FM "H16-66" Locomotives: Specs, Roster, History
Last revised: December 27, 2024
By: Adam Burns
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.
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