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2007ko udal hauteskundeetarako Kalapieren proposamenak (gazteleraz)

More bikes for a city with less cars and motorbikes

More bikes for a city with less cars and motorbikes

These proposals are directed to manage to advance towards a Donostia authentically
sustainable and more habitable, across the implantation of a model
of urban mobility based in:
- a progress of the accessibility that the generation of needs reduces
of displacement;
- the decrease of the displacements in motorized vehicles;
- and in the promotion of the pedestrian, cycle displacements and in
collective transports.
For it, it is necessary that at the time of raising the uses and performances in
urban spaces and public routes, the priorities scale is applied really
established in the Civic Agreement on Mobility of Donostia - San Sebastian:
first them / grasp pedestrians, and next, cyclists, public transport, vehicles
of distribution of goods, autocycles, motorcycles and tourisms.

1. IN FAVOR OF / GRASP PEDESTRIANS, THAT IS TO SAY, OF ALL / GRASP


It is clear that during the last years the conditions in which they are
them / expert pedestrians at the time of moving in the city have improved
obviously. Nevertheless, there stay still many aspects to improve for
that we could speak about Donostia as a "city of / grasp pedestrians".
For it, we propose the starting of the following performances:
- Writing of a plan of management of the municipal project "Donostia Camina":
projects and proposals for the pedestrian in Donostia", in that they stay more
clearly definite the performances to develop, his correspondents
temporary period of execution, his budgetary forecast, the mechanisms
of pursuit of the plan, the required human resources, etc.
- Culmination of a network of pedestrian itineraries that he communicates of way
sure, comfortable and agreeable all the quarters of the city. Quarters like
Añorga, South Intxaurrondo in his connection with Egia, etc. suffer still of
a worthy pedestrian quality.
- Progress of the current state of the sidewalks and of the width of the same ones, beginning
for all those that do not overcome 3 meters wide.
To promote the program of elimination of all the architectural barriers
in the public route and in the public transports in a maximum period of four
years.
Fitting out of continuous sidewalks in all the streets of the city (excepting
the big arteries).
- Effective and immediate restoration of the discipline on the part of the Guard
Policeman, against the repeated invasions of the sidewalks, pedestrian steps
and cyclists, and cycle routes, on the part of all kinds of motorized vehicles.
In the same line, we demand the respect of the schedules in force in the streets
of coexistence, as regards the parkings and the load and discharge.
- Execution during the next electoral order of the announced Special Plan
of Vertical Transport, which foresees the construction of 18 performances
(elevators, ramps and escalators), that save the differences
existing in different areas of the city.
- To incorporate into the Regulation of Public Route the prohibition of using paving
smooth in the pedestrian spaces, given his extremely slippery character
when it is wetted, that provokes infinity of falls of pedestrians and cyclists.
We propose, also, the paving of this existing type to be
replaced with more rough and anti-skid other.
- The Regulation of Public Route should establish the obligatory nature to enable
worthy alternative pedestrian steps, when, for motive of the achievement
of any work, this one affects to the sidewalks.
- Dedication of two municipal technical staff / expert in exclusivity to attend to all
the questions related to the pedestrian and cycle mobility, and to control
all the performances foreseen in the above mentioned matter.

