Winter Driving in Spain: Snow Chains, DGT Road Levels and How to Prepare

Plenty of people move to Spain picturing year-round sunshine and never give winter tyres a second thought. Then one January they drive inland from the coast, climb a mountain pass, and meet a Guardia Civil patrol turning cars back because the road has been put on a red level and they have no chains in the boot. Spain has a genuine winter — in the Pyrenees, the Cantabrian mountains, the sierras above Madrid, the high plateaus of Castilla and Aragón, and even in Andalucía at altitude. This guide explains how Spain manages winter roads: the four colour levels the Dirección General de Tráfico (DGT) uses, what each one means for whether you can pass, exactly what the law says about snow chains and winter tyres, what to keep in the car, and how breakdown assistance and motor cover typically work when the weather turns.

Where it actually snows in Spain

The single most useful thing to understand about Spanish winter weather is that Spain is not one climate. It is a large country with a high interior, and the difference between a coastal town and a mountain pass ninety minutes inland can be the difference between shirtsleeves and a road closure.

The areas that reliably see winter weather serious enough to affect driving include:

• The Pyrenees. The mountain chain running along the border with France through Navarra, Aragón and Catalonia, with high passes, ski resorts and valley roads that can be treated repeatedly through the season.
• The Cantabrian mountains and Picos de Europa. Behind the north coast, in Asturias, Cantabria and León, where the ports and passes linking the coast to the meseta are among the most regularly affected roads in the country.
• The Sistema Central. The Guadarrama and Gredos ranges immediately north and west of Madrid, crossing into Segovia and Ávila. This matters more than most newcomers expect, because these are not remote roads — they carry commuter and holiday traffic out of a capital city.
• The Sistema Ibérico. Inland Aragón, Soria, La Rioja and Teruel, which routinely record some of the coldest temperatures on the peninsula.
• Sierra Nevada and the Andalusian sierras. Yes, in the deep south. Altitude beats latitude, and the roads climbing towards the ski area above Granada are winter roads in every real sense.
• The inland plateaus. Much of central Spain sits on high tableland. Snowfall here can be lighter than in the mountains but is often accompanied by hard overnight freezes, which produce the more dangerous hazard: black ice on roads that look merely wet.

The practical consequence for expats is straightforward. If you live on the Costa Blanca, Costa del Sol, the Balearics or the Canaries, you may never fit a chain in your life. If you live inland, in the north, or if you regularly drive between the coast and the interior — to visit family, to ski, to reach an airport, or simply because your route crosses a sierra — winter preparation is not optional extra caution. It is the difference between completing your journey and spending a night in a service station car park.

What Filomena showed in January 2021

If you want one verifiable example of how severe Spanish winter weather can get, it is the storm named Filomena. Spain's national meteorological agency, AEMET, named the depression on 5 January 2021 on the strength of warnings issued for the following days. The phenomena it brought occurred between 6 and 10 January, but the part everybody remembers is the snowfall across the interior of the peninsula on 8 and 9 January, which AEMET's own report describes as historic.

According to that report, accumulations reached up to 50 centimetres in the city of Madrid and in other areas of central and eastern Spain, with an average depth in the region of 30 to 50 centimetres across a large part of the affected territory. AEMET issued red-level snow warnings — its most severe category — for parts of the centre and east. When the storm cleared and skies opened, a cold spell followed from 11 to 17 January that AEMET also classes as exceptional, with a minimum of -26.5 °C recorded at Torremocha del Jiloca in Teruel.

For drivers, the lesson from Filomena is not that Spain has blizzards every year — it does not. The lesson is about the shape of the risk. Spanish winter weather tends to arrive as a concentrated, short, intense event in places that are not equipped for it as a matter of routine, and the disruption it causes lasts well beyond the snowfall itself, because meltwater refreezes and the ice phase can be more dangerous than the snow phase. If you want the property side of that same story, we covered it separately in Storm Filomena five years on and what Spanish home insurance now covers.

The DGT's four winter road levels

This is the part most foreign drivers have never had explained to them, and it is the part that determines whether you get through.

For the roads where it holds traffic powers, the DGT operates a colour code that sets the restrictions and limitations applying to each type of vehicle, depending on the state of the road and of the traffic. The four levels are green, yellow, red and black. They appear by name in the DGT's own published bulletin of roads affected by ice and snow, which reports the number of kilometres and roads sitting at each level at any moment.

