Union Pacific Railroad
Index For This Page
Timeline of Motive Power, 1862-1915
This page was last updated on January 16, 2023.
(Return to UP Steam Roster Index Page)
Definitions
The "Added" column includes locomotives that were delivered new to Union Pacific, or its predecessor companies or branch roads. Only the initial road number is used and shown. Changes due to rebuilding or renumbering are not included. Transfers between UP and its predecessor companies and branch roads are included, because these locomotives usually ended up back in UP's roster.
The "Vacated" column includes locomotives that were retired by UP or its subsidiaries. Only the final road number is used and shown. Changes due to rebuilding or renumbering are not included. The term "Vacated" is the term used by Union Pacific in its internal documents, with locomotives being removed from service and scrapped, or sold to a subsidiary, branch road, or sold to an outside company.
Not Complete
Full histories for individual locomotives are not included. For individual locomotive histories, see the UP Steam Roster Index Page.
(Go to the Main UP Steam Roster Index Page)
Rebuilding
Union Pacific almost from its first year of operation, made regular attempts to improve the performance of its locomotives. This usually included a rebuilding that changed the driver diameter, or the cylinder sizes, or both. This was the same for its predecessor companies and its various branch roads. Upon completion of a rebuilding, which may or may not have included a new boiler, and a new frame, the locomotive would either keep its previous road number, or it would be renumbered as part of a program. Active research by numerous persons has only found a very small number of records of these rebuildings. The various rebuildings are not included in this timeline.
(Read more about UP's steam locomotive rebuilding)
Renumbering
Locomotives on Union Pacific and its predecessor companies and branch roads, were regularly renumbered due to a change in assignment, or to make way for a new series of more modern locomotives. The various renumberings are not included in this timeline.
(Read more about UP's steam locomotive renumbering)
Predecessors and Branch Roads
UP In Utah -- Information about the predecessor companies and branch roads in Utah. Includes the Utah roads, and OSL in Utah and Idaho, and LA&SL in Utah, Nevada and California.
UP Not In Utah -- Information about the subsidiaries and predecessor companies, and branch roads not in Utah. Includes roads in Wyoming, Washington, Oregon, Nebraska, and Kansas, including Kansas Pacific.
Timeline
1862
Union Pacific Rail Road was chartered by the U. S. Congress in 1862.
1863
Union Pacific Rail Road was organized in New York City in 1863.
Union Pacific Eastern District (UPED) began construction in September 1863. The road's first locomotive (UPED #1 "Wyandotte") arrived in December 1863. UPED became the Kansas Pacific in 1869.
1864
Union Pacific Rail Road started construction in 1864, but the first track was not laid until 1865. The road's first five locomotives were delivered in mid 1864, but no tracks were laid until July 1965. Two of the original five locomotives were sold as surplus in December 1864, and the remaining three locomotives were sold to the railroad's construction contractor.
| Added | 2 | 4-4-0 | UPED 2, 3 (later Kansas Pacific) |
| 1 | 4-4-0 | (no name, no number) | |
| 1 | 4-4-0 | (no name, no number) | |
| 1 | 4-4-0 | "General Grant" | |
| 1 | 4-4-0 | "General McPherson" (UPRR 2) | |
| 1 | 4-4-0 | "General Sherman" (UPRR 1) | |
| Vacated | 1 | 4-4-0 | (no name, no number) (Sold as surplus) |
| 1 | 4-4-0 | (no name, no number) (Sold construction contractor; returned to UP in 1867) (Later UPRR 3) | |
| 1 | 4-4-0 | "General Grant" (Sold as surplus; sold to UPED 3) | |
| 1 | 4-4-0 | "General McPherson" (UPRR 2) (Sold construction contractor; returned to UP in 1867) | |
| 1 | 4-4-0 | "General Sherman" (UPRR 1) (Sold construction contractor; returned to UP in 1867) |
1865
| Added | 2 | 4-6-0 | UPED 4, 5 (later Kansas Pacific) |
| 1 | 4-4-0 | "Admiral Farragut" (UPRR 5) | |
| 1 | 4-4-0 | "Black Hawk" (UPRR 6) (Purchased second-hand) | |
| 1 | 4-4-0 | "General Sheridan" (UPRR 4) | |
| Vacated (0) |
1866
| Added | 1 | 0-4-0T | "Colorado" (UPRR 11) |
| 1 | 2-6-0 | "Bellevue" (UPRR 12) | |
| 11 | 4-4-0 | UPED 6-16 (later Kansas Pacific) | |
| 1 | 4-4-0 | "Omaha" (UPRR 7) | |
| 1 | 4-4-0 | "Idaho" (UPRR 8) | |
| 1 | 4-4-0 | "Osceola" (UPRR 9) | |
| 1 | 4-4-0 | "Denver" (UPRR 10) | |
| 3 | 4-4-0 | UPRR 16-18 | |
| 1 | 4-4-0 | UPRR 19 (1st) (to UPRR 13, 1867) | |
| 1 | 4-4-0 | UPRR 19 (2nd) | |
| 1 | 4-4-0 | UPRR 20 (1st) (to UPRR 14, 1867) | |
| 1 | 4-4-0 | UPRR 20 (2nd) | |
| 1 | 4-4-0 | UPRR 21 (1st) (to UPRR 5, 1867) | |
| Vacated (0) |
1867
UP's first 14 locomotives were delivered in 1865 and 1866 without road numbers; 12 received names. In 1866 UP received an additional eight locomotives, which did have road numbers. In 1867 the 12 named locomotives were given road numbers UP 1 through 12.