2. PROMOTION OF THE USO OF THE BICYCLE


It turns out to be clear that in the last years it has increased in a notable way
number of urban cyclists / grasp in Donostia, being at present several thousands
the persons who use this vehicle to come to the work, to do buys,
to stay with / grasp friends / experts, to go for a walk, etc.
The periodic counts that the town hall carries out, indicate that the use of
the bicycle has been trebled during the period 1998-2006.
His use has spread to all the social layers, ages, and to persons of
all the origins, there being achieved a big social transversalidad of the urban cycling
in Donostia.
It is possible to be believed that the displacements in bicycle go so far as to suppose even
3 % of the whole of realized trips. These numbers would place Donostia - San Sebastian
as the capital of the Spanish State that registers the biggest percentage of
trips in bicycle.
The causes of this notable increase of the cycle displacements it fits
to find them in the action of different agents, essential all of them:
- First of all, the existence of an excellent and assiduous claim
city dweller led by KALAPIE, who has been able to surround herself with multiple supports
proceeding from diverse civil, professional and academic sectors,
at the time of making visible the existence of a favorable social base to
the change demands in the urban transport model.
- The attitude of certain municipal technical staff of the areas of mobility and town planning,
that have had a special sensibility towards the needs and
demands of pedestrians, cyclists and users / experts of the public transport.
- Finally, the essential political will has existed on the part of the government
policeman that, although with certain delay, finally from the year
2000 began assuming this civil demand, putting means to try
to make the latent cycle demand outcrop.
Nevertheless, these numbers are really very modest if we bear in mind
so much the average of the set of the European Union (5 % of the modal share-out) that
it was considering like "target of reception" for the Plan of promotion of the bicycle
in the mobility urbana1, of Donostia - San Sebastian; as the percentages
of cities like Groningen (Holland, 37 %), It will Iron (Italy, 31 %), Munster
(Germany, 27 %), Copenhagen (Denmark, 23 %), Strasbourg (France,
15 %), or mountainous Zurick (Switzerland, 12 %).
From our point of view, the latent cycle demand is very high in
our city, since there demonstrates the effect multiplier of the number of cyclists
that takes place whenever they come into operation new bidegorris stretches.
The existing cycle potentiality in the city is, then, far from reaching
a development level minimally homologable to that of many cities
Europeans. Therefore, the contribution of the bicycle to the mobility in Donostia
it might be substantially major if the effort of the Town hall in this one
matter will increase and it was more according to the speech that it supports in favor
of the urban cycling and the sustainable mobility.
In our opinion the quadrennial period 2007-2011, it must be the period in which the situation
of the bicycle in Donostia the European cities begin being approved
more advanced posts on the subject of cycle mobility, managing for 2011
that 6 % of the whole of the displacements realizes in bicycle. For it it is
essential to improve significantly the comfort, the practical aspects and the safety
of the cycle displacements and to reach the basic cycle network,
offer of cycle parkings, the continuous and segmented promotion of the use
of the bicycle, and the implantation of measurements that restrict the use of the car and
of the motorbikes in the city.


2.1 INFRASTRUCTURES FOR THE BICYCLES


Let's see some illustrative information of the work that still remains hanging of realizing
in this respect:
- At present, the bidegorris network has a 25,5 km length, staying
for executing 56 % of 58,1 km of the planned bidegorris, in
special, foreseen for the oriental area of the city (big part of
Gros, Intxaurrondo, Altza, Larratxo, Bidebieta, Trintxerpe, Farrier, Loiola), and
the connections with the neighboring municipalities.
- Between 2001 and 2006 the annual average rhythm of creation of bidegorris has been of
2 km / year., for what if there is supported this rhythm, the cycle road network of Donostia
due it would not be completed until the year 2023.
- Although the average annual expense overcomes the proposed one in the Plan of the Bicycle,
it has not been sufficient to execute the road network raised for the period
2001-2003, not even in 2006.
On the other hand, being true that the investing effort of the municipal cycle politics
it is diversifying, this one keeps on centring basically on the necessary one
institution building for the urban cycling. Of the above mentioned way, they stay
the due attention is not paid to other essential ambiences in one
integral politics in favor of the urban cycling, since there are the information, promotion,
education, management and evaluación2.
In this respect, KALAPIE considers that if, really it is desirable to increase
number of cyclists and to improve the conditions of use of this vehicle in ours
city, it is necessary:


1. To finish the basic network of cycle routes during the next 4 years
We think that it turns out to be reasonable to raise that the foreseen network of cycle routes
in the current Plan of the bicycle be finished for 2011, taking up office
for it that the annual investment for cycle infrastructure up to happiness
date amounts, at least, to 1,8 million euros.
And if really we wanted to look alike to a city as Ámsterdam (that
he has a few cycle infrastructures significantly major to the existing ones
in Donostia), as the mayor has expressed publicly in different
occasions, the town hall should invest a year more than 7 times what it does
now, this is 26,9 euros for donostiarra, what would suppose an annual whole of
4.846.000 euros3.
It is necessary that the execution of the network prioritizes the due itineraries that pass
for the oriental quarters, as well as the connections with the municipalities
neighboring (Astigarraga, Errenteria, Lasarte and Pasaia), considering the current situation
of insecurity that they experience them / grasp cyclists who move in sayings
itineraries.