Two nuances are worth knowing because they explain what you will actually experience.

First, the DGT's own winter-road campaign directive advises against setting red levels — that is, chain requirements — as a general rule, because they are complex to manage and to enforce. In other words, the authorities would usually rather restrict heavy vehicles, close a pass outright, or divert traffic than run a chains-only regime along a live road. That is why many drivers in Spain go years without ever seeing a mandatory chain level, and precisely why they are unprepared on the day one appears.

Second, the red level is not a blanket ban. It is a differentiated set of restrictions by vehicle type. Light vehicles may be able to proceed at red where a coach cannot. The DGT maintains a formal route for buses and certain rigid goods vehicles to circulate exceptionally on red-level sections, set out in its instruction on exceptional circulation at red level. To use it, an operator files a responsible declaration confirming the vehicle meets the technical conditions — for buses, tyres marked with the 3PMSF pictogram with a minimum tread depth of 4 mm in the main grooves, seatbelts in every seat, a specific exterior decal, and live geolocation through a DGT application.

Where the level persists for more than two consecutive days on particular sections, the provincial traffic authority can exceptionally modify the restrictions so that rigid goods vehicles over 3,500 kg and under 7,500 kg performing essential transport services — food supply and refuse collection are the examples given — may circulate at red and yellow level. Those vehicles must use chains or special winter tyres, must be geolocated, and may travel only in daylight, between sunrise and sunset. Chains, in that scenario, go on the steering axle and at least one drive axle; special winter tyres must be on all wheels with at least 4 mm of tread in the main grooves.

Who decides, and what the legal basis is

Winter restrictions are not improvised. They sit on the Reglamento General de Circulación, approved by Real Decreto 1428/2003 and published on the BOE. Article 37 lets the competent authority order special traffic arrangements for reasons of safety or traffic flow — including a total or partial ban on access to parts of a road, either generally or for particular vehicles or users, the closure of specific roads, and compulsory diversions. Article 39 allows temporary or permanent limitations on circulation where safety or traffic flow require it, and it is the article under which restrictions on lorries and other vehicle categories are set.

Two consequences follow, and they are worth taking seriously.

The first is that a closure is meant to be exceptional and expressly authorised, and it is executed on the ground by the traffic enforcement agents — in practice, on interurban roads, the Agrupación de Tráfico de la Guardia Civil. If an officer turns you back at a pass, that is not a suggestion.

The second is the penalty. Under Article 37 of the Reglamento General de Circulación, driving without the corresponding authorisation on roads subject to restrictions or limitations imposed for road-safety or traffic-flow reasons is classed as a very serious offence. Going round the cones because you think your car will make it is not a grey area in Spanish traffic law. If you are new to the Spanish system generally, our guide to road rules in Spain for expats covers the wider framework.

Restrictions are communicated in several ways at once: variable message signs on the affected roads and on roads feeding into them from neighbouring provinces, radio traffic bulletins, the DGT's website and social accounts, and the national traffic information access point that feeds satellite navigation providers. DGT's winter campaign directive also provides for automated diversions and closures using intelligent transport equipment at yellow and red snow levels, so on major routes the barrier may go up without a patrol car being physically present.

AEMET warnings and how they connect to road levels

People often conflate two separate systems. They are related but they are not the same thing, and knowing the difference makes planning much easier.

AEMET's Meteoalerta system issues weather warnings by colour. Yellow means the danger is low, but vulnerable people or property, or those in exposed areas, could suffer some impacts. Orange means the danger is significant, with the possibility of serious impacts. Red means the danger is extraordinary, with possible very serious or catastrophic impacts, and travel is discouraged except where essential. Snowfall is one of the phenomena covered, alongside rain, wind, storms, extreme temperatures, coastal events, fog, thaw and avalanches. You can check the current picture on the AEMET warnings page.

The DGT's green–yellow–red–black scale, by contrast, describes the state of a specific road right now and the restrictions attached to it. A yellow AEMET warning does not mean a yellow road level, and vice versa.

The link between them is operational. The DGT's winter directive requires provincial traffic chiefs and traffic management centres to consult AEMET's three-day snow warning forecast regularly, and it specifies that during alert periods in areas under orange or red warnings — and in situations flagged by civil protection authorities — variable message signs and radio bulletins should recommend avoiding travel altogether. So an orange AEMET warning for snow is a strong practical signal that restrictions are coming, even before the road levels change.

