At this site the shape of the junction become a complex topic. Even though its design is set by engineering criteria some exercise imagine that this particular shape can be kept and become the main focus of the new ordination.
Interstitial spaces can become public spaces if we add walkways and tunnels connecting both sides of Diagonal Avenue and taking advantage of topographic discontinuities by adding new volumes and programs. Not to erase but to add.
Comment on the project by Albert Casas, Eduard Fernández, Jordi Guilló, Marc Subirana, and Biel Susanna
LA RONDA DE COLLSEROLA
hierarchy of the two connections isn’t analog when crossing the junction. If we accept the pacification of Diagonal Avenue to that point we can read the junction as Y-shaped and give priority to the continuity between B-23 and Ronda de Dalt.
With this strategy new opportunity spaces arise where the exercise proposes a great stadium and landmark buildings along with an intermodal hub.
Comment on the project by Clàudia Amias and Joan Batlle
HOW TO DECOMPOSE CAUFEC
Pla Caufec’s uncertainties become a project strategy. The space that was occupied once by high voltage lines now aims to become a connection to Collblanc St. That trace has a great connecting potential at the two Diagonal Avenue sides and also matches with the territory’s topography.
With the existing Plan still under development but the already built streets the building density is concentrated close to the city with the aim of releasing urban density at the base of the mountain. Different strategies for the Diagonal’s junction arise always taking the goal to link back Sant Joan de Déu’s Hospital with the Avenue.
Comment on the project by David Bravo, Inés Masó, Elena Trius and Aleix Turon
This exercise imagines continuity in a less literal way. It doesn’t seek a continuous longitudinal ordination but an intense intervention at specific spots. High-speed connections are open at a wide territory at the same time that organizes it with new facilities. Detects the importance of a missing junction between B-23 and the old road that linked Barcelona with Madrid and articulates a wider order between the two Avenue sides by reinforcing its traces imagining new uses and volumes.
Comment on the project by Marta Jo and Glòria Serra
TO SANT JOAN DESPÍ
This proposal articulates a new Avenue to St. Joan Despí at the main highway space. The different relations between the Highway and its built surroundings are analyzed and with a systematic strategy a new organization is proposed that provides continuity to its sides, providing sidewalks, tramways and green spaces.
The open section of the Avenue allows to propose platforms where parks and facilities can be located, following the example of Ronda de Dalt. Some punctual interventions intensify the urban fabric and the tissues that form the new façade.
Comment on the project by Minerva Ramírez and Carlos Tugores
ON EITHER SIDE
Diagonal Avenue becomes a highway after its last traffic light, beside the RACC’s building. How could we extend its urban continuity?
The north side could continue through Sant Joan de Déu’s Hospital after crossing Cervantes Park reverting its current eccentric position. At the southern side, another arm can connect with the sports area with a straight trace that could be parallel to Ronda de Dalt improving the connection with Collblanc streets.
Comment on the project by Víctor Morer, Sandra Pou, Joana Rahola, Joaquim Sellas and Jorge Suárez.
A JUNCTION AS AN INTERCHANGE
The two-level junction of Diagonal Avenue with Ronda de Dalt is multiplied with the aim of proposing a great hub at that same spot. The already planned coach terminal is placed here and also an elongation of the L3 Metro Line.
The expressivity of infrastructural traces become the main element at this case. Superposition is manifested both underground and externally with new volumes located beside big surfaces serving Barcelona’s mobility: halls, parking and squares.
Comment on the project by Luis Bellera, Ferran Iglesias and Chantal Marfà
EL PRIMER TRAM DE FAÇANES
El projecte condensa totes les accions al tram entre el nus viari i l’Avinguda dels Països Catalans d’Esplugues. La Diagonal estira la seva urbanitat fins allí gràcies a la solució elevada de les connexions entre Ronda de Dalt i la B-23 i aconsegueix així l’acumulació de nous programes metropolitans i de barri a peu de carrer. La secció de l’avinguda pren gruix amb els nous volums i usos que l’acompanyen.
