Stories

Since 1924, the Barcelona metro has integrated diverse forms of environmental art, from the modernist tiling of the first stations to murals, sculptures and mosaics. This link between art and public space has been reinforced with the new lines, where the presence of contemporary works gives character and identity to the stations.

Over time, the role of the station manager on the Barcelona metro has undergone a profound transformation. In the early decades, these professionals authorized the departure of trains, coordinated by telephone with other stations and manually supervised the operation of the service. Over the years and with the introduction of new technologies, many of these functions have been centralized and automated, and since 2005 the role of the station manager has disappeared to give way to the Customer Service Agent, who combines the tasks of driving trains and providing service at stations.

The first public transport elevators in the city were installed by the Gran Metro at the Lesseps and Urquinaona stations. They rose from the platform to the street, and were covered by a modernist iron and glass dome. They had a capacity for 30 people and moved at 1 m per second. Very degraded over the years, the Lesseps dome disappeared in 1961 and the Urquinaona one was demolished in 1972.

In the 1920s, the heart of Barcelona was beating amidst rubble and scaffolding. La Rambla, opened up as a canal, is an example of the scenario that the city endured to achieve an unprecedented transformation: building the metro under the feet of the city. Despite the milestone that was about to be achieved, it was not all flowers and violets; the residents of Ciutat Vella had to adapt their daily lives to a noisy, chaotic, dusty Rambla and with a latent concern about the rats that emerged from the underground.

The opening of the twenty-nine wells to drill into the subsoil of Barcelona was almost an urban spectacle. At street level, these enormous and deep mouths represented the antechamber to what would be the great challenge of drilling the city. With state-of-the-art machinery and groups of workers working in shifts at all hours, these wells served as access to remove rubble, introduce materials and shape an engineering work that would forever transform the way Barcelonans moved around.

The construction of subway tunnels has undergone a great transformation over time. In the beginning, steam-powered machines were used with the intensive use of picks, shovels and buckets to excavate and remove the soil manually and laboriously. This process was slow, expensive and often dangerous for the workers. Today, the construction of new lines has been radically modernized with the use of tunnel boring machines, large mechanized machines that excavate and support the tunnel at the same time, allowing faster progress, greater safety and less impact on the city.

Over the course of a century of metro service in Barcelona, ​​women have gradually conquered a space that was initially off-limits to them. During the Civil War, when many men were mobilized to the front, they took on jobs such as train drivers or conductors, which were previously exclusive to men. Although the forty years of Franco’s rule meant a setback and the return of gender discrimination, the constant struggle and technological advances of the years of “developmentalism” —especially the introduction of computers— opened up new job opportunities for many women. With the recovery of democracy, this process of incorporation was consolidated, culminating in 1980 with Mercè Sala as the first female president of TMB. Today, the presence of women on the metro reflects a long journey of struggle for equality and the need to continue working to eliminate all forms of discrimination.

Over time, the profession of train chief on the Barcelona metro has evolved significantly. Originally, the train chief accompanied the driver, mainly responsible for opening and closing doors and sounding the horn to alert stations. This task, despite being apparently simple, was key to the safe and punctual operation of the service. Over the years and with the introduction of technology, many of these functions were automated, and the train conductor ended up disappearing, his functions being integrated into the figure of the driver.

The Class 300 was the pioneer of the Barcelona metro, entering service in 1924 with the inauguration of the first section of the Gran Metro. Built by the Compañía Euskalduna de Construcción y Reparación de Buques, SA of Bilbao, these trains stood out for their comfort and safety. Initially they wore the black and maroon colours characteristic of the Gran Metro, but in 1956 they adopted the unified blue and cream tones. Over the years they evolved with various modifications and improvements, and ran until 1988, with an official retirement full of emotion. Some vehicles have been restored to preserve their memory and today they are part of the historical heritage of the metro.

The Metro Transversal was inaugurated with the 100 series, large cars that contrasted with those of the Gran Metro, with standard gauge tracks (1,435 mm). Until 1967, they were the largest urban railcars in the world. In 1926, seeing one of these cars decorated in the modernist style arrive made such an impression that they were called “rolling saloons”.

The Class 200, known as the Pajaritos, were a symbol of modernity in the Barcelona metro. Built in 1944 with Austrian technology and inspired by the Berlin metro, they stood out for being the first trains with a modern design in Spain. Despite the setbacks of the Civil War, they entered service on line 1 and, years later, were reused as trailers to meet the increase in demand. They were definitively withdrawn in 1991, leaving an emblematic mark on the history of metropolitan transport.

