Paul, I cannot see the picture. And the class 62 is one of my favourite Belgian locomotives! Do you have to be a Lycos member to view it? (You could upload it to RailImages)
I was reading about Belgium'sClass 16 engines that were delivered to the Belgian National Railways in 1966. I found it most intersting that the locomotive could use 4 different power sources including ones from their neighboring countries: BELGIAN NATIONAL RAILWAYS: 3000V NETHERLANDS RAILWAYS: 1,500V dc GERMAN FEDERAL RAILWAYS: 15,000 V, SINGLE PHASE, 16 2/3Hz ac FRENCH NATIONAL RAILWAYS: 25,000V, SINGLE-PHASE, 50Hz Is this still standard on modern Belgian locomotives, and do other countries use this method? How does one switch over to a different power source? Under movement or standing still?
Multi-voltage locomotives went out of fashion a bit, and the class 16 have now lost their main work on the Oostende-Koln expresses. The splendid class 18 have already been withdrawn. But with opening up of common-user operations on european railways, multi-voltage machines are now again being introduced, with France, Belgium, Luxembourg, Austria, etc. having dual or multi voltage locomotives. Here is a class 16 ready to depart Oostende with an ADL special train on which we travelled around several locomotive depots. The train was well stocked with Trappist Ale!
Here is a class 18 inside Liege Kinkempois depot around the time they were being phased out, and some were being cannibalised to keep others going. About passing from one voltage system to another, I think there is a dead section between the two, or signs at trackside where they are told to drop pantographs, coast over the section, then raise the appropriate pantograph for the new voltage. Others will no doubt correct me, or elaborate
Yeah, Johnny, the class 18 are based on the French CC40100, both were adored by railfans (including me). And sadly both are now retired.
Alan, after the day I've had, I wish I didn't have umpteen years to go before I retire. Left the house at 7:15am, just got in from work at 10:45pm. Plus I knew right away that something bad had happened tonight. Too many police cars downtown going all over with lights and sirens. Got home to see the news, and two cops were killed in an undercover operation. I just know when bad things happen here....... Sorry, didn't mean to get off railroading, but that word...........retire............sigh.
Sorry to hear about your day Johnny - I know what it can be like sometimes. Alan, I hope they didn't let you up into the cab AFTER you had downed a few of those Trappist brews!
Wow! Wish I were there! By the way Alan, are European locomotives so far advanced from American ones, that they even have steering wheels?! Just teasing, but curious as to what that is for. I thought either the throttle or brake, but it's not something to have to handle quickly in the event of an emergency so I doubt it's either one of them. I can't say I've seen a wheel in a locomotives cab before.
It is something they have in Belgium and France, and maybe other countries. It is for regulating the amount of current taken from the catenary. It turns clockwise in click steps to increase current. The small knob just visible above the driver's hand is to apply the power, and the larger lever to his right is the brake, which he applied with his thumb! I assume when travelling fast, and the wheel is turned fully anti-clockwise, it puts current back into the catenary (like dynamic braking, but making use of the generated power).
to pics of the access door from the engine room to the cab and the outside of the locomotive to the cab.
I find it unusual that it would be completely manual or a manual assist. Might it also have to do with entering other countries and changing it's power source? Keep up the great photos guys! I find them fascinating!
