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List of Every McKeen Product Ever Made

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McKeen Motor Cars

Order Number/Date Railroad Road Number Weight Length Seat Notes
001- 3/1905 UPRR #1 20T 31′ 25 100H.P., Scrapped 6/1913
002-  9/1905 UPRR #2 28T 56’8″ 38 (57?) 100H.P., Fire 1/1915
003- 11/1905 UPRR #3 35T 55’2″ 57 (45?) 100H.P., Original Cost $17475.87, Sold to O.S.L. 9/1924 as T-52, Scrapped 5/1951
004- 12/1905 UPRR #4 35T 55’2″ 57 100H.P., Original Cost $17475.87, Retired 11/1922
005- 12/1905 UPRR #5 35T 55’2″ 38 100H.P., Original Cost $17475.87, Retired 4/1916
006- 2/1906 UPRR #6 35T 55’2″ 57 100H.P., Wrecked 4/1925, rebuilt with body 104, Original Cost $17475.87
007- 3/1906 UPRR #7 27T 55’2″ 75 100H.P., Original Cost $19668.82, Sold to UPRR, on loan to Erie for few months as #4000, Rebuilt into T-18
008- 7/1906 UPRR #8 30T 55’2″ 49 200H.P., Original Cost $23075.51, rebuilt into T-19
009- 8/1906 UPRR #9 — 55’2″ 38 Original Cost $16173.48, Scrapped 11/1922
010- 7/1907 UPRR #10 34T 55’2″ 54 Original Cost  $17115.44,  Scrapped 4/1934
011- 7/1907 UPRR #11 38T 55’2″ 16 Original Cost  $17115.44, Retired 7/1942
012- 8/1907 UPRR #12 35T 55’2″ 50 Original Cost  $17115.44,  Scrapped 6/1940
013- 9/1907 UPRR #13 35T 55’2″ 34 Original Cost  $17115.44, Wrecked 6/1936
014- 11/1907 UPRR #14 40T 55’2″ 65 Sold to I.C.R.R. early on, became #111, Retired 1925
015- –/1907 (1908?) Erie #4001 30T 55’2″ 75 Retired 1922
016- –/1907 LA & SD #1 30.5T 55’2″ 75 Retired around 1917
017-10/1907 UPRR M-17 40T 55’2″ 75 Retired 4/1940
018- –/1907 LA & SD #2 30.5T 55’2″ 75 Retired around 1917
019-12/1907 UPRR M-19 40T 55’2″ 65 Retired 7/1942
020-  9/1908 SPCo. #20 (Later #1) 32T 55’2″ 75 Renumbered #20 (under C.P. Ownership) Laid Aside 7-31-1920, Scrapped 12-1921
021- –/1908 P&SCRR #12 “Mary” 30T 55′ 50 To Red River Lumber Co. #12
022- –/1908 CNW #1 30T 55’2″ 75 Scrapped 12/1927
023-  8/1908 SPCo. #23 (Later #3) 30.5T 55’2″ 71 Laid Aside 7/31/1920, Scrapped 2/1923
024-  8/1908 SPCo. #24 (Later #5) 31T 55’2″ 71 Laid Aside 7/31/1920, Scrapped 2/1923
025-  8/1908 SPCo. #25 (Later #7) 30.5T 55’2″ 71 Laid Aside 7/31/1920, Scrapped 12/1921
026- 8/1908 SPCo. #26 (Later #9) 30.5T 55’2″ 71 Laid Aside 7/31/1920, Scrapped 5/21/1923
027- 8/1908 SPCo. #27 (Later #11) 30.5T 55’2″ 71 Burned 10/11/12
028- 8/1908 SPCo. #28 (Later #13) 30.5T 55’2″ 71 Laid Aside  7/31/1920,  Scrapped 5/22/1923
