1. Home
 ›
2. Diesel Locomotives
 ›
3. H16-16

FM's "H16-66": The So-Called 'Baby Train Master'

Last revised: June 1, 2023

By: Adam Burns

The Baby Train Master, cataloged by Fairbanks-Morse as its H16-66, was the first of its six-axle, road-switcher locomotives released in the early 1950s.

Unfortunately, the model sold rather poorly although its bigger cousin the H24-66 Train Master fared relatively better. 

Ultimately, just three U.S. railroads purchased the H16-66:

• Milwaukee Road

• Chicago & North Western

• Chicago, St. Paul, Minneapolis & Omaha (C&NW)

In addition, the Tennessee Valley Authority, Alcoa, and Mexican carrier Ferrocarril Chihuahua al Pacífico purchased one unit each.

The H16-66's "Baby Train Master" name from railfans which coined the term for a few reasons:

• Firstly, of course, was its lower horsepower rating.


• Secondly, FM began manufacturing the model in the Train Master carbody after 1953. 

Interestingly, the company never used the "Baby Train Master" moniker to describe the H16-66. 

Today, two are in existence:

• Former Aluminum Company of America (Alcoa) #721001 (currently under Canadian ownership and stored in Ogden, Quebec by the Canadian Pacific.  Interestingly, it was the last H16-66 ever built).


• Former Tennessee Valley Authority #F3060 (built as #24) at the Tennessee Valley Railroad Museum.  She was acquired by the group in August, 20201.

Photos

Overview

The Baby Train Master began production in January of 1951; the first orders taken from the Chicago & North Western,  a regular buyer of Fairbanks-Morse products.

The C&NW would ultimately own the most H16-66s, 51 in all.  The original variants were virtually identical to the H16-44 except for their C-C, rigid bolster, drop-side equalizer trucks.

The H16-66 could produce 1,600 horsepower utilizing the Fairbanks Morse 2-cycle 38D8 1/8 opposed piston prime mover. 

Through 1953, FM continued to employ Raymond Loewy-inspired carbody recommendations on the H16-66.  While only cosmetic in nature the styling did provide for a nice look with an off-set cab and clean lines.

However, later on the company scrapped Loewy's recommendations in an effort to reduce manufacturing costs.  

FM's classification system for its diesels somewhat followed Baldwin's designation. In regards to the H16-66:

• "H" stood for Hood unit


• "16" was for 1,600 horsepower


• Each 6 referred to six axles and six traction motors

During the course of production, FM carried out several changes to the model, both internal and external.  These changes were similarly performed on the H16-44, also in production at the time.

Data Sheet and Specifications

Chicago & North Western (CMStPM&O) #168-172, completed in July, 1953 (Contract LD150) were the final H16-66's built in the original configuration, a total of 25 units.

Train Master Carbody and Westinghouse Equipment

This totaled 6 units, all built for the Milwaukee Road between August and September, 1953 (Contract LD153).

Train Master Carbody and General Electric Equipment

Gearing Options (GE Equipment)

Production Roster

Total Built = 59

Sources

• Kirkland, John F. Diesel Builders, The:  Fairbanks-Morse And Lima-Hamilton. Glendale: Interurban Press, 1985.

• Pinkepank, Jerry A. Diesel Spotter's Guide.  Milwaukee: Kalmbach Publishing Company, 1967.

• Schafer, Mike. Vintage Diesel Locomotives. Osceola: MBI Publishing, 1998.

To streamline operations, FM began equipping all of its road-switchers with the "Train Master" carbody.  This increased the H16-66's length from 56' 4" to 62'.  

Ultimately, only six units, all for the Milwaukee Road, were produced carrying the new carbody and Westinghouse electrical equipment.  

Afterwards, FM was forced to find a new supplier for traction motors and generators as Westinghouse stopped supplying these products.  As a result, General Electric was chosen.