2. Direct tracings for / grasp cyclists
For years, the design of the tracings of the bidegorris constructed for
town hall has avoided, frequently, to eliminate space to the vehicles
motorized. Consequence of it has been that the resultant tracings supposed
for the bicycles to have to realize a few trips longer that
the rest of vehicles.
In KALAPIE we think that, in coherence with the priorities established in
the Civic Agreement of Mobility, there has come the moment to leave the above mentioned criterion
of "without bothering" to the car traffic, to happen to design the cycle network
with more direct and comfortable tracings, which favor the displacements in
bicycle.
For example, to go of the bridge of Santa Catalina towards the Ategorieta clock not
it has been decided in favor of the most straight way but a cycle itinerary has been designed
that it penalizes clearly to the bicycles, forcing them to give a big draft
for the whole Gros quarter. The same happens in Ondarreta, which in direction
towards Ibaeta, instead of continuing for the Walk of Zumalakarregi, he penetrates
for the area of towns of the above mentioned quarter. A last example, the stretch would constitute it
between the Naútico and the bridge of the Zurriola, which passes for plenary meeting Boulevard,
that registers a very high pedestrian thickness, instead of doing it for a road specific.

3. To improve the bidegorris network
Since they have put of evidence the examinations of the Observatory of the Bicycle,
and the quiet civil complaints directed to the same one, the network of cycle routes
it presents a series of problems that reduce the safety and serviceability of
cycle displacements.
end of achieving that the urban displacements in bicycle go so far as to represent 37 % of the whole (World
Carfree News nº31, April, 2006).
In effect, there is significant the high number of points of the network of bidegorris
where the vertical signaling is deficient, problems exist in the intersections
with the roadway or pedestrian itineraries, and the curbs are very common
insufficiently reduced.
It is necessary, then, that the municipal services attend properly to these
aspects that they affect significantly to the quality and safety of / grasp current
cyclists, and the potentiality of the use of the bicycle.


4. To prioritize the connections with the educational centers
In the general planning of the network of cycle routes it must become special
care in finishing off the last connections to the educational centers, by means of
branches originated from the principal itinerary, since often they stay much
close to the cycle route but with barriers and important obstacles.


5. Beyond the bidegorris, to calm the traffic
The bidegorris network is imprecindible so that the number of cyclists increases
and the comfort and safety of the displacements in bicycle. Nevertheless,
model of city for which we bet would be that in the one that would not be precise
the routes existence specifics for cyclists, why would the city have reduced
the number and the speed of the vehicles to engine, and he would have adapted himself to
his most vulnerable citizens, pedestrians and cyclists; children and major persons;
you present yourself with limited mobility, etc.
The coexistence of the bicycles with other vehicles at a speed of 30
Km/h is completely acceptable for the cyclists, and he allows to the drivers of
motorized vehicles to take many major conscience of the environment for which
they circulate.
That way, also, as soon as a minimal bicycles volume was reached
that circulate along these routes of moderate speed, this cycle presence achieves
to make to reduce the speed of the motorized traffic, what in turn it generates some
better safety conditions for the cyclists.

6. To increase the parkings for bicycles
The increasing use of the bicycle in our city has brought with it an increase
of the demand of cycle parkings. In parallel, it has increased progressively
the endowment of squares of parkings for bicycles, being reached
the high number of 4.000 squares of parking distributed in 380
points of the city.
Nevertheless, we claim the need to extend the above mentioned parkings endowment,
since the levels of average occupation are very high (50 %),
going so far as even to overcome what is considered to be the saturation threshold
(75 %), in the fourth part of the points of cycle parking.
In this sense, the criterion of place of the above mentioned parkings for bikes would be
to suppress some parkings for cars, instead of removing space to
the pedestrians.
This enlargement must be taken care especially and generous in the nearby areas
to the beaches during the summer months, considering the cyclists' enormous inflow,
that provokes the inevitable occupation of other public spaces as the rail
of the walk of the Zurriola. In this sense, the possibilities must be studied
of establishing temporary surfaces that facilitate the massive parking in
summer epoch.


