Multi-million upgrade

The terminal in Jundiz is part of the 95-million-euro upgrade of the hubs in Vitoria-Gasteiz near the port of Bilbao, 37 of which have already been deployed. Currently, the terminal has two mixed-gauge tracks measuring 600 meters and one for 460-meter trains. The upgrade will create four tracks of 740 metres, enabling the handling of long trains in standard gauge.

Whoever will get the job, will manage 55,000 square metres of intermodal surface, including a slab area to handle intermodal transport units (ITUs), three buffered electrified tracks and road access. Initially, the terminal will have the capacity to handle 50,000 ITUs every year, while it will increase to 170,000 once new gantry cranes are installed.

Cheaper than new infrastructure

The technology would allow for bogies to automatically increase or decrease their width when the rail gauge changes. Ukraine has the same rail gauge as Russia (1520mm). The idea of implementing a standard gauge (1435mm, like most of Europe) was already in the air, but the war intensified the need for solutions. Given the high costs of building new infrastructure, variable gauge bogies gained in popularity.

Spain also has a different gauge compared to the rest of Europe (1600mm) and has been working on variable-gauge bogies since at least 2014. Thus, their expertise could prove significantly useful for Ukraine and its rail freight sector, which is in desperate need of new connections towards the West. Possible cooperation between the two countries was first explored in the summer of 2023 with the signing of a MoU in March 2024.

This “without a doubt reflects the strength, solvency and viability of the project that we have presented to the Ministry of Transport and Sustainable Mobility”, commented the president of the Port Authority of Santander, César Díaz.

Díaz added that the rail highway would be necessary to boost the port’s competitiveness, expand its catchment area and to create a green corridor between central Spain, the UK and northern Europe.

Adif’s turn

“Santander already has significant strengths that alone justify this rail freight corridor”, Díaz is quoted as saying. “We are leaders along the entire northern coast of the Iberian Peninsula in terms of Ro-Ro freight movement and the number of intermodal transport units. Furthermore, we boast the highest rate of rail-port intermodality (15%) in the entire system of ports of general interest.”

The next step in developing this intermodal corridor is the responsibility of Adif. The infrastructure manager should conduct a P400 clearance study. This should identify the necessary adaptations for trains carrying semi-trailers to run on the route.

Rail highways in Spain

Spain currently has rail highways between Barcelona and France, as well as on the Valencia-Madrid-Portugal route. It will likely complete the Algeciras-Zaragoza rail highway by the end of 2026.

Other rail highway projects that are in progress include:

• Seville-Madrid-Zaragoza
• Valencia-Badajoz-Lisbon
• Madrid-Badajoz-Oporto-Lisbon
• Azuqueca-Zaragoza-Tarragona
• Tarragona-Barcelona
• Madrid-Valladolid-Burgos-Vitoria
• Murcia-Madrid
• Cádiz-Madrid
• Tamarite de Litera-Irún/Portbou
• Zaragoza-Pamplona (Noain)-Vitoria (Júndiz)

Expanding rail capacity within the port is not possible, the ministry underlined. Therefore, “it is necessary to consider a terminal or technical facility outside the port area”. The project selected in the Informative Study would see the construction of five new sidings. In addition, there would be a new line, stretching for 3.65 kilometres connecting directly into the port.

Waiting for the rail highway

Upgrading rail connectivity to the port of Algeciras is a key step towards implementing the long-awaited rail highway service to Zaragoza, one of the main logistics hubs in Spain. Initially planned to start running in 2024, the opening of the Algeciras-Zaragoza rail highway was indefinitely postponed and then re-scheduled for the end of 2026.

Earlier statements sais that traffic along the Zaragoza-Madrid section would start at the beginning of this year, but nothing has yet happened. Reaching Algeciras, is a little more problematic due to infrastructure limitations that are still being taken care of. Concerning rolling stock, all seven locomotives that will be powering the rail highway train loaded with semi-trailers have already been delivered.

