Across Europe, markets for third‑party products like fruits and vegetables show uneven demand. In Turkey, the impact of limited cargo flows and marketing gaps left the rail freight initiative facing low utilization. The Alicante–London freight concept, once in the spotlight, saw trains stop serving the direct route this summer. Terminales Marítima del Sureste opened the line at the end of the previous year, but the project did not reach its full potential. The weekly service from Alicante port to the Barking terminal in London, which departed on Thursdays and arrived by Monday with refrigerated containers carrying perishables, has effectively halted.
The line was celebrated as a milestone for port operations guided by private enterprise. The port rebuilt its rail terminal in 2015, yet it remains underused, with only a handful of trains monthly connecting to Madrid. The project struggled to link to the Mediterranean Corridor, and supporters of the Alicante–London line have chosen not to publicly disclose the reasons for its cancellation. They hope to revive the service in the autumn. (Attribution: Port Authority statement, 2023.)
The first freight train between Alicante and London resorted to aging tracks due to delays in the Mediterranean Corridor.
The core issue, as reported by the Port Authority, is a shortage of goods originating in London destined for Alicante. In effect, the train would bring cargo to London, but it returned empty, making it impossible to cover operating costs. This is a common pattern for multi‑client rail services where demand or cargo balance is uneven. (Attribution: Port Authority briefing, 2023.)
Forecasts anticipated a maximum capacity of 40 wagons. In practice, typical loads hovered around 20–30 wagons due to operational considerations. The train was scheduled to depart each Thursday from the port, cross the border at La Junquera, traverse Spanish and French territory to Calais, and then use the Eurotunnel to reach London. From Fetrama, the organization steering the project, it was explained that the initial cargo included fruit and vegetables from the province and nearby Murcia, alongside other commodities. The idea rested on the strong volume of UK imports and the potential for intermodal efficiency. Ultimately, the expected cargo did not materialize, and freight continued to be hauled by trucks. (Attribution: Fetrama briefing, 2023.)
Public support for the project included leadership from Generalitat President Ximo Puig, who visited the port to observe progress first‑hand. (Attribution: Generalitat press note, 2023.)
“Goods for the Train” was a campaign to raise awareness among public institutions, the business sector, and society about shifting freight from road to rail to reduce CO2 emissions in the transport sector. (Attribution: Campaign materials, 2023.)
High‑speed link between port and airport: the overlooked segment of the Mediterranean Corridor
The initiative seeks to unite rail operators, public bodies, customers, and climate activists to illustrate the benefits of rail travel for the broader community and its lower carbon footprint. In Spain, sponsors and collaborators include Renfe, Port of Valencia, Adif, Valencia City Council, Generalitat Valenciana, and the European Parliament. Other partners include Transfesa Logistics, Ermewa, Medway, and Stadler Valencia. (Attribution: Campaign consortium, 2023.)
Travel times for the London leg hovered around 72 hours. Buyers could receive goods by Monday or Tuesday, within a day of arrival. The line aimed to open a new outlet for Alicante and Murcia’s orchard products after Brexit, promote intermodal port transport, and advance decarbonization through rail. The broader objective aligned with the Ministry of Transport, Mobility and Urban Agenda’s push to position rail as the backbone of logistics networks. (Attribution: Ministry program briefing, 2023.)
The project faced a persistent hurdle: insufficient rail connectivity from the port to the broader European network. This disconnect added roughly 15 million euros in annual costs for exporters choosing alternative routes or other ports such as Valencia or Algeciras. Overcoming this gap is a central challenge for both the Government and the port authority, which currently carries the burden of low rail cargo movement in the trans‑European network. (Attribution: Valencian Entrepreneurs Association report, 2023.)
The association notes that every euro invested in the Mediterranean Corridor yields measurable gains for the regional economy, with estimates showing significant multiplier effects across the productive fabric. For the Valencian Community, projected investments ten years ago were linked to substantial economic impacts during construction and beyond, suggesting spillover benefits for neighboring regions as well. (Attribution: Valencian Entrepreneurs Association, 2023.)