FM "H10-44" Locomotives: Specs, Roster, History

Last revised: December 27, 2024

The H10-44 was Fairbanks-Morse's first cataloged locomotive, and the first in its switcher line. It was constructed during the latter half of the 1940s and sold relatively well.

The H10-44 was originally designed for yard service. However, as is so often the case, railroads found the switcher suitable in all types of work, from switching to branch line duties.

The engine had proven itself in marine applications and when well understood by maintenance personnel operated fine in rail service.

The Southern Pacific and Canadian Pacific, for example, operated theirs for more than 20 years before age led to retirement.

Purely on the stance of reliability, FM's 38D8 1/8 opposed-piston (O-P) prime mover was the most reliable diesel engine of all the smaller builders (Alco and Baldwin).

H10-44's could be found in operation on many Class Is, from time they were cataloged in 1944 through the late 1970s, with some even surviving into the 1980's.

Photos

Pennsylvania H10-44 #9185 in Detroit during January of 1966. Warren Calloway collection.

Overview

As John Kirkland points out in his book, "The Diesel Builders: Fairbanks-Morse And Lima-Hamilton," the heritage of what became the H10-44 has many "firsts" but can essentially be traced back to two test-bed models FM manufactured for the Southern Railway and Reading: a diesel-powered rail car and a small switcher.

The former was the first to utilize FM's 2-cycle, 38D8 1/8 O-P prime mover. The cars were essentially used for baggage with the carbodies manufactured by the St. Louis Car Company.

The six units numbered as Southern 1-4 and Alabama Great Southern 40-41, entered service in 1939. The rail cars could produce 800 horsepower and pulled powerless, 76-seat coaches (also built by St. Louis Car), numbered as Southern MT1-MT4 and Alabama Great Southern MT40-MT41.

All internal electrical equipment was supplied by Westinghouse, which also supplied Baldwin with most of its diesel locomotives.

The Reading's switcher, numbered 35, also entered service in 1939. It was, however, not powered by an O-P engine (but did utilize an FM prime mover). As such, it is recognized as the first locomotive to feature an FM diesel engine.

The switcher was also manufactured by St. Louis Car and somewhat resembled a beefed-up General Electric design from the same era.

It featured a pair of model 46A86, 4-cycle engines that could produce 300 horsepower each for a total of 600 horsepower.

Once again Westinghouse supplied all electrical equipment. After delivery to Reading on December 31, 1939 it entered service at Wayne Junction, Philadelphia on January 4, 1940. Soon after, the locomotive was renumbered 97.

The H10-44 began production in August, 1944; it was capable of producing 1,000 horsepower using Fairbanks Morse's 2-cycle 38D8 1/8 opposed-piston prime mover.

The 8-cylinder, 1,600 version of the O-P was touted by FM as having "237 fewer working parts than an EMD model 567-16 cylinder 8 ½" x 10" engine (1,500 horsepower) and 118 fewer working parts than an Alco model 244 12-cylinder 9" x 10 ½" engine (1,500 horsepower)."

There was also the advantage of having headless cylinders; the two pistons worked vertically within a central chamber.

Of course, the trade off was excess burn-off during startup as lube oil occasionally found its way into the exhaust gas passages and two crankshafts meant a more finely detailed understanding of maintaining the power plant.

The H10-44 featured B-B trucks and a high hood with the cab off-set to one end. As Mr. Kirkland notes, the switcher was essentially a Baldwin design with an O-P engine.

Fairbanks-Morse adopted many Baldwin features into its initial including the use, once more, of Westinghouse for all electrical equipment.

Milwaukee Road H10-44 #704 is seen here between assignments at Ottumwa, Iowa in December, 1969. Fred Byerly photo. American-Rails.com collection.

While some railroads and shop forces complained of FM's complicated opposed-piston design no one could argue with the incredible tractive effort and pulling power its locomotives offered.

For instance, the H10-44 could produce 72,000 pounds of starting tractive effort and 34,000 pounds continuous. Similar models offered by Alco and EMD could simply not match this; this ability, among other things, helped immensely in getting a train moving quickly.

FM's modeling designation was rather straightforward, although the use of "H" to designate "Hood" became confusing when the company released road-switchers with a similar hood only on a longer carbody.

The H10-44 stood for the following:

"H" stood for Hood

"10" was for 1,000 horsepower

Each 4 regarded four axles and four traction motors

Reception

While the H10-44 was only marginally successful from a sales standpoint (195 units were ultimately produced), it is not necessarily because Fairbanks Morse's models were unreliable.

The engine was a proven rugged design as Kirkland notes; their issue were largely one of maintenance personnel being unfamiliar with them during an era when Electro-Motive was the primary motive power on many railroads.

Wabash H10-44 #380 was photographed here at Decatur, Illinois on October 31, 1965. Photographer unknown. American-Rails.com collection.

During the course of production there was one major change to the H10-44, a switch from a 125-volt to 75-volt control system.

This was to conform to Association of American Railroads (AAR), industry standards. In doing so, Westinghouse switched to slightly different models of the electrical equipment it supplied FM, which will be noted in the below data sheets.