029- 9/1908 SPCo. #29 (Later #15) 30.5T 55’2″ 71 (Under C.P. Ownership) Scrapped 2/14/1923
030- 9/1908 SPCo. #30 (Later #17) 30.5T 55’2″ 71 (Under C.P. Ownership) Laid Aside  7/31/1920,  Scrapped 2/1923
031-12/1908 UPRR M-20 35T 55’2″ 71 Original Cost $16355.15 Scrapped 12/1944
032- 7/1908 SDC&ERwy “Cuyamaca” 34T 55’2″ 75 To Yuma Valley R.R., Then to the Alaska R.R.
033-  2/1909 SPCo. #19 30T 55’2″ 69 Laid Aside 11/21/1923, Scrapped 11/21/1925
034-  2/1909 SPCo. #21 30T 55’2″ 69 Laid Aside 7/31/1920, Scrapped 6/10/1925
035-  2/1909 SPCo. #23 30T 55’2″ 70 Laid Aside  7/21/1920,  Scrapped 5/22/1923
036-  2/1909 SPCo. #25 30T 55’2″ 69 Scrapped 6/28/1926
037-  3/1909 SPCo. #27 30T 55’2″ (Later 70′ in 1917) 69        Laid Aside 1/–/1934, Scrapped 4/9/1936
038-  3/1909 SPCo. #29 30T 55’2″(Later 70′ in 1917) 69 Laid Aside 10/1936, Scrapped 12/18/1936
039- –/1909 NP A-1 30T 55’2″ 40 Fire destroyed car, Scrapped early 1918-June 1922.
040-  2/1909 AT&SF M-100 32T 55’2″ 75 Scrapped 08/1921
041-  2/1909 AT&SF M-101 32T 55’2″ 75 Scrapped 10/1921
042-  6/1909 SJ&GIRR #110 35T 55’2″ 36 Original Cost $19,201.65, Retired 9/1934
043-  8/1909 Erie #4002 32T (35T?) 70′ 64 Retired 1922
043- 8/1909 SPCo. #31 30T 55’6″(Later 70′ in 1917) 69 Laid aside 1/–/1934, Scrapped 4/16/1936
044- 8/1909 SPCo. #33 30T 55’6″ 69 Laid aside 7/31/1920, Scrapped 6/10/1925
045- –/1909 SPCo. #35 30T 55’6″ 69 Laid aside 7/31/1920, Scrapped 11/21/23
 047-12/1909 CRI&P #9020 37T 70′ 64 (48?) Rebuilt with 275HP Winton Engine by EMC 5/25, Scrapped 2/1937
048- 8/1909 M&P #1 30T 55’6″ 72 To AERR #1, Then SPCo.#69, Scrapped 7/13/1934
049- 8/1909 M&P #2 30T 55’6″ 72 To AERR #2, then SPCo. #71, Scrapped 6/20/1935
050- 8/1909  FC de S #50 30T 55′ 75 Only McKeen Car To Mexico, To SPCo. #50 2/1911, Scrapped 1936.
051- 9/1909 Oregon SL #470 (M-60) 35T 70′ 38 To Pacific & Idaho Northern 1928, reacquired from P.&I.N.R.R. 8/1930, Scrapped 1944.
053- 2/1909 BB & BC #2 “Kulshan” 40T 70′ 64 To Milwaukee Road (CMStP&P #5908)
054- 9/1909 UPRR M-21 40T 70′ 50 Rebuilt with Gas-Electric 7/1942, Scrapped 1/1948.
055- 11/1909 UPRR M-22 40T 70′ 38 Scrapped 5/1945.
056- 8/1909 SF&WRw #1 34T 70′ 64 To SPCo. #67, 2/1916, Laid Aside 1/–/1934, Scrapped 4/30/1936
057- 10/1909 SJ&GIRR #111 40T 70′ 48 Original Cost $21,622.84, Scrapped 12/1944
058- –/1910 PRR #4701 34T 70′ 83 Scrapped 1/16/1920 at Wilminton.
059- 1/1910 SJ&GIRR #112 39.5T 70′ 38 To UPRR M-14 1917, Burned in Wreck 11/1920.
