Most of the urban block pattern in Barcelona is this grid of right angles (like Chicago) with roads between blocks that range from small to massive (like Chicago). Barcelona’s blocks, called “illes”, for islands*, are uniform in size, too. This part of Barcelona is called Eixample, designed by ldefons Cerdà in 1859.
The city is rolling out its urban mobility plan from 2013 to reduce noise and air pollution, and revitalized public spaces. Part of this plan is to reduce car traffic on certain streets in a “superblock” (the project is called “superilles” in Catalan) by severely reducing the speed limit to 10 km/h.
Vox published the video above, and this accompanying article. The project’s official website is written in Catalan and Spanish.
My favorite quote from the video is when someone they interviewed discussed what tends to happen when space for cars is converted to space for people:
“What you consistently see is when people change their streetscapes to prioritize human beings over cars is you don’t see any decline in economic activity, you see the opposite. You get more people walking and cycling around, more slowly, stopping more often, patronizing businesses more. That center of social activity will build on itself.”
A grid isn’t necessary to implement the “superblock”; it can work anywhere.
In Ravenswood Manor, the Chicago Department of Transportation is testing a car traffic diverter at a single intersection on Manor Avenue, where drivers have to turn off of Manor Avenue. This effectively creates a small superblock in a mostly residential neighborhood, but one that is highly walkable, because schools, parks, a train station, and some small businesses are all within about four blocks of most residents.
The trial is complementary to an upcoming “neighborhood greenway” project to use Manor Avenue as an on-street connection between two multi-use trails along the Chicago River.
The Vox video points out that “walkable districts are basically isolated luxury items in the United States”. I agree that this is often the case, although NYC, pointed out as a place where people spaces are being made out of former car-only spaces, is spreading its “pedestrian plaza” throughout all boroughs.
Ravenswood Manor is a wealthy area, but the reason this project is being tried there and not one of the dozens of other places where a lot of car traffic makes it uncomfortable or dangerous to walk and bike is because of the need to connect the trails.
The diverter should drastically reduce the amount of through traffic in the neighborhood. Its effect on motorists’ speeds will be better known when CDOT finishes the test in November.
I see a connection between the “superilles” plan in Barcelona, and what CDOT is piloting in the small neighborhood. The next step for CDOT is to try iterative designs in this and other neighborhoods and start converting asphalt into space for other uses, but we may have to rely on local groups to get that ball rolling.
I had the great fortune of visiting Barcelona a year ago, and I had no idea about the plan – but I was impressed by Cerdà’s design of Eixample. I will return, and next time I’ll spend a little time bicycling around.