Baltimore & Ohio #306-307, completed in December, 1948, were the first units to feature the updated 75-volt system and internal equipment.

In addition, during the course of production, FM tried to enter the field of traction motors and its auxiliary equipment (generators, fans, etc.).

The first locomotives to use Westinghouse traction motors in conjunction with FM generators was a batch of nine units manufactured for the Nickel Plate Road between December, 1948 and April, 1949 (#125-133).

Later, the first units to roll out of Beloit with all FM electrical equipment was Wabash #382-383 in March, 1949. As Mr. Kirkland notes, FM's designs proved unsatisfactory and some future switchers reverted back to Westinghouse equipment.

Data Sheet and Specifications

125 Volt

Entered Production	8/21/1944 (Milwaukee Road #1802)
Years Produced	8/1944 - 12/1948
Fairbanks-Morse Class	H10-44
Engine	38D8 1/8, 6-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	1000
RPM	800
Carbody Styling	Raymond Loewy
Length (Inside Couplers)	48' 10"
Height (Top Of Rail To Top Of Cab)	14' 6"
Width	10' 2"
Weight	240,000 Lbs
Trucks	B-B
Truck Type	GSC Rigid Bolster, Drop-Side Equalizer
Truck Wheelbase	8'
Wheel Size	40"
Traction Motors	362D (4), Westinghouse
Traction Generator	481A, Westinghouse
Auxiliary Generator	YG40C, Westinghouse
MU (Multiple-Unit)	Yes
Gear Ratio	68:14
Tractive Effort	34,000 Lbs at 9 mph
Top Speed	60 mph

75 Volt

Entered Production	12/1948 (Baltimore & Ohio #306-307)
Years Produced	12/1948 - 4/1950
Fairbanks-Morse Class	H10-44
Engine	38D8 1/8, 6-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	1000
RPM	800
Carbody Styling	Raymond Loewy
Length (Inside Couplers)	48' 10"
Height (Top Of Rail To Top Of Cab)	14' 6"
Width	10' 2"
Weight	240,000 Lbs
Trucks	B-B
Truck Type	GSC Rigid Bolster, Drop-Side Equalizer
Truck Wheelbase	8'
Wheel Size	40"
Traction Motors	362D (4), Westinghouse
Traction Generator	481F, Westinghouse
Auxiliary Generator	YG42A, Westinghouse
MU (Multiple-Unit)	Yes
Gear Ratio	68:14
Tractive Effort	34,000 Lbs at 9 mph
Top Speed	60 mph