What Spanish law actually says about chains and winter tyres

Here is the point that trips up almost every newcomer, especially those arriving from Germany, Austria or the Nordic countries.

Spain has no general, calendar-based winter tyre law. There is no national rule that says "from 1 November to 31 March all vehicles must have winter tyres". What Spain has instead is a conditional system: the authorities may impose chain or winter-tyre requirements on specific roads, at specific times, when conditions demand it, and those requirements are then signposted.

That system is visible in the law itself. The Reglamento General de Vehículos, approved by Real Decreto 2822/1998, states that where the use of chains or other authorised anti-skid devices is obligatory or recommended, the driver must either fit those chains or devices on at least one drive wheel on each side of the vehicle, or use special tyres. That is the core obligation, and note how it is framed: it bites when a requirement exists, not by date.

The Reglamento General de Circulación then provides the signage. Its schedule of circumstantial signage — the legends used on variable message panels — includes, in the road-condition group, entry 18, "obligatory use of chains or winter tyres", and entry 19, "obligatory winter tyres". Those are the exact legends you will see on a gantry or a mobile panel when the requirement is live. If you see them, the requirement is not advisory.

What counts as a "special tyre" in Spanish law

This is the detail worth memorising, because it is where drivers get it wrong. Under the Reglamento General de Vehículos, special tyres are snow tyres with specific type-approval requirements for use in extreme snow conditions, identified on the sidewall with the marking M+S, M&S or M.S together with the 3PMSF pictogram — the three-peaked mountain with a snowflake. There is a second category for professional off-road use, marked M+S together with POR. The regulation also requires the speed capability of these tyres to be at least the vehicle's maximum design speed, or not less than 160 km/h where the vehicle's maximum exceeds that.

The consequence is blunt: an M+S marking on its own is not the same thing as a 3PMSF winter tyre. Many all-season and even some ordinary tyres carry M+S, which is not a performance-tested marking. The DGT's own guidance makes the same distinction — only the three-peak mountain snowflake symbol allows you to drive without chains where chains are mandatory. If your plan for a red-level pass is "I have M+S tyres, I will be fine", check the sidewall before you rely on it.

Tread depth

The Reglamento General de Vehículos sets the minimum tread depth for cars and light vehicles — categories M1, N1, O1 and O2 — at 1.6 mm in the main grooves of the tread, throughout their use on public roads. For heavier categories the minimum is 1.0 mm. Bear in mind that 1.6 mm is a legal floor, not a winter recommendation, and that the technical standard the DGT applies to vehicles authorised to move at red level is 4 mm. Tread depth is also one of the things checked at your ITV vehicle inspection, so a car that is due its test in autumn is a good prompt to look at the tyres before the cold arrives.

Choosing and fitting snow chains

Chains in Spain fall into a few broad families, and the right choice depends on how often you expect to use them and how much space you have in the boot.

• Conventional metal chains. The cheapest and the most effective on deep snow and packed ice. They are also the fiddliest to fit, the heaviest, and the harshest on the car if used on clear tarmac. DGT guidance puts the maximum speed with metal chains at 30 km/h.
• Textile chains, sometimes called snow socks. A fabric sleeve that pulls over the wheel. Far quicker and cleaner to fit, far more compact to store, and gentler on alloy wheels. They wear quickly on bare tarmac. DGT guidance puts the maximum speed with textile chains at 50 km/h.
• Cable and composite systems. A middle ground, often chosen where wheel-arch clearance is tight. Always check the manufacturer's clearance requirements against your specific car before buying — modern vehicles with large wheels and low-profile tyres frequently need a low-clearance specific product.

Whatever you buy, the fitting rules are the same and they are not optional. Chains go on the driven axle. On a front-wheel-drive car that is the front wheels; on a rear-wheel-drive car, the rear. The legal formulation in the vehicle regulation is that they go on at least one drive wheel on each side of the vehicle, which in practice means a pair. If you drive a four-wheel-drive vehicle, consult the handbook, because manufacturers differ on which axle to use.