(Read more about UP's named locomotives)
| Added | 1 | 4-4-0 | "General Sherman" (UPRR 1) (Returned from construction contractor as UPRR 1) |
| 1 | 4-4-0 | "General McPherson" (UPRR 2) (Returned from construction contractor as UPRR 2) | |
| 1 | 4-4-0 | (no name, no number) (UPRR 3) (Returned from construction contractor as UPRR 3) | |
| 9 | 4-4-0 | UPED 17-25 (later Kansas Pacific) | |
| 26 | 4-4-0 | UPRR 22-47 | |
| 1 | 4-4-0 | UPRR 53 (2nd) (purchased from construction contractor) | |
| 4 | 4-4-0 | UPRR 53-56 | |
| 2 | 4-6-0 | UPRR 51, 52 (purchased from construction contractor) | |
| Vacated (0) |
1868
Colorado Central Railroad began construction in 1867, and began operation in 1868.
The "Pony" engines were small locomotives used as yard switchers in Omaha and Cheyenne.
| Added | 4 | 4-4-0 | UPED 26-29 (later Kansas Pacific) |
| 3 | 0-4-0T | UPRR Pony #2, #3, #4 | |
| 3 | 2-8-0 | UPRR 113-115 | |
| 1 | 4-4-0 | UPRR 21 (2nd) | |
| 3 | 4-4-0 | UPRR 48-50 | |
| 56 | 4-4-0 | UPRR 57-112 | |
| 15 | 4-4-0 | UPRR 116-130 | |
| 25 | 4-6-0 | UPRR 88-112 | |
| Vacated | 1 | 4-4-0 | UPRR 3 (1st) (Sold to Colorado Central) |
1869
Union Pacific Eastern District (UPED) was changed to Kansas Pacific (KP) in 1869.
Utah Central Rail Road (UCRR) began construction in 1868 and began operation in 1869 (later to OSL&UN).
| Added | 12 | 4-4-0 | KP 30-41 (Kansas Pacific) |
| 1 | 4-4-0T | UPRR Pony #5 | |
| 16 | 4-4-0 | UPRR 131-146 | |
| 6 | 4-4-0 | UPRR 156-161 | |
| Vacated | 8 | 4-4-0 | UPRR 133-140 (1st) (Sold prior to delivery; numbers remained blank until 1874) |
| 1 | 4-4-0 | UPRR 15 (Sold to Utah Central) |
1870
| Added | 5 | 4-4-0 | DP 24-28 (Denver Pacific) |
| 40 | 4-4-0 | KP 42-82 | |
| 3 | 4-4-0 | UCRR 2-4 (Utah Central) | |
| 4 | 4-4-0 | UPRR 162-165 | |
| Vacated | 1 | 4-4-0 | UPRR 54 (Sold to construction contractor) |
| 1 | 4-6-0 | UPRR 56 (1st) (Sold to Colorado Central) |
1871
Utah Southern Railroad began operations in 1871 (later to OSL&UN).
| Added | 1 | 4-4-0 | DP 23 |
| 6 | 4-4-0 | KP 83-88 | |
| 1 | 4-4-0 | UCRR 5 | |
| Vacated | 1 | 4-4-0 | UPRR 6 (Sold to Colorado Central) |
| 1 | 4-4-0 | UPRR 14 (Sold to Utah Southern) |
1872
| Added (0) | |||
| Vacated | 1 | 4-4-0 | UPRR 2 (Sold to Colorado Central) |
1873
| Added (0) | |||
| Vacated | 2 | 4-4-0 | UPRR 49, 144 (Sold to Utah Southern) |
1874
| Added | 8 | 4-6-0 | UPRR 133-140 (all 2nd) |
| 2 | 4-6-0 | UPRR 147, 148 | |
| Vacated | 1 | 4-4-0 | UPRR 60 (Sold to Colorado Central) |
1875
| Added | 7 | 4-4-0 | UPRR 149-155 |
| 5 | 4-4-0 | UPRR 166-170 | |
| Vacated (0) |
1876
Omaha & Republican Valley Railroad began construction in 1876, and began operating in 1877. (To UP in 1898)
| Added (0) | |||
| Vacated | 1 | 4-4-0 | UPRR 13 (Sold to Omaha & Republican Valley) |
1878
| Added | 5 | 4-4-0 | KP 90-94 |
| 10 | 4-6-0 | UPRR 171-180 | |
| 1 | 4-4-0 | USRR 4 (Utah Southern) | |
| Vacated | 2 | 4-6-0 | UPRR 91, 92 (Sold to Colorado Central) |
| 2 | 4-4-0 | UPRR 160, 161 (Sold to Colorado Central) |
1879
Omaha, Niobrara & Black Hills Railroad began construction 1879 and began operating also in 1879. (To UP in 1898)
Marysville & Blue Valley Railroad began construction 1879 and began operating also in 1879. (To UP in 1898)
Oregon Railway & Navigation Company (ORy&N) was organized 1879 as a consolidation of several Oregon railroads and steam ship companies.
