History of rail transport in Belgium

Following the Belgian Revolution of 1830, when Belgium split from the Netherlands, Belgium became a key site of railway development. In 1831, a proposal to build a railway between Antwerp and Cologne (in neighbouring Prussia) which would link the industrializing Ruhr and Meuse valleys with the ports of the Scheldt was considered by the Chamber of Representatives but was eventually rejected.[2][3] In August 1831, however, the government launched a big scale survey (under the supervision of Pierre Simons and Gustave de Ridder) of potential sites for railways which, it was hoped, would help to regenerate the Belgian economy.[4] Particularly in liberal circles, it was felt that railways would not serve a purely economic function, but were also necessary part of forging Belgian national identity.[4]

Painting of the opening of the Brussels–Mechelen railway on 5 May 1835

Unlike the United Kingdom, where early railways had been developed by the private sector, the state took the initiative in the development of railways in Belgium, partly out of the fear that large banks, like the Société Générale de Belgique could develop a monopoly in the industry.[4] Considering that the railways would be a major economic resource and a full national network would be necessary, the Belgian government was unusual at the time for planning a national network in advance before any was built.[3]

At first, only one line was studied (the line between Antwerp and the Prussian border).[5] However, the project quickly evolved:[6]

• Instead of a direct line, the Antwerp - Cologne line was rerouted through Mechelen (where a short stub line to Brussels could be built), Leuven, Liège and Verviers. This itinerary was longer and more complicated but it would be more profitable and generate more traffic;[5]
• Another line, starting at Mechelen, would reach Dendermonde, Ghent, Bruges and Ostend, granting a safe access to the sea (since the Dutch were able to blockade the Scheldt, cutting Antwerp away from the sea);.[6]
• A southbound line would link Brussels and Mons, an industrial town at the heart of the Sillon industriel, before crossing the French border[6] (near Quiévrain), where a connecting line could reach Valenciennes, in northern France.

In 1834, the Belgian government approved a plan to build a railway between Mons, and the port of Antwerp via Brussels at a cost of 150 million Belgian francs.[7][4] The first stretch of the Belgian railway network, between northern Brussels and Mechelen, it was completed in 1835 and was the first steam passenger railway in continental Europe.[7] The line between Liège and Ostend meant that the country had a full rail network planned nearly from the outset.[7] By 1836, the line to Antwerp had been completed and by 1843 the two main lines (which formed a rough north-south/east-west cross) had been finished[8] while two other mainlines (Ghent - Kortrijk - Mouscron - Tournai (with an international line linking Mouscron with Lille) - Braine-le-Comte (on the Brussels - Mons line) - Manage (near La Louvière) - Charleroi - Namur) were added to this network and completed by 1843.[6] In 1843, each provincial capital (save Arlon and Hasselt) had a railway station.

Early Belgian railways were heavily influenced by British designs, and British technology and engineers were extremely important. The engineer George Stephenson travelled on the first train between Brussels-Mechelen in 1835, and his company provided the first three locomotives (based on the Rocket design)[lower-alpha 1] used on the line.[8] The rapid expansion of the Belgian railways in the 1830s was one of the factors allowing Belgium to recover from an economic recession which it had experienced since the revolution and served as a major force in the Belgian Industrial Revolution.[1]

Antwerp-Central station, built between 1895 and 1905

Map of the Belgian railway network in 1870

In France and Germany, private companies quickly built connections to the Belgian international lines, connecting the cities of Lille, Valenciennes (in France), Cologne and Aachen (in Germany) to the Belgian network between 1842 and 1843.

Despite the fact that very few lines (47.7 km) were built by the Belgian State Railways between 1845 and 1870, subsequent development of the rail network was largely organized by the state rather than by private companies. Several lines were built by private companies, notably the Namur to Liège line built in 1851, on a ninety-year lease[9] which would return them to the government after the period has lapsed. Many of the mainlines were operated by the Belgian State Railways. Within ten years of its first railway, Belgium had more than 560 kilometres (350 mi) of railway lines, 80 stations, 143 locomotives and 25,000 pieces of rolling stock.[4] Belgium's first telegraph line was installed in 1846 along the Brussels-Antwerp railway.[10] Unlike canals, which made internal trade much easier than international, the railways also pushed Belgian companies to export their goods abroad.[10] The success of the railways both intensified Belgian industrialisation and consolidated Antwerp's position as one of Europe's pre-eminent ports.[4]

A train to Antwerp leaving Brussels-North station in the 1920s

The Belgian government resisted attempts by foreign companies to buy up railway assets in Belgium. In the winter of 1868, against a background of French threats to Belgium and Luxembourg under the rule of Napoleon III, the French Compagnie des chemins de fer de l'Est attempted to buy up numerous railway lines situated in southern and eastern Belgium in the provinces of Liège, Limburg and Luxembourg.[11] The Belgian state, under Leopold II, felt that the takeover presented a military and political threat and intervened to stop the sale in 1869. A British diplomatic intervention made Napoleon back off, thus ending this Belgian Railway Crisis.

In 1870, the Belgian state owned 863 kilometres (536 mi) of rail lines, while the private enterprises owned 2,231 kilometres (1,386 mi). From 1870 to 1882, the railways were gradually nationalised. In 1912, 5,000 kilometres (3,100 mi) were state property compared to 300 kilometres (190 mi) of private lines. Full nationalisation was considered at the time, but was not enacted until 1926 when the National Railway Company of Belgium (SNCB-NMBS) was started, replacing the earlier Chemins de fer de l'État belge.[lower-alpha 2] By 1958 the network was fully state-owned.

The SNCB-NMBS first introduced electrification on the 44 kilometres (27 mi) Brussels North to Antwerp Central line in May 1935. The system adopted was 3 kV DC.

During the German occupation in World War II, the SNCB-NMBS was forced to participate in the deportation of Belgian Jews to camps in Eastern Europe as part of the Holocaust.

In 2005, the NMBS/SNCB was split up into three parts, to facilitate future liberalisation of railway freight and passenger services in agreement with European regulations. Several freight operators have since received access permissions for the Belgian network.