7. To implant cycle parkings for resident and long stays
The models of aparcabicis implanted in Donostia offer one relatively
high safety against thefts in the parkings of short and medium duration.
Nevertheless, for long stays (especially, night), the safety and protection
against the vandalism of these models it is deficient, in addition to not offering
no climatic protection.
The option to keep the bicycle during long stays in the street has two
principal disadvantages: the absence of climatic protection and the risk of theft or
vandalism. The bicycles parked in the night are usually, consequently,
of worse quality, worse supported, and they need a major effort in the pedaleo,
what reinforces the dissuasion of the cycling. On the other hand, it is necessary to bear in mind
that the park of existing housings in many areas of the city offers few ones
possibilities of keeping a bicycle in the buildings or in the plots
private roads.

Therefore, being every time major the parkings demand for long stays
and residents, it is necessary that a Municipal parkings Plan is prepared
cyclists that it contributes solutions to offer parking squares
that protect the bicycles of the theft, the vandalism and the meteorological inclemencies
in the closeness of the housings and of the points of modal exchange. The solutions
skills for it can be of different type: parking models
enclosures in surface, automatic systems of storage of bicycles in
facilities under soil, or the fitting out of squares of parking of bicycles
in underground parking lots.
In an immediate way it would be necessary to meet the aparca-bikes demand protected
in areas with housings of limited dimensions and nonexistence of elevators
like the Old Part, and at the stations of travelers' transport with a high one
number of users: Station of the North, Eusko Tren, in Easo and the future station
intermodal.
Also, it would be necessary already to prepare a project of fitting out of squares of parkings
of bicycles in underground parking lots in the urban center of Donostia,
on the base of the study realized in 2003 for KALAPIE for order of
town hall.
On the other hand, we support the approval of a town-planning ordinance, or that
it was included in future PGOU, for the one that would force herself the promoters and builders
to the one square meter reservation for housing for the chairs watch
of wheels, children's prams and bicycles.


8. Reduce of curbs
Although there is in march a municipal program of accessibility, which he aspires to eliminate
different barriers for the mobility existing in the city, the results
of the works of rebaje of curbs they are not satisfactory at all. We keep on having
some reduce in most of the pedestrian steps and of the bidegorris that not
they are at the level of the roadway with the consequent inevitable shake in the moment
of happening.
These shortcomings in reduce they affect different types of users of the spaces
publics, like diminished physicists, parents and mothers with children's chairs,
major persons with cars of the buy, and the proper cyclists.
To our judgment it is not acceptable, than after the different denunciations that to
this regard Kalapie has presented for more than 10 years, now when
Town hall has an important budget to attend to this type of
barriers to the not motorized mobility, keep on realizing the assumptions reduce
in a clearly deficient way.


2.2 INTEGRAL PROMOTION OF THE USO OF THE BICYCLE


The reached increase of the number of cyclists has taken place, to a great extent,
thanks to the diversion of pedestrians or users of the public transport towards
bicycle, without managing to diminish in parallel the number of motorists and motorcyclists.
Moreover, the use of the car and of the motorbike keeps on increasing without break
in our city.
Therefore, if we want to bet for a sustainable mobility in Donostia, it is
I require that the promotion of the use of the bicycle should be framed in a frame of
performance wider, faced to reduce the use of the motorcar and the motorcycle.
In this sense, we cannot be content to manage to increase the number
of cyclists, but it is necessary that the above mentioned increase is more significant, and
come from a diversion of motorists and motorcyclists towards the bicycle.
In good logic the Town hall should carry out a deep change in
his politics of creation of new parkings in rotation, interchangers
of transport foreseen, divided highways, new roads, etc. performances all of them
that they keep on helping to facilitate and promoting without rest the use of these
vehicles motrizados private.
For it it is necessary that cuatripliquen the current budget sheet accounts
in order to start periodic actions of promotion of the bicycle, to encourage
the interform of the bicycle and the public transports, and to offer
sure parkings for neighbors / experts and at transport stations.
On the other hand, the infrastructures for bicycles are a necessary condition
but not sufficient so that the weight of the cyclists increases in the modal share-out.
Nevertheless, the municipal attention towards the performances not infraestructurales
of promotion of the use of the bicycle it presents still enough lacks that
it is necessary to settle, in the ambiences of the promotion, road education, aspects
normative, and the processes of management and evaluation of his performance.


