Spain Expands Rolling Highways and Freight Corridors

Rolling highways in Spain have been part of the country’s freight modernization effort since February 2019. That was when the first standard-gauge service was launched. It was intended to diversify freight transport and support a broader package of rail freight measures.

The service is seen as more efficient and more sustainable. That applies in economic terms and in environmental terms. It is linked to measures covering standard-gauge connections with other European Union countries. It also covers domestic transport across the Iberian Peninsula on the Iberian gauge.

Under this model, trailers or semi-trailers are loaded onto dedicated railcars. In Europe, these railcars are referred to as RoLa. By combining the advantages of road and rail, the system offers a competitive logistics option. It also helps reduce both operating and external costs.

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Rolling highways in Spain and the national freight strategy

The model is included in the 2030 Strategy for Safe, Sustainable, and Connected Mobility. It is also part of the “Mercancías 30” initiative. That initiative is intended to increase rail freight transport’s share in Spain’s national logistics system.

In addition, the initiative covers terminal modernization, infrastructure capacity expansion, and sector digitization. Its overall estimated value is about EUR 8.44 billion. Within that framework, priority corridor planning runs alongside terminal modernization, capacity expansion, and digitization. An indicative implementation timeline is set for 2021–2030.

Rolling highway routes and freight corridors

The Ministry of Transport and Sustainable Mobility has also analysed the issue. Those analyses show that rolling highway routes work best when aimed at international freight flows. Connections with France and Central Europe have been identified as the most profitable. The Basque Country and the Mediterranean axis stand out as the main departure points.

For domestic services, feasibility depends largely on distance and the role of logistics hubs. Routes linking major intermodal hubs more than 500 km apart are considered the most suitable. This is especially true where ports handle heavy roll-on/roll-off (Ro-Ro) traffic. There, semi-trailers are regularly transferred between transport modes.

Main development axes

Meanwhile, under the rail freight development strategy, the designated routes remain under continuous review. This applies particularly to standard-gauge infrastructure. At the European level, two main development axes stand out.

One is the Atlantic Corridor. It links Jundiz (Vitoria-Gasteiz) with Irún, the crossing point at the French border. The other is the Mediterranean Corridor. It runs through the south and east of Spain along the Murcia–Valencia–Barcelona–Figueres route. It supports international transport links.

Seven identified routes

By contrast, seven routes have been identified on the metric-gauge lines. According to estimates, the total cost exceeds EUR 384 million. Of that amount, EUR 4.2 million is assigned to gauge analysis for the different corridors involved in rolling highway services. EUR 380 million is allocated to railway infrastructure and terminal works.

• Valencia – Madrid;
• Algeciras – Madrid – Zaragoza;
• Zaragoza – Barcelona – La Llagosta;
• Huelva – Seville – Córdoba;
• Madrid – Medina del Campo – Fuentes de Oñoro (located on the border with Portugal);
• Medina del Campo – Jundiz; and
• Zaragoza – Noáin – Alsasua – Jundiz.

Support for specialized rolling stock

Rail motorway services depend on the right technical and operational conditions. Where traffic volumes are sufficient, infrastructure and rolling stock measures become a priority.

For example, these measures include checking and adapting gauge dimensions. They also include introducing dedicated railcars. In addition, they cover building specialized loading and unloading terminals. They also cover upgrading lines so they can handle P400 semi-trailers and trains up to 750 meters long.

Funding measures

To support those changes, specific financing tools are planned for the modernization and adaptation of freight railcars. These measures form part of broader sustainable and digital transport programmes. They are financed through the Recovery, Transformation, and Resilience Plan. They are also supported by European instruments such as the Recovery and Resilience Facility.

At the same time, the funding covers the purchase of new rolling stock. It also covers the modernization of existing fleets. It is available to rail operators regardless of ownership structure. The aim is to align rail transport with current requirements on emissions reduction and stronger interoperability. It is in step with infrastructure development and European standards.

Support for the purchase or renewal of freight cars may reach up to 50% of eligible costs. This includes financial leasing. Funding for upgrades that reduce braking noise stands at 40%. This applies when cast-iron systems are replaced with composite brake blocks. The same 40% level applies to the installation of variable-gauge axles. These are needed to improve interoperability between railway networks.

Separately, aid is awarded through a competitive process. Projects are selected according to how well they meet the goals of efficiency, sustainability, and modernization of rail freight transport. For the 2021–2030 period, at least EUR 445 million is available under the rail motorway services programme.

Adif terminal upgrades and infrastructure investment

Over the past year, Adif has stepped up investment in rail freight corridor infrastructure. It has placed particular focus on developing and modernizing intermodal terminals. The main purpose of these works has been to adapt the rail network for semi-trailer transport. They have also been intended to expand operating capacity for long-distance freight trains.

Corridor works

One example is the Algeciras–Madrid–Zaragoza corridor. There, about EUR 11.3 million was allocated to modernize eight railway stations. The work included lengthening tracks, reconfiguring platforms, and adjusting infrastructure. It was intended to help the infrastructure handle rail motorway-type trains more efficiently.

Also, Adif has advanced a network of strategic logistics terminals. It expects 6 of the 7 major planned terminals to enter service this year. These facilities are positioned at key points across the network. They are located especially near major ports. That is meant to speed up transfers between maritime and rail transport.

Wider investment programme

Still, these initiatives are part of a wider investment programme worth more than EUR 500 million for freight infrastructure modernization. The programme includes terminal development, longer sidings, and loading equipment installation. It also includes integration into multimodal logistics chains. These measures create the operating conditions needed for trains up to 750 meters long. They also help improve the competitiveness of rail freight transport.

In this context, Adif’s spending on terminals and infrastructure is central. It helps turn rolling highways into a viable large-scale solution. As these projects move forward, freight transport gains a more efficient and sustainable alternative to long-distance road haulage. It also gains better integration between transport modes. In that way, rail freight corridors support more efficient logistics chains, lower costs, and a transport system that is more competitive and better suited to the needs of the modern economy.

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