Belgium / SNCB/NMBS - random observations

[NCT]

This may be of interest to @MatthewHutton

I spent the last two days doing an unhealthy number of trips on the Brussels - Antwerp corridor.

Especially after doing Maastricht - Eindhoven - Utrecht - Amsterdam, it struck me how poor the Antwerp - Brussels timetable actually was.

The fastest paths are 2tph flighted. Of those one is compulsory reservation (Thalys, and seemingly now out of Interrail) and the other (NS ECD) isn't available for Belgian domestic travel.

The other 3tph take far longer, one is the EC via Brussels Airport (overtaken by the flighted fast 2tph) and one stops at places like Mortsel-Oude-God

I always thought of Belgian railways as just a slightly poorer cousin of Dutch railways but now I think it's the much poorer cousin.

Over the border Utrecht - Amsterdam is 6tph to Centraal and 4tph to Zuid taking ~25 minutes with one intermediate stop only (Amstel or Bijlmer). Brussels - Antwerp is a slightly longer distance but I'd expect the ~35-minute journey time to be offered at turn-up-and-go frequencies.

Here are a few things I noticed
- Belgian infrastructure is less 'tidy' than Dutch infrastructure. Although there are fast and slow lines all the way, you have situations like Oude-God and Buda being only on the fast lines (they are on the L25 and not on the L27). I'm not aware of similar situation in the Netherlands.
- There's fuzzier distinctions in stopping pattern between fast and slow services. The Belgians have a far higher propensity of stopping their ICs at secondary stations. SNCB would want ICs to stop at Houton and Maarssen

The Belgian railway operation does feel overall a bit more 'pedestrian'.
- The run times do feel generous - it was common to arrive at a station a full minute earlier sometimes even 2. When you have a 3-minute booked dwell at Mechelen and it actually becomes 5 in reality it does start to take the biscuit. I travelled over the weekend so I don't know if such dwells are actually needed at a midweek peak. Of course NS aren't without their strategically placed long dwells either, like at Den Bosch, but overall non major nodes tend to be done in one minute.
- The dispatch procedure feels very leisurely (though not sure whether this is materially more leisurely than other manual dispatch procedures)

- 30 seconds to departure - conductor blows the whistle
- 20 seconds to departure - doors close
- 10 seconds to departure - conductor door closes
- final 10 seconds of thumb twiddling

Mechelen station is undergoing a London Bridge style rebuild. Once complete in 2030(!) this should hopefully provide more capacity, by allowing an L25 semi-fast to call while a non-stop overtakes along the L25N. Hopefully the eventual full implementation of Brussels S-bahn might encourage some rationalisation of the wider corridor service pattern.

 

[TFN]

Mechelen station is undergoing a London Bridge style rebuild. Once complete in 2030(!)

One of the biggest issues with Belgian Railways is how long upgrades take. Mechelen has been under renovation for what seems like a decade and the same goes for Gent St Pieters.

I also agree with you regarding Brussels - Antwerp. The 1tph that stops Bxl Nord-Mechelen-Ant Berchem-Ant Centraal are always extremely busy. The frequency is poor and makes day trips to Antwerp a bit tight from London for my liking.

 

[DanielB]

Over the border Utrecht - Amsterdam is 6tph to Centraal and 4tph to Zuid taking ~25 minutes with one intermediate stop only (Amstel or Bijlmer).

It's actually 6tph from Utrecht to both Amsterdam Central and Zuid, however in the recent weeks there have been engineering works around Schiphol resulting in fewer trains running.

The general pattern with 6tph is as follows:
- 2x 3000 Den Helder - Amsterdam C. - Utrecht C. - Nijmegen
- 2x 3100 Den Haag Centraal - Amsterdam Zuid - Utrecht C. - Nijmegen
- 2x 3200 Rotterdam Centraal - Amsterdam Zuid - Utrecht C. - Arnhem C.
- 2x 2700 Alkmaar - Amsterdam C. - Utrecht C. - Maastricht
- 2x 3900 Enkhuizen - Amsterdam C. - Utrecht C. - Heerlen
- 2x 3500 Dordrecht - Amsterdam Zuid - Utrecht C. - Venlo

As you can see, there are 6tph at the two core routes (Amsterdam Central and Zuid to Utrecht) as well as the routes into Utrecht (from Arnhem and Eindhoven), into Amsterdam Zuid (from Leiden) and into Amsterdam Central (from Sloterdijk). So there is a mix of direct services and services with one change.

