EMD MP15DC
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![]() Mosaic 212, an EMD MP15DCFort Meade, Florida | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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TheEMD MP15,sometimes referenced asMP15DC,is a 1,500 hp (1,119 kW)diesel–electricroad switcher locomotivemodel produced byGeneral Motors'Electro-Motive Divisionbetween 1974 and 1980. It was equipped with aV1212-645Eengine sporting aRoots blower.The length was either 47 ft 8 in (14.53 m) or 48 ft 8 in (14.83 m) depending on the build date.[1]
The early MP15 and theSW1500were similar in appearance and applications. They were fitted with the same engine in a similar appearance. The primary difference is the MP15's standardBlomberg B trucks.[1]
Development[edit]
Switchers up to the SW1500 had been restricted toAAR type A switcherorFlexicoil lightweighttrucks, both with a 96 in (2,438 mm) wheelbase. In 1973 60 special order Mexico-onlySW1504swere built on a slightly longer frame, allowing EMD's standardBlomberg B trucks,with a 108 in (2,743 mm) wheelbase, to be used. In EMD's eyes (among others) this made the new locomotive aroad switcherrather than a pure switcher, since it was capable of road speeds up to 60 mph (97 km/h) or so. The new model MP15DC designation thus meantMulti-Purpose locomotive,1500 hp,DCgenerator. Originally the locomotive was simply designated theMP15;the arrival of the alternator/rectifierMP15ACin 1975 changed the name.
With the success of the MP15, there was a demand for a model with an advanced AC drive system. The MP15AC replaced the MP15DC'sDCgeneratorwith analternatorproducingAC powerwhich is converted to DC for the traction motors with a siliconrectifier.The MP15AC is 1.5 ft (457 mm) longer than an MP15DC, the extra space being needed for the rectifier equipment. The alternator-rectifier combination is more reliable than a generator, and this equipment became the standard for new diesel-electric locomotive designs.
The MP15AC is easily distinguished from the DC models. Instead of the front-mounted radiator intake and belt-driven fan used on all previous EMD switchers, these have intakes on the lower forward nose sides and electric fans. Side intakes allowed the unit to take in cooler air, and the electric fans improved a serious reliability issue found in its earlier DC sisters.[3][4][5]
Engine[edit]
The MP15 used a 12-cylinder version of the 645E series engine developing 1,500 hp at 904±4 rpm. Introduced in the SW1500, this was a 2-stroke, 45-degree V type, with a 9 1⁄16-inchboreby 10-inchstroke,giving 645 cubic inches displacement per cylinder.[2]: 0–1, 7B-SSS-1 The 645 series, introduced in 1966, was EMD's standard engine through the 1980s.[3]: 26 [4]
Original buyers[edit]
See also[edit]
Notes[edit]
- ^abcdSolomon, Brian (June 15, 2016).Field Guide to Trains: Locomotives and Rolling Stock.Voyageur Press. p. 44.ISBN978-0-7603-4997-7– via Google Books.
- ^abcdEMD MP15DC Locomotive Service Manual(2nd ed.). Electro-Motive Division. November 1980. 32S980.
- ^abPinkpank, Jerry A. (1973).The Second Diesel Spotter's Guide.Kalmbach Books. pp. 10, 12–13, 48–50.LCCN66-22894.
- ^abPinkepank, Jerry A.; Marre, Louis A. (1979).Diesel Spotters Guide Update.Kalmbach Books. pp. 4–9.ISBN0-89024-029-9.
- ^Johnston, Howard; Harris, Ken (2005).Jane's Train Recognition Guide.HarperCollins Publishing. pp. 414, 425.ISBN978-0-06-081895-1.
- ^EMD MP15 Specifications for Order A-74741.Electro-Motive Division. September 1973. 8097-5.
References[edit]
![](https://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png)
- Combs, John (2006)."Alaska Railroad Locomotive Roster".John's Alaska Railroad Web Page.RetrievedMay 14,2006.
- "MP15DC specification page".GATX Rail Locomotive Group.Archived fromthe originalon April 8, 2005.RetrievedApril 5,2005.
- Hayden, Bob, ed. (1980).Model Railroader Cyclopedia-Volume 2: Diesel Locomotives.Kalmbach Books.ISBN0-89024-547-9.
- Strack, Don (2004)."Union Pacific Railroad Locomotive Model Quantities – All-Time (1934–2002)".Utah-Rails.Archived fromthe originalon April 24, 2005.RetrievedApril 6,2005.