The 400 series of the Barcelona metro, presented in 1958 and painted from the beginning in blue and cream, was created to cope with the increase in passengers with the opening of line II. Between 1958 and 1968, 80 cars (60 engines and 20 trailers) were built, distributed in three subgroups, with usual compositions of three cars (2 engines and 1 trailer), although they could circulate with up to five. With the arrival of the Class 4000, in 1987, they were progressively withdrawn until 1989, although some units remained as a reserve until 1992. The M-425 car was kept in the Sagrera workshops until 2018, when it was dismantled for preservation. For the celebration of the centenary of the metro, this car has been restored to leave it in the state it had before its withdrawal.

The Class 600 trains were put into service in 1959 for the inauguration of line II (currently L5), which operated between Sagrera and Vilapiscina. They were seven units of two motor cars, with pioneering automatic driving based on optical sensors and metal screens. Despite the energy and personnel savings, the system was fragile and ended up being deactivated. From the 1970s they were progressively withdrawn, but between 1980 and 1985 some were ceded to the FGC as the Class 350 to cover temporary layoffs. They were definitively withdrawn from service during the 1990s.

The Classes 1000 and 1100 of the Barcelona Metro entered service between 1970 and 1976. Manufactured by La Maquinista Terrestre i Marítima and MACOSA in Barcelona, ​​they ran for over three decades on lines 4 and 5. They were made up of motor cars that operated in pairs and, over time, trailer cars were added to form five-car trains. They were the first to test air conditioning and were progressively refurbished with interior improvements, public address systems and new colours. They were withdrawn between 2007 and 2009 and, although most were scrapped, a three-car unit has been preserved for the historical memory of the city’s public transport.

The Class 3000/4000 trains arrived on the Barcelona metro in 1986 as a true technological and comfort revolution, promoted by the president Mercè Sala to replace the 300 series trains, which had been in service for more than 60 years. They were the first with sliding doors with a handle, intercoms with the driver and soundproofing, which allowed the addition of air conditioning. They also stood out for their modern image, with seats designed by Miguel Milà and interiors designed to make the journey more pleasant. They ran for almost 40 years, exclusively on line 3, and their farewell was held in 2024, after more than 72 million kilometers traveled.

The Class 2000 trains were created to run on line 2 for the Olympic Games, but they debuted in 1992 on line 3 due to construction delays. They were pioneers in Spain in incorporating a continuous corridor between cars, improving passenger mobility. With interior design by Miguel Milà, they had air conditioning, public address and illuminated panels with information about the stops. They ran on several lines until, in June 2024, the last train was withdrawn with a special trip that said goodbye by displaying the message “BYE”.

The Class 500 trains are a specific adaptation of the 2100 series trains to operate on line 11 of the Barcelona metro, characterized by a route with steep gradients. They entered service in 2003, coinciding with the commissioning of the line. Unlike the 2100s, the trains consist of only two motor cars. Until the summer of 2021, driving was manual between Trinitat Nova and Casa de l’Aigua, while the rest of the route operated in automatic mode. Since then, the entire line has operated fully automatically and without a driver.

The class 5000 trains arrived in 2005 to modernize the L5 and later also ran on lines 2 and 3. Built by CAF, they have five cars with a continuous aisle, air conditioning, adapted spaces and advanced safety systems. They are lighter thanks to aluminum, quieter and more energy efficient. In 2020, a second generation was added with interior improvements and red doors for greater visibility.

The Barcelona Metro class 9000, manufactured by Alstom with the Metropolis platform, is made up of five-car automatic trains. With a capacity for more than 1,300 passengers and a high level of comfort and safety, these trains incorporate advanced technology such as automatic ATC control, air conditioning, noise reduction and passenger information systems. The first train arrived in Barcelona in 2006 and, after a progressive deployment, it currently operates on several lines, improving the efficiency and sustainability of the service.

The Class 6000 trains arrived in 2007 to renew the L1 fleet. Made up of five cars (two engines and three trailers), each train is 86 meters long and can carry more than 1,100 passengers. They include a continuous corridor, video surveillance and advanced security systems. Since 2019, they have incorporated red doors to improve visibility.

The Classes 7000 and 8000 trains are the newest in the Barcelona metro network. Manufactured by Alstom, they are gradually replacing the old trains with asbestos and provide improvements in sustainability, energy efficiency and accessibility. With energy recovery technology and modern design, they will reduce more than 17,000 tons of CO₂.

A journey into the past on a real scale. This is the interactive 3D model of a Class 300 train, a faithful recreation made from original plans, archive photographs and images of the restored vehicle. If you stop by, you will be able to observe in detail a replica of one of the first Barcelona metro trains with its original colours, explore all its parts and relive what it was like to travel in its early days.

Accessibility on the Barcelona metro is the result of a long journey towards more inclusive mobility. As early as the 1920s, when the current concept of accessibility did not yet exist, some very deep stations such as Lesseps and Fontana already had lifts. In the 1930s, the first escalators were installed at the Diagonal L3 and Marina stations. Since the 1990s, TMB has promoted a profound transformation of the network: tactile pavements, lifts, visual and audible signage, and adapted spaces are now common elements. Today, more than 90% of stations are accessible, a reflection of a city that wants to be for everyone.