| Added | 1 | 0-6-0 | KP 101 |
| 6 | 4-4-0 | KP 95-100 | |
| 10 | 4-6-0 | UPRR 181-190 | |
| Vacated | 4 | 4-4-0 | UPRR 65, 123, 125, 145 (Sold to Utah Southern Railroad Extension) |
1880
In January 1880, Union Pacific Rail Road (UPRR) was consolidated with Kansas Pacific Railway and Denver Pacific Railway to form the Union Pacific Railway (UPRy). Kansas Pacific continued as a separate road until the 1885 renumbering.
| Added | 8 | 4-6-0 | KP 102-109 |
| 5 | 2-6-0 | ORy&N 1-5 (all 1st) (Oregon Railway & Navigation) | |
| 2 | 4-4-0 | ORy&N 1, 2 (both 2nd) | |
| 28 | 4-6-0 | UPRy 191-218 | |
| 4-4-0 | USRR 5 | ||
| Vacated | 1 | 2-6-0 | UPRR 12 (Sold to Utah Southern Railroad Extension) |
| 1 | 4-4-0 | UPRR 129 (Sold to Marysville & Blue Valley) | |
| 2 | 4-4-0 | UPRR 56 (2nd), 124 (Sold to Omaha, Niobrara & Black Hills) | |
| 5 | 4-4-0 | UPRR 1, 36, 53, 79, 83 (Sold to Omaha & Republican Valley) |
1881
Oregon Short Line Railway (OSLRy) began construction in 1881, and began operating that same year using Union Pacific locomotives.
Utah Central Railway (UCRy) was the consolidation in 1881 of Utah Central Rail Road (UCRR), Utah Southern Railroad (USRR) and Utah Southern Railroad Extension (USRRE).
| Added | 10 | 4-4-0 | ORy&N 14-23 |
| 2 | 4-4-0 | ORy&N 43, 44 | |
| 15 | 2-8-0 | UPRy 219-232, 233 (2nd) | |
| 26 | 4-6-0 | UPRy 233 (1st), 234-258 | |
| 4-6-0 | USRR 6 | ||
| 4-6-0 | USRR 7 | ||
| Vacated | 2 | 4-4-0 | ORy&N 16, 17 (Diverted prior to delivery) |
| 2 | 4-6-0 | UPRy 51, 55 (Sold) |
1882
| Added | 1 | 4-4-0 | KP 110 |
| 1 | 0-4-0T | ORy&N 52 | |
| 1 | 2-6-0 | ORy&N 51 | |
| 13 | 4-4-0 | ORy&N 24-36 | |
| 4 | 4-4-0 | ORy&N 45-48 | |
| 6 | 4-4-0 | ORy&N 53-58 | |
| 2 | 4-6-0 | UCRy 19, 20 | |
| 7 | 2-8-0 | UPRy 125, 144, 145, 260-263 | |
| 6 | 4-6-0 | UPRy 49, 51, 54, 55, 65, 123 | |
| Vacated | 3 | 4-4-0 | ORy&N 24, 25, 31 (Diverted prior to delivery) |
| 3 | 4-4-0 | UPRy 4, 5, 20 (Sold to Oregon Short Line Railway, OSLRy) | |
| 4 | 4-4-0 | UPRy 29, 30, 31, 32 (Sold to Colorado Central, Julesburg Branch) | |
| 6 | 4-6-0 | UPRy 236, 237, 241, 251, 257 (1st), 258 (1st) (Sold to Colorado Central, Julesburg Branch) |
1883
| Added | 12 | 4-4-0 | ORy&N 59-70 |
| 3 | 4-4-0 | ORy&N 79-81 | |
| 8 | 4-6-0 | ORy&N 71-78 | |
| 6 | 4-6-0 | OSLRy 30-35 (Oregon Short Line Railway) | |
| 1 | 4-6-0 | UCRy 21 | |
| 15 | 2-8-0 | UPRy 264-278 | |
| Vacated (0) |
1884
| Added | 4 | 4-6-0 | UPRy 246, 251, 257, 258 |
| Vacated (0) |
1885
1885 System-Wide Renumbering -- All of Union Pacific's associated and controlled branch roads and feeder lines each had their own individual numbering patterns. Within the 16 companies, it was reported that there were 10 engines with the number 1. By 1885 the Union Pacific empire had reached a size that there were confusing ranges of equipment numbers that made centralized management very difficult. On June 1, 1885, a new numbering pattern for all locomotives and cars went into effect. This included all of the roads in Nebraska, Kansas and Wyoming. In Utah and Idaho this included Oregon Short Line Railway, but not the Utah Central Railway. It also included the roads in Oregon and Washington.
