Barcelona's New Bus Network

BARCELONA’S NEW BUS NETWORK Committed to safe and efficient sustainable mobility 1 2 3 Published by: Barcelona City Council and TMB September 2019 Content coordination: Area of Urban Ecology, Directorate of Mobility Services Gemma Noguera Text: Gemma Martí Coma Design: Odile Carabantes All the information in this publication is accurate as of April 2019. Printed in Barcelona on 100% recycled paper. The CO2 emissions associated with the publication of this document have been compensated for through the Clean CO2 project in Brazil. The content of this publication is subject to an Attribution-NonCommercial-NoDerivs Licence (BY- NC-ND) for non-commercial purposes and without a derivative work. The material may be copied and redistributed on any medium and in any format provided that it is not for commercial purposes and no derivative works are distributed. The full license can be viewed at http://creativecommons. org/licenses/by-nc-nd/4.0/deed.ca BARCELONA’S NEW BUS NETWORK Committed to safe and efficient sustainable mobility Summary 1 2 3 Barcelona, a city moving forward 1 The new bus network 9 The network in operation 25 BARCELONA, A CITY MOVING FORWARD 1 1 2 Barcelona, a city moving forward With 101.9 km2 and 1,650,358 registered inhabitants (1 Janu- ary 2019), Barcelona is a compact and densely populated city located between the coastal mountain range, the Mediterra- nean, the Besòs river and Montjuïc mountain. The Catalan capital is the main urban centre of the metropolitan region – which comprises the Alt Penedès, Baix Llobregat, Barcelonès, Garraf, Maresme, Vallès Occidental and Vallès Oriental counties and has 4,747,000 inhabitants – and the Barcelona Metropolitan Area, made up of 36 municipalities and with a population of 3,225,000 people. At present, it is the Spanish city with the best quality of life (Mercer, 2018), the second largest city in Spain in terms of population and economic importance, and the eleventh largest in the European Union by number of inhabitants. Well-connected by land (with a large network of roads, mo- torways and railways of which the high-speed train [AVE] con- necting it to Madrid and the French border is particularly worth noting), sea (with one of the main Mediterranean sea ports and the fastest growing sea port in Europe in 2017) and air (with the second largest airport in Spain and seventh in Europe in terms of passenger numbers (over 47 million in 2017), Barcelona also has a significant public transport network composed mainly of its bus, metro, tram, railway and shared bicycle system (Bicing), which allows its residents and visitors to move quickly, comfort- ably, cheaply and in a sustainable way from one end of the city to the other and around the metropolitan area. For some years now, Barcelona City Council has been driving a mobility model which, as the 2013-20181 Urban Mobility Plan (PMU) makes clear, provides alternative ways of reclaiming the city as a quality urban space by increasing the number of safe, sustainable, fair and efficient journeys, be they on foot, by bicycle or by public transport. In particular, the PMU has helped increase the number of journeys undertaken by public transport in Barcelona by 3.5%. 1 http://mobilitat.ajuntament.barcelona.cat 3 In 2012, taking into account its citizens’ new needs, the wish to move towards more friendly mobility, the city’s firm com- mitment to more sustainable public transport and the wish to increase people’s quality of life, Barcelona posed the question of what its bus network should be like. This is a network that dates back to 1906, when the first bus route between Plaça de Catalunya in Barcelona and the current district of Gràcia was created, although the extension works did not start until 1922. Since then, and for over a hundred years, this has been done through the gradual incorporation of various routes, many originally for trams – a type of transport that started running in the city in 1872 and which had more than 220 km of tramlines by 1929 – or trolley buses. The car boom of the 1960s led to a gradual replacement of trams by buses – as trams got in the way of motor vehicles – and they were gradually introduced in parallel with the growth of the city. During this time, urban planning in the Catalan capital and its layout evolved with the creation of new urban spaces, new central areas and new pedestrian areas that did not exist when the first bus routes were created. Bus routes were thus extend- ed and overlapped with each other to create a poorly planned network that, in addition to being hard to understand and be- come familiar with, was inefficient, with redundancies between routes and route designs that resulted in slower journeys and lower bus frequency. At the same time and for over a century, Barcelona has grown with the construction of new public transport infrastructures, such as the metro, the FGC railway network, the Rodalies com- muter train service, Bicing, taxis, etc., which now cover routes that could initially only be travelled by bus. This evolution, added to the fact that the number of bus users was gradually decreasing due to the network’s inefficiency, made it necessary to rethink the city’s bus network. 