Three practical habits that make chains actually work

1. Fit them once, at home, in the dry. The first time you fit a set of chains should not be at night, in a queue, in a blizzard, with a Guardia Civil officer waiting. Practise in the driveway. Time yourself. Find out which way round they go and where the tensioner sits.
2. Fit them before you need them, not after. The correct moment is the last safe pull-in before the climb, not halfway up when the wheels have already lost traction on a gradient. Pull fully off the carriageway, put your lights on, wear a high-visibility vest, and keep other people out of the traffic side of the car.
3. Take them off promptly. Chains on dry tarmac wreck themselves and can damage the car. Once you are through the snow, stop somewhere safe and remove them.

Keep a pair of waterproof gloves, a head torch and a small mat or bin bag with the chains. Kneeling in slush in the dark with cold hands is the reason most people give up and turn round.

Winter tyres, all-season tyres or summer tyres?

For most expats in Spain the honest answer is that it depends entirely on where you live and drive, and the decision is more nuanced than in northern Europe.

The technical logic is temperature, not snow. Winter tyre compounds are designed for use below 7 °C, where they stay flexible and grip better than summer compounds — which is why they shorten braking distances on cold, wet roads even when there is no snow at all. That matters on a frosty inland morning in Castilla just as much as on a mountain road.

Two cautions. All-season tyres are a compromise by design: they can wear faster and they will not match a dedicated winter tyre on deep snow or a dedicated summer tyre in an August heatwave on the Costa del Sol. And whatever you fit, fit the same type across all four wheels — mixing types across axles undermines the balance of the car exactly when you need it most. Tyres are one of the recurring costs worth budgeting for, alongside everything else in our guide to the cost of running a car in Spain.

The motorway lane rule that changes on 1 October 2026

One change worth flagging now, because it is directly relevant to snow and most drivers have not heard of it. Real Decreto 518/2026 amends the Reglamento General de Circulación, and among the amendments taking effect on 1 October 2026 is a rewritten Article 32 on emergency lanes.

Its second paragraph deals specifically with snow. On motorways and dual carriageways, where circulation is hindered by the state of the carriageway because of snow, overtaking is prohibited and drivers must use the lane furthest to the right — they may also use the lane next to it on stretches with three or more lanes per direction — leaving the remaining lanes on the left clear for emergency vehicles and snowploughs.

This formalises something the DGT has long asked drivers to do voluntarily in its winter messaging: keep the left-hand lane free so gritters and ploughs can get through. From October 2026 it becomes a rule of the road rather than a request, so if you drive Spanish motorways in winter, get into the habit now.

What to carry in the car in winter

Start with the legal item, because it changed recently and it applies year-round, not only in winter.

Since 1 January 2026, the connected V-16 beacon is the only legal pre-signalling device for a vehicle immobilised on the road in Spain, replacing the traditional warning triangles. The device must emit a high-intensity 360-degree light, intermittently and continuously, for at least 30 minutes, and carry a battery with a minimum useful life of 18 months. You activate it inside the car in seconds and place it, preferably, on the vehicle roof, without walking into live traffic. When activated it connects to the DGT 3.0 platform and transmits the vehicle's location in real time, which is then passed to navigation systems so approaching drivers are warned. Full detail is on the DGT's page for V-16 pre-signalling devices.

In a winter breakdown that change is a genuine safety gain: standing on a snowy hard shoulder placing triangles at night was exactly the scenario the rule was designed to eliminate.

Beyond the legal minimum, a sensible winter boot kit for Spain looks like this:

• Snow chains or textile chains sized to your car, plus gloves and a kneeling mat
• An ice scraper and de-icer — obvious, and routinely forgotten by people who moved from a warm country
• A high-visibility vest, kept inside the cabin rather than the boot, so you can put it on before you get out
• A charged power bank and a charging cable, because a flat phone in a snowbound queue is a real problem
• A torch with spare batteries or a wind-up model
• A blanket or sleeping bag, warm hat and spare gloves — being stationary for hours is the likeliest scenario, not a crash
• Water and high-energy food that does not spoil
• Any regular medication, in the cabin, not the boot
• A small folding shovel if you drive mountain routes regularly
• Screenwash rated for low temperatures, and a full tank of it

Before the season starts, the DGT asks drivers to make sure lights, wipers and the heated rear screen all work properly before setting off. Add to that a battery check — cold weather is what finally kills a battery that has been marginal all summer — and a look at tyre condition and pressures.

