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NMBS/SNCB Class 26 are single voltage (3000 volts DC) locomotives that were designed as freight locomotives. They later started working on passenger trains as the electrification was expanded. A batch of five prototypes were delivered in 1964 as Type 126, numbered 126.001-126.005. 20 more were ordered around 1968, to be numbered 126.101-126.120. The final 15 arrived in 1971 and just missed getting six figure fleet numbers, carrying the numbers 2621-2635 from the factory. Actual original numbering turned out to be 126.001-126.005 (later 2601-2605), 126.101-126.120 (later 2606-2620) and 2621-2635. They had nothing in common with earlier Types 122, 123, 125, and 140.
Type 126 was the result of an order from SNCB to BN in 1964 for 5 prototype electric locomotives that would be more powerful than all previous types. Additional weight was designed in at the start to increase tractive effort as with Type 123. Although Type 126 certainly looks Belgian with a strong resemblance to Type 150/Class 15, it is in fact an SNCF Class BB 9400 under the skin. The main internal difference between the two was BB 9400 ran on 1500 volts DC and Type 126 ran on 3000 volts DC. Most electrical components either came directly from France or were license-built in Belgium. These locos also had wheelslip detection. When the production series of locomotives were ordered they incorporated what SNCB had learned from the 5 prototypes. The five prototypes were rebuilt in 1976-1977 to bring them up to standard with the production batch, which had a number of small improvements. Unusually for SNCB, the French heritage of these locomotives got them classified as B′B′ rather than Bo′Bo′, being fitted with licence-built Schneider monomotor bogies.
The locos were not very well-liked by their drivers and maintainers. Unlike Types 122, 123, 125 and 140 they were not indestructible. Worse yet, the design of the bogies made it impossible to change the trailing (closest to the middle of the loco) brake shoes on each bogie without lifting the locomotive, which was time-consuming. SNCB decided to stop replacing them to avoid the large amount of extra time and labor involved in a normally simple task. This was not a problem when they were pulling a train but there were several incidents that came close to becoming accidents when running light. One happened near Namur and it was in the local press the following day and in the railfan press in the following editions. Another negative point was this small class had almost no commonality of spares with earlier versions. The only exception seems to have been the cab assembly, shared with Type 150/Class 15.
All were delivered in dark green. Some were repainted into yellow and blue to increase visibility. All ended up blue when SNCB decided that yellow locomotives needed to be washed more often than dark ones, a lesson since forgotten given the livery of Classes 13, 18², 19², AM96, AR41 and M6 and updated M5 coaching stock. 2627 was the last yellow electric on the SNCB. It was painted blue as were all other yellow and all green locomotives.
They were later fitted for multiple working and worked with each other and with Class 23. All class 26s were taken out of the service in December 2011.
Near the end of their service lives, Class 26s found themselves being used in a novel way. A top and tail pair of them worked several daily returns from Louvain-la-Neuve-Université to Binche and return on an Inter Regional service via Brussels with a rake of M6 double deck stock in between. The reason was to put more seats on the busy line from Ottignies to Brussels during the peak commuting hours. This worked because a pair of Class 26s had almost the same power (7000 HP) as a single Class 13 or Class 20.
Locomotive 2629 has been preserved by the PFT-TSP railway preservation group. [1] [2]
The SNCF class BB 15000 is a class of 25 kV 50 Hz electric locomotives built by Alstom and MTE between 1971 and 1978. Initially 65 locomotives strong, the class was widely deployed on the whole French 25 kV network before being replaced by TGV trains when the LGV Est went into service in 2007.
The SNCF class BB 20005 locomotive was a prototype locomotive of the BB25150/BB25200 series, transformed from the damaged BB16028 in 1961. After the end of its test period in 1975 it was reinstated with its original equipment under its original number BB16028.
The SNCF Class BB 30000 electric locomotives were built by Fives-Lille, CEM and MTE in 1961. They were the tri-current version of BB 9400 "Vespa" locomotives, of which they were closely derived, and inherited much of the knowledge of the experiences of BB 20004.
