The CNMC has published a report highlighting how persistent technical differences across Spain’s railway network continue to hinder competition and efficiency, particularly in freight transport. The authority points to structural issues such as track gauge, electrification systems, and signaling technologies as key obstacles limiting the development of a more competitive and integrated rail market.
Across Europe, rail systems have historically evolved with differing technical standards, creating fragmentation that complicates cross-border operations. To address this, EU institutions have promoted harmonisation through common standards, notably within the Trans-European Transport Network corridors, including the Mediterranean and Atlantic routes in Spain. These initiatives aim to foster interoperability by encouraging the adoption of standard gauge, consistent electrification, and advanced signaling systems such as ERTMS.
Spain’s railway network reflects this duality. While the country has developed an extensive high-speed network based on standard gauge, much of the conventional network still operates on the wider Iberian gauge. This coexistence has created internal barriers, particularly for freight. Unlike passenger trains, which can use variable gauge technology to operate across both systems, freight transport requires the physical transfer of goods between trains when gauges change. This additional step reduces efficiency and weakens rail’s competitiveness compared to other transport modes.
The CNMC cautions that any decision to replace the Iberian gauge with the standard European gauge must be carefully assessed, especially in terms of its impact on freight transport competitiveness. The authority also highlights challenges linked to electrification. Although a significant portion of the network is electrified and investments in electric locomotives have increased in recent years, differences in voltage systems require operators to rely on multi-system locomotives or continue using diesel traction on certain routes. This undermines both efficiency gains and environmental benefits associated with electrification.
Signaling systems represent another critical dimension. The deployment of ERTMS is seen as essential to increasing network capacity and enabling seamless cross-border operations. However, the CNMC stresses that its implementation must be coordinated with neighboring countries such as France and Portugal to fully realise its benefits. At present, trains operating on Iberian gauge cannot circulate beyond Spain’s borders, limiting the advantages of interoperability. The report therefore recommends prioritising ERTMS deployment on standard gauge lines and on routes expected to transition to that gauge, while also targeting Iberian gauge lines where capacity constraints justify the investment.
The authority further points out the importance of aligning infrastructure upgrades with commercially viable routes and supporting railway operators in adapting their rolling stock. It also calls for stricter adherence to regulatory timelines in the approval process for new trains, noting that compatibility tests with infrastructure should be completed within the legally mandated three-month period. Delays in this process increase costs and create uncertainty for operators seeking to enter or expand in the market.
Overall, the CNMC’s findings underline how technical fragmentation continues to act as a structural barrier to competition in Spain’s rail sector. Addressing these issues will be key to improving efficiency, strengthening cross-border connectivity, and enhancing the role of rail in freight transport.