FM H24-66 "Train Master" Locomotives: Specs, Roster, History

Last revised: December 27, 2024

Of all the locomotive models produced by Fairbanks-Morse, the Train Master was by far its most revolutionary and best remembered.

Officially cataloged as the H24-66, it was a serious puller that was well built and extremely powerful for its era of production.

Unfortunately, it seems the Train Master was simply too far ahead of its time. During the 1950's most railroads had yet to embrace the high horsepower, six-axle concept.

It is one of the truly unique aspects of diesel locomotive history. Had things been different, and FM cataloged the locomotive more than a decade later, it may have been the SD40-2 of its day.

Going further, Fairbanks-Morse may have even blossomed into a major Electro-Motive rival. Today, there is one H24-66 preserved although it was built by FM's subsidiary, the Canadian Locomotive Works; Canadian Pacific #8905.

The locomotive is currently on display at the Canadian Railway Museum in Saint-Constant, Quebec.

Photos

Norfolk & Western H24-66 "Train Master" #173 (ex-Virginian #73) pulls a string of loaded coal hoppers through Elmore, West Virginia over the old Virginian Railway in September, 1974. Kevin Scanlon photo. American-Rails.com collection.

Overview

The Train Master began production in April of 1953 and proved itself as the most "successful" locomotive on the market at the time, even if railroads didn't realize it.

The H24-66 utilized Fairbanks Morse's 2-cycle 38D8 1/8 opposed piston prime mover that could produce a hefty 2,400 horsepower and was equipped with Trimount trucks.

The TM offered the most horsepower of any locomotive in its class at that time and despite its size could also out accelerate any comparable locomotive, even making it ideal in some types of passenger service (a trait not missed by the Southern Pacific).

As John Kirkland notes in his book, "The Diesel Builders: Fairbanks-Morse And Lima Hamilton," FM actually cataloged the Train Master for passenger and freight operation by offering the option of a 2,400-gallon steam generator.

The locomotive was offered in a variety of gearing options with a maximum continuous tractive effort rating of 79,500 pounds utilizing Westinghouse electrical equipment.

When FM was forced to switch suppliers following Westinghouse's exit from the traction motor business, General Electric's model GE752 motors could offer as much as 79,500 pounds of continuous tractive effort.

Unfortunately, when the locomotive debuted railroads had yet to grasp the diesel as a high horsepower commodity.

As such, most saw the H24-66 as beyond their needs. In addition, many maintenance departments did not want to spend the effort becoming familiar with the opposed-piston prime mover.

Delaware, Lackawanna & Western H24-66 "Train Master" is seen here between assignments in Hoboken, New Jersey during the 1950s. These units were often used in commuter assignments. American-Rails.com collection.

Demonstrators

When production had ended in June of 1957, just 127 had been built for a handful of Class I railroads. FM also manufactured four demonstrators; TM-1 and TM-2 went to the Wabash while the Southern Pacific picked up TM-3 and TM-4.

Interestingly, TM-1 and TM-2 spent time testing on the Milwaukee Road in mid-April, 1953. Afterward, they were sent to Atlantic City, New Jersey and placed on display at the AAR Convention being held during the week of June 22nd that year.

Their mates, TM-3 and TM-4, began testing in May, 1953 and were eventually acquired by Southern Pacific in December, 1953 becoming #4800-4801.

By the time the Train Master was released, Fairbanks Morse had ended Raymond Loewy's recommendations in styling its locomotives.

However, it did continue to lean on some of his ideas giving the TM a clean look and soft, beveled edges; at 66 feet it was basically an elongated version of its smaller four axle road switchers.

Perhaps the only truly negative aspect of the Train Master was its weight; at just over 194 tons it was quite heavy and hard on the track.

A pair of Southern Pacific's "Train Masters" - #4803 and #4802 - are seen here at San Francisco's 3rd & Townsend Depot in commuter service wearing the road's "Black Widow" livery during the 1950s. Photographer unknown.

