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

Last revised: November 5, 2026

By: Adam Burns

The C-Liners were the cab locomotives of the Fairbanks-Morse Consolidation Line. The builder catalogued six cab models, the CPA16-4, CPA16-5, CPA20-5, CPA24-5, CFA16-4, and CFA20-4, and built boosters for several of them. Beloit finished 99. The Canadian Locomotive Company finished 66 more at Kingston, Ontario. The total is 165 locomotives, completed from March 1950 through February 1955.

They replaced the Erie-Built of 1945–1949. That earlier cab was a passenger locomotive with a long nose and a European line, and it was only a marginal seller. The Consolidation Line was meant to be built in Fairbanks-Morse’s own shop, for freight or passenger service, on four axles or five, against Electro-Motive’s E units and F units and Alco’s FA and PA. The carbody was not as elegant as the Erie-Built. The sales were not much better. The best seller was the 1,600-horsepower freight model, 90 cabs and boosters. A 2,400-horsepower freight model was drawn up and never built.

An A-B set of Milwaukee Road C-Liners, led by CFA16-4 #28C, lays over the engine terminal at Madison, Wisconsin in March, 1966. Rick Burn photo.

On this page: At a glance · After the Erie-Built · Model names · Trucks and steam · The buyers · Specifications · Production roster · The opposed-piston engine · What survives

At a glance

After the Erie-Built

Fairbanks-Morse came to railroad locomotives from the opposed-piston engine it had built for the Navy. The first cab of its own design was the Erie-Built, assembled by General Electric at Erie, Pennsylvania, because Beloit did not yet have the shop for a carbody. It was a passenger locomotive, A1A-A1A, rated 2,000 horsepower, and the carbody had the long nose and the swept cab that invited comparison with Alco’s PA. Production ran from 1945 through 1949 and then stopped.

The Consolidation Line was the replacement that Beloit could build. The new carbody was shorter than the Erie-Built. It still had room for a 12-cylinder opposed-piston engine, 2,400 horsepower, and for a steam generator on the passenger models. Freight power was a B-B. Passenger power that had to carry the boiler and the water generally rode a B-A1A, so the rear truck could take the weight without pushing an axle past 66,000 pounds. The 1,600-horsepower passenger cab, the CPA16-4, was the exception. It stayed on four axles, and only Kingston built it.

Robert Aldag Jr., who later headed the locomotive division, wrote in Trains in March 1987 that the C-Line took the high outside cost out of the Erie-Built and still missed the market. He put the lateness at about five years. By the time the cabs were ready, railroads were already buying road-switchers. The 2,400-horsepower units also had a particular electrical fault. The Westinghouse main generator could flash over when the wheels slipped at speed.

Fairbanks-Morse CPA24-5 demonstrators 4802 and 4801 at the Beloit, Wisconsin, plant in April 1951. The two-tone green pair later became New Haven 790 and 791.

Model names

The lettering is a specification, not a nickname. C is the Consolidation Line. F or P is freight or passenger. A or B is a cab or a booster. The next two figures are the horsepower in hundreds, so 16 is 1,600, 20 is 2,000, and 24 is 2,400. The last figure is the number of axles. A CFA16-4 is a 1,600-horsepower, four-axle freight cab. A CPA24-5 is a 2,400-horsepower, five-axle passenger cab. A CFB16-4 is the matching freight booster.

Trucks and steam

The freight locomotive and the CPA16-4 used two swing-bolster, drop-side-equalizer trucks, each with a 9-foot 4-inch wheelbase. The five-axle passenger locomotives kept that truck at the front and put a 15-foot 6-inch A1A truck under the steam generator. Wheels were 42 inches. Four Westinghouse 370 traction motors covered the powered axles. The idler carried weight and did not pull.

Passenger boilers were sized with the engine. The CPA16-4 and CPB16-4 carried a generator rated 1,600 to 2,800 pounds of steam an hour, with 1,000 to 1,150 gallons of water. The five-axle 1,600- and 2,000-horsepower passenger models were rated 1,600 to 4,500 pounds an hour, with 1,600 to 1,800 gallons. The CPA24-5 used the same steam rating and a 1,500-gallon tank.

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

The buyers

The first locomotives out of Beloit were not the 1,600-horsepower freight cabs. They were New York Central CFA20-4s. Cabs 5006 through 5009 were completed in March 1950, and the class ran through 5017 by July, with boosters 5102 through 5104. The Central came back in February 1952 for eight CFA16-4s, 6600–6607, and four CFB16-4s, 6900–6903, and in March 1952 for eight CPA24-5s, 4500–4507. In 1955 and 1956 it repowered the 2,000- and 2,400-horsepower C-Liners with Electro-Motive 567 engines. The 1,600-horsepower freight units were a separate story. They stayed opposed-piston locomotives and were retired in September 1966.

