– Andrew J. Jones, Wigan, England
A Electro-Motive’s SW1500, MP15, and MP15AC were all 1,500-hp switchers, but the later MP series were significant upgrades to the older SW models.
The SW1500, built 1966-1974, used a non-turbocharged 12-cylinder 645E engine. It can be distinguished from earlier EMD switchers by the taller frame height and the shallower arc of the cab roof. The SW1500 has two exhaust stacks, while the similar-looking 1,000-hp SW1000 (and the later SW1001) has one. Options included the trucks (AAR type A or Flexicoil), fuel tank (600- or 1,000-gallon), and handrails (mounted on the hood sides or along the walkway). Most had the large tanks; close to half had full handrails, Flexicoil trucks, and 1,000-gallon tanks. The SW1500 was popular, as EMD built 807 of them for more than 50 buyers, including BN, KCS, L&N, Penn Central, Pittsburgh & Lake Erie, Frisco, Southern, and SP.
By the mid-1970s railroads were looking for switchers that could also be used in road service. EMD’s response in 1974 was the MP15, MP standing for multi-purpose as EMD designed it as a road locomotive in a switcher body, although it did not have a toilet. It was also rated at 1,500 hp but rode on EMD’s standard GP (“Blomberg”) road trucks. The MP was longer (47′-8″) than the SW1500, was equipped with a larger fuel tank (1,100 or 1,400 gallons), and could be ballasted heavier.
The MP15AC, introduced in 1975, used an alternator/rectifier combination instead of a generator. Its electrical components were upgraded to Dash-2 standards. The AC had a low radiator opening on each hood at the bottom front of each side, much like tunnel-motor SDs, and was longer (49′-2″) than the MP15, which was renamed MP15-DC to differentiate. EMD built 246 MP15DCs through 1980 and 255 ACs through 1984. Top DC owners included Southern (26), MoPac and P&LE (25 each), and Union (24); top AC buyers were Milwaukee (64), SP (58), and Seaboard Coast Line (45).
– Jeff Wilson
– Diana Grimley, Beltsville, Md.
A Auto rack cars have fixed decks, and are either bi-level or tri-level. Tri-level cars have a lower clearance between decks and carry standard autos, while bi-level racks have more vertical space and hold higher-profile vehicles such as vans and SUVs. Tri-levels are taller than bi-levels, and tri-level cars ride on smaller wheels (28″ diameter vs. 33″ on bi-levels) to lower the car’s profile. The number of vehicles that will fit in an 89-foot auto rack varies depending upon the size of the vehicle, with five or six vehicles per deck.
– Jeff Wilson
– Fred Bruno, Tampa, Fla.
A Sometimes the extra capacity simply isn’t needed, but in many cases this is because of clearance. Even though more and more routes can handle the
extreme height of loaded double-stack cars, some areas still have height restrictions because of bridges or tunnels, and can handle only a single layer of containers in well cars, or containers on spine cars or flatcars.
– Jeff Wilson
– Robert House, Midland, Mich.
A As stated in the article, the “50-year rule” isn’t absolute. Federal Railroad Administration regulation 215.203a (1) restricts “the operation of any railroad freight car that is more than 50 years old, measured from the date of original construction.” Railroads may apply for waivers for specific cars allowing them to stay in service “in approved territorial limits with unique operating conditions.” The cars must comply with all applicable equipment standards and must be stenciled with an “R” (restricted) below or to the right of the car number. This rule applies to revenue cars. Company-service cars are covered by other regulations.
– Jeff Wilson
