The changes reshaping European rail policy
The Ukraine conflict triggered a major shift in policy and diplomacy, with ripple effects on transportation across Europe. The challenge of moving grain trains after the Russian occupation and subsequent blockade led the European Commission to act decisively. The result is a push to standardize track gauge across the continent, aiming for a continental rail system aligned with a width of 1,435 millimeters.
In a regulation published on 27 July that covers the entire trans-European transport network, Brussels requires all member states to implement a robust transition plan to European standard for all railway sections of corridors considered Atlantic.
As a consequence, only new lines of the High-Speed Atlantic Axis or the connection to the Meseta will need to replace the existing Iberian gauge with the standard gauge. The historic line connecting Vigo-Guixar station to Ourense, Monforte de Lemos, León, and Venta de Baños will join the rest of the corridor toward Hendaye.
This planning shift leads to the installation of gauge changers, with CAF/Talgo and OGI technology enabling access to these non-migrant routes in A Coruña, Santiago, Tui, Taboadela, and Monforte.
The keys to this regulation
1) Radical change in goods movement
The migration of the Atlantic corridor was not foreseen before the newly installed multi-purpose sleeper systems in passenger lines began to operate for freight as well.
2) AVE to Porto won’t stay Iberian
The plan runs counter to the Portuguese government’s aim to build a new High Speed network in 1,668 mm Iberian gauge.
3) Facilities to welcome new operators
Combining the wider gauge will open the door for competition on these lines and give Renfe a viable path to operate trains that currently lack feasible service options.
Another option under discussion is a mixed width third track. This approach has been described as under-utilized and faces exploitation challenges, but it remains a possible path in the broader strategy.
Growing civil society pressure and regional communities have helped bring the ports of Galicia and Asturias into the Northwest corridor. Implementing this vision will require more than 3,100 million euros to electrify the route and lay lateral lines for trains up to 750 metres in length.
From AVE to Porto
The document also outlines the creation of new lines, including the long-awaited high-speed link between Vigo and Porto, projected to begin service in 2030.
Layout investments around 2,000 million euros would finance the Urzaiz station area and the route toward Valença and Braga. The aim is for a standard gauge station that can accommodate the future traffic and integrate with existing routes, though it would be incompatible with trains currently in operation in certain segments.
The Lisbon corridor faces a similar issue, with plans that could restrict certain trains from stopping at the port while offering passage to Coimbra within the neighboring country’s framework.
In a statement given to Faro de Vigo on 28 June, the Portuguese Minister of Infrastructure acknowledged that the plan does not include the idea of creating railroad islands as seen in the past in Spain.
Pedro Nuno Santos has pledged to build the first high-speed miles using multi-purpose sleepers to allow a transition from the Iberian gauge to the UIC gauge if needed or advantageous.
The aim of these measures, which have yet to be ratified by member states, is to address the vulnerability of the EU internal network. Beyond the Iberian Peninsula, Finland and the Baltic states also operate networks with different gauges, underscoring the administrative and technical challenges involved.
Despite the absence of immediate rail lines reaching the Portuguese border, the policy still signals an Iberian exception in the near term. At the same time, harmonizing the Galicia network with Porto’s new line is expected to facilitate entry for new passenger operators, as Renfe remains the primary provider of variable-track services such as Alvia.