FM "C-Liner" Locomotives: Specs, Roster, Photos

Last revised: August 8, 2026

The C-Liners, officially cataloged as the builder's Consolidated Line included Fairbanks Morse cab models. Overall FM built six different types of cab units during the 1950s that included the CPA16-4, CPA16-5, CPA20-5, CPA24-5, CFA16-4, and CFA20-4.

The C-Liners replaced FM's earlier cab model the Erie-Built, which proved only marginally success at best. The updated version of FM's cab locomotives did not feature a carbody nearly as elegant as the former, which sported a European look.

It was offered for either passenger or freight (with four or six axles) service and intended to compete against Electro-Motive's (EMD) popular E and F series as well as Alco's FA and PA models.

Unfortunately, the C-Liners saw about the same level of success as the Erie-Builts and FM canceled the line after only a few years of production.

One system which tested most of FM's products was the Milwaukee Road. The company wound up with a fleet of twelve CFA16-4's and six CFB16-4's.

It was also quite fond of the Erie-Builts and owned many switchers and road-switchers. Ironically, despite FM's struggles in the industry the company is still in business today producing marine engines.

A Pennsylvania "C-Liner" set (CFA16-4/CFB16-4) in Toledo, Ohio; June, 1962. Fred Byerly photo. American-Rails.com collection.

Overview

Fairbanks Morse entry into the cab locomotive market began with the Erie-Built model of 1945. This design was only intended for passenger service and had an appearance similar to the American Locomotive Company's (Alco) PA model with a long nose, and sweeping cab with a flush roofline.

While FM had hoped to be a strong competitor against EMD and Alco this was not to be as the company canceled production of the Erie-Built after cataloging it for just four years.

In 1950 they introduced a formal line of passenger and freight cab units known as the “Consolidated Line," more commonly referred to as C-Liners.

Long Island Rail Road CPA24-5 #2404 lays over at Morris Park engine terminal in Richmond Hill, New York, circa 1955. Meyer Pearlman photo. American-Rails.com collection.

These models were available in three different horsepower variations of 1,600, 2,000, and 2,400 with the option of either four or five axles. The former was only offered in their freight models while the latter used an odd B-A1A wheel arrangement in passenger service.

The most lightly-powered C-Liner was the CFA16-4 introduced in early 1950; it produced 1,600 horsepower using a B-B truck arrangement and was designed freight service.

Designations

C	Consolidation Line
F or P	Freight or Passenger Service
A or B	A or B Unit
16, 20, 24	Horsepower Rating (1600, 2000, 2400)
4	B-B Wheel Arrangement, 4 Powered Axles
5	B-A1A Wheel Arrangement: 2 Powered Lead Axles (B), Rear 3 Axles Include Center Axle Unpowered (A1A)

Of all the C-Liners, the CFA16-4 sold the best outshopping 91 A and B units combined. However, the model sold much better to the Canadian Pacific and Canadian National (through FM's Canadian Locomotive Works) than it ever did to U.S. railroads as only the Milwaukee Road, Pennsylvania, and New York Central purchased examples.

Unfortunately, the rest of the line did not fare so well. The only other freight model, the CFA20-4, sold just 15 units. Fairbanks Morse's passenger models the CPA16-4, CPA16-5, CP20-5, and CP24-5 sold just 60 units combined. Of these, the five axle models (the CPA16-5, CP20-5, and CP24-5) are the most interesting.

Diagram

A diagram of the freight and passenger C-Liner variants.

They featured a B-A1A setup whereby the front two axles were powered but the rear truck included three axles with a non-powered center axle (thus the term A1A).

The reason for this was that FM situated its steam generator (which powered on board amenities for passengers such as heating) in the rear of the locomotives and the area needed extra support.

Milwaukee Road "C-Liners" at Madison, Wisconsin, led by CFA16-4 #28-A, in March 1966. Rick Burn photo.

While the FM C-Liners were unsuccessful from a sales standpoint it is not necessarily because Fairbanks Morse's models in general were unreliable (although part of their unattractiveness was due to the carbody design).

