The Baby Train Master began production in January of 1951; the first orders taken for the locomotive was from the Chicago & North Western
a regular buyer of Fairbanks Morse products. The C&NW would
ultimately own the most H16-66s, which were only slightly
different from the H16-44 road switcher in that it featured C-C trucks,
thus allowing for better tractive effort and a better distribution of
weight on the rails. FM's
four-axle road switchers utilized AAR Type B trucks while its six axle designs
like the Baby Train Master used Baldwin-designed Commonwealth trucks. During later years the company switched to Tri-Mount trucks.
Most roads shied away from the Baby Train Master but the C&NW liked it so much they purchased a total of fifty-five examples between 1951 and 1956 (interestingly, the railroad never acquired the more powerful Train Master). 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; the “H” stood for Hood unit, “16” was for 1,600 horsepower, and each 6 referred to six axles and six traction motors.
It should be noted that while the H16-66 sold poorly it is not
necessarily because Fairbanks Morse's models in general were unreliable. This issue in regards to FM's diesels have often been questioned but I believe the primary obstacle was related to the builder's opposed-piston prime mover. The engine's design made it difficult to maintain and it was far different from the standard two or four-cycle diesels
being employed by Electro-Motive and Alco. For instance, in regards to the
Train Master, it has been noted by John Kirkland in his book The Diesel Builders Volume 1
that the locomotives performed admirably for more than 20 years on the
Southern Pacific due to a maintenance team that understood the engine and its intricate layout, despite taking a daily beating in freight/commuter service.
Fairbanks Morse H16-66 Production Roster
|Aluminum Company Of American (Alcoa)||721001||1||1958|
|Chicago & North Western||1510-1514, 1605-1612, 1668-1683, 1691-1700, 1901-1906||55||1951-1956|
|Chicago, St. Paul, Minneapolis & Omaha (C&NW)||150, 168-172||6||1951-1953|
|Tennessee Valley Authority||24||1||1958|
The one major selling point for the Fairbanks Morse's Baby Train Master was
its very high tractive effort offering just under 80,000 pounds of
starting. This made the locomotive an extremely capable puller
although its extra weight at 187.5 tons compared to lighter models from EMD (SD7) and Alco (RSD4), both of which weighed around 180 tons or less, likely also hurt potential sales.
Overall the H16-66 carried a length of 66 feet, which was quite a bit
longer than Alco's and EMD's models, and about 12 feet longer than the
four axle H16-44.
Lastly, for more information about the FM H16-66 please refer to the chart above for a complete production roster.
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