Journey

Travel with us through one hundred years of the metro through images, plans and three-dimensional cartography. An immersive experience that invites you to discover how the infrastructure that connects Barcelona with its people has evolved.

At the beginning of the 20th century, Barcelona was growing rapidly, consolidating itself as a great European metropolis. The demolition of the walls in the mid-19th century and the annexation of the neighboring towns transformed its landscape and made it essential to rethink urban mobility.

A black and white photo of a sunken railway line running between high stone walls, flanked by tall European-style buildings on either side with balconies and pedestrians above.
Train running through the ditch on Aragó Street, 1920s. Author: Brangulí. ANC
A black and white photo of a steam train traveling on a sunken railway track between tall buildings in a city, with smoke billowing from the chimney and people walking on both sides above the tracks.
Train running through the ditch on Aragó Street, 1920s. Author: Brangulí. ANC
A black and white photo of a steam locomotive traveling along a sunken railroad track, flanked by tall buildings and city streets on either side, with smoke billowing from the train's chimney.
Train running through the ditch on Aragó Street, 1920s. Author: Brangulí. ANC

As the annexation of these municipalities was consolidated, the train tracks that previously connected Barcelona with the outskirts had become a railway barrier that made it difficult to move around the city.

Black and white photograph of a busy urban intersection with trams, cars and pedestrians. Large historic buildings and trees line the street, and a church with pointed towers is visible in the background.
Bus and tram in Plaça Catalunya, 1920s. TMB Foundation Archive
Black and white photograph of a square with a statue, trees and people walking. Several trams run on curved tracks and tall buildings surround the square on all sides. The scene appears historical, probably from the early 20th century.
University Square, 1920s. TMB Foundation Archive

The deployment of trams and the first buses attempted to respond to the growing volume of passengers, but they were not sufficient for a Barcelona that, in a few decades, had doubled its population.

Faced with this challenge, since the beginning of the 20th century, projects began to be proposed to provide the city with underground transport, as had been done in other large European metropolises, such as London or Budapest.

It would not be until the 1920s, after more than a decade of projects and expectations, that Barcelona could realize its desire to be part of the select group of cities with a metro. With the inauguration of the “Gran Metro” and the “Transversal”, Barcelona finally took a decisive step towards modernity.

1920 1935

The first sections of the Gran Metro and the Transversal

The Barcelona metro began to take shape in 1920 with the establishment of two companies created to carry out the first underground transport projects in the city. The Gran Metropolitano de Barcelona SA and the Ferrocarril Metropolità de Barcelona SA, popularly known respectively as “the Gran Metro” and “the Transversal”, were born with the aim of promoting the development of the metro network in the City of Barcelona. Each company contributed its own vision on how to adapt to the needs of the city and the technical challenges posed by a project like that. The Gran Metro built the first section of the first line of the Barcelona metro between Catalunya and Lesseps (current L3) and shortly after the Transversal inaugurated its first route between Bordeta and Catalunya (current L1), thus establishing the foundations of the network we know today.

Workers are digging and constructing a large sunken canal or trench in an urban area lined with palm trees; buildings and a wooden tower are visible in the background. The scene seems historical.
Works on the great metro in Plaça Catalunya, 1922. Author unknown. TMB Foundation Archives.

At the end of 1921, work began on the Gran Metro, with the aim of building a line that would connect the city centre with the Gràcia neighbourhood and speed up travel around the city in the “sea-mountain” direction.

Black and white photograph of miners underground in a wooden-supported tunnel. Four men are seen with tools and a basket. The tunnel is dimly lit and shows dirt floors and wooden beams supporting the roof.
Workers with picks, shovels and buckets at the Transversal construction site on Rocafort Street, March 5, 1923. TMB Foundation Archive

A few months later, work began on the Transversal, a metropolitan railway designed to unite the Sants and Sant Martí neighborhoods and link the north-south railway lines to improve connections in the “Besòs-Llobregat” direction.

