The AP-7 motorway is, at this moment, a problem of state dimension and priority. We can measure the impression of congestion and lack of functionality through an objective measure such as the number of accidents. Beyond the driver's perception, this is a verifiable reality. In the last five years, accidents have multiplied by more than 2.6 as a whole and by more than 3.3 in the province of Tarragona. This is a maximum record on a Spanish scale. We continue in an old trend that results in the fact that, in Catalonia, the roads that depend on the ministry do not alleviate their accident rate but rather increase it, in dissonance with the rest of the ministerial roads. It could be argued that Catalans do not drive well and that anyone who drives and crosses Catalonia is Catalan, but if we discard this argument we must go to other explanations.Only the density of trucks explains the incidence of accidents. From now on, we will have time to present the figures. The AP-7 does not reach the maximums of the average daily traffic intensity (ADT) of other Spanish roads, for example many in Madrid, where the ministry possesses it abundantly, but this isolated piece of data does not explain the reality; it is necessary to add the trucks (more absent there).If the ministry calls the Mediterranean Corridor a half of the Peninsula that is at least two-thirds of its population against an Atlantic Corridor that is the rest, and both contain Madrid, then we must note that this half of the Peninsula ends in a single bottleneck, which is the AP-7 from Tarragona upwards, and that here the entire Mediterranean facade is added to the historical axis towards the peninsular center (Lleida-Zaragoza-Madrid and the south). In the official maps of the Mediterranean Corridor, the network is very diverse and plenty of railway is planned for the peninsular interior, a sum and complement to the motorways themselves, but everything ends up in Tarragona. And from here we add the Catalan system, which is much more than the Barcelona region, because around the other three provincial capitals there is volume, continuity, and a joint system, passing through the Vallès, which is, in industrial matters, what Catalonia is to Spain.Any credible future policy must speak about reducing accidents. Any other announcement is not acceptable. This must be the objective, designed for a period of a few years and evaluable step by step. Working hypothesis exercises and possible corrective measures that do not contain this premise are not valid. This price of blood must be lowered. And, from now on, it will be necessary to remember this with every new accident data point. Province by province, Barcelona, with respect to Madrid, more than doubles the number of accidents per kilometer of ministerial road.

To begin with, I'm talking about a "national rail pact," not simply a national rail pact. The reason for this will become clear later. I'm referring, of course, to the offer made by the Minister of the Presidency, Albert Dalmau, to address the rail debacle at the parliamentary session on January 28th of this year. The situation is serious and affects far more than just the government; it's a profound social and political crisis. This pact should include civil society, not just the political parties.

The AP-7 motorway is the backbone of the country. The other roads are limbs of a structured body. The AP-7 was designed with sufficient quality (compare it to the A-2 in Lleida) and has been a toll road for 50 years, extended by the addition of a third lane (and, consequently, by extension on the C-32). The only ministerial magnanimity was the addition of a fourth lane on the Vallès section and the removal of the Bellaterra toll, by which time more cars were already using the side lanes than the main carriageway. Today, the AP-7 serves as a major connector between the entire Iberian Peninsula, Europe, and Morocco. Heavy goods vehicles account for more than a quarter of the total traffic. Every day, the AP-7 carries up to 13,000 trucks through La Jonquera, and more than 25,000 travel along the central section in Vallès.

A few days ago Maria Sisternas He told us: "[...] we must create the conditions for homes to be built with innovative tenure systems. Urban planning and housing, as in the times of Fourier, Cerdà, Ebenezer Howard, Geddes and Soria y Mata, are needed again" (NOW, 06/28/2025). Here is an answer, based on some considerations.

Joan Anton Solans, once the General Plan for Barcelona (1976) was drawn up, which is still in force today, carried out an intense urban management action in the City Council, which incorporated so much public land that the subsequent democratic city council received a fabulous inheritance. And two years before the plan, in 1974, the Metropolitan Corporation of Barcelona had been created, the predecessor of the current Area (AMB). He then repeated the move as General Director of Urban Planning of the Generalitat, with the creation of Incasòl, which operates throughout Catalonia. There has never been a similar action on the Trinitarian front of planning, management and institutionality. And that was half a century ago.