A escala del projecte urbà s’assagen múltiples variacions volumètriques a la façana de la Diagonal, que busquen establir un nou ordre articulant alhora els antics darreres. L’espai es densifica situant un nou intercanviador (amb autobusos urbans i interurbans, metro, taxi i bicicletes) que identifica la posició estratègica de l’enllaç.
A CHAMALEON EFFECT
Sants station is like a great box losed to its surroundings. But in fact, there are streets, small squares, blocks and houses around. It could be imagined that the station could be remodelled by extending the traces of the surroundings streets inside the station.
The strategy is to understand it as a orner between two perpendicular axis, Guitard Street as the cardus and Av. Roma as the decumanus. That overlapping with its surroundings will generate a set of urban spaces, boulevards and squares, thus enriching the transition between the inside and outside of the station.
Comment on the project by Clara Terradelles
STRETCHING THE WINGS
The intervention defines a new form for Sants station by occupying the front and rear areas. It is an attempt to break with the current dichotomy between the main and full of life front façade and the more unused rear one.
The middle space is converted into a central urban corridor while Rrespecting the current access to the platforms. Two wings extend from the centre to the east and wWest direction and host new programs and facilities.
The station takes a clear longitudinal guideline: in one hand it connects with Numància-Tarragona street axis and, in the other, it re-organizes a new façade and a new space facing Sants neighbourhood.
Comment on the project by Nerea Castell
A LIFTED OPEN HALL
The bus lines map shows clearly the blocking effect produced by the station as almost any line continues from one side to the other. The project deals with this situation and suggests the overlapping of the different levels of traffic, a common strategy for intermodal nodes.
By rising the entrance hall at the first floor level, it allows to free up the central space of the building. The ground floor becomes a continuous space only interrupted by the vertical accesses linking the basement with the first floor.
Bus, tram, bicycles and pedestrians can cross through this in-between space embedded under the station hall and on top of the underground platforms.
Comment on the project by Carla Compte
RESHAPING THE GROUND LEVEL
The connection between the station’s front and the rear is solved by integrating its roof to the city. Now it is currently occupied by activities that could easily be relocated. The project suggests the allocation of a bus station that could gather local and long-term bus interchange.
Vehicles would go up the station through a sloping ground plane, thus reinforcing the current intermodal condition of the station.
The sloped plane generates a new topography that gives space for new programs at the lower level and, at the same time, opens a new viewpoint to the city.
Comment on the project by Manel Domínguez
A PARK ON THE ROOF
Although there is almost no clear relationship between the station and Espanya Industrial Park, its position and scale could have a more important role at this particular area of Barcelona. We can take advantage of the lost square meters of the station’s roof and convert it as a great collective space that could complements the existing park.
This proposal considers the potential of the station’s roof as a green carpet and takes the opportunity to open large skylights for the main hall underneath.
This new masterplan more complex and rich that the existing improves both the quality of the surrounding area and the station’s internal configuration.
Comment on the project by d’Adriana Campmany
BUILDING, RAMP AND DIAGONAL
Due to its proximity to Sants neighborhood, the space left by the former Citroën plant could potentially become a community space and also an access point to the new elevated promenade over the railroad tracks and Av. Brasil/ Riera Blanca.
Hypothesis- The new covering of the railway track could be the opportunity to include a a new bus line connecting Barcelona with Hospitalet.
Barcelona’s bus network system (orange), Hospitalet’s bus network system (yellow) and the new proposed line, following the railroad geometry (red).
New volumes could be envisaged in order to establish new connections between the three existing different levels, thus introducing diagonal relationships through the big open space next to Brasil Avenue.
Comment on the project by Isaac Vergara
BRASIL / SUGRANYES: AN UNDERPASS
Riera Blanca Street was a former stream and now it goes under the railway track and creates an enclosed urban space in the free space left by the former Citroën plant.