Black and white photograph of an underground train station with multiple tracks, platforms, large columns and overhead lights. Some people can be seen near the trains and old railway cars are parked to the right.
The Transversal tracks at Catalunya station (current Line 1), wider, 1932. Author unknown. TMB Foundation Archives.
An old black and white photo of an underground subway station with tiled walls and an old train stopped on the platform. There are a few people near the train and advertising posters line the curved walls of the tunnel.
Tracks of the Gran Metro station of Aragó (currently Passeig de Gràcia, Line 3), narrower, 1932. Brangulí. TMB Foundation Archives.

The original purpose of each project influenced the track width, a difference that still remains in the Barcelona metro and that gives the network a uniqueness.

Line 1, a legacy of the Transversal, retains a wider track than the rest, as it maintains the Iberian gauge (1674 mm) of the railways it wanted to connect to. The Gran Metro, on the other hand, adopts the international gauge (1445 mm), established as the standard for metro lines.

Black and white photograph of a busy street under construction, with workers, wooden scaffolding, and horse-drawn carts. Buildings with balconies line the street and pedestrians watch the scene.
Construction of the tunnel through Ramblas. GM, 1924. Brangulí. TMB Foundation Archive
A group of workers dig and build in a large hole in the sidewalk of a city, while a crowd of people stand nearby, in front of a building, watching the activity. The photo appears to be from an early 20th century urban setting.
Pedestrians crossing on an improvised footbridge during the construction of the Gran Metro on La Rambla. GM, 1924. Author unknown. TMB Foundation Archive

The monumentality of the metro works transformed Barcelona and captivated its inhabitants, arousing admiration and, at the same time, not without inconvenience. The neighborhood had to live with dust, noise, the presence of rats in public spaces and difficult access to shops.

Black and white photograph of a busy city street in the early 20th century, with people walking, horse riders, palm trees, an antique car, and ornate buildings in the background.
Inauguration of the Gran Metro in Plaça Catalunya, 1924. Brangulí. TMB Foundation Archives.
A large group of men, some in military and ceremonial uniforms, others in suits, stand on a carpeted train platform next to an ornate train car, posing for a formal photograph under a curved ceiling.
Inauguration of the Transversal, 1926. Brangulí. TMB Foundation Archives.

We already have it here!

After three years of construction, on December 30, 1924, the Gran Metro inaugurated the Lesseps – Catalunya section with the first four operational stations.

Two years later, on June 10, 1926, the Transversal did the same, with a section of nine stations between Bordeta and Catalunya.

Black and white photograph of old train cars parked outside and partially inside large arched roofs, with trees and some buildings visible in the background.
A series 300 train on the ferry car of the Lesseps depot, 1920s. Brangulí. TMB Foundation Archive

Beyond the underground network, the metro deploys an entire infrastructure to guarantee the smooth operation of the service. An iconic and singular element still present in the memory of Vila de Gràcia are the now-defunct Lesseps garages and workshops, which operated until 1988.

This is a unique engineering feat that allowed trains to be raised and lowered from the tunnels to the surface with an elevator, overcoming a height difference of almost 20m. Then, with a shuttle car, the trains were moved from the elevator to the depots and workshop.

1936 1950

The war halts the project

The civil war and the post-war autarky were a great shock to the country and the Barcelona metro was no exception. During the war, bombings and military logistics meant that tunnels and stations became air raid shelters for people and warehouses for military equipment. The post-war period was equally harsh: power cuts, lack of resources and political repression and purges of employees left the metro service with a significant lack of materials and manpower. As a result of this stagnation, between 1936 and 1950 the Barcelona metro only saw the birth of the Ferran station, which has now disappeared.

Black and white photograph of a sandbag barricade in front of a Paris metro entrance with a METRO sign. Urban buildings and a clock tower are visible in the background under a clear sky.
Barricade in front of the metro access to Marina station, July 19, 1936. Brangulí. ANC.
Open book with text in Spanish; the left page contains a brief notice about the report, the right page is a cover of the Memoria del FC Metropolitano de Barcelona, ​​covering the activities from July to December 1936.
Front page of the document Report of the Transversal where the Control Committee is presented, 1936. TMB Foundation Archives.

