Summary: Centrally located in Western Europe, Belgium was bound to embrace high-speed rail. Four lines covering nearly 200 kilometres were eventually built over a period of 17 years. Integrating the lines into a densely populated country proved to be a real challenge. The other challenge was gaining acceptance for this network: the TGV arrived at a time when Belgium was becoming a federal state comprising three regions, with planning permission becoming a subject of political bargaining.
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Key summary
Belgium’s first high-speed line, HSL 1, fully opened in December 1997, connecting Brussels to the French border and enabling direct services with TGV trains toward Paris, London and France. Subsequent lines—HSL 2 (2002), HSL 3 (2009), and HSL 4 (2009)—extended the network toward Liège, Germany, and the Netherlands, via a new station under Antwerp-Central. These lines allow trains like Thalys and Eurostar to pass through Belgium efficiently.
Today, Belgium’s HSR network is fully integrated into Europe’s high-speed system, making Brussels a major rail hub with rapid international connections. Trains also run on the conventional rail network to reach main stations as Brussels-Midi, Liège -Guillemins of Antwerp-Central.
NETWORK & SERVICES
Infrastructure manager:
Infrabel 100% of Belgian’s State
Headquarter:
Brussels
First opening:
December 1997 (full opening of L1)
Network lenght:
205 kilometrers >250km/h Trains also run on the conventional rail network
Operators:
Thalys (†), Eurostar, SNCF Inoui, ICE DB Fernverkehr
Definition of High Speed Train
The definition of a high-speed train varies by region, but generally, it refers to trains that operate at speeds of at least 250 km/h (155 mph) on newly built lines and 200 km/h (124 mph) on upgraded lines. In Europe, for example, the UIC (International Union of Railways) considers a commercial speed of 250 km/h as the principal criterion for high-speed rail. In the United States, the definition can include trains operating at speeds ranging from 180 km/h (110 mph) to 240 km/h (150 mph).
TMST Class 373 GEC-Alsthom, BN, ACEC, Brush, Metro-Cammel SNCF 3201/2-3231/32 UK Class 373 SNCB 3101/2-3107/8 1993 –
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A consortium led by GEC-Alstom won the initial contract for 30 18-car trainsets. They run with DC motors. The contract was subsequently extended to include an additional trainset and a further 7 NOL (North Of London) trainsets – each with 14 cars – to serve Birmingham, Manchester and beyond. These destinations were never called.
TGV-R (Réseau) GEC-Alsthom 1993 –
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To gain access to Belgium (3kV DC) and the Netherlands (1500V DC), the SNCF detached to Thalys 10 TGV-R trainsets no. 4531 to 4540 from its fleet, which made up the third of the four TGV-Réseau SNCF sub-series. They could run on three currents and two voltages, as they do in France. However, they could not travel to Germany.
The TGV-Réseau trains were intended for cross-country routes that bypass Paris, such as Lyon-Nantes or Lille-Montpellier. They are derived from the TGV-Atlantique trains and were numbered in the 500 series for 2-current trains and the 4500 series for 3-current trains. The surplus allowed some TGV-Réseau trains to be assigned to Thalys for service in the Benelux countries.
Delivered between 1996 and 1997, 17 ‘PBKA’ (Paris-Bruxelles-Amsterdam/Cologne) trains were added to the Thalys fleet. They are registered with the SNCF under the 4300 series, and differ from the TGV-R trainsets in the new design of the power cars. They are four-current with switchgear for 15kV and the PZB system in Germany, as well as the SNCB’s TBL2 system.
The ICE 3 met EU interoperability standards with distributed motors and no front power cars. The BR406 multi-system trains served the Netherlands, Belgium, and France, but frequent breakdowns led to their withdrawal by 2024 and subsequent sale by DB. They have been replaced by the ICE 3 Neo.
e320 Class 374 Siemens Eurostar Class 375 (UK) 2015 –
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In October 2010, Eurostar announced the winner of a call for tenders to extend the fleet: it was Siemens. This did not go down well in Paris, which was too used to Alstom. Based on the Velaro platform, the e320 is a derivative of the ICE 3. Eurostar ordered 17 18-car trainsets, with asynchronous motors. The first trainset entered service in 2015.
ICE Neo BR408 Siemens DB Fernverkehr BR408 2024 –
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The poor performance of the BR 406 ICE 3 trains in Belgium prompted Deutsche Bahn to find a quick solution. This was provided by the ICE 3 Neo, a train based on the Velaro platform, which did not require significant design and certification costs. The Neo trains replaced the ICE trains from 2024–2025.
TGV-M Avelia Horizon Alstom 2027 –
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The TGV M (“M” for modular) is the result of the new high-speed passenger train platform Avelia Horizon from Alstom. It has a broadly similar design to the TGV Duplex sets, with double deck design and 2 power cars more short. Expected in service in 2027, including in Belgium as TGV Inoui with ETCS.
➤ More details
Celestia Alstom 2031 –
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In October 2025, Eurostar has announced a €1·4bn order for 30 Alstom Avelia Horizon double-deck high speed trainsets, with options for 20 more which would take the total value to €2bn. They could operate through the Channel Tunnel in pairs to give trains of equivalent length to the current fleet.