Class 11 is part of the large 1980s family of 144 electric locomotives. The family was made up of Classes 11 (12), 12 (12), 21 (60) and 27 (60). Classes 11, 12 and 21 were nearly twice as powerful as Classes 22, 23 and 25 while Class 27 was more than twice as powerful as these 1950s locomotives. This family was heavily influenced by the Class 20² from the mid-1970s. They were very reliable because of the trial and error development of their predecessor. This family came into service with M4 and M5 coaching stock and the AM 80 and AM 86 series of EMUs. This generation was a major modernization of the NMBS/SNCB even if the older M2 coaching stock remained active for more than a decade before being replaced. The only real difference between a Class 11 and a Class 21 was the Class 11 had a transformer inside to allow working under both 3000 V DC in Belgium and 1500 V DC plus Dutch signalling and train protection for working in Holland. Externally they were identical to Classes 12 and 21 aside from the livery and a few minor details.
Class 27 were the first of the Belgian Railways' large 1980s family of 144 electric locomotives. The family was made up of Classes 11 (12), 12 (12), 21 (60) and 27 (60). Classes 11, 12 and 21 were nearly twice as powerful as the preceding classes 22, 23 and 25. Class 27 was more than twice as powerful as these 1950s locomotives. The family was heavily influenced by the Class 202 locomotives built in the mid 1970s. They are very reliable because of the trial and error development of their predecessors. This family came into service with M4 and M5 coaching stock and the AM 80 and AM 86 series of EMUs. This generation was a major modernisation even if the older M2 coaching stock remained active for more than a decade. These four sister classes are visually identical except for a few minor details. Class 11's livery was specific to the Benelux service, which they operated for most of their service lives.
Class 15 is a type of electric locomotive operated by SNCB/NMBS. The locomotives were originally used for cross-border services TEE services between France, Belgium and the Netherlands, and, like the class 16, they became surplus after the introduction of Thalys and Class 11s. They earned their keep in their last years of service by pulling commuter "P" trains in the Liège area.
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SNCB Class 22 Locomotives were owned by the National Railway Company of Belgium, also known as Nationale Maatschappij der Belgische Spoorwegen or Société Nationale des Chemins de fer Belges, the Belgian national railway operator.
Class 23 locomotives were part of the 1950s generation of SNCB electric locomotives that included Types 122, 123, 125, and 140 built between 1953 and 1961. There were 50 Series 122, 83 Series 123, 16 Series 125 and 6 Series 140 for a total of 155. They were seen across Belgium on passenger and freight trains until they were retired in 2012. Class 23 was later fitted for multiple working, and were often found in pairs. There was no difference in power between the classes as they all used the same traction motors and control equipment.
Class 25 locomotives were part of the 1950s generation of SNCB electric locomotives that included Types 122, 123, 125, and 140 built between 1953 and 1961. There were 50 Series 122, 83 Series 123, 16 Series 125 and 6 Series 140 for a total of 155 locomotives. They were seen across Belgium on passenger and freight trains until they were retired in 2012. Class 23 was later fitted for multiple working, and were often found in pairs. There was no difference in power between the classes as they all used the same traction motors and control equipment.
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The Prussian G 12.1 was a German steam locomotive built for the Prussian state railways during the First World War and was the largest Prussian freight locomotive with a 2-10-0 wheel arrangement. It had three cylinders, the two outer ones driving the third axle and the inner one the second axle.
The MÁV Class V43 is a Hungarian electric locomotive with a box-like appearance. It was meant to replace the MÁV Class V40 and MÁV Class V60, as well as the widespread Class 424 steam locomotives. A total of 379 locomotives were built between 1963 and 1982.
The SNCF CC 40100 was a French class of quad-voltage 4,340 kW (5,820 hp) electric locomotives. They were intended for high-performance passenger services on the Trans Europ Express (TEE) routes of the 1960s and 1970s. This non-stop international working required them to support the electrical standards of several networks. They are significant for combining three innovations in locomotive design: quad-voltage working, three-axle monomotor bogies and the new 'Nez Cassé' body style of French locomotives.
The Indian locomotive class WCG-2 is a class of 1.5 kV DC electric locomotives that was developed in the late 1960s by Research Design and Standards Organisation (RDSO) and Chittaranjan Locomotive Works (CLW) for Indian Railways. The model name stands for broad gauge (W), DC Current (C), Goods traffic (G) engine, 2nd generation (2). They entered service in February 1971. A total of 57 WCG-2 were built at CLW between 1978 and 1983, which made them the most numerous class of DC electric locomotive.