Two of Fairbanks-Morse's H24-66 "Train Master" demonstrators, TM-1 and TM-2, are showcased at the Railway Supply Manufacturers' Association trade show in Atlantic City, New Jersey in late June of 1953.

Despite the Train Master's weight issues, and opposed-piston design, many railroads found that the model lived up to FM's hype.

The locomotive took a beating on lines like the Reading and Virginian where it was used in heavy coal drag service. It performed exemplary in these assignments.

Pennsylvania "Train Master" #6705 is seen here tied down in Columbus, Ohio on September 9, 1967. American-Rails.com collection.

In addition, Southern Pacific liked theirs so well, particularly its fast acceleration, that after newer models replaced the TMs in freight service, the railroad continued using them in commuter operations well into the 1970s.

It should be noted that while the Train Master only saw cool sales numbers it is not necessarily because Fairbanks Morse's models in general were unreliable.

Data Sheets and Specifications

Data Sheet (Westinghouse Equipment)

Entered Production	4/1953 (Fairbanks-Morse #TM1-TM2)
Years Produced	4/1953 - 12/1955
Fairbanks-Morse Class	H24-66
Engine	38D8 1/8, 12-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	2400
RPM	850
Length (Inside Couplers)	66'
Height (Top Of Rail To Top Of Cab)	14' 9"
Width	10' 4"
Weight	375,000 Lbs
Trucks	C-C
Truck Type	Trimount
Truck Wheelbase	13'
Wheel Size	42"
Steam Generator	4,500 Lb/Hour, 2,400 Gallon Supply (Optional)
Traction Motors	370DEZ (6), Westinghouse
Traction Generator	498A, Westinghouse
Auxiliary Generator	YG45A, Westinghouse
MU (Multiple-Unit)	Yes
Gear Ratio	See Table Below
Tractive Effort	See Table Below
Top Speed	See Table Below

Gearing Options (Westinghouse)

Gear Ratio	Maximum Speed	Continuous Tractive Effort (Lbs)	Continuous TE Rating Speed (MPH)
68:15	65	78,750	6.2
63:15	70	72,900	9.9
62:17	80	63,300	11.4

Data Sheet (General Electric Equipment)

Entered Production	3/1954 (Virginian #50)
Years Produced	3/1954 - 6/1957
Fairbanks-Morse Class	H24-66
Engine	38D8 1/8, 12-cylinder Opposed-Piston
Engine Builder	Fairbanks-Morse
Horsepower	2400
RPM	850
Length (Inside Couplers)	66'
Height (Top Of Rail To Top Of Cab)	14' 9"
Width	10' 4"
Weight	375,000 Lbs
Trucks	C-C
Truck Type	Trimount
Truck Wheelbase	13'
Wheel Size	40" (42" Optional)
Steam Generator	4,500 Lb/Hour, 2,400 Gallon Supply (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 (General Electric)

Gear Ratio	Wheel Diameter	Maximum Speed	Continuous Tractive Effort (Lbs)	Continuous TE Rating Speed (MPH)
74:18	40"	66	79,500	9.3
74:18	42"	69	75,750	9.8
65:18	40"	75	69,900	10.6
65:18	42"	79	66,450	11.2

Southern Pacific H24-66 #3022 sits by itself at the Bayshore Roundhouse (San Francisco) during October of 1971. Today, this facility is gone. Drew Jacksich photo.