1. Promotion programs
The backing of the bicycle like way of transport demands to impel new
programs of promotion and promotion of the bicycle, directed to sectors and
different objective publics. It is important that the above mentioned programs are directed
to certain segments that claim a preferable and specific attention.
In effect, there will be very different the campaigns of road education and promotion
that should direct for themselves the new users of the bicycle that they are acquiring
safety little by little in his daily displacements and that have becoming accustomed
to pedal in segregated routes or of pedestrian coexistence, that the necessary ones
campaigns faced to receive new users of the bicycle between
motorists and motorcyclists.
KALAPIE proposes the town hall to impel specific promotion campaigns
and use of the bicycle directed to the following segments:
Motorists and motorcyclists
Strategy directed to achieve the diversion of motorists and motorcyclists towards
the bicycle, from programs based in making them experiment personally
the advantages of the use of the bicycle, and to discover this way of
rapid, comfortable, economic and healthy transport.
Students and students
Municipal actions of promotion of the use of the bicycle and of his suitable one
use, and of coordination between the programs that have being realized
directed to the school community and that related contents have, with
the mobility and the use of the bicycle: Agenda School 21, Road Education,
School way, Public hearing, etc.
Habitual cyclists
Campaign to raise public awareness campaigns with regard to the safety and with regard to
other users of the routes and public spaces, reporting on the form
correct of moving in bicycle for the city and the complements that it needs
the above mentioned vehicle (you show, stamp, reflecting, clothing, accessories of
the bicycle adapted to the urban cycling, etc.)
New users of the bicycle
Programs of road and mechanical formation, and accompanied exits, directed
to persons who can ride bicycle but who still lack safety
sufficient.
Merchants and economic agents
Design of specific strategies of promotion of the bicycle directed to
these sectors, in order to make them see that the cycle mobility proves to them straight
beneficial.
Major persons, you present yourself with difficulties, parents and mothers
Promotion of the tricycles and electrical bicycles, as well as of other devices
to transport children or charges.
Public in general
There would talk each other of renforzar the image of the bicycle as way of displacement
rapid, economic and effective, one allowing to discover Donostia
more human and agreeable scale. This promotion line should count
with the support of different leaders of opinion (politicians, citizens, managerial,
journalists, actors and artists of prestige, etc.)


2. Review of the Plan of the Bicycle
By request of KALAPIE, the town hall is proceeding at present to check
the first Plan of the Bicycle, which validity (2001-2003) does too much
time that expired. This work should chase, to our judgment, update
municipal commitment on the subject of cycle mobility, and to adapt it to the situation
current, given the excellent changes that have taken place and the appearance
of new challenges for the promotion of the use of the bicycle: the need to promote
the interform between bicycle and public transport, the shortcomings in
the señalética for cyclists, the proposals to offer a bicycles system
public, the increase of the thefts and of the vandalism against the bicycles,
problems of coexistence between pedestrians and cyclists, etc.
We request that the Plan stops being prepared during this year, and surrenders to
official approval, so that his prescriptions and economic programming
receive the corresponding formal support along the next order
policeman.


3. Promotion of the Observatory of the Bicycle
The Observatory of the Bicycle arises in 2004, fruit of an agreement signed between
the Town hall of Donostia - San Sebastian and Kalapie. This Observatory,
it takes as targets the management and the dinamización of the civil participation in
relation with the urban cycling; the pursuit of the mobility in bicycle and of
development and grade of fulfillment of the Plan of the Bicycle; and the proposal or
achievement of works of promotion of the mobility in bicycle.
It is a question of a pioneering initiative in the Spanish State, which in these three years
it has been consolidated and on which header to realize a very positive general balance.
In effect, in addition to the necessary infrastructure has been established
(creation of image, web page, edition of leaflets, generation of bases of
information, etc.), has designed methodologies to themselves for the evaluation of the different ones
study objects, and there have been published different monographic reports (diagnosis
of the network of cycle routes, studies of the park of parkings for
bicycles, system of indicators, evaluation of the Plan of the Bicycle, strategies
of promotion of the bicycle, etc.).
In this respect, we request to the future town hall that it provides with major resources
economic to this valuable instrument for the pursuit of the mobility
cyclist and the promotion of the civil participation.
Also, we consider a progress to be necessary in the municipal commitment of
to answer to the proposals and notices of problems originated from the initiative
city dweller, considering the debts and silences that in certain occasions take place.

