The Secretary of Mobility and Infrastructures of the Generalitat, Manel Nadal, admitted today that Barcelona needs "at least five or six bus stations and interchanges" to cope with the strong demand the sector has experienced in recent years, and more especially since January, when the Rodalies crisis broke out. He said this at an event organized by the sector's employers' association, Fecav, which this Tuesday presented – together with the Terminus Transport Studies Centre – the book L'autobús i l'autocar a Catalunya, the first publication to cover the entire history of the sector, written by expert Joan Carles Salmerón. At the event, the Secretary of Mobility addressed the assembled entrepreneurs, to whom he also set homework.

The Zurich Barcelona Marathon 2026 The race will take place on Sunday, March 15th, starting at 8:30 a.m. on Passeig de Gràcia, and will pass through several iconic locations in the city center. Now in its 47th edition, the event is expected to attract more than 30,000 runners and will cause significant disruptions to traffic and public transport, especially on Sunday morning.

The surge in investments, construction projects, and also disruptions to railway infrastructure and service interruptions across the country has dramatically increased the number of alternative road transport plans that Renfe has in place. Finding available buses at a reasonable price is no easy task when multiple problems coincide, and this has led the Spanish train operator to embark on a new project: Renfe now wants to create its own bus company to avoid relying on private providers. This was explained by spokespeople for the operator on Tuesday in a statement detailing that the tender for the new subsidiary has already been approved. Its objective is to handle all alternative road transport plans (known as PATs in railway jargon) designed for each train. In this way, Renfe will no longer have to depend on the availability of external companies and assures that it will be able to provide a "more agile" response to passengers, "with more personalized attention and a better integrated service."

She gets off the bus to catch another, and a short train ride remains before she reaches her destination. From the UAB to Vilafranca, "it takes two and a half hours if everything goes well," Paula Pàmies replies resignedly as she heads home. A month earlier, the journey on the R4 and R8 lines, with a transfer in Martorell, took "an hour," and she admits to being "fed up with waiting and rushing for nothing."

Every night before going to bed, Cristina—and many other Berga residents who work in Barcelona—begins to calculate how she'll get to work the next morning. "I have three options; all of them terrible. The first is to take the early morning bus, the 5:30 a.m. one, which runs along the old road. But it makes more than 10 stops, enters the towns, and the journey is extremely long: a long two and a half hours if everything goes well to get to work. It feels like an eternity," she explains. "Then there's another option, at 6:30 a.m., but I always rule this one out because it's only available during school hours, for students. It goes through Bellaterra and means more hours of travel, so I wouldn't make it on time," she continues. "So I usually take the 6:45 a.m. bus from Andorra, which is semi-direct, but it drops me off at 9:15 a.m., if all goes well and it's not full or delayed, at Bonanova, which means I'm late for work," explains this local resident, who works in the sector, who works in the sector, who works in the sector, who works in the sector, who works in the sector, "working from the bus with my laptop" despite being somewhat late. "If I have meetings, I don't take any chances and I go down by car, although I would prefer to go by public transport," she explains.

Buses in Catalonia have never been more in demand than they are now. Last year, the Catalan intercity network exceeded 80 million trips, reaching an all-time high, and the trend is set to continue through 2025, according to forecasts from the Department of Territory. For this reason, the Catalan government has been implementing an emergency plan for the past year to improve service and create new lines in areas that have been poorly served until now, as well as strengthen lines overwhelmed by the increase in passengers in recent years. As part of the plan, four new intercity bus lines will begin operating this September, and the frequency of around fifteen existing lines will be increased.

The journey of buses 24 and V19 in Barcelona It's an example, an example of the problems and friction that mass tourism can cause in the city of Barcelona. These are two buses that operate on key routes, because on some stretches they have few or no alternatives, especially this summer, with a central section of L4 closed for construction. But at the same time, they are also the buses that many tourists use to go to Park Güell and the anti-aircraft battery viewpoint on Rovira Hill, a pilgrimage site. Instagrammer misnamed "the Carmel bunkers." And it's in spaces like these two buses where coexistence between citizens and visitors becomes more complicated. The most direct witnesses of this situation—and also some of the victims—are the drivers of the vehicles that make these trips. They often become informants, tour guides, mediators, and security guards. They are forced to do jobs that aren't theirs to try to ensure a minimum level of coexistence on the city's public transport. And when this happens, it means something is wrong.

In 2028, the panorama of passenger transport by road – that is, by bus – could change a lot, the current concessions of intercity road transport These are under the control of the Generalitat (Catalan Government), and a new tender will have to be held to award the new titles. This is unprecedented in the last 40 years, since the government transferred these powers from the state in 1985 and inherited a model that—despite introducing some changes—has become more than obsolete. The licenses already expired in 2003, but the government then decided to kick the can down the road and extend them for another 25 years.

New controversy surrounding the R3 works between Renfe and the Generalitat. Three weeks after presenting a A historic sixteen-month cut-off due to construction work on the R3 highway and an "unprecedented" alternative plan to mitigate its effectsNow Renfe has reversed itself and decided, unilaterally, to change its plans.: Renfe Viajeros has halted the tender for the announced alternative plan and has made another, substantially larger cut.

If you travel around the Barcelona metropolitan area often, you've probably ridden on one of its buses. Monbus is the company that operates services such as Aerobús, which connects Barcelona with El Prat airport; lines that connect the Catalan capital with Vilafranca, Manresa, Igualada, Valls or Reus; and urban buses in smaller municipalities, such as Esparreguera and Abrera, in Baix Llobregat Nord.