Production Rosters

Fairbanks Morse

Total Built = 107

Owner	Road Number	Construction Number	Contract Number	Completion Date	Quantity
Fairbanks-Morse (Demo)	TM1-TM2*	24L730-24L731	LD170	4/1953	2
Fairbanks-Morse (Demo)	TM3-TM4**	24L732-24L733	LD165	5/1953	2
Delaware, Lackawanna & Western	850-859	24L734-24L743	LD165	6/1953	10
Reading Railroad	800-801	24L779-24L780	LD155	9/1953	10
Reading Railroad	860-861	24L781-24L782	LD155	10/1953	2
Southern Pacific	4810-4813	24L787-24L790	LD164B	11/1953	4
Southern Pacific	4802-4805	24L91-24L794	LD164A	12/1953	4
Reading Railroad	802-806	24L795-24L799	LD158	11/1953	5
Southern Pacific	4814-4815	24L800-24L801	LD164B	2/1954	2
Southern Pacific	4806-4809	24L803-24L806	LD164A	12/1953	4
Virginian Railway	50-57	24L807-24L814	LD167-1	3/1954	8
Virginian Railway	58-64	24L838-24L844	LD167-1	4/1954	7
Virginian Railway	65-68	24L845-24L848	LD167-1	5/1954	4
Central Railroad Of New Jersey	2401-2404	24L849-24L852	LD171	5/1954	4
Central Railroad Of New Jersey	2405-2407	24L853-24L855	LD171	6/1954	3
Southern Railway (CNO&TP)	6300-6301	24L856-24L857	LD179	5/1955	2
Southern Railway (CNO&TP)	6302-6304	24L858-24L860	LD179	6/1955	3
Canadian Pacific	8900	24L861	C635	6/1955	1
Canadian National	3000	24L862	C636	6/1955	1
Reading Railroad	866, 867, 862	24L863-24L865	LD185	11/1955	3
Reading Railroad	863-864	24L882-24L883	LD185	11/1955	2
Reading Railroad	865	24L884	LD185	12/1955	1
Central Railroad Of New Jersey	2408-2410	24L885-24L887	LD191	3/1956	3
Central Railroad Of New Jersey	2411-2413	24L888-24L890	LD191	4/1956	3
Wabash	552-552A	24L891-24L892	LD194	4/1956	2
Wabash	553-553A	24L893-24L894	LD194	5/1956	2
Wabash	554-554A	24L895-24L896	LD194	5/1956	2
Pennsylvania	8699-8703	24L897-24L901	LD200	8/1956	5
Pennsylvania	8704-8707	24L902-24L905	LD200	9/1956	4
Reading Railroad	807-808	24L906-24L907	LD204	12/1956	2
Delaware, Lackawanna & Western	860-861	24L1035-24L1036	LD203	11/1956	2
Virginian Railway	69-70	24L1037-24L1038	LD210	5/1957	2
Virginian Railway	71	24L1039	LD210	6/1957	1
Virginian Railway	72	24L1040	LD210	5/1957	1
Virginian Railway	73-74	24L1041, 20L1048	LD210	6/1957	2

* Became Wabash Railroad #550-551 in February, 1954.

** Became Southern Pacific #4800-4801 in December, 1953.

Canadian Locomotive Company

Total Built = 20

Owner	Road Number	Construction Number	Completion Date	Quantity
Canadian Pacific	8905-8906	2922-2923	6/1956	2
Canadian Pacific	8907-8908	2924-2925	7/1956	2
Canadian Pacific	8909-8910	2926-2927	8/1956	2
Canadian Pacific	8901-8904	2928-2931	8/1956	4
Canadian Pacific	8911-8915	2932-2936	9/1956	5
Canadian Pacific	8916-8920	2937-2941	10/1956	5

Lackawanna "Train Master" #852 makes a stop at Kingsland Station in Lyndhurst, New Jersey with a westbound local out of Hoboken, circa 1957. Meyer Pearlman photo. American-Rails.com collection.

Reliability with FM's diesel locomotives has often been questioned but the primary issue seems primarily due to the complexity of the opposed-piston prime mover to maintain; it was far different from the standard designs offered by the other builders.

For instance, it has been noted by John Kirkland book The Diesel Builders Volume 1 that the Train Master performed admirably for more than 20 years on the Southern Pacific due to a maintenance team that understood the model and its mechanical inner workings, despite taking a daily beating in freight service.

Facebook X Pinterest Tumblr Reddit WhatsApp Messenger