Today marks exactly 100 years since the Belgian Parliament passed the law establishing the National Society of Belgian Railways, or NMBS/SNCB. It is therefore time to look back on a century of railway history, but also to look ahead to the next chapters in the history of Belgian railways.

For while some 3,800 trains run daily on the Belgian network – one of the densest rail networks in the world – several challenges are also looming on the horizon: Expanding train service and attracting more passengers, all against the backdrop of the European liberalization of passenger rail transport.

A first for the European mainland

The true beginning of Belgium’s railway history dates back much earlier than 1926. In 1834, King Leopold I signed the law that made possible the construction of the very first railroad line between Brussels and Mechelen. That first trip, on May 5, 1835, was therefore not only a Belgian first but also a first for the European mainland, which was following England’s example.

From then on, the development of the railway network in Belgium progressed at a rapid pace: In the span of 40 years, nearly 3,400 kilometers of railroad tracks were laid, and John Cockerill built more than 16,000 steam locomotives in Seraing, while King Leopold II used the enormous profits he earned from rubber and ivory as the provite owner of the Congo Free State to finance the renovation of Antwerp Central Station.

World War I brought that phase of expansion to an abrupt end: A quarter of the rail network was destroyed or rendered unusable, one in three stations was inaccessible, and more than 2,000 railroad workers died.

On July 23, 1926, the law establishing the National Society of Belgian Railways, an autonomous government-owned company, was passed. The new railway company inherited an outdated fleet of wooden cars, most of which were in poor condition and posed safety concerns (gas lighting, no light signals, etc.), but after a modernization program in the 1930s, the NMBS/SNCB became an industrial success story, thanks also to its recognizable oval-shaped logo, which architect and Art Nouveau specialist Henry Van de Velde helped design.

Dark chapter

That growth ended abruptly with the outbreak of World War II, one of the darkest chapters in the history of NMBS/SNCB. By continuing to operate under German occupation, it facilitated the deportations to Germany and the camps. Between 1942 and 1944, NMBS/SNCB deported more than 25,500 Jews and Roma. It also transported 189,542 Belgian forced laborers and 16,081 political prisoners to the east.

After WW II, with less than half of the rail network still operational and half of the locomotives and stations destroyed, reconstruction was once again necessary.

Decline in the 1980s

In the 1950s, construction resumed on the North-South Link in Brussels, which remains one of the most important routes – and a bottleneck – on the Belgian rail network. With the rise of cars and trucks, rail transportation faced challenges in the decades that followed: Several local and regional lines were closed, and a lack of funding led to a dramatic deterioration in the financial situation of NMBS/SNCB in the 1980s.

In 1984, an ambitious transportation plan was introduced: The IC-IR plan. Trains began running according to a schedule with fixed departure and arrival times, rather than variable hourly schedules. The plan provided clarity for passengers, but it was also a cost-cutting measure: Many rail sections and stops were closed.

Resurrection

However, the growing traffic jams on the roads and the strain of car traffic on cities will work in favor of public transportation – and trains in particular – in the years to come. In 1991, the government approved a 10-year investment plan designed to make trains attractive again. In 1994, Eurostar launched high-speed rail service between Brussels and London via the Channel Tunnel. Two years later, Thalys began operations, with the Brussels-Paris corridor at the heart of its network.

In recent years, NMBS/SNCB has also undergone a clear change in direction: From a cumbersome state-owned railway to a company that is actively seeking to reposition itself as an efficient, customer-focused mobility provider. Since 2023, NMBS/SNCB has been operating under a Public Service Contract that looks ahead 10 years, through 2032, with concrete commitments regarding train service, punctuality, accessibility, and sustainability.

It is intended to prepare the railway company for the final step in the full liberalization of the rail sector at the end of that period, specifically the deregulation of subsidized domestic passenger service – freight transport and international passenger service by rail have already been liberalized for some time.

Ambitious plans

Consequently, the company’s ambitions for the coming years are nothing short of ambitious. In 2025, the company carried 207,8 million passengers, and the number of passengers – starting from 227,4 million in 2022 – is expected to increase by 30% by 2032. By that year, train service is also expected to increase by 10%, and NMBS/SNCB aims to renew half of its train fleet.

But that’s not all: the number of fully accessible stations is also set to nearly double to 176, and the number of bike spaces on trains is set to increase by 50%, while the company also plans to expand bike parking facilities by 30%.

Plus – and this is no small matter – as of this year, the company is recruiting only contract employees. Permanent appointments are a thing of the past. Currently, about 88% of the roughly 27,000 employees hold permanent positions. With the loss of job security, the NMBS/SNCB is also becoming a somewhat less attractive employer – and this at a time when the company, which is already under budgetary pressure and prone to strikes, needs to hire heavily to realize its growth plans, and while it is already struggling with a severe shortage of train conductors.

It is no coincidence that the anniversary year’s motto is “100 Years. The Journey Continues.” However, how that journey will continue remains somewhat uncertain, as does the question of whether NMBS/SNCB will be able to realize its ambitious plans in the future – in a competitive environment – to remain the backbone of Belgian public transportation and attract a larger share of Belgian mobility.

But no matter how you look at it, there’s probably only one factor that will determine the likelihood of success: providing high-quality service to travelers.