European Cargo Experience

Terminals and their role in connecting areas, modalities and industries will be the focal point of the upcoming European Cargo Experience. Organised by RailFreight.com in cooperation with our sister publications World Cargo News and ProjectCargo Journal, the event will take place in Gdansk on 6 and 7 May, gathering members from all sectors of the European supply chain industry.

With an exclusive site visit with limited spots available, a delicious networking dinner and a second day packed with interesting discussions, interactive activities and plenty of time to mingle. Find out more about the programme here and get your ticket here, Early Bird discount ends soon!

The third track

Currently, the port of Alicante is connected to the junction in La Encina by a single, Iberian gauge track. The city of Alicante, on the other hand, is already equipped with a double, standard gauge track leading all the way to Madrid but is only used by high-speed passenger trains. Hence the new ‘third track’ will create a mixed gauge line for freight services.

Standard gauge for freight in Spain

Spain’s plan is to create a standard gauge network along its section of the TEN-T Mediterranean Corridor to facilitate international rail freight connections. So far, only Barcelona can count on a line that leads into France. Works are underway to extend this line to the port of Tarragona.

Going further south along the coast, the port of Valencia is connected to the port of Castelló, but the line does yet continue north towards Tarragona and France. South of Valencia is where Alicante is located. Other than the Alicante-La Encina connection in standard gauge, Spain is also working on the La Encina-Xàtiva and Xàtiva-Valencia sections.

The port of Alicante

The port of Alicante exists since at least 1271, serving the industrial areas along the River Vinalopó. Currently, it mostly deals with dry bulk and general (50% and 48% of its total throughput respectively. Liquid bulk only make up 2% of the total traffic. The port is not necessarily (yet) known as a strong rail freight hub, but hopefully these new projects will boost the modal shift.

Traffic was at a near-standstill on the route over a period of around a fortnight, stretching from late January to early February. This followed the closure of the Rubí Tunnel, near Barcelona, as a result of extreme weather conditions which caused damage to rail infrastructure.

At the time, Gallo told RailFreight.com that the company had six trains parked and waiting in France and four in Spain since because of the closure. A number of its scheduled train departures from Germany were also put on hold. DB Cargo France normally operated 20 round trips per week between Germany and Spain, with half of the train loads carried made up of new vehicles and spare parts and the other half being combined transport shipments.

Most trains using Perthus Tunnel

Gallo explained that the track gauge in Spain is different from the standard gauge in Europe. Before the Perthus Tunnel and the standard-gauge line to Barcelona were built, trains on the route changed their axles at the Cerbère border crossing, on the French side.

“Most trains now use the Perthus Tunnel (in preference to the original line), especially since the introduction of significantly lower tolls. But as recent events have demonstrated, as soon as there is a problem on this line trains are stopped. It’s a highly vulnerable situation making it imperative that both lines be maintained.”

Train parking shortage

He also highlighted the inadequacy of upstream rail infrastructure provision in the vicinity of Perpignan, which did not allow trains heading to Spain from France to be parked, even for a short period, if there was a disruption to services through the Perthus Tunnel and downstream.

During the recent near-standstill in services, there were reports of“dozens” of immobilised trains loaded with new vehicles and containers being stored on the French side, notably at Le Soler, near Perpignan. The seven tracks dedicated to train parking at the site soon reached full capacity and trains had to be diverted to Perpignan-Saint-Charles station.

Lobbying government ministers

Gallo revealed that industry associations are in the process of lobbying transport ministries in France and Spain to set up working groups to plan for the future of freight train services between France and Spain.

“If we want to create the necessary flexibility on this rail freight corridor then consideration should be given to building a third rail path on the line between Cerbère and Girona, as well as a connection to the standard-gauge line to enable traffic to be diverted if necessary. It’s having the possibility of taking one route or another in the event of congestion or unforeseen circumstances”, he added.

Separately, Gallo drew attention to the disruption to rail services in France caused by the recent Storm Nils. “It was chaotic last weekend in terms of operations with traffic stoppages across much of France,” he said.