4. To develop the interform bicycle - public transports
The bicycle is not obviously the only solution to the needs for displacement,
but in combination with other transport ways it represents
a vehicle of a notable polyvalency, managing to extend his action radio
up to the long distances.
There are still very scarce the advances that have been achieved in Donostia in this one
ambience, staying without exploring a wide performances fan directed to
to facilitate the access in bicycle to the stations of public transport, the shipment
of the bicycles in trains and buses, and the protected parking of
the same ones at the above mentioned stations.
Also, it would be precise than at the principal stations and interchangers
services believe that, in addition to offering a sure care of the bicycles,
they will give other options, like the rent, repair workshop, slogan
to leave bundles, diffusion of information of interest for the cyclist, etc.
We ask, therefore, the town hall during the next 4 years to take up office
making and execution of a plan that tackles the interform ciclistatransporte
groups.


5. Public-spiritedness in the mobility
In parallel to the extension of the use of the bicycle in our city they have taken place
some conflicts between cyclists and pedestrians. These conflicts, product
of different factors, they need undoubtedly that attention is paid to them.
Now then, it is necessary to underline that the open to criticism behaviors of true
cyclists do not represent but a small letter departs from the uncivic conducts
that take place in the ambience of the mobility in our city, and of that
they affect the pedestrian.
There are hundred the cars and vehicles of share-out that they park every day in double
line, on sidewalks, pedestrian steps and rails bus, harming to infinity
of pedestrians, vehicles and public transports. The established maximum speeds
they are massively infringed by cars and motorbikes, constituting the second one
cause of accident in Donostia. This massive and constant absence of public-spiritedness
on the part of the drivers of motorized vehicles, in addition to affecting
to a major number of persons, it is a cause of a quantity greatly
victims' Superior and with more serious consequences. And nevertheless, this seems
that is not a cause of public scandal, not of worry on the part of
the political persons in charge.
On the other hand, the incidental and few accidents that cause the bicycles to
the pedestrians (only 6, according to the last memory of the Municipal Guard), and
that also are usually of minor gravity than the caused ones by the vehicles
motorized, there have gone so far as to constitute a motive of a campaign on part
of the Town hall calling to the prudence, only to the cyclists.
KALAPIE thinks that it is necessary to impel actions for the promotion of attitudes
civic between the cyclists, but it requests to the Town hall that integrates them
in a wider strategy in favor of the coexistence and the public-spiritedness directed to
set of the users of the routes and public spaces: pedestrians, cyclists,
motorcyclists, motorists, distributors of goods and users and drivers
of public transports.
We ask so to the Town hall it to pay major attention towards the behaviors
of the drivers of motorized vehicles, responsible for the immense one
most of the conflicts and accidents that take place in routes and spaces
urban; and to that it starts specific campaigns against the doubles
lines, the parkings on sidewalks, pedestrian steps and rails bus, and
for the respect of the established maximum speeds, attitudes all of them
much more widespread and with consequences infinitely more serious against
the most vulnerable users of the routes and public spaces.


6. Commitment of the political representatives with the bicycle
The progress and standardization of the image of the bicycle between / expert donostiarras
it would advance greatly if the present political groups in the Town hall
they will sign a joint support manifesto to the bicycle, signing
his commitment to use the above mentioned vehicle, and inviting to / grasp municipal personnel / expert
and the rest of donostiarras to join the same one.

7. Continuous functioning of the cycle patrols
It turns out to be incomprehensible to us that this service of the Municipal Guard limits itself to
to operate only during the summer months, thinking that it has been demonstrated
highly effective to control the infractions that they put in danger to
them / grasp users / experts of not motorized ways, as well as to attend to other works
own of this municipal body.
Consequently, we request that the cycle patrols of the Municipal Guard
acquire the consideration of stable unit, and give his services along
of the whole year and in the whole urban plot.

