FM "H16-66" Locomotives: Specs, Roster, History

Last revised: December 27, 2024

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

Chicago & North Western H16-66 #171 rests at Kewaskum, Wisconsin on April 13, 1971. Tom Hoffman photo, Rick Burn collection.

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.

Chicago & North Western H16-66 #1512 is seen here between assignments at Proviso Yard (Illinois), circa 1970. American-Rails.com collection.

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

Entered Production	1/1951 (Chicago & North Western #1510-1511)
Years Produced	1/1951 - 7/1953
Fairbanks-Morse Class	H16-66
Engine	38D8 1/8, 8-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	1600
RPM	850
Carbody Styling	Raymond Loewy
Length (Inside Couplers)	56' 4"
Height (Top Of Rail To Top Of Cab)	14' 9"
Width	10' 4"
Weight	287,000 Lbs
Trucks	C-C
Truck Type	GSC Rigid Bolster, Drop-Side Equalizer
Truck Wheelbase	13'
Wheel Size	42"
Traction Motors	370DEZ (6), Westinghouse
Traction Generator	472A, Westinghouse
Auxiliary Generator	YG45D, Westinghouse
MU (Multiple-Unit)	Yes
Gear Ratio	63:15 or 68:15
Tractive Effort	72,900 Lbs at 6.3 mph (63:15) or 78,750 Lbs at 6.8 mph (68:15)
Top Speed	65 mph (68:15) or 70 mph (63:15)

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

Entered Production	8/1953 (Milwaukee Road #2125-2127)
Years Produced	8/1953 - 9/1953
Fairbanks-Morse Class	H16-66
Engine	38D8 1/8, 8-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	1600
RPM	850
Carbody Styling	Raymond Loewy
Length (Inside Couplers)	62'
Height (Top Of Rail To Top Of Cab)	14' 9"
Width	10' 4"
Weight	295,000 Lbs (Optional up to 330,000 Lbs)
Trucks	C-C
Truck Type	Trimount
Truck Wheelbase	13'
Wheel Size	42"
Traction Motors	370DEZ (6), Westinghouse
Traction Generator	497BZ, Westinghouse
Auxiliary Generator	YG45D, Westinghouse
MU (Multiple-Unit)	Yes
Gear Ratio	68:15
Tractive Effort	78,750 Lbs at 6.8 mph
Top Speed	65 mph

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

Train Master Carbody and General Electric Equipment

Entered Production	7/1954 (Chicago & North Western #1682-1683)
Years Produced	7/1954 - 10/1958
Fairbanks-Morse Class	H16-66
Engine	38D8 1/8, 8-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	1600
RPM	850
Length (Inside Couplers)	62'
Height (Top Of Rail To Top Of Cab)	14' 9"
Width	10' 4"
Weight	295,000 Lbs (Optional up to 330,000 Lbs)
Trucks	C-C
Truck Type	Trimount
Truck Wheelbase	13'
Wheel Size	40" (42" Optional)
Traction Motors	GE752 (6), GE
Traction Generator	GT567, GE
Auxiliary Generator	GY43A, GE
MU (Multiple-Unit)	Yes
Gear Ratio	See Table Below
Tractive Effort	See Table Below
Top Speed	See Table Below

Gearing Options (GE Equipment)

Gear Ratio	Wheel Diameter	Maximum Speed	Continuous Tractive Effort (Lbs)	Continuous TE Rating Speed (MPH)
74:18	40"	66	79,500	6.2
74:18	42"	69	75,750	6.5
65:18	40"	75	69,900	7.0
65:18	42"	79	66,450	7.4

Production Roster

Total Built = 59

Owner	Road Number	Construction Number	Contract Number	Completion Date	Quantity
Chicago & North Western	1510-1511	16L35, 16L37	LD93	1/1951	2
Chicago & North Western	1512-1514	16L275-16L277	LD93	2/1951	3
Chicago & North Western	1605-1610	16L659-16L664	LD137	10/1952	6
Chicago & North Western	1611-1612	16L665-16L666	LD137	11/1952	2
Milwaukee Road	2128-2130	16L693-16L695	LD153	9/1953	3
Chicago & North Western	1668	16L696	LD151	7/1953	1
Chicago & North Western	1669-1673	16L699-16L703	LD151	7/1953	5
Chicago & North Western (CStPM&O)	168-172	16L704-16L708	LD150	7/1953	5
Milwaukee Road	2125-2127	16L757-16L759	LD153	8/1953	3
Chicago & North Western	1682-1683	16L872-16L873	LD169-2	7/1954	2
Chicago & North Western	1674-1675	16L874-16L875	LD169-1	8/1954	2
Chicago & North Western	1676-1681	16L876-16L881	LD169-1	7/1954	6
Chicago & North Western	1696-1698	16L972-16L974	LD182	8/1955	3
Chicago & North Western	1694	16L981	LD182	11/1955	1
Chicago & North Western	1695, 1691	16L982-16L983	LD182	9/1955	2
Chicago & North Western	1692-1693	16L984-16L985	LD182	10/1955	2
Chicago & North Western	1700, 1699	16L986-16L987	LD182	9/1955	2
Chicago & North Western	1901-1903	16L1003-16L1005	LD197	6/1956	3
Chicago & North Western	1904-1906	16L1029-16L1031	LD197	6/1956	3
Tennessee Valley Authority	24	16L1157	LD216	10/1958	1
Ferrocarril Chihuahua al Pacífico	508	16L1158	LD214	11/1957	1
Aluminum Company Of America (Squaw Creek Coal Company)	721001	16L1159	LD209	1/1958	1

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.