Rail services in western and south-western France were particularly affected with some coastal areas battered by winds that reached speeds up to 140 kilometres per hour, leading to rail infrastructure manager SNCF Réseau taking preventive ‘Stop Circulation’ measures.

What is the Efficiency Network and when was it introduced?
Efficiency Network is the quality label of the Port of Barcelona. It’s a program that brings together companies that work with high levels of reliability, transparency, and security. The goal is to make logistics smoother, faster, and more predictable for importers and exporters. Through this label, the Port encourages collaboration across the entire logistics chain, making sure everyone works with shared standards and a clear commitment to service quality.

We launched the initiative in 2011. Back then, global trade was becoming increasingly demanding, companies wanted more visibility over their shipments and faster delivery times. The Port of Barcelona saw that the best way to meet these expectations was to unite the different actors in the logistics chain under a common quality framework. Efficiency Network was created to respond to that need, helping ensure that the Port could offer the highest levels of efficiency in Southern Europe.

How many companies are participating in it, and what are the benefits for them?

Today, 97 companies belong to the Efficiency Network community. Between them there are the main container handling terminals, shipping companies, freight forwarders, and transport companies working at the Port of Barcelona. Being part of the program offers them many advantages: they work with a clear methodology for improvement, receive support from the Port Authority, increase their visibility in the market, and collaborate more closely with other logistics partners and public administrations.

A very important part of this growth is the extension of the Efficiency Network to rail freight, which reinforces the Port of Barcelona’s commitment to environmental sustainability. For many years, the Port has worked to boost rail traffic as a greener and more efficient alternative. In line with this strategy, in 2023 Efficiency Network launched a major expansion of its quality label to container rail transport.

This extension aims to maximise digitalization of the entire rail logistics process, improve punctuality of train departures and arrivals and provide full traceability of each container transported by rail. To develop this ambitious initiative, the Port of Barcelona is working closely with all actors in the rail logistics chain, ADIF, the Spanish Railway Infrastructure Manager, railway companies, rail logistics operators, container handling terminals, and leading shipping lines.

Between them, seven of these companies—ADIF, the handling terminals APMT Barcelona and Hutchison Ports BEST, the rail logistic operators SYNERGY and TRANSPORTES PORTUARIOS, and the shipping lines CMA-CGM and COSCO—are already applying the Efficiency Network methodology with the aim of becoming certified in 2026. For them, the benefits are clear: better coordination, more efficient operations, and the ability to offer customers a fully traceable and more sustainable rail logistics service.

How is the quality of service measured?

All companies in the program must meet the standards defined by the Port Authority. To ensure this, their performance is regularly audited by internationally recognized certification bodies. During these reviews, several aspects of their operations are evaluated, such as how quickly customs procedures are handled, whether deliveries are made on time, and how efficiently export cargo is loaded. Once a company joins the program, the Port works alongside them in a continuous improvement process. This collaborative approach helps us understand the performance of the entire logistics chain in detail and respond proactively to changes in global trade.

Do other ports in Spain or elsewhere have similar models?

Some ports do have quality programs, but Efficiency Network is unique to Barcelona. What makes it special is that the Port Authority itself manages the entire model—from the standards and analysis to the close relationship with certified companies. It’s a program built around the values of our Port Community, and it reflects the collaborative spirit and innovation that characterize the Port of Barcelona.

“At this stage and based on the information available to us, traffic is expected to gradually resume from tomorrow. We have been informed that the Rubí Tunnel should be open for approximately 10 to 12 hours a day to allow freight trains to pass through,“ a spokesperson for the operator of the Perthus Tunnel, LFP Perthus, which connects France and Spain through the Pyrenees, told RailFreight.com.

A few trains running since last week

“However, I would like to point out that this information has been communicated to us and that its implementation does not depend on LFP Perthus. So we continue to monitor the situation closely.” The spokesperson had previously revealed that since last week one or two trains per day have been running through the Perthus Tunnel to the Port of Barcelona’s new La Llagosta terminal managed by Combiconnect (Hupac/TP Nova). But operations remain disrupted because the terminal is not yet in its final configuration.

