Union Pacific Motor Cars

General Notes:

1. All cars used either gasoline or distillate fuel, except M-9 which used butane fuel.
2. All were built with McKeen's 200-horsepower distillate engine, except as noted above. M-15 was converted from a distillate engine to a butane engine.
3. A total of five cars, M-4 (2nd); M-5 (2nd); M-9 (2nd); M-14; and M-25, were purchased second hand.
4. Three cars, M-15, M-16, and M-18 were transferred from UP's Oregon Short Line subsidiary in October 1917.
5. M-23 and M-24 were repainted to UP's yellow and brown Streamliner colors in about 1934; repainted back to Olive Green by 1944, as shown in a photo of M-23 at Lincoln in 1944. (see The Streamliner, Volume 8, Number 4, page 16)
6. Mike Bartels wrote on March 18, 2021 -- "M-23 and M-24 and a trailer each were painted in Streamliner colors for the Capital Cities Flyer, inaugurated between Lincoln, Neb., and Topeka, Kan., in 1935. It connected with the Streamliner M-10000 in Topeka for Kansas City. It was discontinued between Marysville, Kan., and Topeka in 1938. Have seen pictures of the M-23 later repainted back to dark green. The carbody sat on a lot in Grand Island, Neb., until late 1969 when it was dismantled."
6. All cars were built with mechanical transmission. The following cars were converted from mechanical transmission to electric transmission on the following dates:

Notes:

1. UP 1 (disposition unknown)
2. UP 2 was destroyed by fire in January 1915.
3. 3. UP M-3 was sold to OSL M-62 (2nd) in September 1924.
4. UP M-4 (1st) was destroyed by the same fire that also destroyed the Grand Island, Nebraska, roundhouse in November 1922; salvaged engine was used in M-22.
5. UP M-4 (2nd) was purchased from Great Western Railway M-1 in September 1928; scrapped in April 1946.
6. UP 5 (disposition unknown)
7. UP M-5 was purchased from Great Western Railway M-2 in September 1928; (disposition unknown).
8. UP M-6; body was replaced in April 1925 with body acquired from Midland Valley Railroad (built January 1911); wrecked on December 5, 1940 at Millard, Nebraska, scrapped in December 1940.
9. UP M-7 was built for Erie Railroad no. 4000; sold to UP in December 1907; converted to trailer T-18.
10. UP M-8 was converted to trailer T-19.
11. UP M-9 (1st); engine later used in M-26; (disposition unknown).
12. UP M-9 (2nd) was purchased from Saratoga & Encampment Valley M-1, November 1928, via Morse Brothers Equipment Co.; (disposition unknown).
13. UP M-10 (disposition unknown)
14. UP M-11 was converted to gas-electric in May 1925, using a Sterling 180 hp engine and GE electrical equipment; engine used later in M-21.
15. UP M-12
16. UP M-13 was destroyed by fire, Willard, Utah; retired 14 June 1936.
17. UP No. 14 (1st) was sold to Illinois Central Railroad in September 1907; reported at Waterloo, Iowa, on September 17, 1907, en route to ICRR. (Waterloo Courier, September 18, 1907, "yesterday afternoon")
18. UP M-14 was wrecked and burned, August 1935.
19. UP M-15 was purchased from Oregon Short Line M-62, October 1917.
20. UP M-16 was purchased from OSL M-63, October 1917; converted to gas-electric in September 1926, using Winton 220 hp engine and GE electrical equipment; assigned EMC serial number MCK-5
21. UP M-17
22. UP M-18 (1st) was wrecked on October 16, 1915 at Randolph, Kansas, due to the washout of the bridge crossing Fancy Creek.
23. UP M-18 (2nd) was purchased from OSL M-65 (1st), October 1917.
24. UP M-19
25. UP M-20
26. UP M-21 was converted to gas-electric in July 1942.
27. UP M-22
28. UP M-23 was converted to gas-electric in November 1928, using Hall-Scott 300 hp engine and Westinghouse electrical equipment; parts furnished under Brill order 22678
29. UP M-24 was converted to gas-electric in November 1928, using Hall-Scott 300 hp engine and Westinghouse electrical equipment; parts furnished under Brill order 22678; UP M-24 was wrecked on August 12, 1948 at Beloit, Kansas; retired in May 1949.
30. UP M-25 was purchased from AT&SF M-102, November 1922.