| Added | 1 | 0-4-0T | UPRR Pony #6 |
| Vacated | 1 | 4-4-0T | Pony #5 |
1886
Omaha & Republican Valley Railway was a consolidation of Omaha & Republican Valley Railroad and Omaha, Niobrara & Black Hills Railroad in 1886. (To UP in 1898)
| Added | 10 | 2-8-0 | UPRy 1301-1310 (Camelback, with Wootten firebox) |
| 15 | 4-4-0 | UPRy 711-725 | |
| Vacated | 2 | 0-4-0T | Pony #1, Pony #6 |
| 3 | 4-4-0 | UPRy 327, 391, 1398 |
1887
| Added | 5 | 4-4-0 | OSLRy 746-750 |
| 20 | 4-4-0 | U&N 726-735, 751-760 | |
| 10 | 0-6-0 | UPRy 1151-1160 | |
| 1 | 2-8-0 | UPRy 1311 | |
| 10 | 4-4-0 | UPRy 736-745 | |
| 10 | 4-4-0 | UPRy 761-770 (Camelback, with Wootten firebox) | |
| Vacated | 2 | 4-4-0 | UPRy 303, 304 |
| 5 | 4-4-0 | UPRy 365, 366, 431, 432, 433 (Sold to Cheyenne & Northern) |
1888
| Added | 4 | 2-8-0 | ORy&N 82, 84-86 |
| 1 | 2-8-0 | ORyE 83 (Oregon Railway Extension) | |
| 10 | 0-6-0 | UPRy 1161-1170 | |
| 67 | 4-4-0 | UPRy 660-676, 680-700, 771-799 | |
| Vacated | 1 | 0-4-0T | Pony #4 |
| 6 | 4-4-0 | UPRy 321, 322, 1008, 1385, 1386, 1387 |
1889
Oregon Short Line & Utah Northern Railway (OSL&UN) was organized in 1889 as a consolidation of OSLRy, Utah Central, Utah & Northern, and several branch roads in Utah and Idaho.
| Added | 2 | 2-6-0 | ORyE 87, 88 (Oregon Railway Extension) |
| 7 | 2-6-0 | ORy&N 89-95 | |
| 5 | 4-6-0 | ORy&N 45, 46, 48, 49, 50 | |
| 1 | 4-6-0 | ORyE 47 (Oregon Railway Extension) | |
| 53 | 4-4-0 | UPRy 610-659, 677-679 | |
| Vacated | 1 | 0-4-0T | Pony #3 |
| 3 | 4-4-0 | UPRy 323, 349, 351 |
1890
Union Pacific purchased controlling interest of Oregon Railway & Navigation (ORy&N) in 1889 and in 1890 all ORy&N locomotives were renumbered into UP's 1885 system-wide numbering pattern. This numbering pattern remained in effect until 1894 when as part of UP's 1893 restructuring and receivership, ORy&N was released and became an independent company under its own control, including a new numbering pattern for its locomotives.
In July 1894 the ORy&N entered its own receivership, with the intention of the road being independent from Union Pacific, along with releasing it from its lease to Oregon Short Line & Utah Northern.
"Old records in UP Motive Power Dept. state that the UP received 10, 2-6-0's from the Kansas City & Omaha Railroad in January, 1890. These locomotives were numbered 27-36 and had been built by the New York (Rome ) Locomotive Works. No further information concerning these ten locomotives or of the KC&O Railroad are available to the authors ." (Motive Power of the Union Pacific, Kratville and Ranks, 1960)
| Added | 13 | 4-6-0 | OSL&UN 1416-1428 |
| 27 | 0-6-0 | UPRy 1100-1111, 1171-1185 | |
| 15 | 2-8-0 | UPRy 1600-1614 | |
| 10 | 4-4-0 | UPRy 600-609, 829 | |
| 54 | 4-6-0 | UPRy 1400-1404, 1429-1440, 1471-1481, 1500-1508, 1809-1816 | |
| Vacated | 1 | 0-4-0T | Pony #2 |
| 1 | 4-4-0 | UPRy 310 | |
| 1 | 4-4-0 | UPRy 300 (Sold to K&BH) |
1891
| Added | 40 | 4-6-0 | OSL&UN 1441-1470 |
| 1 | 0-6-0 | UPRy 1186 | |
| 4 | 4-6-0 | UPRy 1482-1485 | |
| Vacated | 4 | 2-6-0 | ORy&N 1369-1372 |
1891
| Added (0) | |||
| Vacated (0) |
1893
| Added (0) | |||
| Vacated | 1 | 4-6-0 | UPRy 926 (To STJ&GI) |
1894
| Added (0) | |||
| Vacated | 2 | 4-4-0 | UPRy 350, 1390 (Vacated between 1889 and 1894) |
| 1 | 4-4-0 | ORy&N 358 (Vacated between 1890 and 1894) |
1895
| Added | 1 | 0-6-0 | ORy&N 20 |
| 4 | 4-6-0 | ORy&N 148-151 | |
| Vacated | 1 | 4-4-0 | OSL 368 (Vacated after 1894) |
| 1 | 4-4-0 | UPRy 822 (Vacated after 1894) | |
| 2 | 4-4-0 | UPRy 311, 396 (Vacated between 1894 and 1898) |
1896
Oregon Railroad & Navigation Company (ORR&N) was organized to purchase the Oregon Railway & Navigation (ORy&N) and its subsidiary and leased companies.
1896
| Added (0) | |||
| Vacated | 1 | 2-6-0 | ORR&N 17 (Vacated after 1895) |
| 3 | 4-4-0 | UPRy 512, 561, 574 | |
| 8 | 4-6-0 | UPRy 902, 910, 927, 929, 939, 940, 951, 1006 |
1897
Oregon Short Line Railroad (OSL) was organized to purchase the OSL&UN. (At the time, the new management of the reorganized OSL company had every intention of making and keeping the new OSL separate and independent of Union Pacific. From March 1897 to October 1898, this was true, until Harriman and his associates took control of the OSL stock and voted their own members of the board of directors.)