Trains queueing

Last week, DB Cargo France’s president and CEO, Alexandre Gallo, told RailFreight.com that the company has six trains parked and waiting in France and four in Spain since because of the Rubí Tunnel’s closure. The company had also put on hold scheduled train departures from Germany. DB Cargo France normally operates 20 round trips per week between Germany and Spain.

Half of the train loads carried are made up of new vehicles and spare parts and the other half are combined transport shipments. Gallo criticised Spain’s rail infrastructure manager, ADIF, for leaving operators on the dark on when freight trains were likely to be allowed to resume. Earlier this week, he told RailFreight.com that contingency solutions if the tunnel’s closure was prolonged further could include a diversion via Irun for trains bound for Madrid and for combined transport trains, the unloading of ITUs in France and on-forwarding by truck.

Gallo underlined that Spain’s rail infrastructure manager ADIF had given no indication s to when the freight trains would be able to operate again. DB Cargo France normally operates 20 round trips per week between Germany and Spain. Half of the train loads carried are made up of new vehicles and spare parts and the other half are combined transport shipments.

Restricted access to port of Barcelona

According to the operator of the Perthus Tunnel, LFP Perthus, many trains remain immobilised, particularly on the Perpignan international network, due to lack of access to the port of Barcelona. “This situation does not only affect France, as several of these trains originate in other European countries, such as Belgium, Germany and Poland, among others, shipments,” a spokesperson told RailFreight.com. Since earlier this week, however, one or two trains per day have been running to the Port of Barcelona’s new La Llagosta terminal managed by Combiconnect (Hupac/TP Nova). But operations remain disrupted because the terminal is not yet in its final configuration.

‘No indication of reopening date’

“At this stage, there is no visibility on when the problem in the Rubí Tunnel will be resolved international freight traffic will return to normal. Stakeholders in several countries, as well as the European Corridor 6, are working together to find temporary solutions and provide the best possible service despite this exceptional situation,” the spokesperson added. For its part, Rail Logistics Europe (RLE), which groups SNCF’s rail freight interests, said the current state of Spanish rail infrastructure and in particular, the Rubi Tunnel, in the aftermath of Storm Harry, did not allow freight trains to run.

“We have no indication at this stage as to when traffic might resume. The matter is of course in the hands of ADIF. It is difficult to say more at this stage,” a spokesperson for RLE told RailFreight.com. Traffic handled by RLE’s unit Captrain has been impacted in France and Spain “for which we are identifying solutions on a day-to-day basis for our customers, mostly and where possible, in using combined transport to allow border crossings. RLE’s other activities are not affected and some of them could even provide an alternative such as VIIA in Le Boulou or Sète,” the spokesperson added.

‘Hard to predict the reopening’

“The site is currently congested. The seven tracks dedicated to train parking are full, everything is packed. Trains are also being diverted to Perpignan-Saint-Charles station (to be parked),” an SNCF official told local media. “It’s a tricky situation for everyone. For the companies waiting for their goods and for us. It requires a lot of forward planning to stop trains upstream.” Normally, 10 to 12 freight trains run every day between France and Spain via the Perthus tunnel.

“For the past week, traffic has been virtually non-existent,” said Petros Papaghiannakis, managing director of LFP Perthus, the company that managing the Perthus rail tunnel. “We don’t really have any visibility on when things will get back to normal. Spanish engineers are hard at work carrying out assessments. By Friday, we should have a timeline: a few days, a few weeks, or, I hope not, several months,” he added.

Local media also quoted another industry source who said the prolonged standstill of trains has raised concerns of the reliability of rail freight, underlining also that there was a risk of losing customers who had been convinced to switch from road to rail. “Today, they have no choice but to return to trucks. It’s easy to lose customers in three days. To win them back, it could take three months… or three years.”