Superblocks to the rescue: Barcelona’s plan to give streets back to residents

The Catalan capitals revolutionary new strategy will curtail traffic to a number of big roads, drastically reducing pollution and turning secondary streets into citizen spaces for culture, leisure and the community

In the latest endeavor from a big city to move away from automobile hegemony, Barcelona has ambitious plans. Currently faced with excessive pollution and noise levels, the city has come up with a new mobility plan to reduce traffic by 21%. And it comes with something extra: freeing up virtually 60% of streets currently used by vehicles to turn them into so-called citizen spaces. The scheme is based around the idea of superilles ( superblocks) mini neighborhoods around which traffic will flow, and in which spaces will be repurposed to fill our city with life, as its tagline says.

This plan will start in the famous gridded neighbourhood of Eixample. That revolutionary design, engineered by Ildefons Cerd in the late 19 th century, had at its core the idea that the city should breathe and for both ideological and public health reasons planned for the population to be spread out equally, as well as providing green spaces within each block. Reality and urban planning have, however, got the best of it, and as the grid lines became choked with automobiles, the citys pollution and noise levels have skyrocketed. What was once a design to stimulate Barcelona healthier , now has to be dramatically rethought for the same reasons.

According to several studies, air pollution alone causes 3, 500 premature deaths a year in Barcelonas metropolitan area( with a population of 3.2 million ), as well as having severe effects on local ecosystems and agriculture. Barcelona and the 35 municipalities in its surrounding region have persistently failed to meet EU-established air quality targets.

A study from the local Environmental Epidemiology Agency determined that 1,200 demises could be prevented in the city yearly merely by reaching EU-mandated levels for nitrogen dioxide levels( this would mean a five-month rise in life expectancy ). Add to that an estimated 18,700 fewer asthma assaults, 12,100 fewer cases of acute bronchitis and 600 fewer cardiovascular-related hospitalisations, and their own problems becomes apparent for a city with a population of 1.6 million. Traffic is also the first cause for noise pollution in the city; 61% of its residents lives with noise levels higher than those deemed healthy by legislation.

The council also cites road accidents( 9, 095 last year, 27 of which were fatal ), sedentary lifestyles( one in five children in Barcelona are overweight or at risk of reaching that nation ), and the lack of green spaces as reasons driving the plan. The city has only 6.6 sq metres of green space per inhabitant( with the above figures standing at just 1.85 in Eixample and 3.15 in Grcia ), closer to Tokyos three than to Londons 27, or Amsterdams staggering 87.5. The World Health Organisation indicates every city should have at least 9 sq metres per capita.

Barcelonas new plan consists of creating big superilles through a series of gradual interventions that will repurpose infrastructure project, starting with traffic management through to changing road signs and bus routes. Superblocks will be smaller than neighbourhoods, but bigger than actual blocks. This will first be applied to Eixample neighbourhood and others like Sant Mart, which largely follows the same grid pattern.

In Eixample, a superblock will consist of nine existing blocks of the grid. Car, scooter, lorry and bus traffic will then be restricted to simply the roads in the superblock perimeters, and they will only be allowed in the streets in between if they are residents or local industries, and at a greatly reduced velocity of 10km/ h( typically the speed limit across the city is 50km/ h, and 30 km/ h in specific areas ).

Black routes allow public transport and automobiles at 50 km/ h, while green routes only allow private vehicles at 10 km/ h to prioritise pedestrians and cycling. Illustration: BCNecologia

The objectives are ambitious; by implementing these strategies at once, the city wants to reduce auto employ by 21% over the next two years and increase mobility by foot, motorcycle and modes of public transport. Superblocks will be complemented by the introduction of 300 km of new cycling lanes( there are currently around 100 km ), as well as an orthogonal bus network that has already been put in place, whereby buses only navigate a series of main boulevards. This will ensure, says Salvador Rueda, director of the citys urban ecology bureau and one of the drivers of the superblocks notion, that anyone will be less than 300 metres from a bus stop at any time and median waiting times will be of five minutes anywhere in the city[ current averages stand at 14 ]. In addition, it would be an equitable network in which one could go from any point A to phase B with simply one transfer in 95% of the cases. Like in a game of Battleship.

Its no surprise that this concept was born here, said mobility city councillor Mercedes Vidal in the public presentation of the plan this month. In a city as dense as ours, its all the more necessary to re-conquer spaces. If all runs as planned, around seven of the 13.8 million sq metres now dedicated to motorised traffic will be freed up.

Private vehicles account for just 20% of total motions in the city today and yet they occupy 60% of roads. We need to win the street back, says Janet Sanz, city councillor for ecology, urbanism and mobility, who emphasised the need to encourage social cohesion, coexistence and human exchanges. Recently, she recollected the spirit of Jane Jacobs and her activism for the right to the city on the 100 th anniversary of the writer and urbanists birth: She proposed giving the street back to the neighbours. Today we work for that objective.

A pedestrian-friendly street in the Grcia neighbourhood. Photo: BCNecologia

This plan sums up the essence of urban ecology, Sanz adds. Our objective is for Barcelona to be a city in which to live. Also, as a Mediterranean city, its residents expend a long time on the street those streets need to be second homes, or extensions of ones residency, at all hours Public spaces need to be spaces to play, where green is not an anecdote where the neighborhoods history and local life have a presence.

We want these public spaces to be areas where one can exercise all citizen rights: exchange, expres and participation, culture and knowledge, the right to leisure, Rueda says.

The entire process is being conducted in nine regions at a different pace, through what Sanz called tactical urbanism a gradual trial and error technique of sorts, with initial measures such as changing road signs and with an initial budget of 10m( 7.9 m ). Now it is time to go from theory to action, she says.

The superblocks notion was first outlined in 1987, after noise mapping revealed that levels were too high, and the first superblock was tested in 2003 in Grcia. Many experiments, like car-free days, have also been conducted in districts like Sant Mart, which will act as the main guinea pig for superblocks. Its city councillor, Josep Maria Montaner, says it has been done in close consultation with groups of neighbours and it will continue to be so. Neighbours need to experiment it and try the new spaces, little by little and we hope many of the ideas for how to use them will come from them.

Rueda says superblocks go back to Cerds philosophy and take it to the next level, to the modern world, by making it lives with and for the ecosystem. We have, as a base[ for the scheme ], Cerds Eixample, which was undermined by avarice. What was green in the scheme was slowly overtaken and built on. And then, when automobiles arrived, they slowly overtook more and more space … We want to reclaim those green spaces and that can only be done through a drastic mobility change.

An Eixample superblock of about 400 x 400 metres, Rueda says, would be inhabited by between 5,000 and 6,000 people. That is the same as many small towns. Everything we need to consider to face the challenges of this turn of a century construction, economy, water, residues, metabolisms, social cohesion are due to be captured in these superblocks.

Every superblock is like a small city with its own character, the scheme suggests. Imagine what could be done. An Eixample intersection is as big as a Grcia square, says Rueda, and he highlights that this new city structure will free up 160 intersections. Im already fantasising with neighbourhood-organised inflatable swimming pool in the summer, he jokes.

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