(Read more about the independent OSL)
During the 1897-1902 time period, OSL rebuilt numerous of its locomotives in an effort to upgrade and modernize its fleet. The actual records of the road's mechanical department were destroyed in an explosion and fire at the Salt Lake City headquarters on September 10, 1901. The true and exact histories of many of the 500-series and 600-series locomotives may never be accurately known.
| Added | 5 | 4-6-0 | ORR&N 152-156 |
| 3 | 2-8-0 | OSL 800-802 | |
| Vacated | 1 | 4-4-0 | ORR&N 43 (Sold) |
| 1 | 4-4-0 | ORR&N 44 (Sold) | |
| 4 | 4-4-0 | UPRy 481, 494, 572, 578 | |
| 1 | 4-6-0 | OSL 515 (Sold) |
1898
In January 1898, the bankrupt Union Pacific Railway (UPRy) was reorganized as the Union Pacific Railroad (UP).
| Added | 3 | 2-8-0 | ORR&N 200-202 |
| 8 | 2-8-0 | UP 1312-1319 | |
| 2 | 2-8-0 | UP 1320, 1321 (Schenectady compound) | |
| Vacated | 1 | 4-4-0 | OSL 102 (Vacated after 1897) |
| 6 | 4-4-0 | UP 315, 336, 390, 488, 494, 506 (Vacated after 1897) | |
| Vacated | 11 | 4-4-0 | UPRy 340, 503, 511, 513, 515, 518, 580, 583, 597, 801, 810 |
| 5 | 4-6-0 | UPRy 900, 901, 908, 915, 919 | |
| 2 | 4-6-0 | UP 1025, 1383 (Vacated after 1897) |
1899
| Added | 4 | 2-8-0 | OSL 1000-1003 |
| 16 | 4-6-0 | OSL 720-727, 750-757 | |
| 7 | 4-8-0 | OSL 900-906 | |
| 8 | 4-8-0 | UP 1500-1507 | |
| 40 | 4-6-0 | UP 1703-1742 | |
| Vacated | 3 | 2-6-0 | UP 1200-1202 |
| 1 | 2-8-0 | UP 1264 | |
| 18 | 4-4-0 | UP 338, 479, 487, 493, 505, 514, 516, 519, 520, 567, 570, 581, 800, 802, 803, 811, 814, 823 |
|
| 6 | 4-4-0 | UP 497, 501, 502, 527, 685, 689 (Vacated after 1898) | |
| 9 | 4-6-0 | UP 903, 911, 914, 917, 946, 986, 994, 1002, 1011 |
1900
Eighty (80) of the locomotives delivered in 1900 were Baldwin Vauclain compound locomotives. (Read more about Vauclain compound locomotives)
| Added | 60 | 2-8-0 | UP 1621-1680 (Vauclain compound) |
| 20 | 4-6-0 | UP 1820-1839 (Vauclain compound) | |
| Vacated | 1 | 2-6-0 | ORR&N 11 (Sold to Tacoma Eastern) |
| 7 | 2-8-0 | UP 1253, 1255, 1259, 1261, 1273, 1282, 1289 | |
| 6 | 2-8-0 | UP 1260, 1265, 1267, 1268, 1270, 1283 (All six sold to ORR&N) | |
| 9 | 4-4-0 | UP 335, 504, 562, 633, 663, 699, 806, 813, 821 | |
| 1 | 4-6-0 | OSL 516 | |
| 1 | 4-6-0 | OSL 519 (Sold to Pacific & Idaho Northern) | |
| 23 | 4-6-0 | UP 904, 918, 933, 944, 949, 952, 954, 955, 956, 990, 992, 993, 997, 1001, 1003, 1007, 1012, 1014, 1015, 1016, 1017, 1034, 1036 |
1901
Seventy-nine (79) of the locomotives delivered in 1901 were Baldwin Vauclain compound locomotives. (Read more about Vauclain compound locomotives)
| Added | 2 | 0-6-0 | ORR&N 25, 26 |
| 10 | 0-6-0 | OSL 560, 561, 580-587 | |
| 10 | 0-6-0 | UP 1187-1196 | |
| 8 | 2-6-0 | OSL 770-777 (Vauclain compound) | |
| 10 | 2-8-0 | ORR&N 300-309 (Vauclain compound) | |
| 15 | 2-8-0 | OSL 950-964 (Vauclain compound) | |
| 1 | 2-8-0 | OSL 1004 | |
| 20 | 2-8-0 | UP 1680-1699 (Vauclain compound) | |
| 6 | 4-6-0 | ORR&N 400-405 (Vauclain compound) | |
| 2 | 4-6-0 | SPLA&SL 200, 201 | |
| 20 | 4-6-0 | UP 1840-1859 (Vauclain compound) | |
| Vacated | 1 | 2-6-0 | UP 1203 |
| 7 | 2-8-0 | UP 1258, 1266, 1271, 1276, 1279, 1284, 1285 | |
| 4 | 4-4-0 | ORR&N 49, 50, 56, 63 | |
| 1 | 4-4-0 | OSL 103 | |
| 40 | 4-4-0 | UP 489, 492, 500, 517, 601, 618, 620, 621, 625, 631, 636, 639, 641, 648, 650, 651, 655, 658, 662, 668, 669, 677, 678, 682, 686, 695, 698, 709, 719, 721, 722, 725, 738, 739, 781, 782, 805, 809, 836, 839 |
|
| 4 | 4-6-0 | OSL 500, 501, 509, 510 | |
| 12 | 4-6-0 | UP 923, 930, 935, 945, 947, 953, 989, 991, 995, 996, 998, 1032 |
1902
Twenty-four (24) of the locomotives delivered in 1902 were Baldwin Vauclain compound locomotives. (Read more about Vauclain compound locomotives)
| Added | 2 | 0-6-0 | SPLA&SL 11, 12 |
| 14 | 2-8-0 | UP 1508-1521 (Vauclain compound) (Five to ORR&N 340-344 in 1904) | |
| 10 | 4-6-0 | OSL 400-409 (Vauclain compound) (Renumbered to OSL 800-809 upon delivery) | |
| 4 | 4-6-0 | SPLA&SL 202-205 | |
| Vacated | 2 | 2-8-0 | UP 1251, 1272 |
| 6 | 4-4-0 | ORR&N 30, 36, 39, 41, 48, 51 | |
