities are only accessible by floatplane or dogsled.

Yukon history is, in essence, that of the Gold Rush, and traces the way to five key locations in both the United States and Canada.

The first of these, Seattle, Washington, had served as the gateway to the Yukon. Mentioned as the outfitter of the gold fields, "sold supplies and gear stocked ten meters deep at the storefront walkways, grossing $ 25 million in sales by early-1898, and was the starting point for the all-water route through the Gulf of Alaska to St. Michael, and then down the Yukon River to Dawson City. Despite the high rates, little could afford all the passages had been sold.

Dyea and its Chilkoot Trail, the second place, had provided a slower, more insidious, alternative route through the 33-mile Chilkoot trail which connected with the Canadian Tidewater Alaska headwaters of the Yukon River.

Skagway, Alaska, the third site, soon replaced Dyea as the "Gateway to the Klondike" because of its more navigable White Pass route, although longer than ten miles of the Chilkoot Trail, had meant a 600-meter-less climbing. Located at the northern tip of Alaska's Inside Passage, Skagway, now a major port-of-call on Alaska cruise routes, became the first incorporated city in Alaska in 1900 with a 3117-strong population, the first non-native, who was Captain William Moore, who discovered the White Pass route into the interior of Canada. Metemorphosed of a cleared field to a tent-dotted promenade lined wooden city sports stores, dance halls, gambling houses, saloons and about 80 in the period of four months between August and December 1897 because of stacking off Stampeders of steam ships in the harbor, quickly swelled into a city of 20,000, the temporary residents destined for the country White Pass Trail and the Klondike gold fields themselves.

At Lake Bennett, the fourth location, 30,000 awaited the Stampeders spring thaw, the construction of 7124 boats whipsawn green wood and the launch of their fleet on May 29, 1898, the fight against the White Horse rapids before the Yukon River to Dawson City.

Dawson City itself, the fifth place, was the actual site of the first discovery of gold flake and was started as a small island between the Yukon and Klondike Rivers so far only occupied by the Han First Nations people, but exploded in the largest city in Western Canada's Winnipeg and north of Vancouver with up to 40,000 prospectors that a ten mile area along the banks. Thirty cords of firewood were used to ash by burning the permafrost on the mines themselves.

The White Pass trail in Skagway, quickly destroyed by overuse, shouted from the need to replace a railroad. Looking to capitalize on the demand for safe, fast and reliable transportation from the port to the Yukon, Thomas Tancred, a London investor representative, and Michael J. Henry, a railroad contractor, had both proposed such a line, and after a chance meeting several days, outlined initial Plans for the route.

The White Pass and Yukon Route Railroad Company, founded in April of 1898, was composed of three companies: Pacific and Arctic Railway and Navigation Company, which is responsible for the Skagway-White Pass route, the British Columbia Yukon Railway, which link the division between the U.S. and Canada border at White Pass the provincial boundary between British Columbia and the Yukon Territory, and the British Yukon Railway, whose track ran from the Yukon border to Whitehorse.

The line of The four principle drivers included Samuel H. Graves, chairman, EC Hawkens, Chief Engineer, John Hislop, assistant engineer, and Michael J. Henry himself, Contractor.

Construction of the $ 10,000,000, three-foot-wide, narrow gauge track, allowing tighter turns than the standard gauge would have and because of technical barriers to previously unimaginable proportions, began on May 28, 1898, and involved a ten meters wide road bed, a nearly 3000 meters altitude to get over a 20-mile stretch, cliff-produced track, 16-degree bends, tunnels, bridges, bitter cold and snow and 450 tons of explosives.

Built in three sections, from Skagway to White Pass, White Pass to Carcross Carcross and to Whitehorse, the first of these was the most difficult, although the first seven miles of track was actually completed in just two months. On July 21, 1898, was the day after the first locomtove is delivered, an excursion train for invited dignitaries operated for the first time, drawing three flat-bed cars with wooden benches. Two months later, in September, the grade 17 miles of groomed track stretched from Skagway, but a gold discovery in Atlin lured by a majority of the workers left, complete with the necessary vital picks and shovels for the project. at Mile 18.7, the deep, V-shaped, 215-meter high canyon can only be connected to a 400-foot steel cantilever bridge consists of three hinged arches.

The first train to work at White Pass was that nine months after construction had begun on February 20, 1899.

Another important milestone occurred five months later, on June 6, when the tracks had reached Bennett at Mile 40.6, providing the first intermodal connection to the smaller steamers that the lakes and rivers through Miles Canyon and the White Horse Rapids. navigated about 20 miles later, the trail reaches Lake Lewis.

With the recent surge driven Whitehorse, Yukon Territory, on June 8, 1900, had the second of the three sections has been completed, making travel by rail to Carcross, British Columbia, for the first time. This was the only land route between the two cities to the South Klondike Highway was built 78 years later.