Production Roster

Total Built = 195

Owner	Road Number	Construction Number	Contract Number	Completion Date
Milwaukee Road	1802	L1001	LD1	8/1944
Chicago & North Western	1036	L1002	LD2	11/1944
Santa Fe	500	L1003	LD3	4/1945
Union Pacific	DS1300	L1004	LD4	5/1945
Milwaukee Road	1803-1812	L1005-L1014	LD5	6/1945-12/1945
Chicago & North Western	1048-1050	L1015-L1017	LD7	9/1946
Chicago & North Western	1051	L1018	LD7	10/1946
Minnesota Western Railway	51	L1019	LD10	9/1946
Monon Railroad	18	L1020	LD13	11/1946
Wabash Railroad	380-381	L1021-L1022	LD14	11/1946
Pittsburgh & Lake Erie (New York Central)	8800-8801	L1023-L1024	LD15	12/1946
Union Pacific	DS1301-DS1304	L1025-L1028	LD17	2/1947
Terminal Railroad Association Of St. Louis	700-701	L1029-L1030	LD18	3/1947
Apache Railway	100	L1081	LD23	10/1947
Kentucky & Indiana Terminal Railroad	48	L1082	LD27	10/1947
Kentucky & Indiana Terminal Railroad	49-50	L1083-L1084	LD27	11/1947
Chicago & North Western	1052-1053	L1085-L1086	LD24	11/1947
Chicago & North Western (Chicago, St. Paul, Minneapolis & Omaha)	94	L1171	LD26	12/1947
Chicago & North Western	1054-1055	L1172-L1173	LD24	1/1948
Chicago & North Western (Chicago, St. Paul, Minneapolis & Omaha)	95-98	10L40-10L43	LD26	2/1948
Kentucky & Indiana Terminal Railroad	51	10L44	LD27	3/1948
Milwaukee Road	1819	10L45	LD84	3/1948
Kentucky & Indiana Terminal Railroad	52	10L46	LD27	3/1948
St. Louis-San Francisco Railway (Frisco)	270-275	10L47-10L52	LD30	3/1948
Denver & Rio Grande Western	120-122	10L53-10L55	LD37	4/1948
Santa Fe	501-502	10L56-10L57	LD32	4/1948
Denver & Rio Grande Western	123	10L58	LD37	4/1948
Chicago & North Western	1082	10L59	LD25	6/1948
Weyerhaeuser Timber	481	10L60	LD48	4/1948
Pennsylvania	5980-5982	10L61-10L63	LD50	6/1948
Pittsburgh & Lake Erie (New York Central)	8902-8903	10L64-10L65	LD33	8/1948
Pennsylvania	5983-5986	10L66-10L69	LD50	6/1948
Pennsylvania	9184-9186	10L70-10L72	LD50	6/1948
Pennsylvania	9187	10L73	LD50	7/1948
Pennsylvania	9188-9191	10L74-10L77	LD50	8/1948
Pennsylvania	9192-9196	10L78-10L82	LD50	9/1948
St. Louis San Francisco Railway (Frisco)	276-278	10L83-10L85	LD52	9/1948
Baltimore & Ohio	300-301	10L86-10L87	LD51	11/1948
Baltimore & Ohio	302-309	10L88-10L95	LD51	12/1948
Pennsylvania	9197-9198	10L96-10L97	LD50	9/1948
Pennsylvania	9199	10L98	LD50	10/1948
St. Louis San Francisco Railway (Frisco)	279	10L99	LD52	10/1948
Apache Railway	200	10L100	LD68	11/1948
Wabash Railroad	382-383	10L101-10L102	LD57	3/1949
New York, Chicago & St. Louis (Nickel Plate Road)	125	10L103	LD67	12/1948
New York, Chicago & St. Louis (Nickel Plate Road)	126	10L104	LD67	1/1949
New York, Chicago & St. Louis (Nickel Plate Road)	127-128	10L105-10L106	LD67	2/1949
New York, Chicago & St. Louis (Nickel Plate Road)	129-130	10L107-10L108	LD67	3/1949
New York, Chicago & St. Louis (Nickel Plate Road)	131-133	10L109-10L111	LD67	4/1949
Milwaukee Road	1813-1815	10L112-10L114	LD56	1/1949
Milwaukee Road	1816-1818	10L115-10L117	LD56	2/1949
Terminal Railroad Association Of St. Louis	702-703	10L118-10L119	LD59	4/1949
Pennsylvania	9288-9293	10L120-10L125	LD53	3/1949
Pennsylvania	9294-9299	10L126-10L131	LD53	4/1949
St. Louis San Francisco Railway (Frisco)	280	10L132	LD54	6/1949
St. Louis San Francisco Railway (Frisco)	281	10L133	LD54	7/1949
Chicago & North Western	1056	10L134	LD63	6/1949
Chicago & North Western	1057	10L135	LD63	7/1949
Chicago & North Western	1058	10L136	LD63	8/1949
Chicago & North Western	1059	10L137	LD63	7/1949
Chicago & North Western	1060-1062	10L138-10L140	LD63	8/1949
Kentucky & Indiana Terminal Railroad	55-59	10L141-10L145	LD69	5/1949
New York Central	8904-8905	10L146-10L147	LD60	6/1949
Chehalis Western Railroad (Weyerhaeuser)	492	10L148	LD60	5/1949
Chehalis Western Railroad (Weyerhaeuser)	493	10L149	LD60	6/1949
Pennsylvania	9080	10L150	LD71	7/1949
Pennsylvania	9081	10L151	LD71	8/1949
Pennsylvania	9082-9090	10L152-10L150	LD71	9/1949
Pennsylvania	9091	10L161	LD71	10/1949
Pennsylvania	9092	10L162	LD71	9/1949
Pennsylvania	9093-9097	10L163-10L167	LD71	10/1949
Pennsylvania	9098-9099	10L168-10L169	LD71	11/1949
New York Central	9106-9107	10L170-10L171	LD73	11/1949
New York Central	9108-9109	10L172-10L173	LD73	12/1949
Columbia & Cowlitz Railway (Weyerhaeuser)	D1	10L174	LD75	6/1949
Pittsburgh, Chartiers & Youghiogheny Railway	1	10L175	LD79	6/1949
New York Central	9110	10L176	LD77	2/1950
Chicago & North Western	1063	10L284	LD76	12/1949
Chicago & North Western	1064-1065	10L285-10L286	LD76	1/1950
Chicago & North Western	1070	10L287	LD76	1/1950
Indianapolis Union Railway	10-11	10L300-10L301	LD81	8/1949
Indianapolis Union Railway	12-13	10L302-10L303	LD81	11/1949
Milwaukee Road	1820-1822	10L325-10L327	LD85	2/1950
Milwaukee Road	1823-1825	10L328-10L330	LD85	3/1950
Indianapolis Union Railway	14	10L363	LD90	3/1950
Indianapolis Union Railway	15-18	10L364-10L367	LD90	4/1950

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.

Rio Grande H10-44 #120 at Ogden, Utah, circa 1970. American-Rails.com collection.

By the time production had ended on the H10-44 in April of 1950 Fairbanks Morse had sold 195 units to a wide range of Class I and smaller railroads (the PRR purchased the most, 55).

Today, at least three FM H10-44s are known to be preserved, all of which are former Milwaukee Road units; #760, #767, and #781.

The former unit #760) was the first ever produced by Fairbanks Morse and is one of the only examples of its diesels that is still in operating condition at the Illinois Railway Museum.

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