The latest supplementary expert analysis on the Combined Transport Directive provides a rarely seen, comprehensive overview of the condition of intermodal infrastructure in the European Union. The report, based on an extensive dataset and multiple case studies, highlights both the potential and the weaknesses of the European transport system – and, above all, shows where current regulations fail to keep pace with market realities.
An uneven landscape of intermodal terminals in the EU
The analysis of intermodal terminal distribution in Europe reveals a distinctly uneven layout. Germany remains the largest hub, accounting for 25–30% of all terminals operating in the EU, forming an exceptionally dense network of short-distance connections and wide-reaching intermodal coverage.
Across the entire EU:
- 87–93% of terminals have access to rail infrastructure,
- only 21–24% are connected to inland waterway transport,
- and access to RoLa services, short sea shipping or ferry connections remains limited.
Eleven key terminals under scrutiny
The report provides an in-depth analysis of 11 strategic terminals that have received significant financial support from the Connecting Europe Facility and other EU projects (including FEDeRATED, PASS4CORE-IT, Porthos). These terminals are setting the direction for the development of intermodal transport in Europe.
Solutions implemented there include:
- digital systems for operational management,
- automated block storage and remotely operated gantry cranes,
- OCR systems at terminal gates,
- low-emission vehicles and shore-side power supply for equipment,
- innovations such as the horizontal loading system for trailers onto rail wagons at CLIP Swarzędz, eliminating the need for cranes.
Investments focus on expanding tracks, improving road access, increasing operational space, and on projects related to CO₂ reduction and transport.
Terminal connectivity: Central Europe in the lead
The best-connected inland terminals include:
- Busto Arsizio–Gallarate (Italy),
- Madrid Abroñigal (Spain),
- Praha-Uhříněves (Czech Republic).
Each terminal has a different functional profile. Busto Arsizio connects to major ports of both Northern and Southern Europe, while Praha-Uhříněves is more oriented toward links with northern Germany. Madrid remains something of an “island” – limited to domestic connections, mainly with Valencia, due to Spain’s differing track gauge.
Central Europe clearly dominates: 6 out of the 10 best-connected terminals are located in this region.
Route lengths: rail still less direct
The average “as-the-crow-flies” distance for intermodal shipments is 602 km. In practice, however:
- the actual average road distance is 793 km,
- and the rail distance is 797 km.
The additional distance (detours, infrastructure constraints) amounts to:
- 36.7% for rail,
- 24.5% for road.
This means rail routes are generally less direct. At the same time, the average additional distance for both modes is similar (approx. 32%), indicating significant infrastructure limitations on both sides.
Seaports in 2023: stability despite declines
Despite overall volume drops in European ports, several major hubs have maintained their dominant roles:
- Rotterdam – 11.9% of EU capacity, the undisputed leader.
- Antwerp–Bruges – a container powerhouse.
- Hamburg – key in trade with Asia.
Regional ports are also gaining importance – including Gdańsk, Algeciras, Marseille, Constanța, Le Havre, and the Seine ports (Rouen, Paris) – strengthening resilience and diversification of logistics chains.
Trucks aren’t slowing down: major differences between Member States
Disparities between EU countries remain significant. In Italy, where more than twice as many routes are operated as in Spain, the total distance covered by trucks is more than three times greater.
Germany and Lithuania have the shortest average road legs – but for different reasons:
- Germany due to its dense road and terminal network,
- Lithuania due to its small territory and limited intermodal infrastructure.
Bottlenecks: why is combined transport not growing?
Despite years of efforts, rail’s market share in the EU is stuck at around 17%, far below the climate targets for 2030. Inland waterways are also losing competitiveness.
The biggest barriers include:
- insufficient terminal capacity,
- short tracks and congestion in ports,
- irregular connections and low reliability,
- high transshipment costs and complex procedures,
- the competitive advantage of road transport in terms of price and flexibility.
All of this is compounded by external factors – sharp increases in energy prices, geopolitical tensions, rising traction and terminal-handling costs.
The Combined Transport Directive: time for a major update
The report clearly states that the current directive is not aligned with today’s market realities. Rapid technological development, digitalisation, and changes in trade and logistics require new legal frameworks – based on real data and greater flexibility.
The lack of consistent and detailed data is currently one of the biggest obstacles to designing an effective EU transport policy.
Europe needs intermodal transport – but not in its current form
The analysis makes one thing clear: although the EU’s intermodal transport potential is enormous, its development is blocked by inadequate infrastructure, low reliability of rail freight services, high operational costs, and outdated regulations.
If the European Union is serious about its climate goals and the ambition to build a unified transport area, updating the Combined Transport Directive should be one of the political priorities of the coming years.
Recommendations: how to improve combined transport in the EU?
The report does not stop at diagnosis – it also provides a set of concrete recommendations to reverse negative trends and accelerate the development of intermodal transport in Europe. Experts identify eight key action areas:
- Clarifying and modernising the definition of combined transport
Adoption of an outcome-based definition focused on reducing external costs is recommended, along with the creation of a public register of intermodal terminals to facilitate both planning and network monitoring. - Infrastructure development and network electrification
Priority should be given to building terminals near urban areas, investing in resilient cross-border connections, and addressing the issue of differing track gauges in the EU. Accelerating railway electrification through incentives for low-emission traction is essential. - Improving terminal operations
The report recommends modernising equipment using EU funds, implementing integrated ICT systems, and increasing transparency of terminal services so customers can make informed and efficient choices. - Enhancing the quality and reliability of intermodal services
Increasing train frequency, ensuring 24/7 terminal access, and deploying real-time monitoring tools are necessary. Creating unified contractual frameworks for intermodal services is also highlighted. - Boosting rail competitiveness and reducing costs
The report calls for financial incentives to offset transshipment and transfer costs, support for innovative loading units, and the introduction of road charges that enhance rail’s competitiveness. - Strengthening national strategic frameworks
Member States should be required to set targets for combined transport and conduct harmonised EU-level data reporting. Regular reviews of the directive are also proposed. - Building resilience to external shocks
Experts recommend developing contingency plans for critical infrastructure and diversifying routes in transport contracts to reduce disruption risks, for example from geopolitical crises. - Greater regulatory flexibility
Proposals include exemptions from driving bans for short road legs and ensuring that the directive allows operational adjustments without lowering safety or environmental standards.