General Notes:

1. Both cars were built by UP's Omaha Shops in 1923, six years after McKeen production had ended, using unused carbodies.
2. M-26 used the McKeen 200-horsepower engine from the retired M-9 (1st).
3. M-27 used the McKeen 200-horsepower engine from the retired M-4 (1st).

Notes:

1. UP M-26 was sold to LA&SL M-101 in January 1925

General Notes:

1. UP M-28 was purchased from Minneapolis, Anoka & Cuyuna Range "Anoka" in 1923.

General Notes:

1. Both cars were built by UP's Omaha shops in 1927, ten years after McKeen production had stopped, using carbodies that remained; shortened and given squared-off front ends.
2. Both cars used distillate fuel.
3. Both cars were equipped with electrical transmissions.

General Notes:

1. UP M-31 to M-35 (five cars) were built under contract for EMC by St. Louis Car Co., configured with separate passenger and smoker sections.
2. UP M-36 to M-39 (four cars) were built under contract for EMC by Pullman, configured with a single passenger section.
3. All were equipped with Winton 275-horsepower distillate engine.
4. All were equipped with GE electrical transmission, including two GE 292A traction motors.
5. UP M-31 to M-34 had EMC order number 10014B, and St. Louis Car order number 1412; equipped with Winton 6-106A engines. (Locomotive Notes II, Number 141, page 3)
6. UP M-35 had EMC order number 10014A, and St. Louis Car order number 1412; equipped with Winton 6-120 engine. (Locomotive Notes II, Number 141, page 3)
7. UP M-36 to M-39 had EMC order number 10051, and Pullman order number 6178; equipped with Winton 6-120D engines. (Locomotive Notes II, Number 143, page 3)

Notes:

1. UP M-31; engine was later used in OSL M-68.
2. UP M-32 was scrapped in May 1954; engine used in OSL M-67 in 1933.
3. UP M-33 was scrapped in May 1954; engine used in OSL M-65 (2nd).
4. UP M-35 was donated to Grand Island, Nebraska, August 1955; moved to Illinois Railway Museum in (?), re-engined with a Roline engine.
5. UP M-37 was sold for scrap in August 1951; car cut in half, with front half still laying on the ground in a scrap yard near Aberdeen, Idaho, in August 1987; rear half used as a storage shed on a nearby farm. (Lee Hower, message to Trainorders.com, January 16, 2017; relating the details of a trip in August 1987; includes photos of front of M-37)

General Notes:

1. Both cars were equipped with Hall-Scott 300-horsepower gasoline engines.
2. Both cars were equipped with General Electric electrical transmissions.
3. Both cars were equipped with separate baggage, passenger, and smoker sections.
4. Built under Brill order number 22677, Brill Model 350.

General Notes:

1. All were built with McKeen's 200-horsepower gasoline engine, later converted to distillate fuel.
2. All were equipped with mechanical transmissions.
3. M-61, as OSL 480, arrived in Salt Lake City on August 24, 1909, after leaving the McKeen factory in Omaha on August 18th. The car was used in a demonstration run for the local press between Salt Lake City and the Saltair resort on the south shore of Great Salt Lake on the afternoon of the 24th. Beginning on Monday August 30th, the car, along with no. 470 which was due within a few days, would be assigned to Oregon Short Line service between Ogden and Malad, Idaho. Because of its maroon exterior color, the car was nicknamed as "The Red Devil." (Salt Lake Telegram, August 25, 1909)
4. OSL M-61, M-62 (1st), and M-63 were configured with baggage, mail, and passenger sections, with a capacity of 38 passengers.
5. OSL M-64 and M-65 (1st) were configured with only passenger sections, with a capacity of 70 passengers.

