engines. Other World War II era models are the 875hp 5-cylinder Model 37E16 installed in some T1 tankers. Railroad locomotives Shortly after it won its first US Navy contract, the company introduced its bore by stroke opposed piston diesel to the rail industry, installing the engine in various self-propelled railcars. This engine proved unreliable, and was superseded by a larger 5-cylinder bore by stroke engine that produced 800 H.P. and was installed in the OP800 railcars in 1939. In 1935, F-M initiated a long-term plan to build locomotives in house when it hired electrical engineer John K. Stotz from Westinghouse Electric Corporation and began developing plans for a 1,000 H.P. switcher and a 2,000 H.P. multipurpose locomotive. While the company was ready to begin production of the units in 1940, the War Production Board (WPB) denied it permission, citing the national interest of F-M's production of submarine engines and a locomotive market supplied by existing manufacturers. In 1943, the WPB approved F-M's plans to sell locomotives, and it introduced the 1,000 H.P. switcher H-10-44 in 1944, followed by the 2,000 H.P. cab unit, dubbed the Erie-built for its outsourced assembly location, in late 1945. The early locomotives soon proved unreliable, as high-stress railroad service exposed weaknesses in the engine that had not been seen in less demanding marine applications. In 1947, F-M reorganized its locomotive division with the hiring of new managers and the construction of a dedicated factory the following year. In 1947, F-M introduced two new road switcher models, the 1,500 H.P. H-15-44 and the 2,000 H.P. H-20-44. In late 1949, the company's new cab units, named the Consolidated Line, were introduced to replace the Erie-builts in its catalog. None of the late 1940s models sold as well as competing units from EMD and Alco, and the Consolidated Line fared particularly poorly as cab units fell out of favor on American railroads. In 1951 F-M began designing a new large locomotive, and in 1953 it introduced the 2,400 H.P. H-24-66 Train Master, then the highest powered locomotive available. It too proved unpopular, and in 1958 F-M built its last locomotive for the American market, followed in 1963 by its final delivery to a Mexican customer. In total, it sold 1,460 diesel locomotives. Post-war power products Fairbanks Morse continued to build diesel and gas engines, as it had been doing for the first half of the twentieth century. This