INTRODUCTION

European rail freight corridors play a central role in EU transport policy, industrial competitiveness and decarbonisation objectives. Beyond the delivery of infrastructure, they require long-term strategic alignment between ports, hinterlands, operators and public authorities.

This case study, presented at the III Congress of the Spanish Transport Association (AET), analyses the role of TEN-T rail corridors through a comparative assessment of two strategic projects: Divača–Koper and Algeciras–Bobadilla. Both corridors illustrate how infrastructure decisions, governance models and market conditions shape the effectiveness of rail freight in Europe.

TEN-T Rail Corridors as a Strategic Framework

The Trans-European Transport Network (TEN-T) is a core EU policy instrument aimed at developing an efficient, interoperable and sustainable transport network. Its objective is to connect key transport nodes — ports, airports and logistics platforms — through rail, road and inland waterways.

The EU has structured the network around nine core corridors, which must be operational by 2030 for the core network and by 2050 for the comprehensive network. In this context, these corridors are not merely infrastructure backbones; they are strategic tools designed to strengthen territorial cohesion, reduce emissions and improve Europe’s global competitiveness.

Rail freight corridors, in particular, play a critical role in linking ports to their hinterlands and enabling modal shift from road to rail.

Structural Challenges Facing Rail Freight in Europe

Despite policy ambitions, rail freight in Europe continues to face structural challenges.

Fragmentation and lack of interoperability between national rail systems remain significant barriers, particularly in terms of signalling, electrification standards and operational procedures. At the same time, the European freight market remains highly dependent on road transport, which still accounts for approximately 75% of inland freight movements.

Moreover, large-scale rail projects face complex financing structures, long implementation timelines and demanding coordination between multiple countries and institutions. In parallel, logistics operators often favour road transport due to its perceived flexibility and reliability, reinforcing existing modal imbalances.

These challenges underline the fact that rail competitiveness cannot be achieved through infrastructure investment alone.

Case Study Comparison: Divača–Koper vs Algeciras–Bobadilla

Divača–Koper: Capacity and Geographic Constraints

The Port of Koper is Slovenia’s most important port and has experienced strong growth in container traffic in recent years. However, its development has been constrained by the saturation of the existing single-track rail line connecting Koper to Divača.

The current line faces significant geographic constraints, including steep gradients and limited capacity, making it unable to absorb future traffic growth. The authorities responded strategically by launching the construction of a second rail line between Divača and Koper, approximately 27 kilometres long.

This project involves major engineering works, including multiple tunnels and viaducts, with over 80% of the route running through tunnels or elevated structures. The second track is expected to significantly increase rail capacity, reduce road congestion and enhance the port’s competitiveness within the TEN-T network.

Algeciras–Bobadilla: Connectivity and Modal Shift

The Port of Algeciras is Spain’s largest container port and a key gateway for trade with Africa and Asia. Despite its strategic importance, rail connectivity between Algeciras and the Spanish hinterland remains limited.

The Algeciras–Bobadilla line is characterised by steep gradients, single-track sections, lack of electrification and Iberian gauge, all of which restrict rail freight performance. As a result, approximately 90% of freight traffic from the port is transported by road, generating congestion, higher logistics costs and environmental impacts.

Current and planned improvement actions include infrastructure renewal, studies for electrification, gauge adaptation and clearance upgrades to enable rail motorway services. These measures aim to integrate the line more effectively into the Mediterranean and Atlantic corridors and to facilitate a genuine modal shift.

Infrastructure Alone Is Not Enough: Strategy vs Policy

These two case studies highlight a fundamental distinction between policy-driven interventions and long-term strategic planning.

While infrastructure projects remain essential, their impact ultimately depends on coherent investment decisions, operational models and market demand. Fragmented or short-term political approaches risk delivering assets that are technically sound but underutilised.

A corridor-based vision requires continuity, coordination across borders and alignment between ports, rail infrastructure managers, operators and logistics actors. Without this strategic coherence, rail corridors risk falling short of their transformative potential.

Key Takeaways for Transport Authorities and Stakeholders

• Rail interoperability must be addressed as a priority, not as a secondary objective.
• Effective port–hinterland connectivity is essential for rail freight competitiveness.
• Stable governance and long-term financing frameworks are critical for corridor development.
• Infrastructure planning must be aligned with operational and market realities.
• A European corridor vision is necessary to move beyond fragmented national solutions.