How to drive on snow and ice

Technique matters more than equipment. Chains on a car being driven badly will not save it.

On snow

The DGT's guidance is consistent and worth following literally: turn on dipped headlights so you are seen, reduce speed, increase your safety distance substantially, follow the tracks left by vehicles ahead where they exist, avoid sudden steering inputs, and release the clutch gently. Everything you do — accelerating, braking, steering — should be slower and smoother than it would be on dry tarmac. Where the car has selectable driving modes, a winter or snow mode typically softens throttle response and helps pull away without spinning.

On descents, use a low gear and let engine braking do the work rather than leaning on the brake pedal. If the car does slide, steer gently in the same direction as the slide and avoid abrupt corrections.

On ice

Ice deserves separate treatment because grip on ice is critical — the DGT notes it is even lower than on snow. Black ice forms on a road that looks merely wet, and it concentrates on bridges, in shaded cuttings, under trees, and on the first stretch of road after a tunnel exit. Early morning and after sunset are the danger windows, and the danger is often highest a day or two after snowfall, once meltwater has refrozen.

If you meet ice, the instruction is counterintuitive but correct: reduce speed as far as possible before you reach it, then hold your trajectory and avoid changes of braking, steering or acceleration. Do nothing suddenly. The tyres have very little to work with, and any input you make consumes grip you may need.

If the worst happens and you are involved in a collision, the process is the same in snow as at any other time — our guide on what to do after a car accident in Spain walks through the steps, the accident report form and who to contact.

Planning a winter journey

Almost every winter driving problem in Spain is a planning problem rather than a skill problem. The information is public, free and updated constantly.

1. The night before, check AEMET. Look at the warnings map for your route, not just your town. An orange or red snow warning anywhere on the route is a reason to reconsider, delay or take a different road.
2. On the morning, check the road status. The DGT publishes real-time traffic conditions and incidents, including its bulletin of roads affected by ice and snow, on its traffic information and incidents page. There is also the telephone information line, 011, and the national traffic access point that feeds navigation providers.
3. Identify the high points of your route. Mountain passes are where levels change first. Know which ones you will cross and what the alternatives are.
4. Have a plan B and a plan C. A longer coastal route, a train, or simply going tomorrow. Deciding in advance that you are willing to abandon the trip makes it much easier to actually do so.
5. Tell somebody your route and expected arrival. Basic, and it matters if you end up stationary somewhere without signal.
6. Watch the variable message signs. They are the fastest source of truth once you are moving, and they will carry the chain and winter-tyre legends when a requirement is live.

One more habit: keep the DGT and AEMET pages bookmarked on your phone before winter starts. Searching for them in a lay-by with one bar of signal is not the moment.

If you get stuck or stranded

Being stopped in a long queue on a snowbound road is far more common than crashing, and it has its own rules.

• Stay with the vehicle unless there is a clear, close and safe place to go. The car is shelter, it is visible, and rescue services look for vehicles.
• Keep the exhaust clear of snow. If you run the engine for heat with a blocked tailpipe, exhaust gases can enter the cabin. Get out and clear it, and clear it again if snow keeps falling.
• Run the engine intermittently, not continuously, to conserve fuel — enough to keep the cabin above freezing rather than warm.
• Make yourself visible. Hazard lights, and the V-16 beacon on the roof if you are immobilised in a position that presents a risk.
• Do not walk along a motorway in snow, at night, in poor visibility, to look for help. It is one of the most dangerous things you can do.
• Call your assistance provider early. Response times stretch enormously during a widespread weather event, so being in the queue sooner is better than waiting to see if things improve.

If you are on a route where the road authority is treating and clearing, follow the instructions of traffic officers and road staff, and keep the left-hand lanes clear so ploughs can reach the head of the queue. Being the driver who blocks the gritter is how a two-hour delay becomes a six-hour one.

Breakdown and motor assistance cover — what it typically includes

Winter is when roadside assistance earns its keep, and it is also when most people discover what their policy actually says. In Spain, travel assistance — asistencia en viaje — is commonly bundled with motor policies, but the scope varies enormously between products, so the useful exercise is to read your own schedule before the cold arrives rather than after.

