AM80 Break-railcars and the L-Trein service Antwerp-Lier-Aarschot-Leuven use railcars of type NMBS Class AM 86-89. Reopening of border section In 2004, Belgium requested a reopening of the Iron Rhine. The government stated it was the result of the increasing transport of goods between the port of Antwerp and the German Ruhr Area. As part of the European policy of modal shift on the increasing traffic of goods, transport over railway lines and waterways is preferred over road transport. Currently Belgium uses the , south of the Iron Rhine, from Antwerp to Aachen via Aarschot, Hasselt, Tongeren and Montzen, for transportation of goods to Germany. High passenger traffic on parts of this route causes a lack of capacity for goods, and a number of steep inclines over the route make it problematic for long and heavy trains. The Belgian request is based on the treaty of 1839, and the Iron Rhine Treaty of 1873. Critics felt that Belgium could not invoke these treaties, as the 1873 treaty granted Belgium a concession of 99 years on the Iron Rhine route, a period which ended in 1972. Furthermore, Belgium had sold the railroad to the Dutch Government. The argument that carries most weight in the Netherlands is that the railroad runs through the nature reserve of De Meinweg, and nature activists fear the destruction of the local habitat of several threatened species, whereas Belgian interests consider this to be a delaying tactic while the Netherlands completes the Betuwe line. After a series of failed negotiations, the Belgian and Dutch governments agreed to take the issue to the Permanent Court of Arbitration and respect its ruling in the case. In its ruling of 24 May 2005, the court acknowledged both the Belgian rights under the cessation treaty of 1839 and the Dutch concerns for the nature reserve. The 1839 treaty still applies, the court found, giving Belgium the right to use and modernize the Iron Rhine. However, it has to finance the modernisation of the line, while the Netherlands have to fund the repairs and maintenance of the route. Both countries will split the costs of the construction of a tunnel beneath the nature reserve. The reopening would allow heavier trains than on the Montzenroute (2000 tonnes in both directions compared to 800 and 1300 tonnes); and a shorter journey (162 km compared to 211 km); it would reopen some time after 2015. As