Reliability with FM's diesel locomotives has often been questioned but this issue was mostly due to the fact that FM's opposed-piston prime mover was simply too complicated to maintain and far different from the standard designs being offered by the other builders.

Data Sheet

Entered Production	9/1950 (Pennsylvania #9448A-9448B-9449A)
Years Produced	9/1950 - 3/1952
Fairbanks-Morse Class	CFA16-4/CFB16-4, CPA16-4/CPB16-4, CPA16-5/CPB16-5, CFA20-4/CFB20-4, CPA20-5, CPA24-5
Engine	38D8 1/8 Opposed-Piston (8 cylinders = 1,600 Horsepower: 10 cylinders = 2,000 Horsepower: 12 cylinders = 2,400 Horsepower)
Engine Builder	Fairbanks-Morse
Horsepower	1600, 2000, 2400
RPM	300-850
Length (Over Couplers)	56' 6 1/2"
Height (Top Of Rail To Top Of Cab)	14' 9 1/2" (Freight) or 14' 10 5/8" (Passenger)
Width	10' 7"
Weight	See Table
Fuel Capacity	1,200 Gallons
Air Compressor	WABCO-3CD
Air Brake Schedule	24RL
Trucks	B-B or B-A1A
Truck Type	GSC Swing Bolster, Drop Side Equalizer
Truck Wheelbase	9' 4" (B) and 15' 6" (A1A)
Wheel Size	42"
Steam Generator (CP16-4)	1,600-2,800 Lb/Hour: 1,000-1,150 Gallon Supply
Steam Generator (CP16-5/CP20-5)	1,600-4,500 Lb/Hour: 1,600-1,800 Gallon Supply
Steam Generator (CP24-5)	1,600-4,500 Lb/Hour: 1,500 Gallon Supply
Traction Motors	370DE (4), Westinghouse
Traction Generator (1,600 hp)	497B, Westinghouse
Traction Generator (2,000 and 2,400 hp)	498A, Westinghouse
Auxiliary Generator	YG54A, Westinghouse
MU (Multiple-Unit)	Yes
Dynamic Brakes	Optional
Gear Ratio	See Table
Tractive Effort	See Table
Top Speed	See Table

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 Train Masters performed admirably for more than 20 years on the Southern Pacific due to a maintenance team that understood the model.

The locomotives took a daily beating hauling freight trains, and later in commuter service, without series mechanical problems.

Weight Table (In Pounds)

	CF16-4	CF20-4	CF24-4	CP16-4	CP16-5	CP20-5	CP24-5
A Unit	249,500	258,000	264,000	261,500	286,000	294,500	300,500
B Unit	246,000	254,500	260,500	258,000	282,000	290,500	296,500

Variants of FM's Consolidated Line were essentially the same locomotive and differed only in horsepower rating and truck arrangement.

Gearing Options

Gear Ratio	Maximum Speed	Continuous Tractive Effort (Lbs)	Continuous TE Rating Speed
68:15	65	52,500	9.2 mph (1,600 hp): 11.9 (2,000 hp): 14.2 (2,400 hp)
63:15	70	48,600	9.9 mph (1,600 hp): 12.8 (2,000 hp): 15.3 (2,400 hp)
62:17	80	42,200	11.4 mph (1,600 hp): 14.7 (2,000 hp): 17.6 (2,400 hp)
60:19	90	36,500	13.2 mph (1,600 hp): 17.0 (2,000 hp): 20.4 (2,400 hp)
58:21	100	32,000	15.1 mph (1,600 hp): 19.5 (2,000 hp): 23.3 (2,400 hp)
57:22	110	30,000	16.1 mph (1,600 hp): 20.8 (2,000 hp): 24.8 (2,400 hp)

As such, only a single data sheet will be included with notes highlighting each model's differences (if necessary). The C-Line began with the CFA16-4/CFB16-4 (first completed in September, 1950) and ended with the CPA24-5/CPB24-5 (final completed in March, 1952).

A set of Milwaukee Road "C-Liners" (CFA16-4s), led by #26-A, in Franklin Park, Illinois in April 1966. Rick Burn photo.