With the installation of the rails on the bridge in Carcross on July 29, 1900, and the boards of the last peak at 17.30 hours local time, half of the three sections were completed, thus completing the White Pass and Yukon Route, whose track 110 miles from the United States expanded to Canada, which was 20.4 miles in Alaska, Ran 32.3 miles through British Columbia, 58.1 miles and stretched from the Yukon Territory.

Skagway quickly became the "Gateway to the Klondike" and White Pass was the "Gateway to the Yukon. "

2. In Service

The White Pass and Yukon Route not only proved an engineering feat, but a healthy commercial an evolving with many purposes. Initially transporting mining equipment, materials, supplies and equipment on the north runs the copper ore for smelting Washington on the way back in 1908 exported goods subsequently replaced by silver lead in 1923, where they continue to exercise until 1970. In fact, cargo was an increasing share of its income basis until 1918, when the depression had exerted its effects, and then again increased to 21,450 tons per year in 1940.

Perhaps the greatest increase in question occurred in August of 1942 when the U.S. Army began construction of the Alcan Highway, taking the daily dose of 200-2000, and on October 1 of that years, the railway was fully leased to operating modes of the 770th U.S. Army Battalion, which re-equipped the needed staff, locomotives and rolling stock. Indeed, the all-time highest volume, due to temporary transfers, were 34 trains daily to more than 2,000 tons of cargo per day or 47,506 tonnes per month.

The question was also made by the crude oil refinery in Whitehorse and Norman Wells pipeline connecting the Northwest Territories.

Modernization of its increasingly obsolete equipment after the war, the White Pass & Yukon Route purchasing new locomotives and rolling stock to replace the traditional steam engines with diesel-electric propulsion in 1954. The last steam function occurred ten years later, in 1964.

In 1955 it operated the world's first integrated, intermodal container service from Vancouver to Whitehorse, when the first purpose-built container ship the Clifford J. Rogers, transferred cargo in the port of Skagway to the flatbed railroad cars for the ultimate transfer to semi-trucks using the Alaskan Highway.

To meet the transportation requirements of the lead-zinc open-pit mine operation in the Yukon's Anvil Range, the railroad began a major renovation in 1969, the acquisition of heavier, higher capacity locomotives, 50-ton flatbed cars, ore and containers; rebuilding bridges and tunnels, the construction of a warehouse in Skagway and dredging of a deep sea fishing Wharf.

Passenger was also taken into account in its revenue base, with 16,000 to have occurred as far back as 1901. During the year 1970, the passengers carried during the day and ore concentrates at night, placed on trains to 80 100 cars long.

The White Pass and Yukon Route Railroad was the principle means of transport to and within Northern British Columbia and the Yukon for 84 years, from construction to 1898 1982, when the Anvil mine had closed and unnecessary requirements. Because the remaining demand was insufficient to deliver profitable services to support the activities cease at that time ending a long history whose match was lit by the gold rush of 1898.

But an invisible flame was flickering in subsequent years of darkness. Gradually increasing demand, boosted by cruise ship arrivals in Skagway, led the 1988 track season, passenger-only service re-opening its centennial exist, resulting in an annual passenger numbers from 39,000. Both the increase in the number of ship operations, and their increasing size, the annual passenger total increased to more than 100,000 in 1991 and 290,000 in 1998, all within a short five months season. In 2006, it happens more than 430,000 annual passengers.

When the self-proclaimed "Gateway the Yukon "and" Railway built of gold, had "the White Pass & Yukon Route is designated as International Historic Civil Engineering Landmark in 1994, one of only 36 world design, including the Panama Canal, to do this, because the obstacles overcome during construction, and today it is the only international narrow gauge still operating in North America.

Its current fleet consists of two steam engines, a restored 1947 Baldwin 2-8-2 Mokado designated Engine No. 73 and a 1907 Baldwin 2-8-0 built for the original line and the designated Engine No. 69, 20 diesel-electric locomotive, 1950 consists of General Electric and ALCO 1960 types, and 80 restored and replica passenger coaches, which The oldest dates from 1883.

3. To White Pass Summit

The original White Pass Depot, a wooden floor, dual-station to Broadway where the tracks originally was located, was built in 1899 and was adjacent to the Railroad Administration Building the following year. After closing in 1969, at which time it was taken over by the National Park Service, it erected a new, single-story structure on the second and Spring Street and, with increasing numbers of passengers, added a second floor in 1997.

Following the street enclosed in 1245 along the narrow gauge White Pass and Yukon Route Maintenance and Restoration Facility, my 12-car train, pulled by three diesel-electric locomotives, parallel to the shallow, rock-embedded Skagway River in the deep green, pine-carpeted mountains of Tongass National Forest, begins its slow climb of 3.9 percent grade of the track.

The six-track coach garden just outside the workshop was used for rolling stock overnight storage, maintenance and cleaning.