A new connection between Av. Brasil and Sugranyes street is proposed in order to create new urban continuities under the railway. By extending Sugranyes St., a new Y-shape structure is created at Av. Brasil axis.
A new building follows this guideline and could solves the connection between the different slopes, allowing a dual condition of Av. Brasil.
Comment on the project by Marc Alemany
FROM ST. EULÀLIA’S GARAGE
The building of Santa Eulàlia’s garage could potentially be transformed into a new centre for the neighbourhood due to its strategical position between the different existing levels. New linkages could be displayed to allow buses to go down from the railroad’s covering level through a new ramp.
The transformation of the building could include new public facilities in order to complement the transformation of the Citroën plant.
In red, new bus stops over the railway tracks. In yellow, new planned facilities.
Comment on the project by José Xiao Caamaño
A systematic vision of the different sequences of the relation between the railroad covering and its surroundings lead us to think about a better exploitation of the area. By a set of strategic interventions, more accessibility and urban intensity could be achieved, thus reinforcing the relations between the two sides of the railway tracks.
New crossed views complement a longitudinal approach, by adding new uses in the in-between spaces, creating a dialogue that strengthens transversal connections.
Comment on the project by Júlia Muñárriz
This corner ould be strengthened if we look it from the Marina St. axisperspective. This street changes its section at Diagonal Avenue, just before arriving to Sagrada Família. The existing Monumental bullring at its lower section and Sant Pau Hospital at the end of this axis complement the a monumental singularity of this tour.
The project studies the routes, activities, chamfers and sidewalks between the monuments, suggesting a huge potential in its interaction. It tries to organize the wrong alignments at the intersection with Diagonal Avenue and reinforces that site, by implementing complementary facilities (exhibition areas, parking space, restaurants…)
Comment on the project by William Cruz
IN THE SHADOW OF SAGRADA FAMÍLIA
From Jaussely’s Plan (1903) until General Metropolitan Plan (1976), Barcelona has been planning different ways to give more visibility to Sagrada Família from the main streets of that area: Diagonal Avenue and Marina St.
For the last three decades, the construction of the final Sagrada Família has been affecting the existing houses right to the south of the building. But the level of consolidation of the existing building difficult makes difficult its demolition.
This proposal presents a softer intervention, by setting up a new composition of empty spaces that arrives until Diagonal Avenue, without giving up the idea of a frontala route and cross views that interested Gaudií already at its origin.
Comment on the project by Maria Comas
Although this corner could become representative as the ones at Passeig de Sant Joan or Passeig . de Gràcia, it is now just an empty spot.
The lack of continuity of the façades in this area generates an urban interruption and the lack of commercial activities. That could be one of the reasons why nowadays there are no bus lines crossing the full lenght of the avenue.
suggests a fearless and clear intensification of the existint gardens by occupying it with a large mall that follows the sequence that has been used throughout the Diagonal Avenue (El Corte Inglés, la Illa, Diagonal Mar).
Comment on the project by Marc Rúcula
TYDING UP COACHES
The proximity to the Sagrada Família is overwhelming at this j corner. Thousands of tourists who visit the temple every day move around this area following their guides. Their coaches remain parked there, thus generating annoying barriers.
La Hispanitat and Pablo Neruda squares can contribute to improve this situation. A new bus station is located at the lower level of the biggest garden, bringing down itself to the level of the basement of some existing buildings around (see, for example, the garage at Aragó-Lepant corner).
This action would allow to intensify the activity and use of this space, multiplying its levels and improving its dialogue with the street.
Comment on the project by Rafa Mateo
BIRD’S EYE POSTCARDS
The increasing admiration of Antoni Gaudí has highlighted the Park Güell as an undeniable touristic attraction. Visitors get there using touristic buses and wanderingy steep streets. Could webalance the high pressure on this space by leading touriststo thewider area of the Tres Turons Park?