After the chaos caused by the attempted military coup on July 18, 1936 and the brief interruption of the service, the workers, organized in a Workers’ Committee formed by CNT members, decided to resume it on their own.

A uniformed person stands inside the control cabin of an old subway train, seen from the front of a poorly lit subway station.
Worker acting as a driver on a Barcelona metro train during the Civil War, 1937. Pérez de Rozas. AFB
Black and white photograph of people traveling on a classic train; a man reads a newspaper, a woman stands up to validate a ticket, and others sit on benches, all dressed in early 20th century clothing.
Woman working as a train conductor on the Barcelona metro during the Civil War, 1937. Pérez de Rozas. AFB

During the course of the war, many men were mobilized to the front and women began to take on jobs previously reserved for men, such as motorcyclists or train conductors. This would be a mirage, because labor discrimination against women would be reestablished with the arrival of Franco’s troops in Barcelona.

A group of well-dressed men, some in suits and hats, walk along the platform of an underground train station accompanied by military officers and spectators. A train is visible on the right.
Dictator Francisco Franco and the authorities visiting the Barcelona metro, 1955. Valls, TMB Foundation Archive.

With the Franco victory, a large part of the staff was forced into exile or retaliated for political reasons, leaving the service in a critical situation. Initially, the metro was under military control and, shortly after, the State requisitioned the Transversal which was integrated into RENFE, the national railway company. After a period of litigation, however, the service ended up returning to the original company.

Black and white photograph of an old train car labeled DÉZEN RAILR, parked in front of a large building, with four uniformed people sitting on the sidewalk in front of the train.
S series trailer, without exterior cladding, 1940s. Author unknown. TMB Foundation Archives.

These were tough and restrictive times. Buying new trains was expensive, and anything that wasn’t strictly necessary was an unnecessary expense. A good example of this was the S-series trailers purchased at that time, manufactured without any external coating on the chassis or frame. Their appearance perfectly reflected a period marked by lack of resources and austerity.

Black and white photograph of an old subway station with vaulted ceilings and tiled walls. People in early 20th century clothing stand on the platform, while others sit on benches. A sign reads S. LÍNEA.
Passengers on the platform of the Diagonal station (currently L3) of the Gran Metro going up the escalators, 1941. Brangulí. TMB Foundation Archives.

Despite all the difficulties of the post-war period, the metro continues to provide service and increase the number of passengers year after year.

Between 1945 and 1948, the Gran Metro increased its annual passenger numbers from 28 to 37 million, while the Transversal almost tripled its traffic, going from 24 to 59 million.

1951 1967

Growth and municipalization

The metro network gained new momentum in the 1950s, in parallel with the economy that, after almost hitting rock bottom, began to recover thanks to international trade and the influx of foreign capital: this was the period popularly known as “desarrollismo”. During these two decades, Barcelona experienced unprecedented growth, which made it necessary to expand and municipalize the metro to guarantee mobility throughout the city. This was a period characterized by a strong boost for the Transversal, which grew towards Besòs and reached the Sant Andreu neighborhood.

Black and white photograph of a shantytown with small makeshift buildings, dirt roads, and scattered trees. Smoke rises from some structures and people walk among the homes; a city skyline is visible in the background.
Construction of the Marina - Clot section. 1950. TMB Foundation Archive

In the 1950s, Barcelona became a city of great contrasts. Monumental buildings coexisted with slums that spread out on the outskirts, hosting tens of thousands of immigrants who arrived in search of better living conditions. Faced with this disorderly growth, the metro expanded to reach new areas and cover the lack of transport.

The metro often precedes the urbanization of neighborhoods, paving the way for the growth of the city. Wherever it stops, thousands of homes, businesses and schools are born and, with them, also streets and squares where life flourishes.

This is the case of Vilapicina and Torre Llobeta, a rural landscape of scattered farmhouses and fields that becomes an urban center with its own character, driven by the arrival of the metro and the heartbeat of an expanding city.