Though certainly the situation in the Netherlands is not perfect either: some trains have longer station dwells to get into the correct pattern and allow changes between the two corridors. And especially connections with other public transport are a challenge where frequencies don't match.

The Belgians have a far higher propensity of stopping their ICs at secondary stations. SNCB would want ICs to stop at Houton and Maarssen

Not sure about that. Stops at secondary stations were already introduced in the Netherlands with the network reform in 2007, when the "sneltrein" ceased to exist and everything became intercity. Many former sneltrein-stops now have intercity services and some of them have a "Belgian" stopping pattern (for example Driebergen-Zeist and Veenendaal-De Klomp are only served by two of the six IC-services passing those stations; Amsterdam Bijlmer ArenA is only an IC-stop for Schiphol-bound services though the Amsterdam C. ones also pass along a platform).
And we still have Sprinter services that skip stations and Intercity services stopping at all stations, so the system with two names doesn't work everywhere.

 

[NCT]

It's actually 6tph from Utrecht to both Amsterdam Central and Zuid, however in the recent weeks there have been engineering works around Schiphol resulting in fewer trains running.

The general pattern with 6tph is as follows:
- 2x 3000 Den Helder - Amsterdam C. - Utrecht C. - Nijmegen
- 2x 3100 Den Haag Centraal - Amsterdam Zuid - Utrecht C. - Nijmegen
- 2x 3200 Rotterdam Centraal - Amsterdam Zuid - Utrecht C. - Arnhem C.
- 2x 2700 Alkmaar - Amsterdam C. - Utrecht C. - Maastricht
- 2x 3900 Enkhuizen - Amsterdam C. - Utrecht C. - Heerlen
- 2x 3500 Dordrecht - Amsterdam Zuid - Utrecht C. - Venlo

As you can see, there are 6tph at the two core routes (Amsterdam Central and Zuid to Utrecht) as well as the routes into Utrecht (from Arnhem and Eindhoven), into Amsterdam Zuid (from Leiden) and into Amsterdam Central (from Sloterdijk). So there is a mix of direct services and services with one change.

When I was travelling on Friday Utrecht - Schiphol was 4tph - must be engineering works then. I'd forgotten this route got increased to 6tph 'in the WTT' recently (?).

Though certainly the situation in the Netherlands is not perfect either: some trains have longer station dwells to get into the correct pattern and allow changes between the two corridors. And especially connections with other public transport are a challenge where frequencies don't match.

I think that's fine - when you are running at such a frequency, some adjustments for 4tph/6tph transitions and extended overlapping dwells for Swiss style interchanges are not only tolerable but actually desirable. Now having experienced it first hand I struggle to find a reason for a 3-minute dwell at Mechelen other than cautiousness.

Not sure about that. Stops at secondary stations were already introduced in the Netherlands with the network reform in 2007, when the "sneltrein" ceased to exist and everything became intercity. Many former sneltrein-stops now have intercity services and some of them have a "Belgian" stopping pattern (for example Driebergen-Zeist and Veenendaal-De Klomp are only served by two of the six IC-services passing those stations; Amsterdam Bijlmer ArenA is only an IC-stop for Schiphol-bound services though the Amsterdam C. ones also pass along a platform)

Where there's no four-tracking (and you are trying to run a service more intensive than 2+2) the Dutch would also have 'fast' and 'semi-fast' ICs, or have the IC 'act like a regional' on its final peripheral leg (the IC becomes all stops between Deurne and Venlo).

On core four-tracked corridors and one simple 2+2 (2ICs + 2 slows) I feel the stopping pattern distinctions in the Netherlands to be very clear, clearer than what you'd typical find on a comparable Belgian corridor. I feel a 2+2 model might work better for something like Gent - Mechelen than the current 3tph service with 3 different stopping patterns ...

 

[DanielB]

I'd forgotten this route got increased to 6tph 'in the WTT' recently (?).

Since the 2025 timetable indeed.

I think that's fine - when you are running at such a frequency, some adjustments for 4tph/6tph transitions and extended overlapping dwells for Swiss style interchanges are not only tolerable but actually desirable.

On the other hand, do you really need short cross platform interchanges when the next train leaves in at most 10 minutes? Switzerland has those short interchanges with lower frequencies, then it's more an advantage.
Though the solution on Arnhem - Utrecht is also interesting: in Arnhem the 3000 and 3100 are in a 15-minute interval (for connections from other lines with maximum 4 tph) and the 3200 is somewhere in between. Due to the variation in stopping pattern however, those trains arrive in approximately a 10-10-10 interval in Utrecht, fitting nicely into the pattern towards Amsterdam.