A cable car could allow visitors going up from Park Güell to the top of Turó del Carmel (+265), a viewpoint which still remains surrounded by nature. The next stop could be El Coll (+190) in order to let tourist step in this neighbourhood. From that point, the cable car could climb up to reach the impressive landscape of the historic bunkers at the top of Turó de la Rovira (+260). That would be a great highlight before arriving to Guinardó Park (+120), a place well connected to the public transport by means of a new urban platform.
Comment on the project by Elisabet Usón
A MAJOR NEW ACCESS
Keeping in mind the idea of how the city conquered Montjuïc with the development that followed the 1929 International Expo and Plaça Espanya, this project aims to define a strong new entrance for El Turó de la Rovira, hills that have remained hidden so far.
The entrance starts at Font Castellana square, at Guinardó. It is a more complex version and urban context than the solution used at Montjuïc in 1929.
The project suggests one empty urban space made of a platform with could house facilities underneath and a great balcony lookings to the city. A diagonal axis links this space and the Metro station with El Parc de les Aigües, and Can Mascaró Quarry. From there, the project enables a new access to the top of the hill and the bunkers viewpoint.
Comment on the project by Ferran Montoya
For several years, the Municipality of Barcelona has been developing projects oriented to convert the Tres Turons in a great public park. In this idea of park is essential to pay attention to the paths and connections.
This project seeks pedestrian alternative routes to the Carmel road. One of the proposed pathways starts at Park Güell’s parking, following a parallel path to the Carmel road andgoing over El Coll. The pathway continues along the plain Mülhberg Street and, after crossing the bridge, it get to the bunkers.
Comment on the project by Miquel Ruiz and Melody Devillier
A NEW BRIDGE
The location of the Coll hermitage is a strategic place to link El Carmel and El Turó de la Rovira.
The project studies how to set a new bridge. The connection between the two routes needs to fix the two levels where the bridge takes place.
The impact of the new infrastructure in local and global scale becomes a relevant point of interest.
Comment on the project by Cerni Pérez
Despite (or due to) the difficulty of the access, the hills are an urban park which allows visitors to get immerse in a wild environment, far from streets and houses. It is a reality very close to us, although we tend to imagine far away.
The project uses the rope as a metaphor for a manifesto on sensing that urban nature. Visitors could smell it, touch it and feel it while climbing up following the rope that lead them to the viewpoint at the top of the hil.
Comment on the project by Carlos Agelet
Carmel and Coll neighbourhoods are thigh urban spaces where houses arises on the slope and, therefore, where many party walls and retaining walls connected with stairs and narrow passages appear. Following Josep Llinàs’ advice, wecould imagine small interventions to pay attention to the scale of the surroundings.
This project takes advantage of empty plots, clumsy constructions and similar situations in order to propose itineraries that climb the mountain and connect the lower streets with the upper ones by using new escalators that makes life easier for the neighbours, and, indirectly, approaches the park to the city.
Comment on the project by Daniel Burston and Marta Benedicto.
Carmel is a neighbourhood made of narrow streets and buildings that are often too high for them. That’s why sometimes is delightful to discover a gap left between party walls, displaying a view to the city below.
Inspired in by the neighbourhood appearance, this project proposes the construction of urban balconies by setting specific instructions and placing light floating platforms on those empty plots.
Those new public spaces could be combined with new social housing and small facilities, attending to the surrounding scale. The operation configures a set of small squares that act as open windows to different parts of Barcelona.
This project proposes a public cable car that links the Metro network to Els Tres Turons Park. It starts at Vallcarca L3 metro station, crosses Park Güell, stops at El Carmel neighborhood, reaches the bunkers at the top of Turó de la Rovira, flies over El Guinardó and, finally, links with Sant Pau metro station (L5 and future L9). The line follows the hill’s ridge and offers great views to the city.
Each stop would enable the allocation of new cultural and leisure facilities, and the transformation of the park into a more enjoyable experience for citizens.
