BELGIUM is developing a pivotal 314km high-speed network, which will link with those in France, Germany, and the Netherlands when all of the new line construction and upgrading projects are completed by the end of 2007.

The vital components of this network are the 87km northern branch from Brussels to the border with the Netherlands, the 139km eastern branch from Brussels to the border with Germany, and the existing 88km western branch from Brussels to the French border which opened seven years ago.

Altogether it will cost about £4.7 billion to complete the entire high-speed construction programme.

TUC Rail, a subsidiary of Belgian National Railways (SNCB), is responsible for designing and building the high-speed network, as well as distributing funds for the projects. It has been carrying out this role since it was created 12 years ago and is confident that its mission is now back on course after delays caused by budgetary and political problems.

The western branch comprises 71km of line designed for 300km/h operation and a 17km section between Lembeek and Brussels which was upgraded from two to four tracks, with 220km/h operation on two of them. The only work still to be finished is the renovation of Brussels South station, where a 452m fly-over section is being built to enable the high-speed line to cross existing tracks and marshalling areas, and allow high-speed services to be served by six dedicated platforms.

The main role of the western branch at present is to provide a high-speed route for Thalys passenger services operating between Amsterdam, Cologne, Brussels and Paris, and for Eurostar passenger services between Brussels and London.

Thalys' international services in particular will benefit hugely from the future connections which will be established with the northern and eastern branches in Brussels.

The northern branch, costing an estimated £1.43 billion, is due to open by the end of 2006, just ahead of the planned opening of the Netherlands' High Speed Line South (HSL South) in April 2007 (see previous story). The new Belgian high-speed line will provide a through-route, via HSL South, for highspeed services linking Brussels - Antwerp - Rotterdam - Amsterdam. The Netherlands' government is contributing £483 million towards the cost of the Belgian link as part of a political compromise which was reached when the route was agreed. Tracklaying on both the Belgian line and HSL South is scheduled to begin this month, and should be finished by the end of 2005.

Upgrading
The Belgian project includes upgrading the existing line between Brussels and Antwerp, which has been completed, and building a new 40km line alongside the E19 motorway from Antwerp to the Netherlands border. A 3.8km tunnel is also being built beneath Antwerp to provide a through-route for high-speed services.

Trains running north from Brussels towards Antwerp as well as east towards Liege will operate from Brussels South, via the upgraded north-south line to Brussels North. Between Brussels North and Schaerbeek, trains operating on both the northern branch towards the Netherlands and on the eastern branch towards Germany will continue to use the same track.

The junction for the northern and eastern branches, which will divert highspeed services either north to Antwerp or east to Liege, is being built at Schaerbeek. This is being constructed over the existing main lines and marshalling areas. At Buda, the northern branch will join the existing line from Brussels to Antwerp, while at Haren, the eastern branch will join the existing line towards Leuven and Liege.

High-speed trains on the northern branch will stop at Antwerp Central, where work is underway to solve the severe rail capacity problems which Antwerp has suffered during recent years. The construction of the tunnel beneath the city will not only ease traffic congestion. More importantly, it will allow high-speed trains to run directly through the city instead of being forced to enter and reverse out of Antwerp as existing conventional services must do today. The maximum speed in the two single-bore tunnels beneath Antwerp will be 90km/h.

In order to provide access to the tunnel, the existing track from Berchem to Antwerp is being lowered by about 20m. This has required the construction of a new 20m-deep rail tunnel. Two underground levels for track will then be constructed within Antwerp Central, providing a total of three levels for track as well as a separate level for passengers.

Created
Antwerp's reconstructed Central station will comprise:
* Six platforms at Level +1, divided into two sets of three, with an open space in the middle giving a view down to the lower levels.
* Retail space and other facilities for pedestrians at street level.
* Four platforms at Level -1, divided into two sets of two.
* Four platforms at Level -2, 18m below street level, with the central two tracks continuing along the new direct north-south route beneath the city.
* Two underground car parks, one designed for 400 cars at the northern end beneath Queen Astrid Square, and another for 850 cars at the new southern end beneath Kievit Square.

Work on the station in Antwerp is overseen by Eurostation, a subsidiary of SNCB which was created especially to develop the new stations in Brussels and Antwerp.

The eastern branch, costing £1.97 billion, is due to be completed by mid-2007, but the opening of the final section between Liege and the German border may be delayed until the end of 2007 because there is considerable doubt over whether the necessary upgrading will be carried out on the connecting German line via Aachen to Cologne.

The Leuven - Liege section opened in 2002. It was built alongside the E40 highway from Leuven to Bierset, west of Liege. This section is being operated at 300km/h by Thalys trains and at 200km/h by fast domestic services.

German Rail (DB) has yet to be granted permission to operate its 300km/h ICE trains on the new line. This could be construed as a response to DB�s refusal to allow Thalys to operate competitive services on its Cologne - Frankfurt highspeed line.

Meanwhile, the existing Brussels North - Leuven section is being upgraded from two to four tracks, with the new tracks enabling Thalys and SNCB's inter-city services to operate at 200km/h. Currently services are limited to 160km/h. The upgraded section should be completed in December 2006.

The Liege - German border section will use upgraded track through Liege, where a new nine-track station is being built by Euro Liege TGV, another subsidiary of SNCB. The station, which replaces the existing Liege Guillemins, and has been designed by the Spanish architect, Santiago Calatrava, includes a shopping mall and car parking facilities.

High-speed trains will use existing track for a short distance from Liege to Chenee station, where a new junction is being built to divert them on to a new double-track high-speed section which incorporates the new 6.5km Soumagne tunnel.

The Soumagne tunnel is described by SNCB as the country's largest railway construction project. It represents £157 million of the estimated £700 million cost of developing the Liege - German border section. Trains will operate at 200km/h inside the tunnel and at 250km/h elsewhere on the remainder of the section.

The tunnel is being constructed using the New Austrian Tunnelling Method (NATM). Work is being undertaken simultaneously from each end and a significant stage should be reached in November when a breakthrough at the centre is anticipated. Tunnelling should be finished in mid-2005.

The completed Belgian high-speed network will link up with those in France, Germany and the Netherlands, and play a central role in international passenger traffic.