It was during this time that the Barcelona metro took the final step towards becoming a publicly owned service.

The process, which takes almost a decade, is very complex and requires numerous administrative procedures and the construction of new infrastructure.
Black and white photograph of a busy train platform with many people boarding a train. A clock shows the time and a sign says Dirección Hospitalet. The scene seems to be from a decade ago.
The Transversal platform (currently L1) in Plaça Catalunya with a sign indicating the connection to the Gran Metro (currently L3), 1957. Author unknown. TMB Foundation Archive

In line with this process, in 1956 a milestone of great value for the citizens was achieved: a corridor was inaugurated connecting the Gran Metro and Transversal stations to Plaça Catalunya. With this step, the construction of a unified metropolitan network began.

A black and white photo shows workers and a truck inside a deep trench lined with bricks, with buildings and people watching from above as a tunnel is built or discovered in an urban environment.
Construction of the tunnel for line 5 on Garcilaso Street, in 1956. Author unknown. TMB Foundation Archives.

By the end of the 1950s, the Transversal had already expanded from Marina to the Sant Andreu neighbourhood and, on July 21, 1959, it inaugurated the first section of its second line – today Line 5 – which connects La Sagrera with the Horta neighbourhood.

An open electrical control panel with numerous meters, wires, and switches inside a metal casing, located indoors. Nearby, jars and containers can be seen on a shelf.
Automation cabinet in the train cabin, 1962. Author unknown. TMB Foundation Archives.

The uniqueness of this new line lies in the fact that it is the first in the world to incorporate trains with automated driving, which operate using photoelectric cells, a true technological revolution for the time.

A group of men in suits and coats look at a large blackboard with graphics and text in Spanish in a hallway. One man points at the board while the others watch intently.
Information panel at Diagonal station informing about the extension plan of the current L5 from Sagrera to Sants, 1968. Author unknown. TMB Foundation Archives.

On June 28, 1961, a key milestone for the Barcelona metro became a reality: the merger of the two private companies into a single public company, the Ferrocarril Metropolità de Barcelona.
With the municipalisation of the service, a new stage of expansion began. Just two years later, the green light was given to the extension of the old lines—the current L1, L3 and L5—and the birth of a new one: the current L4.

1968 1982

The great expansion

During the last years of Franco’s rule and the beginning of the democratic transition, Barcelona entered a period of great social, political and urban changes. In this context, between 1968 and 1982, the metro became a key tool for structuring not only the city, but the entire metropolitan area. The existing lines – the current L1, L3, and L5 – were extended, improving territorial coverage and connections with new neighborhoods and neighboring municipalities such as l’Hospitalet and Cornellà, and a new line, L4, was born. With the creation of Transports Municipals de Barcelona (TMB) and the transfer of powers to the Generalitat, a new stage of integrated management and coordinated planning of public transport began.

Three women, dressed in mid-20th-century clothing, use turnstiles in a marble-walled building. One woman in front holds a bag and a ticket, while two others wait behind her near a staircase.
Pilot test of automatic ticket validation machines at Liceu station, 1969. Author unknown. TMB Foundation Archive
Black and white photograph of a mid-20th century security control panel with dials, meters, switches, and two monitors showing images from indoor surveillance cameras.
Video surveillance system with security cameras in Liceu, 1969. Author unknown. TMB Foundation Archive

We are facing an important stage for the Barcelona metro. These are years characterized by technical advances and unprecedented expansion: The system is modernized with the incorporation of automatic ticket validation machines and video surveillance with cameras is introduced for the first time, a novelty to improve security.

A group of men and a woman in formal wear pose for a photo on a city sidewalk, gathered behind a curved railing, with other people and buildings visible in the background. The image appears to be from decades past.
Inauguration of the Plaça de Sants station of the current L5, 1970. Author unknown. TMB Foundation Archives.

In the 1970s, the Barcelona metro underwent a new expansion to reach neighborhoods and peripheral areas, especially in the direction of Llobregat.