060- 10/1910 Sou.RR #3 40T 70′ n/a Sold/Scrapped by 1915.
061- 11/1909  ORY&Nav. #1 33T  55’2″ 38 To OWRy&Nav #600 (M-76) Scrapped 7/1942.
062- 11/1909 Ore.&Cal. #41 30T 55’2″ 62 To SPCo.#41, Laid Aside 8/10/36. Scrapped 12/16/1936.
064- 2/1910 SPCo. #63 30T 55’2″ 75 Laid Aside 1/1923, Scrapped 4/21/1923
065- 4/1910 V&TRR #22 34T 70′ 84 Retired 8/28/1945, sold for $1000, Used for different restaurants til 1971.  1996 given to N.S.R.M., Currently restored/running.
066- 5/1910 NCRR A-2 33T 55’2″ 36 Original Cost $20265, To OWRy&Nav #602 (M-78), Scrapped 9/1934.
067- 1/1911 CCW #51 30T 55’2″ 36 Later Sold to Montana, Wyoming & Southern R.R. “Bear Creek”
068- 7/1910 NCRR A-1 33T 55’2″ 56 Original Cost $19947, To OWRy&Nav #603 (M-79), Scrapped 9/1934
 069- 7/1910 AERR #4 35T  55’2″ 56 Laid Aside 8/1929, Scrapped 5/30/1931
 070- 4/1910 SJ&GIRR #113 39.5T  70′ 38 Burned 1920, Wrecked/Scrapped 8/29/1925
071- 4/1910 SPCo. #37 35T 70′ 62 Laid Aside 1/1934, Scrapped 4-30-1936
072- 4/1910 SPCo. #39 35T 70′ 62  Laid Aside 8/1936, Scrapped 12/16/1936
073- –/1910 SJ&GIRR #114 39.5T 70′ 48 Burned/Scrapped 1912
074- 3/1910 SJ&GIRR #115 39.5T 70′ 48 Burned/Scrapped 1928
075- 6/1910 LA&SL #1 (#100) 39T 70′ 80 Original Cost $12838.99, Sold to UPRR #100 9/1921, Scrapped 7/1942
076- 7/1910 W&S #707 28T 55′ 75 Repossessed by M.M.C.C. 1914, sold to the Lakeside and Marblehead and became #5
077- 2/1910 H&SC #1 30T 55′ 75 Scrapped Early on
078- 9/1910 ORY&Nav. #3 37T 70′ 44 To OWRy&Nav #604 (M-80), Scrapped 6/1936, Parabolic Nose
079- 8/1910 Ore&Cal #65 35T 70′ 86 Rear pilot and whistle installed 8/1920, To SPCo. #65, Laid Aside 1/1935, Scrapped 3/12/36
080- 7/1910 CRI&P #9021 40T 70′ 48 Burned/Scrapped 12/1911
081- 7/1910 CRI&P #9022 40T 70′ 48 Rebuilt with 275HP Winton Engine by EMC 5/25, Scrapped 2/1937
082- –/1910 CRI&P #9023 40T 70′ 48 Rebuilt with 275HP Winton Engine by EMC     5/25, Scrapped     -/1937
083- 10/1910 CRI&P #9024 40T 70′ 48 Rebuilt with 275HP Winton Engine by EMC 5/25, Scrapped -/1937
084- 10/1910 C&GW #1000 35T 70′ n/a New McKeen “C” Motor truck 1914, Rebuilt with EMC Winton 300HP engine 1928,      Renumbered 1004 1929, Scrapped 10/1950
085- 10/1910 C&GW #1001 34T 70′ n/a Square window, demotorized 1928, to MT (Motor Trailer) 1001, 74 Pass., Bluebird Coach car, Scrapped 5/1941
086- 2/1910 C&GW #1002 34T 70′ n/a Square windows, Climax (steam) engine installed 1923, BlueBird Power unit, renumbered 1000 1929, sold to Kettle Moraine Ry. 1964, To N.S.R.M. around 1999