Where there's no four-tracking (and you are trying to run a service more intensive than 2+2) the Dutch would also have 'fast' and 'semi-fast' ICs, or have the IC 'act like a regional' on its final peripheral leg (the IC becomes all stops between Deurne and Venlo).

The latter is more related to passenger numbers. Between Deurne and Venlo (and also north of Alkmaar) there simply aren't enough passengers to justify more than 2 tph so the IC stops anywhere.
But you'll be surprised how many trains actually can run on only two tracks: the 12 tph between Utrecht and Amsterdam Bijlmer ArenA use the two outer tracks of the four tracked line.

 

[NCT]

On the other hand, do you really need short cross platform interchanges when the next train leaves in at most 10 minutes? Switzerland has those short interchanges with lower frequencies, then it's more an advantage.

The specific instance I was thinking of was Zwolle where there's a 'classic' Swiss pattern involving 2tph arms.

Though the solution on Arnhem - Utrecht is also interesting: in Arnhem the 3000 and 3100 are in a 15-minute interval (for connections from other lines with maximum 4 tph) and the 3200 is somewhere in between. Due to the variation in stopping pattern however, those trains arrive in approximately a 10-10-10 interval in Utrecht, fitting nicely into the pattern towards Amsterdam.

I find this pretty clever and neat.

The latter is more related to passenger numbers. Between Deurne and Venlo (and also north of Alkmaar) there simply aren't enough passengers to justify more than 2 tph so the IC stops anywhere.

I'm not saying this is a bad thing at all.

But you'll be surprised how many trains actually can run on only two tracks: the 12 tph between Utrecht and Amsterdam Bijlmer ArenA use the two outer tracks of the four tracked line.

Oh when you run a consistent-stopping-pattern service everything behaves like a metro. I think there are opportunities to get the L25/L25N/L27 to behave a little more like Utrecht - Amsterdam. It won't ever be quite as neat because of Buda and Oude-God, and as far as I can tell the Brussels - Lier - Turnhout IC service has to use the L27 in order to access that that just north of Duffel.

 

[MarcVD]

The apparently strange distribution of services between lines 25 and 27 comes from the fact that originally, they were not built as fast and slow lines, but as passenger and freight lines. And the two are not always parallel to each other. Which explains why there are stopping trains on the now 'fast' line 25 : because the corresponding stop on the slow line 27 simply does not exist.

Also line 27 between Berchem and Mechelen still must cope with a sizable chunk of freight traffic in and out the port of Antwerp.

In fact every one was more or less happy with the existing traffic pattern until the last schedule change, where ECD was introduced and took over one of the two slow IC slots. There is heavy discontent about that in Antwerpen and Mechelen now, with a lot of political pressure. I'm not sure at all that SNCB will be able to keep things as they are today.

 

[NCT]

What's stopping Antwerp on the ECD call being an open call? Admittedly with a sample size of just 1, there seemed to be enough people leaving Antwerp on my Amsterdam - Brussels train, surely there's enough capacity to be backfilled by Antwerp - Brussels passengers? Especially in the current timetable where the train sits around at Antwerp allowing a Thalys to overtake. The crew just end up chatting between themselves on the extended dwell occasionally telling people not to get on the train and that's not a terribly professional look.

 

[MarcVD]

ECD operates in Belgium in open access mode and if they want to accept belgian passengers on Brussels-Antwerp trips, they would need to issue separate tickets for it, that would not be valid on SNCB trains. And SNCB tickets would not be valid on ECD. Not something that the Belgian clientèle is ready to accept. Besides, capacity problems on L25 mostly happen at peak hours, and the vast majority of people riding at those hours are SNCB season ticket holders. So opening ECD to domestic trips would most likely not solve anything.

 

[NCT]

ECD operates in Belgium in open access mode and if they want to accept belgian passengers on Brussels-Antwerp trips, they would need to issue separate tickets for it, that would not be valid on SNCB trains. And SNCB tickets would not be valid on ECD. Not something that the Belgian clientèle is ready to accept. Besides, capacity problems on L25 mostly happen at peak hours, and the vast majority of people riding at those hours are SNCB season ticket holders. So opening ECD to domestic trips would most likely not solve anything.

This clearly calls for an ORCATS type solution ...