New York Central CFA20-4 5006, coupled to an F7A, at Kankakee, Illinois, on March 25, 1956. Photographer unknown.

The Long Island Rail Road took the only CPA20-5s, eight cabs, 2001–2008, between June and August 1950. There was no 2000. In September 1951 it added four CPA24-5s, 2401–2404. Those four are construction numbers 24L497 through 24L500.

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.

The Pennsylvania bought the largest American block of CFA16-4s. Sixteen cabs, 9448A–9455A and 9492A–9499A, and eight boosters on the even numbers, 9448B through 9498B, were completed from September through November 1950. The first A-B-A in that group was 9448A, 9448B, and 9449A. The Toledo photograph is one of those sets still at work in June 1962.

The Milwaukee Road was the other American road that kept coming back to Fairbanks-Morse cabs. It had liked the Erie-Builts, and it owned a large group of the builder’s switchers and road-switchers. For the Consolidation Line it took twelve CFA16-4s and six CFB16-4s, delivered from July through September 1951. The cabs were 23A and 23C through 28A and 28C. The boosters were 23B through 28B. On the Milwaukee a trailing cab carried a C suffix, so 24-C in the Bensenville photograph is a cab, not a booster. The freight those units often led toward Terre Haute was the Southeastern.

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

A Milwaukee Road CFA16-4 and CFB16-4 set, led by 24-C, arriving at A Yard on the east end of the Bensenville, Illinois, terminal in February 1966. The freight was the Southeastern, for the line to Terre Haute, Indiana. Fred Byerly photo. American-Rails.com collection.

Milwaukee Road CFA16-4s, led by 26-A, at Franklin Park, Illinois, in April 1966. Rick Burn photo.

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

The New Haven took the two Beloit demonstrators and eight more CPA24-5s. Demonstrators 4801 and 4802, construction numbers 24L273 and 24L274, were completed in April 1951 on contract LD123 and became 790 and 791. Cabs 792 through 799 followed in January 1952.

Kingston built every 1,600-horsepower passenger C-Liner, and it built a second block of the freight model. Canadian National took 23 CFA16-4 cabs in the even numbers 8700 through 8744, plus boosters 8701, 8703, and 8705, from January 1952 through March 1953. Canadian Pacific took six CFA16-4s, 4076–4081, and four CFB16-4s, 4455–4458, in April and May 1953. The unit-by-unit Canadian National diesel list is the CN diesel roster. The Canadian Pacific list is the CP diesel roster.

Canadian Pacific also bought the passenger four-axle model. Kingston built CPA16-4 demonstrators 7005 and 7006 in May 1951. The railway bought them in December 1951, ran them for a time under those numbers, and renumbered them 4064 and 4065 in September 1952. Six more cabs, 4052–4057, and six boosters, 4449–4454, came in the summer of 1952. The last of the model, cabs 4104 and 4105 and boosters 4471 and 4472, were finished in April and May 1954. The Yahk photograph is 4065, the former demonstrator 7006, still in freight service about 1965.

Canadian Pacific CPA16-4s, led by 4065, with an eastbound freight at the depot in Yahk, British Columbia, circa 1965. 4065 was built as Canadian Locomotive Company demonstrator 7006. Photographer unknown.

The last C-Liners were Canadian National passenger units, and they broke the Westinghouse pattern. CPA16-5 cabs 6700–6705 and CPB16-5 boosters 6800–6805 were completed from December 1954 through February 1955 with General Electric electrical equipment and without dynamic brakes. On the earlier locomotives, dynamic braking had been optional, and the motors, generators, and air equipment had come from Westinghouse. Westinghouse had announced in 1953 that it was leaving the locomotive-equipment market. That left the C-Liner without the supplier the design had been built around. Beloit was already done. Kingston stopped with this order.

Specifications

The models are one locomotive in several ratings. Length, width, and the running gear do not change with the cylinder count. Weight, generator, and steam capacity do. The figures below are the catalog sheet. Where a booster was never built, the weight is still the catalog figure, and the roster is the count of locomotives actually finished.

Weight, in pounds

The CF24-4 column, and the booster weights under CP20-5 and CP24-5, are catalog figures. Those locomotives were not built. Every other column matches a model on the roster.

Gearing

Continuous tractive effort on the catalog sheet runs from 52,500 pounds at 68:15 to 30,000 pounds at 57:22. Top speed runs from 65 to 110 miles an hour. The speed at which the continuous rating is reached rises with the horsepower, because the same gear is turning a larger engine.

A Pennsylvania C-Liner set, CFA16-4 and CFB16-4, at Toledo, Ohio, in June 1962. Fred Byerly photo. American-Rails.com collection.