| 1 | 4-4-0 | OSL 314 | |
| 32 | 4-4-0 | UP 394, 482, 485, 486, 553, 571, 575, 595, 598, 599, 600, 623, 626, 628, 629, 642, 649, 652, 653, 654, 675, 683, 691, 692, 697, 701, 716, 724, 736, 744, 771, 784, 791, 804 |
|
| 1 | 4-6-0 | OSL 508 | |
| 2 | 4-6-0 | UP 932, 1005 |
1903
The sale of OSL lines south of Salt Lake City to the San Pedro Los Angeles & Salt Lake in 1903 included the sale of 17 OSL locomotives, including 15 rod locomotives for mainline use and the two Shay locomotives for switching at Tintic.
Fifty (50) of the locomotives delivered in 1903 were Baldwin Vauclain compound locomotives. (Read more about Vauclain compound locomotives)
Twenty-nine (29) of the locomotives delivered in 1903 were the first of the Harriman CS Common Standard locomotives.
Harriman Common Standard -- These "CS" (Common Standard) designations were not used prior to the Harriman Era (first locomotives delivered in 1903), and seldom used after the MK-10 2-8-2s were delivered in 1921. When referred to as the CS class, such as C-2, C-3, etc., it means the class was the second and third variation of the 2-8-0 Consolidation class, using Harriman-era Common Standard specifications. The CS classes were used for the Consolidation 2-8-0s (C-1 and C-2), the Pacific 4-6-2s (P-1 to P-13), the Ten-Wheeler 4-6-0s (T-1 to T-3), the Atlantic 4-4-2s (A-1 to A-4), the Mikado 2-8-2 (MK-1 to MK-10), and the 0-6-0 switchers (S-1 to S-6). The CS class was not applied to the locomotives themselves, but continued to be used into the 1940s on some internal mechanical department documents, but only for these classes already mentioned.
Prior to the Harriman Common Standard era, starting in the mid 1880s, locomotives were classed by wheel arrangement, and driver size in inches. S for Switch (0-6-0), C for Consolidation (2-8-0) and E for Eight-wheel (4-4-0).
After 1920, all locomotives were classed by their wheel arrangement and their driver size. This includes the cab-side class. The diagram books from the early 1920s and through to the last revisions in 1949, only use the wheel arrangement and driver size.
| Added | 1 | 0-6-0 | ORR&N 27 |
| 5 | 2-8-0 | ORR&N 310-314 (Vauclain Compound) | |
| 15 | 2-8-0 | OSL 965-979 (Vauclain Compound) | |
| 4 | 4-4-2 | SPLA&SL 100-103 (CS Class A-1) | |
| 20 | 2-8-0 | UP 1901-1920 (Vauclain Compound) | |
| 10 | 4-4-2 | UP 1-10 (CS Class A-2) | |
| 10 | 4-6-0 | UP 1860-1869 (Vauclain Compound) | |
| 15 | 4-6-2 | UP 101-115 (CS Class P-1) | |
| Vacated | 1 | 2-6-0 | ORR&N 16 |
| 6 | 4-4-0 | ORR&N 32, 33, 34, 35, 37, 38 | |
| 8 | 4-4-0 | OSL 200, 201, 203, 206, 207, 208, 210, 214 (Vacated before 1904) | |
| 8 | 4-4-0 | OSL 302, 309, 311, 312, 318, 320, 305, 308 (Sold to SPLA&SL) | |
| 10 | 4-4-0 | UP 330, 343, 480, 566, 577, 666, 714, 715, 790, 999 | |
| 4 | 4-6-0 | OSL 504, 506, 511, 519 (Vacated before 1904) | |
| 7 | 4-6-0 | OSL 507, 512, 514, 517, 518, 522, 523 (Sold to SPLA&SL) | |
| 2 | Shay | OSL 59, 60 (Sold to SPLA&SL) |
1904
| Added | 4 | 4-6-2 | ORR&N 190-193 |
| 5 | 0-6-0 | OSL 588-592 | |
| 12 | 2-8-0 | OSL 1010-1021 | |
| 8 | 4-4-2 | OSL 850-857 | |
| 6 | 0-6-0 | SPLA&SL 14-19 (CS Class S-1) | |
| 9 | 2-8-0 | SPLA&SL 500-508 (CS Class C-1) | |
| 25 | 2-8-0 | SPLA&SL 600-624 (CS Class C-2) | |
| 13 | 4-6-2 | SPLA&SL 400-412 (CS Class P-1) | |
| 4 | 4-6-2 | UP 116-119 | |
| Vacated | 2 | 2-8-0 | UP 1250, 1252 |
| 39 | 4-4-0 | UP 602, 612, 613, 615, 616, 632, 634, 637, 638, 643, 646, 647, 661, 671, 688, 690, 694, 702, 720, 723, 737, 740, 742, 774, 775, 776, 779, 783, 792, 793, 794, 797, 817, 831, 832, 833, 838, 840, 841 |
1905
In late 1905, all SPLA&SL engines numbered above 100 were renumbered by adding 3000 to the road number (100 became 3100, 200 became 3200, etc.). This was done at the request of the AT&SF following the April 26, 1905 joint trackage agreement, to avoid confusion with AT&SF's engines of the same road numbers in the district where joint operations were conducted between San Bernardino and Daggett, California. Locomotives delivered after early 1905 used the new numbering pattern.