087- –/1910 NS #90 39T 70′ 48 Jim Crow 10 passenger Black Section, left factory 2/25/1910, Converted to Electric 1925 (’23?,) Scrapped 1942
088- 1/1911 AERR #3 35T 70′ 80 Laid Aside 8/1929, Scrapped 8/30/1930
089- –/1910 DL&NW M-2 “Denver” 39.5T 70′ 38 To Great Western M-2 9/1928, Then U.P. M-52 Scrapped 12/1944
090- 5/1910 BR&P #1001 “Rocket” (unofficial name) 37.5T 70′ 84 To Deer River Railroad 1917, then Narragansett Pier #8 1921, Scrapped 1930
091- 11/1910 W&S #709 28T 55′ 48  Repossessed by M.M.C.C. 1914, sold to Alberta & Great Waterways Railway (Canada)
092- 12/1910 SPCo. #43 30T 70′ 62 Laid Aside 1/1934, Scrapped 6/30/1936
093- 9/1910 SPCo. #45 30T 70′ 62 Laid Aside 1/1939, used as Paint Shop in Roseville.
094- 1/1911 SPCo. #47 30T 70′ 62 Laid Aside 7/9/1935, Scrapped 4/2/1936, used as engineer’s locker house
095- 1/1911 SPCo. #49 30T 70′ 62 Laid aside 8/10/1936, Scrapped in Calexico 12/17/1936
096- 2/1911 SPCo. #51 30T 70′ 62 Laid aside 8/10/1936, Scrapped in Calexico 12/17/1936
 097- 2/1911 SPCo.  #53 30T 70′ 62 Laid aside 1/1934, reportedly used as a storehouse in Brooklyn
 098- 3/1911 SPCo.  #55 30T 70′ 62 Under C.P. Ownership, Laid aside 1/1934, scrapped 7-25-1935
 099- 3/1911 SPCo.  #57 30T 70′ 62 Under C.P. ownership, Laid Aside 1/1934, Scrapped 7-25-1935
100- 3/1911 SPCo. #59 30T 70′ 62 Under C.P. ownership, Burned in crash with Truck, Florence Calif. 1/20/1921
101- 3/1911 SPCo.  #61 30T 70′ 62 Laid Aside 1/1939, Scrapped 7-16-1939
102- 4/1911 SSRR #1 40T 70′ 38 To Riviera Beach & Western Railway #101 (or #1), 1912, Scrapped about 1924.
103- –/1911 SSRR #2 40T 70′ 38 To Midland Valley 1916 (1912?), sold to UPRR M-6 (the second) 1925
104- –/1911 AT&SF M-103 42T 70′ 77 Arrived 8/1910, Sold April 1922 to San Antonia and Aransas Pass. Repowered with Unit Steam Co. steam engine  became Texas & New Orleans #1007 Scrapped in
105- –/1911 AT&SF M-102 42T 70′ 85 Arrived 8/1910, Sold to UPRR #25 10/1922.
106- 5/1913 OWRw&Nav #607 (M-83) 37T 70′ 52 Original Cost $21171 Renumbered M-83 1/1917, Scrapped 7/1942
107- –/1911 DL&NW M-1 “Greeley” 40T 70′ 38 To Great Western M-1, then UPRR M-4 (2nd)
108- 7/1911 W&S #711 26T 55′ 75 Repossessed 1914, sold to Alberta & Great Waterways Railway
109- 5/1911 Ann Arbor #1 35T 70′ 83  Arched Windows, converted to Kerosene around 1915, Out of service by 1931