4 The Barcelona bus network in figures 101 2,590 routes stops 1,417 753 1,173 bus stops with electronic bus stop shelters information panels posts 211.72 829.68 km of bus lanes km of bus routes 5 How do citizens travel? Goal of the Barcelona Urban Mobility Plan 2013-2018 2011 2018 21.1% 1.5% 2.5% +67% 6 39.9% 41.3% +3.5% 31.9% 35.1% +10% 26.7% -21% 7 8 THE NEW BUS NETWORK 2 9 10 The new bus network With the aim of restructuring Barcelona’s bus network and making it more efficient and easier to understand, in 2012 the City Council, together with Transports Metropolitans de Barcelona (TMB) – the public transport operator in Barcelona – embarked on the execution of an ambitious city project to redefine the regular bus network in accordance with criteria of rationality, ease of use, connectivity, efficacy and efficient use of resources criteria in order to give the public the best possible service. It is worth noting that there was technical consensus on the desirability of restructuring the bus network into one that was easier to use, more reliable and instilled users with confidence. This was not a new need, as various documents show that the people with responsibility in the municipal government had been aware of the need to restructure the city’s bus routes since as far back as the 1960s. For this reason, various ap- proaches to carrying out this restructuring were considered at different stages, but it was not until 2012 that, after assessing a number of proposals, the project entitled “Nova Xarxa de Bus de Barcelona” (NXB – “Barcelona’s New Bus Network”) was launched. The new bus network represents the transformation of Barce- lona’s bus network. This is a concept based on introducing 28 high-performance routes – 17 vertical, 8 horizontal and 3 diag- onal – that are as straight as possible, with more and better information and signage, and on promoting measures for giving buses priority over private vehicles. This grid of high-performance routes complements some of the conventional routes operating in the city (with or without modifications) and the local routes. The new bus network diversifies the bus service, and the over- all grid is formed by a set of networks that complement each other: — High-performance network — Conventional and local network — Neighbourhood bus network 11 There have been two distinct moments in the new bus network implementation process. An initial stage, from 2012 to June 2018, in which the new bus network was rolled out using constant resources, i.e. by redistributing the available buses according to the contract-programme, and a second stage in which resources have been increased. This has meant that the service to users has improved in two ways. During the first stage and among other things, the available buses were used more intelligently and efficiently, with more direct routes, making more and wider bus lanes and giving buses priority over other vehicles at traffic lights. The same buses were thus more productive and efficient and therefore provided a better service to the public. In the second stage, besides using the buses more intelligently and continuing to work on achieving an efficient, safe and sustainable bus network, the number of vehicles in the network was also increased. Specifically, the revamping of the entire bus service has meant that, in the final phase (2017-2018), 66 more vehicles were brought in to meet the higher demand of recent years (+4.5% in 2016, and +3.2% in 2017) and local residents’ needs as identified in the consultation and information process. The gradual introduction of the New Bus Network has been an unprecedented strategic project for the city, the result of a broad social and political consensus that has included, among other actions, specific working groups (Mobility Pact, Senior Citizens’ Council, etc.), open information and consultation ses- sions in all city districts, information talks at schools and visits to bus garages. Since 2017, this enterprise has been support- ed by the digital participation platform Decidim.barcelona. 12 66 more vehicles have been added in the final phase In new routes and In traditional 43 high-demand traditional routes 23 and local routes 13 The new network model enables the regular bus service to be redesigned at a reasonable cost, boosting public transport, fighting pollution and improving the environment.

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