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EMD MP15 DC

The EMD MP15, sometimes referenced as MP15DC is a 1,500 hp (1,100 kW) switcher-type diesel locomotive model produced by General Motors' Electro-Motive Division between 1974-1980. It was equipped with an engine sporting a roots 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.The early MP15 and the SW1500 were similar in appearance and applications. They were fitted with the same engine (a V12 EMD 12-645E) in a similar appearance. The primary difference is the MP15's standard Blomberg B trucks.


Switchers up to the SW1500 had been restricted to AAR type A switcher or Flexicoil lightweight trucks, both with a 96 in (2,438 mm) wheelbase. In 1973 60 special order Mexico-only SW1504s were built on a slightly longer frame, allowing EMD's standard Blomberg B trucks, with a 108 in (2,743 mm) wheelbase, to be used. In EMD's eyes (among others) this made the new locomotive a road switcher rather 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 meant Multi-Purpose locomotive, 1500 hp, DC generator. Originally the locomotive was simply designated the MP15; the arrival of the alternator/rectifier MP15AC in 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's DC generator with an alternator producing AC power which is converted to DC for the traction motors with a silicon rectifier. 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.


The MP15 used a 12-cylinder version of the 645E series engine developing 1500 hp at 900 r.p.m. Introduced in the SW1500, this was a 2-stroke, 45-degree V type, with a 9-inch bore by 10-inch stroke, giving 645 cubic inches displacement per cylinder. The 645 series, introduced in 1966, was EMD's standard engine through the 1980s.


Headlights: To control the head lights head to the slave system area and look for a button called Headlight Control (On the right above the main breaker box), the number value is in the breaker box above test fuse, 1 is front and back, 2 is just front, 3 is just back, 4 is none. This is so you don't have headlights shining into other locomotive that would be on the back or front as a slave.

Lighting: There is a lighting panel for: Cab Light, Number Plate Lights and Ditch Lights. This is in front of the Conductor seat.

LocOS System: This is turned on when ever you are in the Conductors seat, Its on the 1x1 monitor above the prime mover throttle. To change the page look to the left were the Motor throttle and stuff is. Its under the Motor Throttle button.

Gearing button: I've preset 3 sets of gears 1 is dry so not pulling anything 2 is passenger carts and 3 is fright.


Go to the front of the locomotive and pull the brakes off (Lever on the Engineers side of the locomotive), enter the cab, open the Main Breaker Box (To the left of the handle in pic 3 of inside photos), flick all the switches on (You can use the test fuse button to see if it has power), with the line of switches above it turn them all on and make sure engine isolate is on so the generator will be isolated from the engine, go to the Conductors Seat, turn the Generator Field and Fuel Pump on. Go to the front of the locomotive and open the Engine Room Door key (Look on the foot walk there is a little arrow pointing to it. Its near the Brakes lever), press and hold the prime engine to the humming stops, press and hold Start Engine button till the engine starts. Go to the front and turn the Isolate switch off to engage the generator.


To operate the locomotive go to were the main beaker box is there is were the slave system is at, flick the Engine Run (This will make it the main loco), hop into the Conductors seat, turn the Prime mover throttle to 1/2 if running by it self and gearing to 1, put the Reverser in the direction you want (-1 back and 1 forword), slowly put more Motor Throttle on.

This locomotive utilized the latest standardised Engine Slave Systems 1.4, and is mostly compatible back to 1.0 in all regards but dynamic brakes and rolling stock brakes. When the run switch is up, the locomotive is set to "master" and will broadcast it's current controls across connectors and over antenna. In order to turn a locomotive into a slave, flick the "engine run" switch to the off position. Now the slave systems have been set to receive controls rather than send. It will also transmit the controls it receives over radio and connectors. Then select whether or not it is receiving from the front connector, rear connector, or radio signal (defaults to front). If it is receiving from radio, make sure the master unit and slave are both on the same frequency. If the locomotive is facing away from the master, make sure to invert direction. A red light will come on to show that it is successfully inverted.

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