Belgian Railways Class 26
| Company type | Electric locomotive |
|---|---|
| Industry | Railway transport |
| Founded | 1964 |
| Headquarters | Belgium |
| Products | Electric locomotives |
The NMBS/SNCB Class 26 consists of single-voltage electric locomotives operating at 3000 V DC, originally engineered for freight transport but subsequently employed in passenger service as the electrification network expanded. The initial batch comprised five prototype units delivered in 1964, designated as Type 126 (126.001–126.005). This was followed by a production run of 20 locomotives around 1968 (126.101–126.120), and a final series of 15 units manufactured in 1971 (2621–2635). Their numbering evolved from 126.001–126.005 (later renumbered 2601–2605), 126.101–126.120 (changed to 2606–2620), and finally 2621–2635.
Commissioned from BN in 1964 to provide enhanced power compared to earlier models, the Type 126 incorporated additional mass to boost tractive force, akin to the Type 123 design. Although bearing a resemblance to the Type 150/Class 15 visually, the Class 26’s design is fundamentally derived from the French SNCF Class BB 9400, adapted for operation under 3000 V DC rather than the original 1500 V DC system. Electrical equipment was either imported from France or produced under license within Belgium and included wheelslip detection technology. The production models featured refinements based on insights gained from the prototypes, which themselves were upgraded during 1976-77 to align with production specifications. Notably, these locomotives utilized license-built Schneider monomotor bogies classified as B′B′, an uncommon choice for SNCB compared to the more typical Bo′Bo′ arrangement.
From an operational standpoint, Class 26 locomotives were less preferred by both engineers and maintenance personnel relative to Types 122, 123, 125, and 140 due to inherent design shortcomings. The bogie configuration necessitated lifting the locomotive to replace trailing brake shoes—a labor-intensive procedure that led SNCB to discontinue brake shoe replacements altogether, raising safety issues when running without load. Furthermore, this relatively small fleet shared very few spare parts with earlier classes, aside from the cab assembly which was common with Type 150/Class 15.
Initially delivered in a dark green paint scheme, several units were later repainted in yellow and blue liveries to enhance visibility; ultimately, all were standardized into blue to minimize cleaning requirements. Locomotive number 2627 holds distinction as the final yellow-painted electric unit before the full repainting took place.
Subsequently, Class 26 locomotives were modified to enable multiple-unit operation both amongst themselves and in conjunction with SNCB Class 23 units. Their withdrawal from active service occurred in December 2011.
In their concluding operational phase, Class 26s frequently operated in top-and-tail formations on Inter Regional routes between Louvain-la-Neuve-Université and Binche via Brussels. They were paired with M6 double-deck coaches to accommodate increased passenger volumes during peak hours on the Ottignies-Brussels corridor. When coupled in pairs, two Class 26 locomotives delivered nearly equivalent power output—approximately 7000 horsepower—to that of a single Class 13 or Class 20 locomotive.
Locomotive number 2629 has been preserved by the PFT-TSP railway heritage organization.