Production Rosters

CFA16-4/CFB16-4 (FM)

Total Built = 54

Owner	Road Number	Construction Number	Contract Number	Completion Date	Quantity
Pennsylvania	9448A-9453A	16L339-16L344	LD88	9/1950	6
Pennsylvania	9454A-9455A	16L345-16L346	LD88	10/1950	2
Pennsylvania	9492A-9497A	16L347-16L352	LD88	10/1950	6
Pennsylvania	9498A-9499A	16L353-16L354	LD88	11/1950	2
Pennsylvania	9448B (B)	16L355	LD88	9/1950	1
Pennsylvania	9450B (B)	16L356	LD88	9/1950	1
Pennsylvania	9452B (B)	16L357	LD88	9/1950	1
Pennsylvania	9454B (B)	16L358	LD88	10/1950	1
Pennsylvania	9492B (B)	16L359	LD88	10/1950	1
Pennsylvania	9494B (B)	16L360	LD88	10/1950	1
Pennsylvania	9496B (B)	16L361	LD88	10/1950	1
Pennsylvania	9498B (B)	16L362	LD88	11/1950	1
Milwaukee Road	23A, 23C	16L479-16L480	LD113	7/1951	2
Milwaukee Road	24A, 24C	16L481-16L482	LD113	8/1951	2
Milwaukee Road	25A, 25C	16L483-16L484	LD113	8/1951	2
Milwaukee Road	26A, 26C	16L485-16L486	LD113	8/1951	2
Milwaukee Road	27A, 27C	16L487-16L488	LD113	9/1951	2
Milwaukee Road	28A, 28C	16L489-16L490	LD113	9/1951	2
Milwaukee Road	23B (B)	16L491	LD113	7/1951	1
Milwaukee Road	24B-26B (B)	16L492-16L494	LD113	8/1951	3
Milwaukee Road	27B-28B (B)	16L495-16L496	LD113	9/1951	2
New York Central	6600-6607	16L541-16L548	LD126	2/1952	8
New York Central	6900-6902 (B)	16L549-16L551	LD126	2/1952	3
New York Central	6903 (B)	16L560	LD126	2/1952	1

CFA16-4/CFB16-4 (Canadian Locomotive Company)

Total Built = 35

Owner	Road Number	Construction Number	Completion Date	Quantity
Canadian National	8700, 8702	2648-2649	1/1952	2
Canadian National	8704	2668	5/1952	1
Canadian National	8701, 8703, 8705 (B)	2669-2671	5/1952	3
Canadian National	8706-8722 (Evens)	2696-2704	12/1952	9
Canadian National	8724-8730 (Evens)	2705-2708	1/1953	4
Canadian National	8732-8740 (Evens)	2709-2713	3/1953	5
Canadian National	8742, 8744	2714-2715	3/1953	2
Canadian Pacific	4076-4078	2716-2718	4/1953	3
Canadian Pacific	4079-4081	2719-2721	5/1953	3
Canadian Pacific	4455-4457 (B)	2722-2724	4/1953	3
Canadian Pacific	4458 (B)	2725	5/1953	1

CPA16-4/CPB16-4 (Canadian Locomotive Company)

Total Built = 18

Owner	Road Number	Construction Number	Completion Date	Quantity
Canadian Pacific	7005-7006	2646-2647	5/1951	2
Canadian Pacific	4052	2680	6/1952	1
Canadian Pacific	4053	2681	7/1952	1
Canadian Pacific	4054	2682	8/1952	1
Canadian Pacific	4055-4057	2683-2685	9/1952	3
Canadian Pacific	4449 (B)	2686	6/1952	1
Canadian Pacific	4450 (B)	2687	7/1952	1
Canadian Pacific	4451 (B)	2688	8/1952	1
Canadian Pacific	4452-4454 (B)	2689-2691	9/1952	3
Canadian Pacific	4104	2726	4/1954	1
Canadian Pacific	4105	2727	5/1954	1
Canadian Pacific	4471 (B)	2728	4/1954	1
Canadian Pacific	4472 (B)	2729	5/1954	1