Comment on the project by Sara Peinado
FIRST SECTION WITH FACADES
The project condensates all the actions at the sector between Països Catalans Avenue and the road junction. Diagonal’s urbanity is elongated through there due to the elevation of Ronda de Dalt’s connections with B-23. New volumes and uses accumulate metropolitan and local programs connected with the street level.
Different volumetric variations are tested trying to establish a new order and at the same time articulate the existing backyards. The urban space is intensified by the introduction of a new modal station of urban and inter-urban bus, metro, taxi and bicycle.
Comment on the project by Toni Cladera
A DOUBLE STREET STRUCTURE
Both sides of the Gran Via are extended to the other side of the Besòs River. Two new complementary streets reinforce this connection.
Those new roads multiply the mobility opportunities of this particular space, enhancing a better accessibility to a sector that had only been used so far by vehicular traffic.
The existing activities (sports and leisure) and new metropolitan facilities consolidate an urban link reinforced by a double road network.
Comment on the project by Samuel Llovet
A STRAIGHT STREET WITH TRAMWAY
The project starts with the design of a straight street right through the middle of the infrastructure junction and without affecting the two main flows. This solution could help to reduce the impact of the large loops that allows the connection between the traffic of the Ronda Highway and Gran Via.
As a response to the idea of urban continuity, the Gran Via façade is extended into the cloverleaf, thus transforming it into a park with a wide range of facilities.
The tramway becomes the main element of the new street, connecting the two sides of the river, allowing an easy access to the new facilities and improving the accessibility of the Besòs river park.
While the left side of the river has been consolidated through successive operations, there hasn’t been a similar attention for the right side yet.
This exercise considers the urban structure of La Catalana and uses it as a part of a large urban idea. It proposes to create a new volumetric development by the River Besòs linear park and to extend it to the railway tracks leading to Badalona.
In the perpendicular direction the Gran Via is enhanced with the intersection with the new riverfront. A future system of platforms and photovoltaic pergolas is imagined as an extension of the singular elements of the Forum-Besòs masterplan.
Comment on the project by Ada Sánchez
CONTINUITY IN TWO STAGES
The railway and Catalana Avenue draw two key guidelines that become the basic framework of the proposal. They are understood as two spines that intensify urban uses and movements around this area.
The tram follows a boomerang-shaped path that puts together both segments of the Gran Via.
A double urban continuity is granted by the multiplicity of intersections and the geometric superpositions of the project.
Comment on the project by Marina Povedano
TENSIONING THE TRAMWAY TROUGH THE PARK
The tram line is stretched as a string, its slope and height become the key decisions of the proposal.
The new tramway would start passing under the Gran Via and, then,it would continue by a tunnel until arriving to the intersection with the Ronda Highway. At that point the tram would cross the river at the right left in order to meet the left border under the viaduct.
The project generates a new park for the city on the free space left by the road junction. It also provides a new river-front façade all along the river Besòs.
NEW ALIGNED STATIONS
Two new tramway stops along the Gran Vía Avenue become theorigin for the transformation of the area.
The first one is located between the railway and the new axis Via Trajana-Sant Ramon de Penyafort St. It provides new facilities to ensure the continuity between the Gran Via Avenue and the vertical street pattern.
The second one is located by the river, improving the accessibilityof the isolated blocks of La Catalana as well as introducing leisure facilities into that privileged position.
The urban activity as a result of the new stops aims to revitalize a third existing stop located right after the second one under the highway where now lies the market.
Comment on the project by Carla Patsi
A NEW PLACE FOR THE INTERMODAL STATION
New plans for future metropolitan public transport system foresee La Torrassa station as an interchange between the L1 and L9 Metro lines, and two other railway lines, those leading to Vilanova and Vilafranca.
A new metropolitan intermodal station is proposed in order to decongest Sants Station and to improve the general accessibility and performance of the system.
