Almost four years after its full validity, many Barcelona residents continue to be suspicious of the low emissions zone (ZBE), according to a RACC survey. Only slightly more than half of those interviewed – 51% – agree with its implementation, while 35% are against. If you ask how it is being applied, 39% think it is bad, since they rate it below 5 out of 10. The grade it gets is 4.6, probably because a large number of those who are dissatisfied have given it a zero, which lowers the final result. In any case, a failure although, yes, close to passing. 45% give it between 5 and 7 and those who score it best – between 8 and 10 – represent only 16%. All of these data show a great disparity in perceptions and opinions and a notable questioning of this controversial regulation that limits the circulation of the most polluting vehicles with the aim of improving air quality.
The survey, carried out in collaboration with the insurer Zurich, analyzes the impact of the ZBE and its acceptance by users. It has been based on 1,006 online surveys distributed in two equal parts among residents in Barcelona and its metropolitan area. Those who live in the city rate the measure somewhat better (4.9 out of 10) than those in the surrounding municipalities (4.3). And as for whether it should have been implemented or not, supporters represent a higher percentage in the capital (57%) than in the surrounding towns (45%).
“The management of the low emissions zone needs to improve and has the potential to do so,” highlighted Cristian Bardají, director of the RACC mobility area, this Wednesday at the presentation of the report. These improvements, in his opinion, must be made in several directions. The measure, he has detailed, “has to be easier to understand and more harmonious in the territory (which is applied in the same way in nearby municipalities); This is very important for their social acceptance and the achievement of their objectives.” Furthermore, he added, “we must build the alternative, with more and better public transport, but also bike lanes and electric charging points.” And, finally, "if we want to accelerate the change, renew the fleet, the necessary incentives must be put in place to change vehicles for less polluting ones."
The mobility club also recommends, among other actions, facilitating the registration of authorized vehicles with a mobile application, raising awareness of aid for the removal of polluting vehicles, such as the T-Verda, deploying compensatory measures for those affected by the restrictions (bonuses on public transport, on public bikes...) or promote incentives for companies so that their workers commit to sustainable mobility.
The survey details that a large majority of Barcelonans do not understand the ZBE (when and where it applies, who it affects...). Nine out of ten consider it difficult or very difficult to understand. Only for 9% is it simple. The large number of exceptions that the regulation has and the changes that have been made, the last by court order, contribute to this complexity perceived by users.
One of the relevant aspects of the survey is that 75% of those surveyed claim to have not changed their mobility habits as a result of the entry into force of the ZBE. Therefore, 25% have modified them. This percentage is somewhat lower in the city of Barcelona (23%) and higher in the metropolitan area (26%). However, the modal split remains practically the same as four years ago. Active means (on foot, by bicycle or personal mobility vehicle) continue to represent 18% of the total, with slight variations between these three modes. Public transport has gone from 41.7% to 43.3%, with very slight increases in buses and the metro and a stagnation in the train and tram. The private vehicle has lost a little weight, falling to 38.7% from 40.3%, more so for cars than motorcycles.
10.5% of car users before the implementation of the ZBE have abandoned this vehicle. 82% of this group has switched to public transport, 12% to motorcycles and 6% to active modes. In parallel, 2.5% of those surveyed who previously did not drive by car now do. 64% come from public transport, 24% from active modes and 12% from motorcycles.
The ZBE has removed a notable number of cars without a label – the most polluting – which is equivalent to 600,000 trips per year, according to data from Barcelona City Council. Banning these vehicles has meant that 16% of those surveyed have changed theirs for a cleaner one. Only 4% have purchased one with a 0 label (pure electric, plug-in hybrids with a range of 40 kilometers or those with a fuel cell). 7% have bought one with label B (yellow) although these could be the next to be banned. 48% have opted for cars with an Eco label (the rest hybrids and gas ones). 41% have chosen vehicles with the C (green) badge, which includes gasoline and diesel vehicles with the most modern certifications. As a general assessment, there is a division of opinion as to whether the measure has contributed to the renewal of the park. 42% believe yes, the same percentage that says no. 16% do not speak out.
The measure has not had a notable impact on traffic volumes which, according to municipal figures, have recovered after the pandemic stopped to reach the stable levels of previous years. For half of those surveyed it has not alleviated congestion either. 33% believe that they have done so.
Improving air quality, which is the objective of the ZBE, is also an issue with diverse perceptions and opinions. 68% of those interviewed consider that current conditions are, to a greater or lesser extent, harmful to health. But only 37% believe that this measure contributes to reducing pollution. One more point – 38% – affirms the opposite, that the ZBE does not help to improve air quality. 25% are not clear.
He also asks about another traffic restrictive measure, the urban toll, which has been applied in several European cities for years. 68% of the responses are against its implementation in the Barcelona area. Only 21% are favorable (25% of those in the city of Barcelona and 18% of those in the metropolitan area).