Curved to the right at Mile 5.8, the train, moving through 402 meters, crossing the east fork of the Skagway River, near the Denver Glacier Trail, marked by the Red and White Pass Yukon Route galley available for nightly rental of the U.S. Forest Service.

Re-curved to the left at Mile 6.9, the train has passed Rocky Point, offering a spectacular view of Mt. Harding and glacier carved canyon. Skagway and cruise-tiny armada was now reduced to small proportions, overshadowed by the treeless, snow-capped mountains towering above them.

Clifton Station, a 638-meters with a 792-foot-long side track, had formerly served as a section house occupied by foremen, sectionmen, and cooks, but were abolished in the 1960 years after the track and roadbed improvements had eliminated his need. Her name came from the granite ledge hanging over.

Bridal Veil Falls, at Mile 11.5, 6000 feet descended into a series of curved steps, a "human" of white, foamy water "skip" down the dark green pines trail of the Mt. Cleveland and Mt. Clifford Glacier parents. The cloud tore open the quilt patches of blue sky to reveal.

The thin, barely visible silhouette of the 1230 Fraser train, pulled by three yellow and green diesel-electric engines, can be seen hugging the mountain ahead and at a higher elevation.

The tracks bent in a 90-degree turn right. By Henry Station, which was named after a White Pass and Yukon Route contractor, cargo had been transported in a steep tram to pack horses stationed at the tent consists mostly White Pass town in the valley below for final delivery to the top.

Shortly before reaching 1871 meters at Mile 14.0 Glacier Station, doubled the tracks, and then briefly tripled. The station itself had served as home to a railroad section crew that had maintained the rail bed and supplemented their steam engines with water during uphill climbs.

The wider roadbed of Box Canyon catered to the prevailing spring snow slides that flows out of rock, gravel, and vegetation with them.

Cross Glacier Bridge Station, the train, whose 12-unit, vintage-car chain now swung behind the back, above the deep, dark green mountains, covered with western hemlock and shore pine, as demonstrated through the left coach windows. It resulted in the gray light of Mine snowy mountain, the jagged peaks partially obscured by the soft touch of marshmallow cloud puffs above resting. A cable car had once spanned the canyon to the portal of the mine's silver on the other side.

The two parallel mountains descend into the ravine 1,000 meters lower, formed a green velvet "V" whose base was cut by the now tiny slice of light Blue River.

Traversing the wooden trestle at Mile 16, the train plunged into the 250-meter long Tunnel Mountain, the gap in the disappearance of Glacier Gorge and horizontal beams cast on the granite walls progressive flickered in darkness in the middle, making a dead perceptionless, breath-inhibiting invalid.

Inspiration Point, at Mile 17.0 and 2,400 feet, again afforded a breathtaking view of Mt. Harding and the Chilkat Range, as the train past the turning track that leads to the no-longer used cantilever bridge which was built in 1901 and formed, World's highest such a model at the moment.

again engulfed by the impenetrable, sensory challenge blackness of the 675-foot tunnel at Mile 18.8, the three-locomotive, 12-coach bored through the mountain chain, one overcome by bypassing path bridge prior to 1969, at which time they had entered.

The multilayer valley, draped in a deep green, stretched out below on the left.

Reduce the speed of a snail and threading his way through steep rock walls, which appeared to scrap against the outside coach windows, the train moved along the sub-arctic pine to 2865 meters White Pass Summit, named after the Canadian Minister of the Interior Thomas White in 1887 and located in the U.S. and Canada border, the narrow gauge multiply into three branches. The locomotive gently lamented the brakes and the 15-unit chain ceased movement in the cold, grim, thin air.

The silence, a sharp contrast to the steady buzz of its origin Skagway, almost screamed the closed chapter, that history had raised the railway line engineering feat of the miners who had once passed this way, but were no longer present. It was on the White Pass Summit, where thousands of mounted police, the Stampeders, laden with their erased years worth of supplies and equipment necessary for survival in the icy north, to Canada and go on their expedition to the goldfields of the Klondike, in the hope of achieving of wealth. Of the approximately 40,000 who had made the trip, had only ten percent actually discovered gold of that, only a few hundred actually had their dreams "Empire."

For others, the journey itself, not the destination, had proved the final value of the adventure. Like life, whose ultimate "Target" remains elusive, it sometimes seems that the path followed to a destination offering a better reward than the destination itself. But without the prospect of destination or the goal, it is unlikely that the trip would be completely taken. If anything, the gold fever that a life lesson.

Disconnecting and further to 1,296 meters long spur line, the three locomotives reattached itself to the (now) front of the train, pulling on the White Pass summit and begins its gradual descent path retracing of the mountain to Skagway. During the trip, I'd think about the lesson …

About the Author

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York. I have made some 350 lifetime trips by air, sea, rail, and road.

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