Evolution of different mobility indicators that summarise the modes of transport used by the university community to access the work or study centre, and the impact associated with the energy consumption of these journeys (CO2 emissions).

Indicator201320182020Evolution 2013-18
Non-motorised transport (%)26,131,530,8Better
Public transport (%)58,454,853,6No significant changes
Private motorised transport (%)15,513,715,6Better
Total CO2 emissions (tonnes)24.48128.2836.611Worse
CO2 emissions per person (kg)371,2433,0104,7Worse


This indicator is based on the data obtained in the UB’s mobility survey, which was carried out in 2013 and 2018 and is repeated periodically.

In 2020, an estimate has been made based on the presence established in the different phases of the UB Plan for de-escalation of the containment decreed due to the health alert caused by COVID-19. The data prior to the start of the pandemic, and between September and December, were obtained from the 2018 UB Mobility Survey.

The vast majority of the university community accesses the buildings by public transport (mainly by metro and bus), 30% by non-motorised transport (mainly on foot and by bicycle), and around 15% by private motorised vehicle (motorbike, private or shared car).

By Campus, the buildings located in the centre of Barcelona (Humanities Campus, Medicine-Clinic, etc.) have a higher proportion of people travelling on foot or by bicycle (over 35%) and very little use of cars and motorbikes (less than 10%), due to the lack or scarcity of parking spaces. On the other hand, the campuses with the best public transport connections, such as Torribera, have a high percentage of access by private motorised vehicle (over 30%).

The mobility profile has remained very stable over the last few years at the UB. If we compare the results of the two mobility surveys that have been carried out so far, an overall improvement can be seen in the increase in non-motorised transport (+5.4), with a decrease in public transport (-3.6%) and private motorised transport (-1.8%). On the other hand, CO2 emissions have increased both globally (+3,800 tonnes) and relatively (+62 kg per person). These differences can be explained in part by changes in the methodology used to carry out the surveys.

In general terms, the UB’s mobility profile is more sustainable than that of the surrounding area because it uses less private motorised transport. Among the factors that explain this are the predominance of young people under the age of 25 among the university community, who have comparatively less access to private motorised vehicles, the difficulty of finding parking, and the diversity of public transport on offer to access most campuses.

With regard to CO2 emissions, they are almost twice as high as those generated by the energy consumption in UB buildings, showing that daily mobility entails very significant energy consumption and associated impacts.