| Added | 4 | 0-6-0 | ORR&N 21-24 |
| 6 | 2-8-0 | ORR&N 350-355 | |
| 4 | 4-6-2 | ORR&N 194-197 | |
| 3 | 2-8-0 | OSL 1022-1024 | |
| 5 | 2-8-0 | SPLA&SL 625-629 | |
| 18 | 4-6-2 | SPLA&SL 413-420 | |
| 10 | 0-6-0 | UP 1201-1210 (CS Class S-1) | |
| 25 | 2-8-0 | UP 201-225 | |
| Vacated | 1 | 2-6-0 | ORR&N 15 |
| 8 | 2-8-0 | UP 1254, 1256, 1257, 1263, 1280, 1281, 1286, 1287 | |
| 3 | 4-4-0 | ORR&N 31, 40, 45 | |
| 6 | 4-4-0 | UP 490, 491, 576, 579, 596, 659 | |
| 2 | 4-6-0 | OSL 502, 510 |
1906
| Added | 3 | 4-6-2 | ORR&N 198-200 |
| 19 | 2-8-0 | OSL 1025-1043 | |
| 8 | 0-6-0 | OSL 565-572 | |
| 4 | 4-6-2 | OSL 875-878 | |
| 8 | 2-8-0 | SRV 356-363 (Snake River Valley) | |
| 25 | 4-4-2 | UP 11-35 | |
| 6 | 4-6-2 | UP 120-125 | |
| 10 | 0-6-0 | UP 1211-1220 (CS Class S-2) | |
| 27 | 2-8-0 | UP 226-252 | |
| Vacated | 1 | 2-6-0 | ORR&N 18 |
| 6 | 2-8-0 | UP 1262, 1269, 1274, 1275, 1277, 1278 | |
| 5 | 4-4-0 | ORR&N 44, 46, 47, 53, 61 | |
| 1 | 4-4-0 | OSL 205 | |
| 1 | 4-4-0 | UP 667 |
1907
| Added | 3 | 0-6-0 | ORR&N 28-30 |
| 20 | 2-8-0 | ORR&N 366-385 | |
| 25 | 2-8-0 | OSL 1044-1068 | |
| 4 | 0-6-0 | OSL 573-576 | |
| 5 | 0-6-0 | SPLA&SL 20-24 (CS Class S-2) | |
| 5 | 4-6-2 | SPLA&SL 3421-3425 | |
| 35 | 2-8-0 | SPLA&SL 3630-3664 | |
| 1 | Shay | SPLA&SL 61 | |
| 10 | 0-6-0 | UP 1221-1230 (CS Class S-2) | |
| 4 | 4-6-2 | UP 126-129 | |
| 58 | 2-8-0 | UP 253-310 | |
| Vacated | 2 | 4-4-0 | OSL 310, 313 |
| 1 | 4-4-0 | UP 644 |
1908
| Added | 6 | 2-8-0 | O&W-1-6 |
| 6 | 4-6-0 | ORR&N 205-210 | |
| 3 | 2-8-0 | ORR&N 386-388 | |
| 4 | 2-8-0 | OSL 1069-1072 | |
| 7 | 0-6-0 | OSL 558-564 | |
| 4 | 4-4-2 | OSL 858-861 | |
| 10 | 2-8-0 | SPLA&SL 3665-3674 | |
| 1 | 0-6-0 | UP 1231 (CS Class S-2) | |
| 7 | 2-8-0 | UP 311-317 | |
| Vacated | 7 | 4-4-0 | UP 611, 619, 656, 676, 681, 795, 796 |
| 2 | 4-6-0 | OSL 505, 513 |
1909
| Added | 2 | 2-8-0 | NCRR-1, 2 |
| 6 | 4-6-0 | ORR&N 211-216 | |
| 2 | 0-6-0 | ORR&N 31, 32 | |
| 3 | 2-8-8-2 | ORR&N 450-452 | |
| 7 | 4-6-0 | OSL 810-816 | |
| 10 | 0-6-0 | UP 1232-1241 (CS Class S-2) | |
| 21 | 4-6-2 | UP 130-150 | |
| 3 | 2-8-8-2 | UP 2000-2002 | |
| Vacated | 1 | 0-4-0T | ORR&N 14 (to Albina Shop Goat #0240) |
| 1 | 2-6-0 | ORR&N 19 | |
| 1 | 4-4-0 | ORR&N 52 | |
| 2 | 4-4-0 | OSL 204, 209 | |
| 2 | 4-4-0 | UP 624, 660 | |
| 4 | 4-4-0 | UP 834, 842, 847, 844 (Sold to SPdeM) | |
| 1 | 4-6-0 | UP 1013 |
1910
Oregon-Washington Railroad & Navigation Company (OWRR&N) was organized in 1910 to purchase the ORR&N, and its leased companies, and several branch roads in Oregon and Washington.