If the new station building was placed partially underground and strategically located by the street axis of Gornal-Rosalia de Castro Streets, it could inspire a new park project as well as a platform that could connect the upper and lower neighborhoods.
Comment on the project by Adrià Orriols
FROM LA TORRASSA TO LES PLANES PARK
The project arises from the hypothesis that a new lineal park could establish a connection between the railroad junction and Les Planes Park up to Collserola.
A large park hides the railway tracks and provides a new façade for the surrounding urban fabric of Santa Eulàlia. The green link between Lla Torrassa Park and Les Planes Park is provided by Catalunya Avenue.
A green corridor replaces the existing noise and train traffic.
Comment on the project by Guillem Ros
A PLATFORM FOR THE PARK
This solution proposes the extension of the platform to La Torrassa Park. The new buildings both create a diverse combination of volumes, stairs and ramps and also a new central space in the hinge between the different neighbourhoods. The longitudinal direction of the urban space is thus reinforced.
Comment on the project by Ernest Planes
The exercise leaves the tracks uncovered, taking advantage of the gap between the two borders, strengthening cross-connections with bridges connecting the streets of Collblanc and la Torrassa with Carretera de la bordeta, the spine of Santa Eulalia.
Two new traces cross the Park Torrassa. One is proposed as a bridge-building that hosts new spaces and ensures compatibility between footpaths, bicycles, cars, buses and trains.
AN EMBEDDED COMPASS
The junction of Rambla de Marina with the railway track and Gran Via becomes a place of high intensity. The project reveals this situation and draws, from this specific point, two great avenues that become real links between different metropolitan districts. Those two new curve-shaped guidelines shows how new metropolitan elements can still be imagined on this area.
Gran Via is lifted and converted into aa viaduct, thus becoming an artefact which is both infrastructure and architecture. This important street is divided into two separate levels: a more fast and metropolitan way at the top and new local services and facilities underneath.
Comment on the project by Àlvaro Clua.
A NEW NEIGHOURBOOD ON THE OTHER SIDE
The extension of Zona Franca, located at the southern side of Gran Via, can also become a way to imagine the future for this area. The project suggests the transformation of a site next to the river side into a neighbourhood well Connected to Bellvitge housing State.
The new district is structured along the sea-mountain oriented streets, i.e., those streets that follows the historic irrigation system of the Llobregat Delta. The towers are placed in-between the hospitals, at the intersection of Gran Via and the new links between Hospitalet and Mercabarna.
From a more general and metropolitan point of view, this option generates large urban spaces north of the Gran Via and a system of new links between Bellvitge and El Prat.
Comment on the project by Josep Alcover, Alba M. Garrido and Albert Figueras.
GRAN VIA AS AN OVERPASS
Gran Via’s continuous façade is extended from the Eixample to Cerdà Square. From that point, the housing blocks, large boxes, old warehouses and high-rise towers are arranged in creating a diverse succession of empty and built spaces.
The Project transforms Gran Via into a viaduct and a entral urban artery . A sequence of new buildings are displayed along the transversal streets that connect the different hospitals and the other facilities on this area.
The correct dimension and dialogue between the façades, the shadows and the corners becomes the key element of the proposal and a good way of taking care of the human scale at that place.
The intensity of the project allows to free space towards the Llobregat River.
Comment on the project by Pau villalonga and Guillem J. Pons.
THREE STREETS AND THREE FINGERS
Gran Via branches out in three parallel streets from Bellvitge to Ronda Litoral to generate urban density by linking platforms, buildings and public spaces around it.
New and old buildings create a strip of discontinuous façade in order to extend the urbanity beyond the Ronda Litoral Highway.
The new masterplan concentrates all the building area in an narrow area along Gran Via, thus, allowing the infiltration of the pen spaces system of the Llobregat riverside to the city. Those green fingers could balance the density of the built areas.
Comment on the project by José M. Cocchiararo