110- 6/1911 Ann Arbor #2 35T 70′ 83 Arched Windows, converted to Kerosene around 1915, Out of service by 1931
111- 6/1911 Ann Arbor #3 35T 70′ 83 Arched Windows, converted to Kerosene around 1915, Out of service by 1931
 112- 8/1911 Ann Arbor #4 35T 70′ 83  Arched Windows, converted to Kerosene around 1915, Out of service by 1931
 113- 7/1911 Ann Arbor #5 35T 70′ 83  Arched Windows, converted to Kerosene around 1915, Out of service by 1931
 114- –/1911 JC&LE #1 30T 55′   n/a Sold to Railroad in Missouri
115- 7/1911 Oregon SL #490 (M-64) 37T 70′ 70 Scrapped 8/1937
116- 7/1911 Oregon SL #491 (M-62) 40T 70′ 38 Original Cost $21300.16, To UPRR M-15, 10/1917, Scrapped 12/1944.
117- 8/1911 Oregon SL #492 (M-63) 43T 70′ 50   Original Cost 21547.37,    to UPRR M-16,     Scrapped 9/1952.
118- 9/1911 Oregon SL #493(M-65) 40T 70′ 38 Original Cost $21547.32, to UPRR M-18 10/1917, Scrapped 7/1942.
119- 9/1911 OWRy&Nav #605 (M-81) 39.5T 70′ 44 Original Cost $17106, renumbered M-81 11/1916, Scrapped 6/1936
120- 9/1911 OWRy&Nav #606 (M-82) 37T 70′ 44 Original Cost $17194, renumbered M-82 11/1916, Scrapped 8/1940
121- 10/1911  S&ERR #1 40T 70′ 30 150H.P. Samet Engine, to UPRR M-92 Scrapped 5/1945
122- 6/1923 UPRR M-26 38T 55′ 48 (68?) 1/1925 sold to LA&SL #101, Scrapped 9/1934
123- 6/1911 Victoria Rw #1 n/a 70′ 73 5’3″ Gauge
124- 6/1911 Victoria Rw #2 n/a 70′ 73 5’3″ Gauge
125- –/1911 PeoElec #1 (Joe Haskell) n/a 70′ n/a Repossessed by M.M.C.C. and sold to Saratoga & Encampment Valley #1, then to UPRR #9 (the second)
126- –/1912 TK&N #7 n/a 70′ n/a Arched Windows
127- –/1912 Soo Line #1 38T 70′ 84  To Electric Short Line Ry. Co. #1 1920, then to the Minnesota Western Railway #34,
128- –/1912 QueenGov. M-1 30T 59’2″ 69 3’6″ gauge
129- –/1912 QueenGov. M-2 30T 59′ 69 3’6″ gauge
130- –/1912 QueenGov. M-3 30T 59′ 69 3’6″ gauge
131- –/1912 QueenGov. M-4 30T 59′ 69 3’6″ gauge
132- –/1912 QueenGov. M-5 30T 59′ 69 3’6″ gauge
133- –/1912 WMW&N #7 37.5T 70′ 105 Said to have gone to the Texas & Pacific R.R.
134- –/1912 WMW&N #8 (11?) 37.5T 70′ 105 Said to have gone to the Texas & Pacific R.R.
135- –/1913 B&LERR #1 33T 55′ 48 Laid Aside 1916, Scrapped 1927
136- 5/1913 Minn.Nor.  “Anoke” 35T 55′ 36 Original Cost was $38,791.76 with sister car, Anoka, Cost $14273.59 To UPRR M-28 12/1923, Scrapped 7/1942
137- 5/1913 Minn.Nor. “Minneapolis” 35T 55′ 50 Original Cost was $38,791.76 with sister car, Minneapolis, Cost $11790.17 To UPRR M-27 12/1923, Scrapped 9/1934