Until 1960, the Barcelona metro was divided between two companies: Gran Metro, which operated the current L3, and Metro Transversal, responsible for the future L1 and L5. When Transversal opened its second line, which we know today as L5, it would identify its two lines as I and II. With the merger of the two companies, a unified numbering system in Roman numerals was implemented: the Gran Metro line became line III, while those of Transversal would maintain their numbering: I and II. In 1982, this system was replaced by the current Arabic numbering, which is clearer and more functional: lines I, III, IV and V became 1, 3, 4 and 5, respectively. The lines created after this date (2, 9, 10 and 11) were already born with Arabic numbering.

Over time, the way the Barcelona metro informs users has undergone a radical transformation. Before the consolidation of the digital age, incidents and service changes were announced with writings on blackboards placed at the entrances. Over the years, LED screens were incorporated that informed the arrival time of the next trains, but in a limited and less legible way. Currently, the implementation of a new system of digital screens, much clearer and more versatile, is being completed throughout the network. These offer not only the time and minutes remaining for the passage of the next two trains, but also service alterations, recommendations, corporate messages and, in the future, data on the occupancy of the carriages or the availability of lifts. It is a transformation that reflects the constant evolution towards more informed and accessible mobility.

Over time, the information in the corridors of the Barcelona metro has evolved to become clearer, more intuitive and more accessible. The current design incorporates clearly differentiated colour codes for each line, a use of contrast that facilitates reading and indications with a visual hierarchy designed to provide quick orientation. Elements have been introduced that guide movement in an almost instinctive way —such as the arrangement of arrows or shapes that “invite” you to follow a route—, and accessibility resources have been implemented such as tactile maps in relief, which allow people with visual disabilities to orient themselves independently within the network.

Depots and garages have been key infrastructures to guarantee the maintenance and availability of trains. The first were the depots of Lesseps, of the Gran Metro (L3), now defunct, and the one of Santa Eulàlia, of the Metro Transversal (currently L1), inaugurated as the Bordeta Depot. During the “desarrollismo” (developmentalism) era, the depots of La Sagrera (1957) and Vilapicina (1959) were built, in parallel with urban expansion. With the increase in trains, in the eighties and nineties depots such as those of Roquetes (1982), Can Boixeres (1984), Sant Genís (1991) and the Triangle Ferroviari (1998) were added, which combines parking space and high-capacity workshops. Already in the 21st century, the Can Zam (2009) and ZAL (2016) depots provide service to the automatic lines and symbolize a new generation of more technologically advanced facilities adapted to the needs of the contemporary metro.

A 3D historical recreation now allows us to visually recover the operation of the disappeared Lesseps depot-garages, a unique and sophisticated piece of engineering. The video shows how the trains were lifted from the tunnels to the surface and then transferred to the garages using a shuttle car. To make this possible, original plans, construction sections, technical drawings, archive photographs and specialized bibliography have been used, faithfully reconstructing one of the most unique gears of the Barcelona metro.

The Barcelona metro has had unique infrastructures such as the now-defunct Lesseps depots, deeply rooted in the memory of Vila de Gràcia. Active until 1988, they were a unique work of engineering: a large elevator allowed trains to be raised and lowered from the underground to the surface, overcoming a height difference of almost 20 meters. Once at the top, a shuttle car moved the trains to the depots and the workshop, where maintenance work was carried out. This pioneering and functional installation is now part of the metro’s invisible legacy.

Over time, support for passengers on the Barcelona metro has evolved significantly. While in the early decades, assistance was provided exclusively through direct contact with staff at ticket offices or at the foot of the platform, over the years more agile communication systems such as intercoms were introduced. Today, these devices are present in lobbies, platforms and lifts, and allow a direct connection with service staff to resolve queries, request information or receive assistance in emergency situations. This evolution reflects the constant commitment to a more accessible, safer and people-centred network.

The workers on the metro works have been, from the very beginning, the anonymous faces of the great construction challenge that has shaped the subsoil of Barcelona. Men who often came from all over, accustomed to the hard work with pickaxe, shovel and sweat, built galleries and stations in often extreme conditions. The memory of this collective effort also includes tragic episodes, such as the collapse of April 12, 1924, during the works of the Metro Transversal, in which 11 workers died and were buried. Today, the recognition of their work is also a way of paying tribute to all the lives that have made the metro as we know it possible.

The Barcelona metro is not just a means of transport: it is also a stage for living culture. On some occasions its lobbies and platforms have hosted concerts, dance, theatrical performances and artistic interventions that surprise and connect with the public on the move. These actions, often unexpected, transform everyday space into a meeting place for creativity, bringing culture closer to everyone and making travel a more human and inspiring experience.