Production roster

Beloit construction numbers carry the horsepower in the prefix. A 1,600-horsepower locomotive is a 16L number, a 2,000-horsepower locomotive is a 21L number, and a 2,400-horsepower locomotive is a 24L number. Kingston used its own numeric series. Contract numbers on the Beloit tables are the LD orders. A booster is marked B. Quantities are locomotives, and each frame is counted once.

CFA16-4 and CFB16-4, Fairbanks-Morse

Total built: 54. Pennsylvania 24, Milwaukee Road 18, New York Central 12.

CFA16-4 and CFB16-4, Canadian Locomotive Company

Total built: 36. Canadian National 26, of which 23 are cabs. Canadian Pacific 10.

CPA16-4 and CPB16-4, Canadian Locomotive Company

Total built: 18. All of them went to the Canadian Pacific. The first two were Kingston demonstrators.

Demonstrators 7005 and 7006 were sold to the Canadian Pacific in December 1951 and renumbered 4064 and 4065 in September 1952. Serial 2646 became 4064. Serial 2647 became 4065.

CPA16-5 and CPB16-5, Canadian Locomotive Company

Total built: 12. All of them were Canadian National passenger locomotives, with General Electric equipment and no dynamic brakes.

CFA20-4 and CFB20-4, Fairbanks-Morse

Total built: 15. All of them were New York Central freight locomotives, and they were the first C-Liners completed. The Central repowered them with 567 engines in 1955–56.

CPA20-5, Fairbanks-Morse

Total built: 8. No booster was built. The Long Island was the only buyer.

CPA24-5, Fairbanks-Morse

Total built: 22. No booster was built. The demonstrators are the 24L273 pair in the Beloit photograph.

Demonstrators 4801 and 4802 became New Haven 790 and 791. The New York Central repowered 4500–4507 with 567 engines in 1955–56.

The opposed-piston engine

The 38D8⅛ is the same family of engine Fairbanks-Morse put in its road-switchers. Two pistons share one cylinder, and the crankshafts are geared together at the end of the block. An eight-cylinder engine was rated 1,600 horsepower, a ten-cylinder engine 2,000, and a twelve-cylinder engine 2,400, all between 300 and 850 rpm. It was a compact way to the horsepower. It was also a maintenance department’s problem. The machinery did not look like a 567 or an Alco 244, and a railroad that had standardized on those engines had to keep a second set of skills for a small fleet.

That was not the same thing as a locomotive that could not run. John Kirkland, in The Diesel Builders, points to the Southern Pacific Train Masters as the counterexample. A shop that understood the opposed-piston engine kept those 2,400-horsepower road-switchers in freight, and later in commute service, for more than twenty years without a run of mechanical failures that would have condemned the design. The C-Liner never got that large a constituency. Ninety of the 165 were the plain 1,600-horsepower freight model. The passenger 2,400-horsepower cab, the one the generator flashover hurt, sold 22.

Fairbanks-Morse left the locomotive market. The company did not leave the opposed-piston engine. It still builds those engines for marine service.

What survives

The two preserved C-Liners were built at Kingston for the Canadian Pacific. CPA16-4 4104, construction number 2726, April 1954, is on outdoor display at Nelson, British Columbia, on the territory where these locomotives finished their work. CPA16-4 4065, built in May 1951 as Canadian Locomotive Company demonstrator 7006, is at the Canada Science and Technology Museum in Ottawa. The Beloit C-Liners were scrapped. None of the New York Central, Pennsylvania, Milwaukee, Long Island, or New Haven units was saved.

Related reading

• Fairbanks-Morse · Erie-Built · Train Master · Canadian Locomotive Company
• Long Island Rail Road · Milwaukee Road · Pennsylvania Railroad · New York Central · New Haven
• Canadian National · CN diesel roster · Canadian Pacific · CP diesel roster

Sources

• Kirkland, John F. The Diesel Builders, Volume 1: Fairbanks-Morse and Lima-Hamilton. Glendale: Interurban Press, 1985.
• Aldag, Robert, Jr. “F-M Against the Odds, Part 1: How Fairbanks Morse Got Into the Locomotive Business.” Trains, March 1987.
• Edson, William D. New York Central System Diesel Locomotives. Lynchburg: TLC Publishing, 1995. The 1955–56 repowering of the 2,000- and 2,400-horsepower New York Central C-Liners, and the September 1966 retirement of the CFA16-4s.
• Pinkepank, Jerry A. Diesel Spotter’s Guide. Milwaukee: Kalmbach Publishing Company, 1967.
• Schafer, Mike. Vintage Diesel Locomotives. Osceola: MBI Publishing, 1998.

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