New sections and stations are opening, such as Collblanc-Diagonal of the current L5, or the large extension of the L3 to the recently built University Zone, essential for thousands of people to reach the different faculties of the diagonal every day.
Black and white photograph of people looking at exhibits in an exhibition hall, including a miniature train and display cases with various items. Some adults and children examine the exhibits closely.
The exhibition at Universitat station, on the occasion of the 50th anniversary of the metro, 1974. Author unknown. TMB Foundation Archives.

In the midst of this moment of expansion and modernization, a significant date arrived in 1974: the 50th anniversary of the Barcelona metro. Half a century after the first journey, the city paid tribute to a service that had grown at the same pace as it. The central event was the exhibition installed in the lobby of Universitat station.

A black and white photo shows a wide tiled underground corridor with vaulted ceilings and people walking or sitting on benches. There is a CORREOS sign above a shop on the right.
The defunct Correus station in operation, now a window into the past, part of the L4, 1958. TMB Foundation Archive

During this process of improvement, in 1972, the branch of the old Gran Metro was taken out of service to be integrated into a new line: the L4. It was at this time that the Correos station disappeared from service, but not from the route. Traveling by metro from Jaume I to Barceloneta it is possible to see one of the platforms of the station, which becomes a fleeting window into the past and where electoral posters of Franco’s organic “democracy” can still be seen on the walls.

A group of men in suits, some wearing glasses, walk down the stairs of an underground subway station while others descend an escalator next to them. The scene seems formal and historical.
The mayor of Barcelona Narcís Serra and the president of the Generalitat Jordi Pujol, 1982. TMB Foundation Archive

The end of this stage coincides with the arrival of democracy and the beginning of a new model of public transport management. Barcelona Municipal Transport (TMB) is born and, with the status of the autonomies, the Generalitat assumes for the first time the powers over the metro. Planning becomes local, coordinated and thought from the territory.

1983 1999

The subway of a world capital

Driven by Barcelona’s candidacy to host the 1992 Olympic Games, the 1980s marked the beginning of a far-reaching transformation of a city that aspired to be Mediterranean, open and modern. With the official designation in 1986, a true urban metamorphosis that would mark a before and after began —not only in the physical space, but also in the collective memory—. Consequently, the metro also transformed: it gained importance as a key infrastructure for metropolitan mobility, it extended to new municipalities and became a fundamental piece in articulating a city that aspired to be a world capital.

A large construction site with deep excavations and concrete structures next to an old building with arched windows; high-rise apartments are visible in the background.
Works on the Santa Eulàlia station, in Hospitalet de Llobregat, c. 1983. Author unknown. TMB Foundation Archives.

During these years, the metro made its way beyond the limits of Barcelona and connected several municipalities in the metropolitan area for the first time and expanded the network in others where it already was, such as l’Hospitalet.

Cornellà, Santa Coloma, Badalona and Sant Adrià join the network, thus reinforcing the metropolitan character of the Barcelona conurbation.

At the same time, with the expansion of the existing lines –L1, L3, L4 and L5–, the metro is now able to provide service to residents of neighborhoods that were previously poorly connected to public transport, such as Montbau and Vall d’Hebron.
A green and cream vintage train car decorated with red and yellow striped banners and a wreath of flowers is displayed outdoors, surrounded by a crowd of people at a daytime event.
Farewell of the 300 series train at the old Lesseps depots, 1988. Author unknown. TMB Foundation Archives.

On March 12, 1988, the last train of the 300 series and the Lesseps depot, both in operation since 1924, were withdrawn from service. With a final journey on the lifting platform and the shuttle car, the oldest facilities of the Barcelona metro were said goodbye, in an act full of nostalgia that symbolized the transition to a more modern network.

Aerial view of the entrance to an urban park with a subway station, old train cars, several parked vehicles and people walking nearby. Trees and buildings in the background.
Exhibition of a 4000 series next to a 300 series, 1989. TMB Foundation Archives.

Shortly after the withdrawal of the last 300 series train, the new 4000 series trains were presented in 1989. Among the presentation events, an open-air exhibition of a carriage located in front of the Palau Reial, on Diagonal, stands out.

