The EMD MP15DC, MP15AC, And MP15T

The EMD MP15DC, MP15AC, and MP15T were all variants of the builder's final switcher locomotive it manufactured between the mid-1970s and late 1980s. The MP15 series (originally, the Electro-Motive Division simply called the locomotive an MP15 before the arrival of AC traction motors) replaced the SW1500 model and overall it sold relatively well with the three primary differences between the models being that they came equipped with either an alternator (which produced AC power but converted back to direct current), DC traction motors, or turbocharging (which featured an alternator using the same setup as the MP15AC). The model again saw a slight change to its carbody with a bit more bulk and less beveling. Today, given their relatively young age, you can still find many MP15 models operating on both large and small railroads. Additionally, because of their age, none are currently preserved with museums or tourist railroads. However, as the years pass expect this change as there will certainly be at least a few examples preserved.

Of note, EMD actually considered the MP15DC a true road switcher rather than a switcher. While it carried the look of the latter, internally it was indeed a small road switcher that also offered 62,000 pounds of starting tractive effort and 48,800 pounds continuous (using General Motors' D77 traction motors). Interestingly, however, the MP15DC was not multiple unit capable (MU) and did not offer dynamic brakes, an all but standard option in road switchers by the 1970s. In any event, the locomotive also utilized Blomberg trucks as had been featured on the SW1504 variant for Ferrocarriles Nacionales de México, doing away with AAR and Flexicoil trucks used on the SW1500 and earlier models.

The EMD MP15T was essentially a variant of the MP15AC in that it featured a turbocharged prime mover, which was meant to be more fuel efficient (it was also slightly longer than the MP15AC) using only an eight-cylinder version of EMD's 645E prime mover (the other two models featured 12-cylinder 645s). The model was built between October, 1984 and late fall 1987. Few MP15Ts were ever built, as all but one were manufactured for the Seaboard System, which purchased 42 units. Today, these units remain in operation on CSX's system. Places you can find various MP15 models in service today include Union Pacific, Genesee & Wyoming, Norfolk Southern, Cedar Rapids & Iowa City Railway (Crandic), New York & Atlantic Railway, Canadian Pacific/Soo Line, Massena Terminal Railroad, Wisconsin & Southern, BNSF Railway, Alaska Railroad, Union Railroad, Long Island Railroad, Amtrak, and the Philadelphia Bethlehem & New England. For technical data regarding the EMD MP15DC, MP15AC, and MP15T please click here. Also, for information about EMD's various switchers please refer to the chart below.

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Electro-Motive Division Switchers

You might want to also consider the book EMD Locomotives from author Brian Solomon. Solomon's book highlights the history of EMD from its earliest beginnings in the 1920s, to its phenomenal successes in the mid-20th century, and finally its decline into second spot behind General Electric in the late 20th century and eventual sale by General Motors in 2005. The book features 176 pages of EMD history and is filled with excellent photography and illustrations. If you're interested in perhaps purchasing either (or both) of these books please visit the links below which will take you to ordering information through Amazon.com, the trusted online shopping network.