3. MAJOR COMMITMENTS IN FAVOR OF THE PUBLIC TRANSPORT


Promotion of the use of the collective transport, and especially of the bus, by means of
the putting in practice of the following measurements:
- Priorización of the bus on the car in any urban route, and of form
special in the intersections
- To extend the implantation of dividers in the rails - buses network, in order
to prevent the repeated invasions of the same ones on the part of cars, trucks
and vans, as well as the appearance of the double line.
- Creation of a Consortium of regional transport, in charge of the management,
planning and promotion of the public transport with service vocation to
them / grasp citizens and from contribution to a sustainable mobility.
- Major contribution of public funds for the Company of the Tramcar of San
Sebastián, assuming that this public service is deficit, and tending
that the income originated of / grasp users / experts cover only
50 % of the cost of the transport.
- Progress of the frequencies of the lines of bus, across the enlargement
of the current network of rails - buses and of the human and material resources
at present existing.
- Implantation of the only, urban and inter-city ticket, for all the transports
regional publics, including RENFE and EuskoTren.
- To improve the information system on the times of waiting of the buses,
since often the information that they give is erroneous,
losing this way credibility before the users.
- Cost-free status for the information service across SMS on the times
of waiting of the buses. It does not seem reasonable that the price of
consultation costs between the fourth part and half of the price of the ticket of bus,
as she is the operator (between 0,15 and 0,30 euros more VAT). Of other one
it forms, we think that the use of this service is going to be merely anecdotal,
without fulfilling this way the function that we understand it should realize.

4. FOR ONE MORE CITY SEGURA. MEASUREMENTS RELATIVE TO THE DISPLACEMENTS
IN MOTORCAR


It is necessary to recognize that the municipal politics on the subject of mobility taken to
end in the last years, has been characterized for tackling multitude of performances
favorable to the pedestrian, the bicycle and the public transports. This evidence
it collides, nevertheless, with the observation of which in parallel the town hall
it keeps on destining large economic and spatial resources for
to create new road infrastructures that they help to generate of constant form
new motorized displacements, in spite of the damages that it
it causes to the most sustainable ways and to the quality of the urban environment.
The same Advance of the PGOU, in spite of the criteria of sostenibilidad that it supports,
in practice he proposes to destine less resources to promote the mobility
not motorized and the public transport, that those that it raises to destine to infrastructures
road for the motorized transport.
Product of this contradictory politics of mobility that seems to chase to reach
the quadrature of the circle, the fact is that the evolution of the mobility in the last one
decade in Donostia has been characterized by an increase of the mobility
motorized, the unstoppable increase of the indexes of registration of vehicles,
a loss of weight of the collective transport, especially in the metropolitan ambience,
and an increase of the offer of road network for the motorcar.
The promotion of the displacements walking, in bicycle and in transports
publics that it provokes a draft the politics of long decades of promotion
of the transport in motorcar it is not a fruit of a caprice, of an opinion, or of
particular tastes.
It is based on the appreciation of the limited of the public space in the cities,
degradation of the urban and environmental quality, and of the consequent need
of promoting it in favor of the most efficient ways, with the conviction of which
to the pollutant transport ways advantages must not be granted them in
the urban space.
This beginning gathered in the Civic Agreement on Mobility, is unfortunately
far from turning out to be complete, for what we consider essential that
tackle different performances that we happen to exhibit.


1. To define concrete targets and revisables annually of reduction of
mobility in cars and motorbikes
It is necessary that the municipal speech at first favorable to the pedestrian, the bicycle
and the public transports, assume also an exposition decided for
to reduce the use of the motorcar and of the motorbikes, faced clearly to assume measurements
tangible for the reduction of the motorized mobility and of the offer of
infrastructures for the motorcar and the motorbikes.
It is not sufficient to give to the alternatives to these vehicles so that the above mentioned diversion happens,
but also it is necessary to adopt pressure measurements to restrict
the above mentioned displacements, if we do not want to increase the congestion and the worsening
of the urban and environmental quality.
It would be a question of the town hall defining a clear commitment to manage,
in a horizon of 10 years, a significant decrease of the displacements
deprived motorized (at least, 2 % annual). This commitment should
to include mechanisms of annual pursuit that verify the attainment of
proposed targets and the immediate adoption of the consequent corrective measurements
in case the same ones are not reached.
This exposition is carried out by cities like Barcelona or
You give birth. This way, the Town hall of Barcelona has presented a Plan of Mobility
Urban that contemplates that in 2018, the number of movements on foot or in bicycle
suppose 54 %, the public transport reaches 28 %, and cars and motorbikes
lower 18 %.
In case of the Governing Plan of Displacements of Paris, which it has presented
his mayor this year, raises to reduce in 40 % the circulation autovilística for
the year 2020.

