Barcelona City Council has released a comprehensive “x-ray” of the Eixample green axes. This report reveals that the controversial pedestrianisation project has successfully altered the social fabric of the district. However, the data also highlights significant friction regarding delivery logistics and maintenance. Consequently, this fuels ongoing debate between residents and the current municipal government.
Presented behind closed doors on 2 February by the Directorate of Urban Strategy Services, the report offers a high-resolution analysis of the four redeveloped streets: Consell de Cent, Rocafort, Borrell, and Girona. While the council certified the project as an urban success, neighbourhood associations argue that enforcement of traffic rules remains too lax. In fact, the council even reversed a prior decision to scale back maintenance on plant beds.
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Eixample green axes report: A shift from transit to socialising
The most striking finding from the municipal data is the shift in how citizens use these streets. In 2020, before the transformation, 77% of pedestrians were merely passing through. Today, “strolling” accounts for 60% of all activity on the axes.
Therefore, the streets have adopted uses that were previously impossible or marginal. These include sitting on benches, eating, exercising, and dog walking. Notably, 7% of users now choose these routes specifically to accompany children to school, often bypassing shorter but more polluted alternatives.
The volume of foot traffic is substantial. For instance, the report notes that the combined daily number of pedestrians on the four axes roughly equals the number of cars travelling down the major artery of Aragó Street every day. Girona Street alone sees an average of 17,079 pedestrians daily, while Consell de Cent sees 15,162.
The chaos of loading and unloading
Despite the social success, the logistical reality on the ground has drawn sharp criticism. Residents from the Dreta and Esquerra de l’Eixample associations attended the presentation. They denounced the “laissez-faire” approach of the Guardia Urbana regarding traffic discipline.
The report data supports their frustration. While the absolute number of vehicles entering these streets is relatively low, it vastly outstrips the available loading and unloading zones. On Carrer de Borrell, for example, there is only one loading bay for every 27 vehicles. Consequently, delivery vans and private cars frequently park in unauthorised areas, creating what residents describe as a “mess”.
“Why is the rule respected [on Portal de l’Àngel] and not on the green axes?” asked Jaume Artigues of the Dreta de l’Eixample association. He contrasted the strict enforcement in commercial pedestrian zones with the perceived chaos on the green axes.
Safety and noise levels
Contrary to fears that the mixed-use design would be dangerous, the accident rate remains low. In 2023, there were only 20 incidents requiring municipal police intervention across the entire network. All of these were minor.
Noise pollution results were mixed. Daytime noise levels on all four streets sit below the recommended 65-decibel threshold. However, at night, only Borrell remains below the advised 55-decibel limit. The other three streets exceed it marginally.
Stalled expansion sparks debate
The meeting revealed a political disconnect. While the City Council’s technical report validates the transformation as a success, the current government maintains its refusal to expand the network. Requests to extend the pedestrianisation of Girona by two blocks into Gràcia, or to extend Borrell to the Escola Industrial, have been rejected.
Residents are now calling for pragmatic improvements to the existing axes. Their demands include stricter police enforcement of parking rules. In addition, they want the conversion of illegal parking spots into much-needed children’s play areas, which remain scarce outside the Rocafort-Consell de Cent intersection.
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