138- –/1913 MLARR&S #1001 39T 70′ 84 To T.&N.O. #1001, Scrapped 12/31/1920
139- –/1913 MLARR&S #1002 39T 70′ 84 To T.&N.O. #1002, Scrapped 4/23/1935
140- –/1913 GH&SA #1003 39T 70′ 20(84?) To T.&N.O. #1003, Scrapped 10/16/1929
141- –/1913 GH&SA #1004 39T 70′ 20(84?) To T.&N.O. #1004, Scrapped 4/16/1931
142- –/1913 HTC #1005 39T 70′ 20(84?) To T.&N.O. #1005, Scrapped 11/16/1929
—- –/1914 ANW #100 39T 70′ n/a To Saratoga & Encampment Railroad.
144- –/1914 Butler County #10 30T 55′ 75 (?) Originally Jamestown, Westfield and Northwestern R.R. #1, repossessed, sold to Butler County, then sold to St. Louis- San Francisco 1924 (trailer?), Scrapped 3/1930
145- –/1914 PeoElec #2 (Major Patterson) n/a n/a 70′ Muskogee. Ok., never  delivered, became UPRR M-26
146- 5/1915 UPRR M-23 37T 70′ Bag. 300H.P., Original Cost $22703.12, Scrapped 6/1947
147- –/1914 CNY&SRR #101 37T 70′ n/a Scrapped 1925
148- –/1914 CNY&SRR #102 37T 70′ n/a Scrapped 1925
149- –/1916 N De C #800 n/a 70′ n/a Center and Rear Entrance
150- –/1916 SURw #100 45.5T 58’3″ 48 300H.P., Restoration Begun 2/1/2015
151- 12/1917 UPRR M-24 n/a 70′ Bag. 300H.P., Original Cost $33469.44, Wrecked 5/1948, Scrapped 5/1949
152- –/1917 AAS #1 n/a 70′ Bag. Flat Front
*Please Note*
  • All Motor Cars had a McKeen built 200H.P. except those noted with a different horsepower. The Early 100H.P. engines were built by the Standard Motor Company of New Jersey, the 300H.P. engines were an enlarged version of the 200H.P. also built by McKeen.  The early (1914) 300H.P. engines were 11″X15″ stroke-bore, the later engines (circa 1916) were 10″X14″ stroke-bore, and had one carburetor per cylinder. 
  • The 200H.P. created 200H.P. at 350R.P.M, but at 450R.P.M. it created 256H.P.  Most cars were geared to max the engine 350R.P.M., so 256H.P. was never achieved on the road.
  • One Freight McKeen Car may have been built for the Minneapolis and Northern Railway Co, 49′, 28T, built 7-1913.  No photos are known to exist of this car.  The car was also repossessed.
  • Possibly one 55′, 35T, McKeen Car was built for the Willamette Pacific, and merged into the S.P.)
  • Texas City Terminal  Railway Company bought a 1912, 55′ McKeen Car, 40 Passengers, 55′, 58T(?), which later burned in a shed fire in 1923.  Possibly a People’s Electric Railway McKeen Car?
  • Pennsylvania Railroad #4701 was possibly repossessed and sold to the Illinois Central Railroad to become #112.  also it was possibly retired in 1925.

