Barcelona’s metropolitan area is on the cusp of a profound transformation. The Metropolitan Urban Master Plan (PDUM), the strategic roadmap for the region’s future development, forecasts that some public transport networks will need to accommodate passenger increases that will “double or almost triple current loads” by 2050. This ambitious vision, driven by the need to house a growing population, raises critical questions about the readiness of existing infrastructure and the long-term sustainability of urban development.
The Imperative of Densification: Doubling Housing, Tripling Demand
The core of this impending shift lies in the official projections highlighting the necessity to double the planned housing units within the next 25 years. This translates to an additional 207,500 homes across the 36 municipalities of the Barcelona Metropolitan Area (AMB) by mid-century. Such a significant demographic expansion necessitates a parallel evolution in public services, particularly transport.
Javier Ortigosa, Head of the Mobility and Urban Structure Section of the PDUM, emphasizes that to manage this growth and substantially reduce private vehicle traffic, daily public transport journeys must increase by 1.5 million – a 50-60% rise from current levels. This figure alone is comparable to the entire daily ridership of Barcelona’s metro network today. Without such a shift, the existing road network, already prone to saturation, would face an “unmanageable” volume of private vehicle traffic.
Bus Services to Lead the Charge
Should this projected modal shift from private cars to public transport materialize, interurban and metropolitan bus services are expected to witness the most dramatic increase. PDUM projections estimate these services could reach nearly a million daily journeys, representing a staggering 180% growth. This alone underscores the need for a “powerful” road-based public transport system with dedicated lanes on metropolitan routes. Ortigosa notes that this 180% increase mirrors the growth experienced by metropolitan buses over the past 25 years, setting an ambitious precedent for the coming decades.
Beyond buses, substantial increases are also anticipated for Rodalies (+85%) and Ferrocarrils de la Generalitat (FGC) (+69%). Urban bus services (+39%) and the metro (+31%) are projected to experience more moderate, though still significant, growth. Joan Carles Salmerón, Director of the Centre d’Estudis del Transport Tèrminus, echoes these concerns, stating that the public transport network must be prepared to “double or even triple the number of passengers in the next 15 or 25 years.” This is not merely due to population growth but also the planned modal shift away from private vehicles, continuing a historical trend.
Metropolitan Avenues: Reimagining Urban Connectivity
A cornerstone of this future mobility vision, heavily reliant on public transport, is the concept of “metropolitan avenues.” The current system of ring roads and segregated routes around Barcelona often disrupts the urban fabric and encourages private vehicle use. Ortigosa explains that the goal is to transform these infrastructures: “If we live in a metropolitan city, let’s recover the city’s structure.”
A prime example of this transformation is the Granvia in L’Hospitalet. What was once a physical barrier of elevated roads, known as ‘el Scalextric,’ has been simplified into an integrated space for facilities, pedestrians, buses, and cars, forming a key access point to the Catalan capital. Over the next 30 years, the ambition is to extend this continuous urban environment, making it possible to walk from Montgat to Castelldefels. Similar adaptations are envisioned for nine other routes, including Diagonal’s connection with Esplugues, where significant economic projects are also underway.
“We are not proposing to destroy motorways, but to rationalize certain uses,” Ortigosa clarifies. The aim is to transition from a radial system, designed for door-to-door journeys, to a networked approach where the most efficient mode of transport can be utilized for each segment. This strategy also addresses underutilized urban land around these routes. By dismantling some of the larger road junctions, the plan aims to free up land for housing or services in areas well-connected to Barcelona’s public transport network, while maintaining the current 52% of developable land in the metropolis. This land reclamation is substantial, as the combined area of the metropolitan junctions is equivalent to twice the size of the Eixample district.
The PDUM thus advocates for a paradigm shift in metropolitan mobility, aiming to re-stitch the various municipalities, establish new transport hubs, and concentrate density where public transport demand will be highest. These actions also seek to better distribute mobility and foster a balance of key facilities, preventing imbalances caused by concentrated housing or economic activity. An example is the future Vallès Regional Hospital in Montcada i Reixac, which will also spur the development of a new neighborhood.
The Need for New Infrastructure Beyond the First Ring
Beyond Barcelona and its immediate metropolitan ring, public transport struggles to compete effectively with private vehicles. Both the PDUM and experts emphasize the need to bolster public transport services to attract greater demand. “As my father used to say, to get people to travel by public transport, you don’t have to defeat them, you have to convince them,” says Salmerón. He argues that if public transport is accessible and reliable, demand will naturally increase, as seen in other successful infrastructure projects.
One of the most crucial, yet long-delayed, infrastructures highlighted by mobility studies is the long-awaited ‘Delta Metro.’ This project, first discussed nearly a quarter-century ago, remains undefined. The Llobregat Delta, along with Vallès, is projected to experience significant growth, making the ‘metro’ vital for decongesting public transport that already faces peak-hour saturation. In this area, urban plans are already approved or in progress, aiming to add around 10,000 new homes between Castelldefels and Sant Boi de Llobregat within the next 10-15 years. This region is home to 270,000 people, according to the Institut d’Estadística de Catalunya (Idescat). A third connection to Barcelona, proponents argue, would alleviate current congestion.
Salmerón criticizes the lack of progress on this infrastructure over two decades. He stresses the need for administrations to plan collaboratively and develop service plans across all public transport systems. This would clarify user numbers and frequencies, allowing for the development of appropriate infrastructure. Such plans, he believes, should encompass the entire Catalan territory, not just the metropolitan area.
Both Salmerón and Ortigosa agree that Rodalies will play the most significant role in public transport. “It must integrate mobility across all of Catalonia. It must be the main structure, because the greatest opportunities for densification are outside the AMB,” states Ortigosa. Salmerón concurs, highlighting Rodalies’ potential for growth and its role in ensuring no territories are considered “second-class.” However, he insists that “all” services are necessary, “from Rodalies to the neighborhood bus.”
The ambitious plans for Barcelona’s metropolitan area represent a critical juncture in urban planning. The success of this densification strategy hinges not only on increased housing but, crucially, on a robust, well-planned, and integrated public transport system capable of meeting dramatically increased demand. The challenge lies in proactive planning, coordinated investment, and a commitment to transforming urban mobility for a more sustainable and equitable future.
