Belgian Railways Class 13
| Industry | Railway locomotive manufacturing |
|---|---|
| Headquarters | Charleroi , Belgium |
| Products | Class 13 electric locomotive (Tractis series) |
The Class 13 electric locomotive, a versatile multivoltage model of the Tractis series, was developed by Alstom during the late 1990s to serve both Belgian and Luxembourgish rail networks (CFL Class 3000). It is utilized for push-pull passenger trains equipped with NMBS/SNCB I11 coach vehicles as well as freight transport.
Background
During the early 1990s, the National Railway Company of Belgium (SNCB/NMBS) aimed to modernize its fleet of mainline locomotives by acquiring high-performance passenger engines capable of reaching speeds up to for intercity connections among cities such as Ostend, Brussels, and Liège. Additionally, there was a requirement to replace outdated diesel locomotives used on freight routes servicing the steel industry toward Luxembourg. The specifications mandated compatibility with dual-voltage systems operating under both 3 kV DC and 25 kV AC electrification.
Similarly, Luxembourg's national railway operator, Société Nationale des Chemins de Fer Luxembourgeois (CFL), sought to update its rolling stock in line with plans to electrify its entire network—primarily at 25 kV AC with some sections at 3 kV DC. In December 1992, CFL agreed to collaborate with SNCB/NMBS on a joint procurement project, with Belgium taking the lead in managing the acquisition process.
The tender specifications were published in March 1993, followed by the submission of bids by February 1994. On 22 December 1995, a joint order for 80 locomotives was placed by SNCB/NMBS and CFL with ACEC-Transport (an Alstom subsidiary), at an approximate unit cost of 140.5 million Belgian francs. The contract allocated 60 units to SNCB/NMBS and 20 to CFL, with deliveries commencing in 1998. Concurrently, SNCB/NMBS procured 21 I11-type control cars intended for passenger operations.
Before full-scale production, critical traction and electrical systems—including asynchronous motors and GTO inverter technology—underwent trials on a converted Class 21 locomotive. Additionally, pantograph equipment was tested on Class 27 unit number 2719 to verify performance across multivoltage environments.
Design and construction
The electrical system design and overall project coordination were led by ACEC Transport based in Charleroi. Major contributors included Alstom (Le Creusot), responsible for manufacturing the first batch of 30 bogies; subsequent bogies were produced by Stork RMO in the Netherlands. Transformers were supplied by Pauwels, while traction motors came from Alstom Ornans. The initial ten locomotives were assembled at Alstom Belfort, with later units constructed at Bombardier Transportation's Belgian facility (La Brugeoise et Nivelles in Bruges). Components such as pantographs and braking systems were provided by Faiveley and Knorr-Bremse respectively.
Mechanically, the Class 13 shares design principles with the contemporary SNCF BB 36000 Astride, featuring a corrosion-resistant steel frame equipped with crash energy absorption zones rated at 6MJ at each end. The bodywork is composed of copper-plated steel, housing two climate-controlled driver cabs flanking a central equipment compartment accessible via side corridors. Both primary and secondary suspensions utilize coil springs paired with shock absorbers. Each bogie carries one asynchronous traction motor per axle mounted via hollow shaft drives connected through flexible couplings; tractive forces are transmitted through low-mounted rods linked to the bogie frame. Pneumatically actuated disc brakes are installed on all axles. The exterior shape is optimized to reduce pressure fluctuations when passing other trains.
From an electrical standpoint, these locomotives differ from the SNCF BB 36000 by incorporating two separate pantographs—one dedicated to AC supply and another for DC operation. Under a 25 kV AC system, voltage is stepped down through a transformer featuring four secondary windings rated at 1375 kW each, which feed traction circuits controlled by pulse chopper rectifiers. When operating on 3 kV DC supply, a chopper regulates voltage to maintain an intermediate DC link voltage equivalent to that under AC conditions. This intermediate voltage powers four independent GTO-based inverters cooled via heat pipes—one inverter per traction motor. The force-cooled asynchronous motors deliver a continuous power output of 1280 kW each. Regenerative braking capability is included except when running under 1.5 kV DC electrification where power output is limited.
An auxiliary transformer winding provides between 600 and 800 kW at 1520 V for head end power used for heating purposes, alongside auxiliary supplies of 150 kW at 380 V AC and 15 kW at 110 V DC.
These locomotives are equipped for multiple unit operation as well as push-pull service configurations and are fitted with safety systems tailored for operation within specific national jurisdictions.
Introduction and operations
During the initial rollout phase in 1998-1999, significant challenges emerged related to electromagnetic interference impacting signalling systems and track circuits. Elevated electromagnetic disturbances were detected in proximity to SNCF BB 15000 and DB Class 181 locomotives operating in Luxembourg, which limited their deployment to single-unit operation. In Belgium, these locomotives were unable to function on DC power due to pronounced 50 Hz harmonic interference, while France recorded elevated levels of noise current.
By mid-2000, these locomotives were running in push-pull configuration with I11 coaches on the InterCity G route connecting Ostend and Antwerp. This service was extended by June 2001 to include InterCity A trains, sleeper (TAA) services between Brussels and Luxembourg, as well as freight operations between Liège and Luxembourg.
NMBS/SNCB finalized its locomotive acquisition by October 2001.
Starting December 2002, Class 13 locomotives entered commercial service at their maximum speed of 200 km/h on InterCity A trains running between Leuven and Liège. These units also replaced other engines on freight trains, particularly on the newly electrified Athus-Meuse line operating at 25 kV AC.
The SNCB M6 double-decker coaches were commonly operated alongside Class 13 locomotives; some trainsets incorporated two control cars with a Class 13 positioned centrally, earning the nickname dromadaire (camel).
Over time, Class 18 locomotives progressively took over most passenger service roles from the Class 13 fleet and increasingly supplanted them in freight duties.
At present, freight locomotives are operated by Lineas, while a limited number of Class 13 units continue to serve InterCity routes between Brussels and Luxembourg.
See also
- Belgian Railways Class 18 (Siemens), Siemens 'Eurosprinter' locomotives introduced in 2006 to support Class 13 units and sustain their passenger service usage.
Literature
- M. Squilbin, 2000 (available in French, English, Russian)