Steam Trains and Engines

The heavy Pacific locomotives just described were designed to haul the heaviest passenger trains over all the main lines in Belgium; in May 1938, however, the S.N.C.B. instituted an ultra-high-speed lightweight train service twice daily between Brussels and Ostend which was not considered suitable for the Class ' 1 ' engines on the grounds of economy.

The schedule, constituting a new steam speed record, included a start-to-stop timing of 46 minutes for the 57-7 miles from Brussels to Bruges; an average speed of over 75 m.p.h. clearly demanded an exceptionally free-running locomotive, and thus was born the famous Class ' 12 ' Atlantic, which proved an immediate success.

Since the principal demand was for high speed, the driving wheels were 6 ft. 10 in. in diameter, and two closely spaced long-stroke cylinders ensured low resistance and freedom from rolling and ' hunting.' Again in the quest for sheer speed, a high degree of streamlining was adopted, with a bulbous nose shroud extending down almost to rail level. Valve gear was Walschaerts, later locomotives being fitted with Caprotti and Dabeg poppet valves respectively.

Naturally, all high-speed running ceased in 1939, and the Atlantics have since been employed in ' pool service,' with reasonable success provided the load has been no greater than five or six coaches. One train still Atlantic-hauled is the morning and evening express service between Brussels and Lille; I was able to ride on No. 12.001 on the northbound train and with a four-coach train we achieved 87 m.p.h. with ease. Riding was first class, though the smoke and coal-dust swirling around the footplate lent support to the enginemen's outspoken preference for electric traction!