 

[MarcVD]

What is ORCATS ?

 

[NCT]

ORCATS

A system whereby ticketing is train operator agnostic and revenue is allocated to operators based on modelled passenger behaviour.

 

[rvdborgt]

ECD operates in Belgium in open access mode and if they want to accept belgian passengers on Brussels-Antwerp trips, they would need to issue separate tickets for it, that would not be valid on SNCB trains. And SNCB tickets would not be valid on ECD.

This is all by SNCB choice.

== Doublepost prevention - post automatically merged: 7 Jul 2025 ==

This may be of interest to @MatthewHutton

I spent the last two days doing an unhealthy number of trips on the Brussels - Antwerp corridor.

Especially after doing Maastricht - Eindhoven - Utrecht - Amsterdam, it struck me how poor the Antwerp - Brussels timetable actually was.

The fastest paths are 2tph flighted. Of those one is compulsory reservation (Thalys, and seemingly now out of Interrail) and the other (NS ECD) isn't available for Belgian domestic travel.

The other 3tph take far longer, one is the EC via Brussels Airport (overtaken by the flighted fast 2tph) and one stops at places like Mortsel-Oude-God

There are normally per hour:
1 Thalys (plus sometimes a Eurostar), 1 ECD, 2 fast domestic ICs, 1 slow domestic IC, one EC via the airport (not counting all-station services). Currently fewer trains are running because of summer engineering works.

- The dispatch procedure feels very leisurely (though not sure whether this is materially more leisurely than other manual dispatch procedures)

- 30 seconds to departure - conductor blows the whistle
- 20 seconds to departure - doors close
- 10 seconds to departure - conductor door closes
- final 10 seconds of thumb twiddling

More like:
- 30-40 seconds to departure - conductor blows the whistle. Sometimes even earlier.
- 20-30 seconds to departure - doors close
- 10-20 seconds to departure - conductor door closes
- final 10 seconds of thumb twiddling, or the train already leaves.
In my book though, once passengers can't board anymore, the train has left, so published departure times are not accurate and should be advanced by 1 minute.

 

[bspahh]

One of the biggest issues with Belgian Railways is how long upgrades take. Mechelen has been under renovation for what seems like a decade and the same goes for Gent St Pieters.

It took this picture from a platform on Mechelen station in April 2015. Its the sand pit that was South East of the station.


This is the current view from Google Maps
https://maps.app.goo.gl/UujuyaQXCa7mMXoPA

 

[NCT]

The four-tracking work that's been going on between Ghent and Bruges looks nearly complete - with only small sections of track unfinished. I've read elsewhere that the new Slow lines (on the outside of the formation) won't be finished until 2027, from which point the Fast lines in the centre will be completely renewed with scheduled completion in 2029. Can't find any info on intended timetable output after all four tracks are put into use.

Ghent Sint-Pieters is taking shape - the majority of the station is now 'modern'. The passageways underneath are still a bit of a worksite - with passageways between escalators / stairs marked out with makeshift fencing. Interestingly it looks like the space under the platforms will be completely open - presumably stuffed with bicycle parking and possibly some retail?

== Doublepost prevention - post automatically merged: 14 Sep 2025 ==

I guess the Belgian unit was a 1980s Break unit (type AM80 break unit into Google)? It varies a bit depending on the driver but they don't usually hang about. Don't forget that they will crawl out of Maastricht as they are on half voltage on the Dutch railways. Originally they were two cars and must have gone like greased lightning. The centre trailers were added in the late 1980s.

Cross-posted from a different thread -

Travelled on a couple of AM80s the other day (between Brugge and Oostende) and they shifted alright (probably no worse than our 455s). I guess it is driver dependent and possibly location dependent as well?

Is defensive driving a thing in Belgium? I notice entering and exiting major stations (Antwerp, Gent Sint-Pieters, Brugge) tends to be at a crawl, in marked contrast to German driving styles. At Brugge the driving coach of a 10+car train will enter the platform at a crawl whereas my 14-car ICE earlier today entered Bamberg at a fair nick.

On the rural sections between Brugge and Lichtervelde where (I'm guessing) the signalling and point works are much simpler, the driving seemed less defensive.

 

[MarcVD]

Is defensive driving a thing in Belgium? I notice entering and exiting major stations (Antwerp, Gent Sint-Pieters, Brugge) tends to be at a crawl, in marked contrast to German driving styles. At Brugge the driving coach of a 10+car train will enter the platform at a crawl whereas my 14-car ICE earlier today entered Bamberg at a fair nick.