To celebrate the centenary of the metro, Passeig de Gràcia station was transformed into a window into 1924. The platforms were recreated with beveled ceramics, original signage, period advertising and stationmaster’s booths. With actors dressed as in the 1920s and music from the period, the atmosphere transported back to the origins of the Barcelona suburb, paying homage to the memory of that first journey.

In the 1980s, the Barcelona metro opened its stations to schools so that new generations could unleash their creativity. Normally functional spaces became canvases for fine arts students and young artists who wanted to share their vision with metro passengers. These interventions, which often went beyond ornamentation, transformed the metro into an alternative gallery.

The Barcelona metro not only connects points in the city, it also connects with culture. In 1974, to mark the 50th anniversary of the service, a commemorative exhibition was organized in the lobby of Universitat station, bringing the history of the suburban train closer to its users. This desire to make the metro a cultural space remains alive today with the Espai Mercè Sala, at Diagonal station, an environment dedicated to temporary exhibitions that host photography, design, science or historical heritage.

What we experience today with complete normality — going down several meters deep and breathing among thousands of people — represented quite a challenge in the 1920s and 1930s. At the time, many travelers feared that the lack of ventilation underground could favor the transmission of diseases. To combat this fear, ozonizing devices were installed that purified the air in the stations. Today, this objective is achieved with modern ventilation systems that constantly renew the air in the tunnels and platforms.

Beyond the journey, the metro has also been the scene of a thousand small daily activities. The stations have often hosted services for people: photo booths to take an ID photo, scales to weigh yourself, shoe shine machines, shop windows and even bars and small businesses.

Invisible to many passengers but essential to everyone, metro drivers have always been at the heart of the service. With a watchful eye and a steady hand, they have driven generations of trains through the underground network, guaranteeing train frequency and safety. Over the years, they have experienced the technological evolution of the cabin and the move towards automatic driving, but their figure continues to symbolize the commitment and responsibility that move the metro day after day.

The Barcelona metro hides, between tunnels and walls, vestiges of disappeared stations. The Correos station at the end of Via Laietana, operated from 1934 on the second branch of the Gran Metro until 1972, when the branch was adapted to the new line 4. Ferran, very close to the Liceu, was a stop on the Rambla branch of the Gran Metro, which disappeared when the Drassanes stop was opened. Bordeta was out of service with the extension of L1 to Santa Eulàlia in 1983. Gaudí, despite being built under the avenue of the same name, never opened to the public.

The “Barcelona model” stations were an architectural innovation applied to the metro in the 1950s, designed to optimize passenger flow. They were large and functional spaces, with a characteristic structure: a large vault that covered three platforms —one central for boarding and two lateral for disembarking— separated by two tracks. This design allowed for better orderly movement within the station and avoided crossings between users getting on and off the train. In addition, they had large lobbies that were well connected to the outside, designed for a large influx of travelers. Although most of these stations have been modified over the years, we can still see this original model at Navas station.

The birth of the Barcelona metro cannot be explained without the visionary work of the engineers who led its construction. The Gran Metro was designed by Pablo Müller and Octavio Zaragoza, with the execution by Santiago Rubió i Tudurí, while the Transversal was conceived by Fernando Reyes and carried out by Esteve Terradas. They took on the great technical challenge of piercing the city and making Barcelona’s desire to be part of the select group of cities with a metro a reality.

Behind every train that runs are hundreds of hours of design and engineering that guarantee its safety, resistance and proper functioning. The plans of the different train models show how, over time, technology has evolved to make them more efficient, accessible and reliable. Everything can be prepared for the service to work, but if the train breaks down, the metro stops. For this reason, constant improvement in the design and mechanics of the trains has been key to consolidating a safe and robust transport system.

We explain how train traffic was managed before the first centralized traffic control space came into operation. From the functions of the first and second stationmasters at the stations to the modern Metro Control Center.

Metro maps have evolved at the same pace as the city and technology. For decades, pocket maps and printed leaflets were indispensable, which many users consulted while waiting for the train. Over time, the design has been simplified to make them clearer and more intuitive, adapting to new routes and lines. Today, digital maps are ubiquitous on interactive screens, applications and websites, and allow immediate and dynamic consultation. But beyond the format, they all share the same function: to inform us, locate us and make us understand the links to help us move around the city.

The colours of the Barcelona metro trains have changed over the years, reflecting the stages of their evolution and the identity of the companies that managed them. In the beginning, the Transversal trains (series 100) wore a combination of yellow and black, while those of the Gran Metro (series 300) were painted in maroon and black. Already on the way to the merger between the two companies, from 1956 a common image was established with blue and cream colours. Later, in the 1980s, dark blue and white took over, which would soon give way to the all-white colour. However, in the early 2000s, red began to appear, which today forms part of the visual identity of the Barcelona metro.