This Monday the Ronda Sant Antoni, in a state of exception since 15 years ago the temporary market of Sant Antoni was installed for its reform, has partially reopened. But it has done so with a surprise:the round, which was expected to be completely pedestrian, has recovered two lanes for cars.
It has been known at the last minute, when, after more than 10 months of works, the last advances of the reform and now the partial reopening of the Ronda in the section 1 of the reform (the one that goes from Villarroel to Comte d’Urgell) have left uncovered two of circulation for cars: : one for circulation and one for parking and loading and unloading.
Now that it has been reopened, it has generated controversy. The supporters of the pacification denounce that this reform is less pedestrian and that it deepens the border between the Raval and the Eixample. For its part, the Plataforma d’Aectats per la Llosa, which was in favor of a double traffic lane (as before the reform), is satisfied. Why is there so much controversy with a single street?
Has an unexpected car lane been added? The changes in the reform
The most striking aspect of this reform is the appearance of these two lanes that have appeared, paved with black asphalt and at a lower level than the sidewalk (with a “normal” car lane appearance, to understand), which moves away from the single shared platforms for cars and pedestrians (Consell de Cent style) to which the last urban reforms of Ada Colau’s government had accustomed.
The current city council, however, defends that the reform respects the original project, approved by the previous government. This project included a bus lane and a loading and unloading lane in the section that has just been reopened, with the difference that it was made of “stone and not asphalt”, that is to say, of the same material as the sidewalk, presumably (the project does not specify this), a single platform.
The City Council argues that if the original project already included the circulation of 7 bus lines and loading and unloading vehicles, the change of materials or level of the platform is not substantial. In addition, they consider that it will be a slow lane that will not be a regular passage for private cars. On the one hand, there are buses stopping and on the other, the loading and unloading cars, and on the other hand, passing through it does not bring benefits since it returns to Urgell street as if it were turned before by Tamarit before crossing it.
Nevertheless, and in spite of “respecting” the reform, the final aspect of the avenue is far from the promise of a pedestrian way that had been made, with two lanes exclusively for traffic that reduce the pedestrian space quite a lot and destine it to cars that will be able to park in the unloading zone on weekends.
What has the city council changed?
Finally, they explain that only four minor changes have been made:
Section 1 (from Villarroel to Comte d’Urgell).
- Invert the position of the service lane. The position of the service lane in the section between c/Comte Urgell and c/Villarroel has been changed to place it on the sidewalk on the Ciutat Vella side, since the latter has a greater need for services.
- Roadway material. The granite pavement of the roadway is replaced by asphalt to ensure better conservation and maintenance due to the passage of the bus, without this implying changes in the planned mobility.
Section 2 (Rda. Sant Pau between Riera Blanca and Plaça del Pes de la Palla)
- It will be a single pacified platform.
- It will have access for vehicles of residents only. Adjustments of mobility to favor a platform of stay, with the minimum of vehicles, allowing the passage to residents.
- Reorganization of flowerbeds that defines clear zones of stay and guarantees a better coexistence between the different uses.
Why is there so much controversy?
As they say from the city council, the reform of this street is politicized. The pedestrianization of Ronda Sant Antoni 15 years ago to install the temporary market of Sant Antoni during its reform, and the subsequent appearance of the famous slab (the cement platform on which the temporary market was and that remained for years as a pedestrian platform) have kept for almost two decades this important road in discord.
Although it seemed impossible at first, the street has remained pedestrianized for 15 years, in one of the first pedestrianization trials (well before the super slabs) to be carried out in an important street of the city. Today it is hard to imagine 4 lanes of cars circulating on that street.
While the temporary market occupied the space there were no major problems, as it was considered a force majeure, but when the space was empty, occupied only by that pedestrian slab, the controversy began.
The space, intensely occupied by the neighbors, meant, for many, the healing of the symbolic wound that separates the Raval from the lower rents of the wealthier Eixample. For others, the pedestrian and neighborhood use of the space (with many families and children playing in it), along with other more conflictive occupations (the “misery market” that has been installed repeatedly) has meant a degradation of the place and a conflict of coexistence.
Now, the middle way that this reform has meant, leaves the conflict in the air. The traffic lane recovers the cars, but much less than before and the pergolas and flowerbeds of the pedestrian zone maintain the neighborhood use, but cut it notably thanks to its layout, which avoids large spaces where, for example, to play ball, and with bench facing, in good part, towards the street where the cars pass, avoiding very expansive games.
In short, like the connection of the streetcar, the pedestrianization (or not) of the Ronda de Sant Antoni is a common clash when a humble area and another that does not touch them come into contact through urban reforms. And hence the politicization of this reform.
What reforms are left now?
Coinciding with this reopening,the second phase of the works begins, which will connect the ring road with the Sant Antoni superilla and the Plaça del Pes de la Palla. The latter will be completely transformed and will include a new children’s play area.
The entire project, with an investment of 10 million euros, is scheduled for completion in June 2025.