McKeen Switcher Engines

Order Number/Date Railroad/Number Type Weight Length Seat Power
≈ 1906 UPRR  Experimental  —  about 15′ 2 ≈200HP
 ≈ October 1914 Motley M-275  —  33T 23′  2 300HP
≈ 1915 Northern Minneapolis  —  — estimated 23′ 2 300HP
  • Motley McKeen Switcher Engine gone by 1919.

McKeen Trailer/Coach Cars

Date Received Railroad Original Road Number New Road Number as of 1/13/’09 (S.P. only) Weight Length/ design plan (S.P.) Seat Disposition
12/1905 UPRR T-1 — 13T 31′ – 4 wheel Arrangement, Original Cost $1998.45, Scrapped 4/1940
 2/1906 UPRR T-2 — 12.5T 31′ – Original Cost $1998.45, Scrapped 4/1934
2/1906 UPRR T-3 — 14.5T 31’10” – Original Cost $1998.45, Scrapped 5/1934
6/1906 UPRR T-4 — 14T 31′ – Original Cost $1998.45, Scrapped 4/1940
10/1907 UPRR T-5 — 12.5T 31′ – Original Cost $2261.69, Scrapped 9/1934
11/1907 UPRR T-6 — 13T 31′ – Original Cost $2323.67, Scrapped 9/1934
12/1907 UPRR T-7 — 12T 31′ – Original Cost $2327.30, Scrapped 9/1934
–/–/1907 UPRR #499 — – 66’4″ 78
1/1908 UPRR T-8 — 14T 31′ – Original Cost $2323.67, Scrapped 5/1934
10/3/1908 SPCo. T-2 T-10 9.5T 31′ – 4 wheel Arrangement, Off Roster 1/20
10/3/1908 SPCo. T-4 T-11 9.5T 31′ – 4 wheel Arrangement, Used as Oil House in Sacramento Shops
10/3/1908 SPCo. T-6  T-12 9.5T 31′ – 4 wheel Arrangement, Used as Tool House in Sacramento Shops
12/23/1908 SPCo. T-8  T-13 12.4T 31′ – 4 wheel Arrangement, Retired 11/4/25
12/23/1908 SPCo. T-10 N/A 12.4T 31′ – 4 wheel Arrangement, To M.&.P.R.R. as #2, Then sold to A.E.R.R. as #10
12/31/1908  SPCo. T-12  T-15 12.55T 31′ – Sold to O.S.L. T-51 (6/18/11) Cost $3377.42, Scrapped 5/1951
2/15/1909 SPCo. T-14 T-14 12.35T 31′ – Scrapped Sacramento 1/20/1939
2/13/1909 SPCo. T-16 T-16 12.35T 31′ – Sold to SF 2/28/27, then to the Napa & Calistoga #55
2/13/1909 SPCo. T-18 T-18 12.4T 31′ – Sold 8/27/09 to FCdeS
2/13/1909 SPCo. T-20 T-20 12.4T 31′ – Off Roster 3/20
8/–/1909 AERR 8 T-13 31’2″ ≈35 One of the few Passenger Trailer Cars, Scrapped 11/12/(23?)
8/–/1909 AERR 10 — 31’2″ Scrapped 4/30/25
 –/–/1910 C&GW 1025 — 12.5T 31′ – Wrecked 11/1936, Scrapped 1937

Non McKeen-McKeen Cars

Order Number/Date Railroad/Number Length Seat Power Notes
6/1923 M-26 70′ 68 McKeen  200H.P. Original Cost, 11798.17 for the body, Sold to the L.A.&S.L. M-101 1/1925, engine from M-9
1923 M-27 55’2″ 72 McKeen  200H.P. Engine from M-4, Scrapped 9/1934
7/1927 M-29 62′ 52 H.S.300HP Gas.Elec. drive, Scrapped 1956
7/1927 M-30 62′ 52 H.S.300HP Gas.Elec. drive,  Scrapped 4/1957

H.S. stands for Hall-Scott, the maker of Motor Cars and Engines in California.

The remaining stock that Mr. McKeen owned, $450,000, was sold to the U.P.R.R., and in March of 1920.

 

  • In 1906, an Article on the McKeen Boxcars read that 24 were made for the U.P.R.R.  The only known car number for a McKeen Boxcar is #72851.
  • One Concrete Mixer Car, with a McKeen Engine, was built for the Carolina Clinchfield and Ohio Railroad.  It was used to line tunnels with concrete to prevent collapse.
  • McKeen also made two (one account said 20) Road buses for Minneapolis.
  • One truck was made with a the same chassis as the bus for the Union Pacific
Sources

Edmund Keilty -Doodlebug Country, Interurbans Without Wires, & The Shortline Doodlebug.

S.P. Roster Sheet

U.P.,  O.S.L.,  L.A.&.S.L.,  St.J.&G.I.R.R., & O.W.R.R.&Nav.Co. Roster Sheets

The Doodlebug – John McCall

The McKeen Car A-1 – Richard Wilkens

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