| Added | 1 | 2-8-2 | ORR&N 440 |
| Vacated | 1 | 4-4-0 | ORR&N 67 |
| 5 | 4-4-0 | UP 573, 670, 778, 787, 788 |
1911
| Added | 15 | 2-8-2 | OSL1100-1114 |
| 5 | 4-6-0 | OSL 817-821 | |
| 10 | 4-6-2 | OSL 879-888 | |
| 3 | 4-4-2 | OWRR&N 100-102 | |
| 10 | 4-6-2 | OWRR&N 201-209 | |
| 6 | 4-6-0 | OWRR&N 256-262 | |
| 10 | 0-6-0 | OWRR&N 33-42 | |
| 40 | 2-8-2 | OWRR&N 501-540 | |
| 12 | 4-4-2 | OWRR&N 88-99 | |
| 10 | 0-6-0 | UP 1242-1251 (CS Class S-2) | |
| 10 | 4-6-2 | UP 151-160 | |
| 30 | 2-8-2 | UP 500-529 | |
| 10 | 2-8-2 | UP 700-709 | |
| Vacated | 1 | 4-4-0 | ORR&N 54 |
| 1 | 4-6-0 | UP 1004 | |
| 1 | 4-6-0 | OSL 503 |
1912
| Added | 20 | 2-8-2 | OSL 1115-1134 |
| 5 | 0-6-0 | OSL 593-597 | |
| 10 | 4-6-2 | OSL 900-909 | |
| 15 | 2-8-2 | OWRR&N 541-555 | |
| 6 | 4-6-2 | SPLA&SL 3430-3435 | |
| 10 | 4-6-2 | UP 161-170 | |
| 20 | 2-8-2 | UP 530-549 | |
| 10 | 2-8-2 | UP 710-719 | |
| Vacated | 3 | 0-6-0 | UP 1110, 1155, 1166 |
| 1 | 4-4-0 | UP 711 | |
| 1 | 4-6-0 | UP 987 |
1913
| Added | 15 | 2-8-2 | OSL 1200-1214 |
| 5 | 4-6-2 | OSL 910-914 | |
| 6 | 4-6-2 | OWRR&N 210-215 | |
| 6 | 0-6-0 | OWRR&N 44-49 | |
| 10 | 2-8-2 | OWRR&N 556-565 | |
| 3 | 0-6-0 | SPLA&SL 25-27 (CS Class S-3) | |
| 15 | 0-6-0 | UP 1252-1266 (CS Class S-4) | |
| 10 | 4-6-2 | UP 171-180 | |
| 25 | 2-8-2 | UP 720-744 | |
| Vacated | 2 | 0-6-0 | UP 1109, 1159 |
| 3 | 2-8-0 | UP 226, 1288, 1606 | |
| 1 | 4-4-0 | OSL 213 | |
| 3 | 4-4-0 | UP 664, 700, 717 | |
| 4 | 4-4-0 | UP 888-891 (Sold to SPLA&SL) |
1914
| Added (63) | 5 | 0-6-0 | OSL 530-534 |
| 5 | 4-6-2 | OSL 915-919 | |
| 4 | 0-6-0 | OWRR&N 50-53 | |
| 9 | 2-8-2 | SPLA&SL 3700-3708 | |
| 1 | 4-6-2 | UP 100 | |
| 5 | 0-6-0 | UP 1267-1271 | |
| 19 | 4-6-2 | UP 181-199 | |
| 15 | 2-8-2 | UP 745-759 | |
| Vacated (14) | 5 | 0-6-0 | UP 1101, 1105, 1151, 1153, 1154 |
| 3 | 2-8-0 | UP 1601, 1604, 1605 (Vacated before 1915) | |
| 1 | 4-4-0 | OSL 202 | |
| 1 | 4-4-0 | UP 786 | |
| 1 | 4-6-0 | OSL 520 | |
| 3 | 4-6-0 | UP 909, 920, 1010 |
1915
On March 1, 1915, Union Pacific put into effect a "Systemwide Numbering Plan" that would renumber almost every locomotive, freight car, passenger car, and caboose owned by the railroad and its several subsidiaries.
Next -- UP Locomotive Chronology, 1915-1933
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