Notes:

1. OSL M-60 was sold to Pacific & Idaho Northern M-60, September 1928; returned to OSL M-60, August 23, 1936, as part of UP and OSL's forced purchase of the P&IN on August 22, 1936, as part of UP's lease of the OSL, LA&SL, and OWRR&N on January 1, 1936.
2. OSL M-61 (disposition unknown)
3. OSL M-62 (1st) was sold to UP M-15, October 1917.
4. OSL M-62 (2nd) was purchased from UP M-3 in September 1924; converted to trailer T-52 in 1925.
5. OSL M-63 was sold to UP M-16, October 1917.
6. OSL M-64 (disposition unknown)
7. OSL M-65 (1st) was sold to UP M-18 (2nd), October 1917.

General Notes:

1. All were built under contract for EMC by St. Louis Car Co., configured with separated railway post office, baggage, and passenger sections.
2. EMC Model SEL120
3. All were equipped with Winton 275-horsepower gasoline engine.
4. All were equipped with General Electric electrical transmissions.
5. OSL M-65 to M-68 had EMC order number 10014C, and St. Louis Car order number 1413; equipped with Winton 6-120 engines. (Locomotive Notes II, Number 141, page 3)
6. UP Equipment Record: r3-0210 (OSL 01850-01899); r3-0283 (OSL 901850-901895); r3-1060 (OSL M-60 to M-70)

Notes:

1. OSL M-66 was converted to track test car DC-2 in November 1951.
2. OSL M-68 was changed to Battery Car M-01886 in March 1947; retired in August 1958.

General Notes:

1. Both cars were equipped with Hall-Scott 300-horsepower gasoline engines.
2. Both cars were equipped with General Electric electrical transmissions.
3. Both cars were equipped with separate passenger and smoker sections.
4. Built under Brill order number 22866, Brill Model 350

General Notes:

1. All were built with McKeen's own 200-horsepower gasoline engine, later converted to distillate fuel.
2. All were equipped with mechanical transmissions.
3. OWRR&N M-76 and M-77 were built as Oregon Railway & Navigation Co. no. 1 and 2; to OWRR&N in 1910.
4. OWRR&N M-78 and M-79 were built as North Coast Railroad A-1 and A-2; to OWRR&N in December 1910.
5. OWRR&N M-80 was built as Oregon Railway & Navigation Co. no. 3; to OWRR&N in 1910.

General Notes:

1. All were built under contract for EMC by St. Louis Car Co.
2. M-98 was configured with separate baggage and passenger sections.
3. M-99 was configured with separate Railway Post Office, baggage, and passenger sections.
4. All were equipped with Winton 275-horsepower distillate engine.
5. All were equipped with General Electric electrical transmissions.
6. OWRR&N M-98 had EMC order number 10033 and St. Louis Car order number 1454; equipped with Winton 6-120 engine.
7. OWRR&N M-99 had EMC order number 10014D, and St. Louis Car order number 1414; equipped with Winton 6-120 engine. (Locomotive Notes II, Number 141, page 3)

Notes:

1. OWR&N M-98 was renumbered to OWRR&N 0380 in July 1949 and asssigned to maintenance-of-way battery distribution service, and later, weed spray service; renumbered to 900380 in February 1959; retired in August 1961. (information from UP equipment record book, pages r3-0051, r3-0639, r3-0985, r3-1062)

General Notes:

1. Equipped with a McKeen 200-horsepower gasoline engine, later converted to distillate fuel
2. Equipped with mechanical transmission
3. Weight was 78,000 pounds
4. LA&SL records indicate that LA&SL no. 100 was McKeen serial no. 75.

General Notes:

1. Built as UP M-26 by UP's Omaha Shops in June 1923, six years after McKeen production had ended in 1917, using unused carbodies; sold to LA&SL in January 1925.
2. Equipped with a McKeen 200-horsepower distillate engine from retired UP McKeen car M-9 (1st) (UP M-9 was built in July 1906 and was vacated in November 1922)
3. Weight was 76,000 pounds
4. An earlier roster and history shows LA&SL M-101 as having McKeen serial number 122, but the same history does not show UP M-26 with number 122