The features that commonly appear in Spanish motor assistance cover include:

• Roadside attendance and attempted repair at the scene. The first response is usually an attempt to get the vehicle moving where the fault is simple.
• Towing to a repair facility where a roadside fix is not possible, sometimes with a distance limit or to the nearest suitable garage.
• A distance threshold from home. This is the single most important thing to check. Some cover starts from kilometre zero, meaning at your own front door; others only apply beyond a set distance from your registered address. If your winter risk is the pass twenty minutes away, that distinction matters.
• Onward travel or accommodation where the vehicle cannot be repaired the same day and you are far from home.
• Recovery of the vehicle and, in some products, repatriation to your home area after repair.
• A replacement vehicle for a defined period, which is often an optional extra rather than a standard feature.
• Specific incidents such as a flat battery, a puncture, lost keys or misfuelling, which are sometimes included and sometimes excluded or capped.
• Territorial scope. Whether the cover applies in Spain only, or across Europe, matters if your winter driving includes crossing into France, Portugal or Andorra.

Winter-specific points to check are worth listing separately, because they are the ones that catch people out:

• Whether assistance applies when the vehicle is immobilised but not mechanically broken — stuck in snow, for instance, rather than faulty. Policies treat this very differently.
• Whether recovery from an unsurfaced or unploughed track is covered, or only from a public road.
• Whether the cover follows the vehicle or the driver, which decides what happens when somebody else is driving your car or you are in a hire car.
• What the realistic expectation is during a mass weather event, when the whole network is under strain at once.

None of this is exotic — it is simply information that lives in your policy documents and that almost nobody reads in October. Ten minutes with the schedule now is worth a great deal in January. For the wider picture of how Spanish motor cover is structured, see our guide to how car insurance works in Spain.

What your motor policy may and may not cover in winter

This section is general information, not a description of any particular product, and your own policy wording always governs. But the structural points are consistent enough to be useful.

Third-party cover deals with damage and injury you cause to others. It does not, of itself, pay for damage to your own vehicle — so a slide into a barrier on an icy bend leaves the repair with you unless you hold something wider.

Comprehensive cover (todo riesgo) commonly extends to damage to your own vehicle, including many weather-related events, subject to the policy terms and any excess. Products differ, and the treatment of specific perils — hail, a falling branch under snow load, flooding from a rapid thaw — depends on the wording.

Beyond that, a handful of winter-specific considerations recur:

• Damage caused by chains to wheels, arches or bodywork is often treated as a maintenance or misuse issue rather than an insured event. Fitting chains correctly and removing them promptly is the practical protection here.
• Roadworthiness. Policies generally expect the vehicle to be in a legal, roadworthy condition, with a valid ITV and tyres above the legal minimum. Driving on bald tyres in freezing conditions is a poor position to be in for reasons well beyond insurance.
• Driving in breach of a restriction. Passing a closure or ignoring a signposted requirement is a very serious traffic offence in its own right, and it is unlikely to help your position if something then goes wrong.
• Winter tyres and modifications. Fitting type-approved winter tyres of the correct specification for your vehicle is a normal maintenance choice, not a modification, but if you make any change that alters the vehicle's approved specification, tell your insurer.

If you are still choosing a vehicle or working out what to insure, our guide to buying a car in Spain as an expat covers the purchase and registration side, and the complete guide to car insurance in Spain explains the cover levels in detail. If you want to talk it through in plain English rather than read a schedule, that is what we are here for.

Your winter driving checklist

• Check your tyres: tread well above the 1.6 mm legal minimum, correct pressures, and check whether the sidewall carries 3PMSF as well as M+S.
• Buy chains sized to your car if you drive inland or into the mountains — and practise fitting them at home.
• Confirm you carry a connected V-16 beacon, which since 1 January 2026 is the only legal pre-signalling device in Spain.
• Test lights, wipers, heated rear screen and battery before the season starts.
• Top up with low-temperature screenwash and keep the tank at least half full.
• Pack the winter boot kit: scraper, gloves, torch, blanket, water, food, power bank, medication.
• Bookmark the AEMET warnings page and the DGT road status page on your phone.
• Learn the four DGT levels: green, yellow, red (chains), black (closed).
• Read your motor assistance cover — especially the distance-from-home condition and whether being stuck in snow counts.
• Keep the left-hand motorway lanes clear for ploughs; from 1 October 2026 this becomes a rule, not a courtesy.
• Be willing to cancel. No journey in Spain is worth a night on a closed motorway.

Frequently asked questions