Probable explanation : ETCS. Release speed is 30 km/h if the next signal is not opened. And at major stations, most trains have a few minutes of buffer time, so the exit signal is not opened yet...

 

[Bikeman78]

Travelled on a couple of AM80s the other day (between Brugge and Oostende) and they shifted alright (probably no worse than our 455s). I guess it is driver dependent and possibly location dependent as well?

Is defensive driving a thing in Belgium? I notice entering and exiting major stations (Antwerp, Gent Sint-Pieters, Brugge) tends to be at a crawl, in marked contrast to German driving styles. At Brugge the driving coach of a 10+car train will enter the platform at a crawl whereas my 14-car ICE earlier today entered Bamberg at a fair nick.

On the rural sections between Brugge and Lichtervelde where (I'm guessing) the signalling and point works are much simpler, the driving seemed less defensive.

In my experience, they don't normally hang about, though perhaps not as fast as 20 years ago. I've had plenty of arrivals where I have wondered if the train was going to stop in time. The class 62 diesels used to be driven quite aggressively. Likewise, the classic units on stoppers, especially if they were a few minutes late. The drivers would often leave the cab door open. Some would notch up but others would pull the power handle all the way back from a stand. This video shows some 62 action on the line from Gent to Ronse.

 

[rvdborgt]

Is defensive driving a thing in Belgium? I notice entering and exiting major stations (Antwerp, Gent Sint-Pieters, Brugge) tends to be at a crawl, in marked contrast to German driving styles. At Brugge the driving coach of a 10+car train will enter the platform at a crawl whereas my 14-car ICE earlier today entered Bamberg at a fair nick.

Probable explanation : ETCS. Release speed is 30 km/h if the next signal is not opened. And at major stations, most trains have a few minutes of buffer time, so the exit signal is not opened yet...

Even without ETCS, this was already an issue. In Leuven, trains lost 1-2 minutes each when they had to enter the station on the fast tracks with the exit signal closed. After many years, this has fially been solved and and signal is now mostly open again, which makes a big difference. Trains can and will enter the station at ~90 km/h when the exit signal is open, with some engine drivers indeed having a more German style.

 

[nanstallon]

Some years ago, but on a railway holiday in Benelux, I was shocked by the amount of graffiti on Belgian trains. Not the cause with Dutch or Luxembourg trains, which were much tidier.

 

[Bemined]

Probable explanation : ETCS. Release speed is 30 km/h if the next signal is not opened. And at major stations, most trains have a few minutes of buffer time, so the exit signal is not opened yet...

Is there something different in the Belgian ETCS than? In the Netherlands the ETCS braking curve is still at around 80km/u when entering a platform with the exit signal at danger as shown on these video:

 

[STINT47]

Some years ago, but on a railway holiday in Benelux, I was shocked by the amount of graffiti on Belgian trains. Not the cause with Dutch or Luxembourg trains, which were much tidier.

It's not gotten any better. Nearley every train in Belgium seems to have at least one tag on it. I don't know why they don't sort it.

 

[canary fan]

One of the biggest issues with Belgian Railways is how long upgrades take. Mechelen has been under renovation for what seems like a decade and the same goes for Gent St Pieters.

I also agree with you regarding Brussels - Antwerp. The 1tph that stops Bxl Nord-Mechelen-Ant Berchem-Ant Centraal are always extremely busy. The frequency is poor and makes day trips to Antwerp a bit tight from London for my liking.

You are quite right on Belgian station upgrades. Gent in particular is still a complete mess. I think one reason is when they finally go for it they really go to town. Antwerp which took forever is unlike almost any other station in Europe, while Liège is also a pretty unique design.

 

[AlastairFraser]

It's not gotten any better. Nearley every train in Belgium seems to have at least one tag on it. I don't know why they don't sort it.

I think they prioritise train running, on-time performance and general reliability, which, in my experience, they do pretty well. The classic Belgian railway is probably one of the best in Europe in terms of value for money and a comfortably reasonable but not ambitious performance standard.

 

[leshuttle]

Unlike the Netherlands, despite also being a very pro-cycling nation, bicycle space is very poor and boarding difficult on long distance trains. Added to that a bike supplement is required on all trains. Likewise the space for wheelchairs on these trains is very limited and difficult to board.

