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The EMD SW1500

The EMD SW1500 was constructed directly after the SW1200 and was the builder's second model to employ its upgraded model 645 prime mover. As with the SW1000 (which was the first to use the 645 engine), the SW1500 featured a bulkier carbody and was a bit heavier from earlier models although its intended use remained the same, working light branch lines or in industrial settings. With the horsepower rating, weight, and top speed the switcher was essentially a road switcher (it offered nearly the same ratings as the GP7 released a decade earlier). Once again railroads found the SW1500 to their liking and many Class Is purchased the model, very likely due to its extra horsepower allowing it to be used in numerous applications. Today, SW1500s remain quite common doing the tasks they were originally intended for on large and small railroads around the country. Additionally, there are none known to yet be preserved although this will certainly change as some units are retired in the future (whenever that may be).

The EMD SW1500 began production in July, 1966, succeeding its predecessor model the SW1200. Using EMD's 12-cylinder, 645E model prime mover the SW1500 was the most powerful of the SW line producing 1,500 horsepower. It weighed slightly more than most SW models at 124 tons and using EMD's model D77 traction motors could produce 38,000 pounds of continuous tractive effort (62,000 pounds starting), a bit more than most other switchers in the line. The Electro-Motive Division had originally intended the SW1500 to feature standard AAR switcher trucks. However, many railroads requested their orders include Flexicoil trucks to allow for faster operating speeds (thus making them more useful in regular freight service).

Once again a more powerful switcher was to railroads' liking and the EMD SW1500 sold quite well. Between June, 1966 and January, 1974 EMD produced more than 800 SW1500s, and as usual railroads large and small purchased the switcher along with many industrial operations. The SW1500 continued to carry the classic carbody style that defined the SW series with a short frame of just over 44-feet with a tapering of the hood near the cab and two conical exhaust stacks. As with the SW1000 the SW1500 featured less beveling and a wider, boxier cab that no longer included such an arched roof. From a visual standpoint the switcher just looked "beefier" than predecessor designs.

It should be noted that an additional 60 SW1504s were built for Mexican railroad Ferrocarriles Nacionales de México in 1973. The only difference with the variant was that it came equipped with Bloomberg trucks instead of Flexicoil trucks, which were standard on the SW1500. Overall, it is rather facinating that there was so much interest in the SW1500 by railroads and industries. By the late 1960s with the introduction of new second-generation road switchers that were more efficient and more powerful than the first-generation designs many railroads simply found that using the latter units in secondary services (such as branch line and yard duties) was just as practical as spending money on brand new switcher models used for the same service.

Major railroads like the Penn Central, Southern, Southern Pacific, Frisco, Burlington Northern, and others all purchased the SW1500. However, several smaller lines did as well along with industries such as Weyerhaeuser Timber, U.S. Pipe and Foundry, Tennessee Eastman Corporation, U.S. Steel, Inland Steel, Howe Coal, W.R. Grace Chemical, and Armco Steel. Today, places you can still find SW1500s in operation include the North Shore Railroad, Tazewell & Peoria, Kansas City Terminal, Marion Intermodal, Norfolk Southern, Sandersville Railroad (still operates their two purchased new), Union Railroad (also still owns their original fleet of nine), Union Pacific, Laurinburg & Southern Railroad, Knoxville & Holston River, Mission Mountain, Gulf & Ohio, Alton & Southern, Canton Railroad, Indiana Harbor Belt, Chicago Short Line, BNSF Railway, Pittsburgh & Ohio Central, Progressive Rail, Kansas City Southern, AK Steel, Modesto Empire and Traction, New York New Jersey Rail, Camp Chase Industrial Railroad, Flats Industrial Railroad, Cedar Rapids & Iowa City Railway (Crandic), and the Dallas, Garland & Northeastern Railroad. For technical data regarding the EMD SW1500 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

Model Type	Units Built	Date Built	Horsepower
NW2	1,145	1939-1949	1,000
NW3	7	1939-1942	1,000
NW5	13	1946-1947	1,000
SW1	661	1939-1953	600
RS1325	2	1960	1,325
SW600	15	1954-1962	600
SW7	489	1949-1951	1,200
SW8	374	1950-1954	800
SW9	815	1950-1953	1,200
SW900	371	1953-1969	900
SW1000	119	1966-1972	1,000
SW1001	230	1968-1986	1,000
SW1200	1,056	1954-1966	1,200
SW1500	808	1966-1974	1,500
SW1504	60	1973	1,500
MP15/DC/AC/T	640	1974-1987	1,500

For more reading about EMD SW1500s and related diesel locomotives built by General Motors consider Mike Schafer’s Vintage Diesel Locomotives which looks at virtually all of the classic builders and models from Alco PAs to early EMD Geeps. If you’re interested in classic EMDs, or diesels in general, this book gives an excellent general history of both.

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.

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