A group of people walk near a metro entrance marked "Ciutadella Vila Olímpica" on a city street. Some wear T-shirts and sports caps, while cars and trees form the background on a cloudy day.
The Ciutadella - Vila Olímpica station with Olympic Games volunteers. Author: Canet. TMB Foundation Archive

As the culmination of this transformative process, the Olympic Games arrived in Barcelona in 1992. The city experienced an unprecedented metamorphosis, especially along the entire coastline.

The metro is part of this process and becomes key in connecting the most important points of the event. The change of name of the Ciutadella station to Ciutadella – Vila Olímpica is representative of this moment.

A group of people in formal attire gather indoors for a ribbon-cutting ceremony. Two men in suits hold scissors and cut a ribbon, while others watch intently and smile.
Minister Josep Borrell, President Jordi Pujol and Mayor Pasqual Maragall inaugurate line 2 on September 25, 1995. Author unknown. TMB Foundation Archives.

The expansion did not stop with the closing of the Olympics and in 1995 the long-awaited Line 2 was finally inaugurated, the first designed as a fully accessible line.

2000 2012

The metro of the new millennium

The Barcelona metro begins the 21st century by adapting to the new millennium with a resolute commitment to territorial expansion and technological progress. The implementation of fare integration represents a great advance for citizens, by facilitating the combined use of various means of transport with the same ticket and by promoting transfers within the metropolitan area. At the same time, new lines such as L11 and the first sections of L9/10 are opened in the north and south of the city, automatic driving without a driver is consolidated and accessibility is improved throughout the network. Thus, the metro strengthens its role as the backbone of metropolitan public transport.

Brochure cover of Barcelona's integrated fare system, showing transport icons, an example of a metro card and a flyer labelled OPERATOR INTEGRATION PROGRAM with contact details at the bottom.
Front of an information leaflet on tariff integration, 2001. TMB Foundation Archives.

The new millennium begins with a historic milestone long awaited by citizens: the introduction of the single ticket. The new fare system came into force on 1 January 2001 and made travel more accessible, understandable and economical. For the first time, transfers between different operators can be made without having to buy multiple tickets. Since then, the number of passengers has grown by 40% in just twenty years.

On the 1st of October 2002, five stations between La Pau and Pep Ventura were transferred from line 4 to line 2. The change was based on mobility studies showing that most passengers between the centre of Barcelona and Badalona transferred at La Pau. To offer a more direct and efficient connection between both cities, this section was reconfigured.

Three people, slightly blurred by motion, walk near escalators in a modern, well-lit subway station. The background features mural artwork with human faces, and clear signage and visible metal railings.
Maresme-Fòrum station on the L4. TMB Archive.

In August 2003, the El Maresme-Fòrum station was inaugurated, located between Selva de Mar and Besòs Mar, on line 4. The aim is to strengthen the connection with the new Diagonal Mar area and prepare the transport service for the 2004 Universal Forum of Cultures.

People board and exit a Barcelona metro train on the platform of a station. The train doors are open and several passengers are getting on and off. The platform is partially covered by a glass roof.
Passengers wait for the train on the Torre Baró/Vallbona platform, on line 11. TMB Archive

On the 15th of December 2003, line 11, a light metro designed to adapt to the complex orography of northern Barcelona, ​​came into operation. The new route connects neighbourhoods with rugged topography, such as Trinitat Nova, Torre Baró, Vallbona and Ciutat Meridiana, and extends to Can Cuiàs, already in the municipality of Montcada i Reixac. At Trinitat Nova, the line connects with line 4, thus facilitating access to a part of the city that until then had more limited public transport.

A small boy in a brown jacket stands on the subway platform, looking through the glass barriers at the empty train tracks in a modern, well-lit station.
The platform doors of Can Cuiàs, 2008. TMB Archive

Five years after its opening, Can Cuiàs station is the first to incorporate automatic platform doors into the Barcelona metro. These glass doors close off access to the track and only open when the train stops at the station. The new technology changes the appearance of the platforms and represents an unprecedented advance in passenger safety.

