EBT Locomotive Roster
M-7

This unit is one of four GE 45-ton locomotives plus two pair of spare trucks which reportedly came to the railroad November 5, 1993 from Kovanchick Salvage's acquisition of an Algoma Steel plant in Sault Sainte Marie. They are center cab diesel-electric locomotives. They have two 150 hp Detroit 6-71 diesel engines, one under each hood, and one traction motor in each truck directly powering one axle which is chain coupled to the other. The 6-71 engine is rated at 170 HP. They are of the 45 ton class, which refers to a variant of the 44 ton class where there are two traction motors rather than four, with the other two axles driven by chains or siderods from the powered axle. Cosmetically, these differ from GE 44-toners in their undercarriage, which is devoid of tanks and reserviors and instead has a pair of variable gauge trucks.

The four units were part of a fleet of six at Algoma which pulled the ladle cars of molten slag from the blast furnace to the slag dump. A group of Standard Gauge 44 ton units also served the plant, dressed in a similar paint scheme. Reportedly the narrow gauge units were ballasted to 50 tons during their service lives at Algoma Steel. Locomotives number 1, 4, 5 and 6 went to the EBT. M-7 was #6. The disposition of units 2 and 3 are unknown.

These units are classified as "45-ton" not due to their actual weight, but to differentiate them from the more common "44-ton" units. 44-ton units specifically weighed under limit in the railroad union agreement of 1937 that stipulated that all locomotives 90,000 lb (45 ton) and higher be manned by a two man crew, and those less could by by one man. "45-ton" locomotives are so called because they are for industrial use not common carrier use, so are not bound by that stipulation. "45-ton" locomotives differ from the "44-ton" in having only one traction motor per truck rather than two (one on each axle), and no blowers to cool the traction motors. They also tended to be geared for lower speed and higher torque. This was due to their intended role of operating at low speeds for short distances inside industrial plants. Early 45-ton units had siderods to connect the motor-less axle in each truck to the motored one, but the Algoma units, as with later 45-ton units, have chains on the axles inside the trucks connecting the axles together. Differentiating these units from standard gauge 45-ton units are are their narrower frames and cabs and their undercarriage, which is devoid of tanks and reservoirs to make space for variable gauge plate frame trucks. The trucks were connected together at the center of the loco so the body does not bear the full force of pulling a train. Despite the reported ballasting of these units to 50 tons, they are still of the "45-ton" class.

Of the four units, the body chosen to be M-7 was mated with the best set of trucks. It and a sister were displayed at the 1994 Fall Spectacular, but did not enter revenue service until a problem with #15 at the June 1996 opening. At the 1996 Fall Spectacular she was officially dubbed M-7 with her new paint scheme. Railways to Yesterday (rockhill Trolley Museum) volunteers repaired the bodywork and painted the locomotive. They also did mechanical work on it as well as maintaining the loco during the Kovalchick Tourist Eara. M-7 pulled excursions when a steamer failed and another could not be hostled in time. She wears a green and red scheme with black trucks and yellow accents. The paint colors reportedly originated from the chosen paint samples that closely matched the EBT's traditional colors, but turned out brighter after applied to the locomotive. M-7 has been observed hauling as many as six fully loaded passenger cars. Lacking traction motor blowers, it has a limited capacity pulling trains over McMullens Summit.

At the start of the 2005 operating season, M-7 was the primary locomotive while #14 received welding repairs to one of her driver centers, despite electrical issues with one traction motor. The locomotive was operated through June until the traction motor failed, necessitating bringing #14 back into operations before her repairs were completed. McHugh Locomotive donated a replacement traction motor and labor to install it in M-7.

Sometime in the late 2000s, yellow railing was added on M-7's four platforms. Between 2009 and 2011, one of the spare sets of trucks was traded to McHugh Locomotive and Equipment in exchange for repair work on the M-7.

In 2009 The #1 traction motor again failed, reportedly due to a dead spot in the controller that, if not skipped over, would overload the motor when the next notch was reached. The East Broad Top Preservation Association, which was operating the EBT under lease at that time, had the motor rebuilt.

After the end of tourist operations in December 2011, M-7 became the last EBT locomotive to be operated in passenger service until the purchase of the railroad by the EBT Foundation. October 6, 2012 and October 12, 2013 M-7 pulled excursions to Colgate Grove for FEBT members during the annual FEBT Fall Reunion. After that, the track deterioration prevented futher trips.

After the purchase of the EBT by the EBT Foundation, sometime between December 2020 and May 2021, M-7's yellow railings were removed and the "oriental" attached lettering on the ends was replaced with traditional font painted on lettering and EBT herald. Reportedly the railing interfered with opening the locomotive's access doors.

In 2021 the remaining set of spare trucks was sent out and rebuilt by Lyons Industries in Ebensburg, PA with new wheels, axles, bearings, and chains, and other components renewed. The rebuilt trucks arrived back at the EBT 12-16-2021. The new trucks were not installed during 2022 as M-7 was the only available train power until the February 2023 return of #16.

The rebuilt set was swapped under the the M-7 in March of 2023 and it was returned to service. The intent is for the trucks M-7 rode on since entering service at the EBT will be rebuilt as a spare set. Also a 14-EL brake system was installed to replace the cobbled together system it received during its Algoma Steel service, as well as a hand brake .

With the arrival of #19 in 2025, M-7 is no longer the first line of backup power. #19 has much more power than M-7 and is able to pull a full passenger train over McMullens Summit. M-7 remains a second line of backup and is working ballast trains as part of the track rebuilding in the "March to Saltillo".project