 

[MarcVD]

Unlike the Netherlands, despite also being a very pro-cycling nation, bicycle space is very poor and boarding difficult on long distance trains. Added to that a bike supplement is required on all trains. Likewise the space for wheelchairs on these trains is very limited and difficult to board.

This is changing. 130 cars type M7 are currently being delivered. They have one door with level boarding and space for cycles. One of them should be included in most M7 car formations.

 

[NCT]

Belgian railways are an alright operation but they do feel a noticeably poorer counterpart than their Dutch cousin next door. The pace of modernisation their station estate is so far behind - even in the Brussels area, apart from the handful of 'posh' low-numbered platforms in Bruxelle-Midi, the platforms are in a poor state (and still not raised to 760mm?).

 

[MarcVD]

Belgian railways are an alright operation but they do feel a noticeably poorer counterpart than their Dutch cousin next door. The pace of modernisation their station estate is so far behind - even in the Brussels area, apart from the handful of 'posh' low-numbered platforms in Bruxelle-Midi, the platforms are in a poor state (and still not raised to 760mm?).

Platforms in Bruxelles Midi look old but are perfectly functional. They are at the correct height, are wide enough to accommodate the volume of passengers, long enough to accommodate 12 car trains, have all lifts and escalators, and passenger information systems. The problem is purely aesthetic. Money is put where stations do not meet capacity or functional requirements. At at least in Belgium we have not built our high speed lines on crumbling bridges...

 

[nwales58]

For aesthetics, go to Liége-Guillemins (nice roof, pity about the cleaning costs and the cold wind blowing through the platforms in winter) or Antwerpen Centraal (nice front, inside am I really looking at a bookshelf with full-size trains on 3 levels?)

 

[MarcVD]

For aesthetics, go to Liége-Guillemins (nice roof, pity about the cleaning costs and the cold wind blowing through the platforms in winter) or Antwerpen Centraal (nice front, inside am I really looking at a bookshelf with full-size trains on 3 levels?)

Antwerpen Centraal has 4 levels, 3 of them with trains. There are 6 end tracks on the highest floor, 4 end tracks just below, and finally 4 through tracks at the lowest level. the end tracks all lead to the south, the through tracks link the south access with a tunnel underneath Antwerp city that leads directly to the Netherlands via both the high speed line or the classical line via Rosendaal.

 

[Halish Railway]

Having been in Belgium and The Netherlands two weeks ago I do confer with what the OP has written.

Station dwells in particular take quite a while - When I took an Intercity train from Charleroi-Central to Brussels-Midi there was a 6 minute dwell at Braine-L'Alleud, which added to the sluggish feeling of the line, with most of it having a 120 kph limit with one or two short sections of 140 kph.

One nagging thing about SNCB and Belgian railways in particular is how inconsistent the offering and experience is. On the one hand there are absolutely incredible stations such as Anterwerpen-Centraal and Liège-Guillemins, fairly solid stations such as Brugge and Leuven, but also a lot of very unpleasant and run down stations such as Brussels-Midi and the un-refursbished parts of Mechelen and Ghent-Sint-Pieters.

The quality of rolling stock is very inconsistent as well, ranging from very nice locomotive hauled trains running on the fast Oostende/Kortrijk to Liège-Guillemins/Welkenraedt/Eupen services, to the commuter-specified Siemens Desiro trains being used on the Liège to Luxembourg services. Having said this the introduction of M7 trailer and motorised carriages is making the allocations of trains on secondary Intercity routes much more consistent.

There are also quite a few lines where the linespeed could be raised. In particular the long 140 kph sections on the main line between Brugge and Brussels make the journey seem a bit tedious. I understand that line is in a state of flux, with ongoing four-tracking and the replacement of the legacy portal-based electrification with single track cantilevers, so maybe an increase in linespeed to 160 kph or maybe even 200 kph as seen between Brussels and Leuven would make the journey quite a bit quicker.

My final point of complaint, as with most continental European countries is that cross-border connectivity leaves a lot to be desired. There are countless examples of cross-border sections of track between places either side of the border that are either closed, mothballed, have no passenger service or where a useful Intercity service terminates at the very last or last major station before the border. Belgium has made a great effort in building cross-border high speed railways, however, the services that use them leave a lot to be desired, with trains selling out weeks in advance (eh hem, Eurostar Red), being eye-wateringly expensive (eh hem, all Eurostar services) or not being frequent enough (Brussels to Cologne and Lille really ought to have two trains per hour). The introduction of the NS Eurocity Direct from Brussels to Lelystad is a great step in the right direction though.