At dusk, a man and a boy exit a modern public elevator onto a city sidewalk. Streetlights reflect on the wet pavement, and in the background, a church with a tall bell tower.
The Església Major station (L9),

The fever of inaugurations of the new millennium continues with force: between December 2009 and April 2010 the first sections of the L9/10 enter service. It is the first step of the great metropolitan mobility project of the 21st century: the construction of two “Siamese” lines that share a central section in Barcelona and branch off towards the northern and southern ends to connect with the neighboring municipalities.

The first sections to come into operation correspond to the northernmost branch. First, the L9 inaugurates Can Zam – Can Peixauet, serving Santa Coloma de Gramenet. Shortly after, the L10 begins to circulate between Gorg (Badalona) and Bon Pastor, the station where both lines will converge.

2013 2025

Centenary and projection towards the future

In this last decade, the Barcelona metro is writing its last chapter to this day, with the aim of writing many more. It is a stage marked by the extension towards the metropolitan area, with the arrival of the port and the airport, and by the resolute commitment to accessibility and technology. In this context, in 2013 the green light was given to the T-Mobility, which was progressively implemented until its activation in 2024, the same year that marks the beginning of the commemoration of the metro’s centenary. A centenary gives us a 2025 full of events, exhibitions, book presentations and trips on historic trains, in a celebration that commemorates the path taken and, at the same time, reaffirms the commitment to a living and essential system for the future of Barcelona and its people.

A person holds a green transportation card over a card reader at a turnstile at a subway or train station, preparing to enter through the door.
The contactless validation system with T-Mobilitat. TMB Archive

This stage is characterized by a strong commitment to technology as a tool to make public transport more efficient, accessible and sustainable. Between 2013 and 2024, the transition from traditional cardboard tickets to T-Mobilitat takes place, a single card with contactless technology that simplifies the ticketing system and reduces its environmental impact.

A person holds up a smartphone to scan a colorful QR code displayed on a screen or panel in a public space. The phone screen shows an app with scanning instructions in Spanish.
Mobile device reading information for the blind using the Navilens solution. Author unknown. TMB Archive.

At the same time, user information systems are being improved, with a special focus on people who need it most. Solutions are being implemented that increase the autonomy of people with visual impairments and reserved spaces and adapted access for people with reduced mobility are being reinforced.

Three older adults sit on a subway train; a woman smiles and waves to the camera as the train doors open on a station platform.
Users on a train on line 10 South at La Foneria station, TMB Archive.

In terms of the network’s growth, lines 9 and 10 are the main protagonists of the most recent section of this centennial route. Their automatic trains and monumental stations represent the present and future of more agile, accessible and safe transport. With the North and South sections already in operation and the central section still under construction, lines 9 and 10 not only represent a new mobility model, but also one of the network’s greatest technical challenges.

A modern interior with high walls with red and orange patterns, black cables, metal surfaces and a curved hallway. On the lower floor you can see glass doors and an elevator.
Elevator shaft of Fondo station on the L9. TMB Archive

If the great challenge of the Gran Metro and the Transversal in the 1920s was to open a path through the heart of the city with shovels and buckets, today’s challenge is to grow the network by drilling the subsoil to a depth of almost fifty meters and turn it into a comfortable and accessible space for travelers.

Two children play in a spacious, modern building with a bright pink floor and futuristic circular ceiling lights, creating a playful and dynamic atmosphere. Elevator doors line the back wall.
Zona Universitària L9 station, work of the architect Carme Pinós, 2016. Pep Herrero.
A low-angle view of the interior of a modern, symmetrical building with curved, illuminated architectural elements and multiple floors, creating a futuristic, tunnel-like effect.
Access shaft to the Llefià hall, 42m deep. TMB Archive.

The works of recent years leave behind infrastructures of great monumentality and architectural singularity, with diaphanous spaces full of expressiveness and strength. With the passage of time, it is possible that the pages we are writing in the present will one day arouse the same admiration that the Gran Metro and the Transversal arouse in us today.