CPA16-5/CPB16-5 (Canadian Locomotive Company)

Total Built = 12

Owner	Road Number	Construction Number	Completion Date	Quantity
Canadian National	6700-6701	2850-2851	12/1954	2
Canadian National	6702-6703	2852-2853	1/1955	2
Canadian National	6704-6705	2854-2855	2/1955	2
Canadian National	6800-6801 (B)	2856-2857	12/1954	2
Canadian National	6802-6803 (B)	2858-2859	1/1955	2
Canadian National	6804-6805 (B)	2860-2861	2/1955	2

CFA20-4/CFB20-4 (FM)

Total Built = 15

Owner	Road Number	Construction Number	Contract Number	Completion Date	Quantity
New York Central	5102 (B)	21L270	LD72	5/1950	1
New York Central	5103 (B)	21L271	LD72	6/1950	1
New York Central	5104 (B)	21L272	LD72	7/1950	1
New York Central	5006-5009	21L288-21L291	LD72	3/1950	4
New York Central	5010-5013	21L292-21L295	LD72	4/1950	4
New York Central	5014-5015	21L296-21L297	LD72	5/1950	2
New York Central	5016	21L298	LD72	6/1950	1
New York Central	5017	21L299	LD72	7/1950	1

CPA20-5 (FM)

Total Built = 8

Owner	Road Number	Construction Number	Contract Number	Completion Date	Quantity
Long Island Rail Road	2001-2004	21L331-21L334	LD86	6/1950	4
Long Island Rail Road	2005-2006	21L335-21L336	LD86	7/1950	2
Long Island Rail Road	2007	21L337	LD87	7/1950	1
Long Island Rail Road	2008	21L338	LD87	8/1950	1

Fairbanks-Morse's pair of CPA24-5 demonstrators, #4802 and #4801, are seen here at the company's Beloit, Wisconsin plant in April, 1951. They wore an attractive two-tone green livery and later became New Haven #790–791.

CPA24-5 (FM)

Total Built = 22

Owner	Road Number	Construction Number	Contract Number	Completion Date	Quantity
Fairbanks-Morse	4801-4802*	21L273-21L274	LD123	4/1951	2
Long Island Rail Road	2401-2404	21L497-21L500	LD114	9/1951	4
New Haven	792-799	21L533-21L540	LD124	1/1952	8
New York Central	4500-4507	21L552-21L559	LD125	3/1952	8

* Became New Haven #790-791.

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.

A Milwaukee Road CFA16-4/CFB16-4 "C-Liner" set, led by #24-C, is seen here arriving at the "A" Yard along the east end of the Bensenville, Illinois terminal in February, 1966. Typically known as the "Southeastern" train, this freight served the line to Terra Haute, Indiana. Fred Byerly photo. American-Rails.com collection.

In the end, however, railroads and mechanical departments found the opposed-piston not to their liking when builders like Electro-Motive offered wonderfully reliable and rugged designs with standard prime movers.

All of the FM C-Liners had internal components such as traction motors, generators, and air equipment outsourced to Westinghouse Electric.

Overall, virtually every model offered tractive efforts ranging from 65,000-70,000 pounds starting to 32,000 pounds continuous. Additionally, all C-Liners offered dynamic braking, something Fairbanks Morse did not include with many of its early diesel models.

Today, at least three C-Liners are known to be preserved all of which are located in Canada (it is said one C-Liner still owned by Canadian Pacific remains stored but operational).

Photos

Milwaukee Road "C-Liner" CFA16-4 #26A lays over at Madison, Wisconsin in April, 1965. Rick Burn photo.

Canadian Pacific CPA16-4s ("C-Liners"), led by #4065, with an eastbound freight at at the depot in Yahk, British Columbia, circa 1965. Photographer unknown.

New York Central CFA20-4 #5006, a "C-Liner" model cataloged by Fairbanks Morse, is seen here coupled to an F7A at Kankakee, Illinois on March 25, 1956. Photographer unknown.

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