| Number: M-1 | Name: none | |
|---|---|---|
| Date Built: 1/1927 | Date Purchased: 1927 | Date Sold: none |
| Line Built for: East Broad Top | Disposition: Serviceable | |
| Builder: Brill/EBT | Model: 250 | Serial Number: 22416 |
| Style: gas-electric | Type: Doodlebug | Wheel Arrangement: B-B |
| Track Gauge: 3' | Tractive Effort: | Pressure/Power: 300 hp |
| Valve Gear/Transmission: Electrical | Driver Size: 33" | Cylinder Bore: 1800cu |
| Weight: 92,000 | Engine Weight: 92,000 | Adhesive Weight: 92,000 |
| Grate: N/A | Fuel Capy.: ??? | Water Capy.: |
| Published Photos: EBT 137, 138 | ||
| Published Plans: NGSL 7-98 | ||
M-1 was built by the EBT in their Rockhill shops under license from Brill from scaled down Brill model 250 railcar plans. She was built from a kit (order #22416) which included a Brill engine, air tanks and #27 MCB trucks and Westinghouse electricals, traction motors and type AML brakes. The trucks were equipped with roller bearings, and coach 8 was similarly re-equipped for use as a trailer. Each truck houses two 75 HP traction motors.
M-1 was intended to keep mail and some passengers moving on the days the mines were closed and there was not enought traffic to warrant trains thus maintaining the lucrative U.S. mail contract. M-1 was very successful and could even handle shifting a few freight cars. The unit operated regularly through the rest of the EBT common carrier era. M-1 even continued operating after the end of common carrier service. She made a few trips to Robertsdale to inspect the line and made regular runs to Mount Union to deliver special orders made in the still operating Rockhill Shops to the refractory plants. She even struggled as far as Saltillo in the early 1960s to prove the ROW was still active and could not be removed for the construction of the new High School at Pogue.
The engine in the unit is an inline 6 cylinder Brill gasoline engine. Displacement is about 1600 cubic inches and develops 300 hp. The engine type was designed for submission for a Naval contract to supply engines for Airships. As such the original engines were constructed of fairly lightweight materials. Brill did not win the contract, so decided to use the engine design to branch out into the self-propelled railcar market from their mainstay of traction (trolley and interurban) equipment. Although constructed of heavier materials, some of the weight saving and airborne design elements of the engine remained, including (reportedly) an aluminum head. The engine has two aerobatic carburetors, one for the front 3 and one for the rear 3 cylinders. This insured enough air reached the cylinders even at altitude. There are two independent "Scintilla" magneto ignition systems, each of which has its own spark plug in each cylinder. This avoids sparks outside the engine, a bad idea on a hydrogen airship. Either or both systems can be used; "none" shuts the engine down. The cylinders have 4 valves (2 in, 2 out). Reporedly there is a large main bearing at the rear of the engine suitable to mount a prepellor from. Also, as the engine was designed for constant RMP operations as with a propeller, not varying RPMs as for use with a transmission. That is why an electrical transmission system was used instead of direct drive. That way the engine could run at a generally constant RMP and speed could be controlled electrically.
The traction generator is connected to the motor via a flexable coupling. On the back of that is the exciter generator. The traction generator is series-wound, and generates up to about 200 amps for brief periods. The feed to the traction motors is 600V DC feeding four traction motors, one on each axle.
It has been said that a standard guage traction motor would not fit in the M-1's narrower trucks, so traction motors meant for electric mine locomotive were used, however this has not been proven. The trucks are reported to have been cut down from standard gauge ones without changing the dapener, thus causing harmonic 'wobbles' at certain speeds. At 12 mph or below or 18 mph or faster the rocking motion does not occur, however the flaw in dampening has never been proven.
M-1 was reactivated by Railways to Yesterday volunteers in the 1960's. whe was restored to a brown livery, but later repainted in more historic green. In 2003 the car recived a replacmemnt engine-generator coupling and other component rebuilds. During the 1980's and 90's the car was was primarily operated and maintained by RTY member Phil Glass. In the 2000's and 2010's she has been operated and maintained by RTY member Courtney Brown. She continues to operate, but mostly only makes revenue runs during Fall Spectaculars.