2. Measurements of calmed of the traffic
- To establish the maximum speed to 30 Km / h in those routes that they cross
the urban center. Only speeds should be allowed of up to 50
km / h in the basic road network, that is to say, in the connections with the network of high
capacity and primary canalization of the traffic of connection towards all
quarters. This way there would be obtained a decrease of the number of accidents
and of the gravity of the victims, major safety for pedestrians and
cycle, minor pollutant emission, in addition to an average speed
superior to the current one.
- To consider all the narrow and residential streets (except the pedestrian ones),
as areas of inverted priority, with a maximum speed of 15 ó
20 Km / h


3. Indefinite moratorium in the construction of new road infrastructures
Really it is going to turn out to be difficult to fit more road infrastructures into a territory
so reduced once sad reality is done the second belt, the connection
Hospitales-Martutene and the divided highway of the Urumea. To ours to understand these
performances enter entire contradiction with the criteria of supported sostenibilidad
for the PGOU, constituting factors that they will help to promote
moreover the use of motorized vehicles deprived in our city, deriving
once again enormous public resources to the untenable mobility.
Likewise, we consider inasumible from an environmental optics and of respect
to the urban scenery, the impact of the urban penetration of the divided highway of the Urumea,
that would suppose the chopping of a tier of trees in the walk of Biscay, which
they are catalogued and enjoy protection from the PGOU of 1995.


4. Not more parkings of rotation and restructuring of squares of rotation
in squares for residents
The parkings politics is part and affects in a decisive way in the politics
of mobility and in the public space of a population. The enlargement of
offer of visitors' parkings (or of rotation) facilitates the access in motorcar
to the quarter in which they are located.
For it most of the European capitals do not construct for years
more rotation parkings in the urban center, since they increase the traffic
in contradiction with other measurements that try to avoid it.
The need to restrict the offer of parkings of rotation was gathered
so much for the Civic Agreement on Movilidad4, as for the Office of the Plan General5
of Donostia, and the proper General Plan of Arrangement Urbana6.
In spite of it, the performance of the Municipal government in this matter has ignored
deliberately these agreed criteria, being extended greatly
the offer of parkings of rotation in the center (Good Shepherd, I Chirp
The XIIth, Boulevard and Kursaal), and appearing recently the creation of other
big parking in the environment of the station of the North.
It is necessary to remember that all these parkings are located in
central areas well provided with services of public transport. Also, it proves
surprising that raises the construction of new squares of parking
when the valuations of occupation of some of other parkings of
rotation already existing in the center they do not usually reach his full occupation,
and they are at very scarce distance.
If it was small, the consultations before to the Advice have been obviated so much Adviser
of Mobility, like the studies on the impact that would generate the creation of
new parkings of rotation, demanded by the Civic Agreement on Movilidad7,
in case of the parking of the market of St Martin, as of the Plan
Special for the enlargement of the underground parking of Okendo.
We ask, therefore, the new municipal government to adopt a politics of
coherent parking with the politics of sustainable mobility, and in this one
sense:
- decree an indefinite moratorium in the construction of new squares of
parking in rotation;
- and that the expiration of the authorizations of the underground parkings
of La Concha and Square of Catalonia that will take place in 2008 take advantage
to re-turn the current rotation squares into squares for residents.


5. From "Park and Ride" to "Bike and Ride"
The Advance of the PGOU proposes the parkings programming for motorcars
in the precincts of the stations of RENFE and Eusko Tren. This idea
of enabling parkings tied to train stations, although it can seem
to be directed to favor the use of the public transport to reduce the traffic motorist
in the central areas, it presents serious problems that take us to
to request his not acceptance:
- It is a question of performances that occupy very much space in places to
that it might gain access perfectly in public transport or in bicycle.
- Given the high space that they consume they cannot attend any more than to one
small part of the users, unless big quantities are invested
for the achievement of extremely costly works.
- They can help to worsen the local conditions of the lines of bus
next and of not motorized ways, which can turn affected
for a major use of the motorcar in the proximity of the parking.
- They generate an instigating effect of traffic derived from the facility of parking,
although it is more limited than the provoked one by a parking in destination.
It is a question, then, of performances that, in addition to demanding high investments, they represent
facility added for the use of the motorcar, entering, therefore,
in entire contradiction with the bet of the Advance for the control and the limitation
of the use of the motorcar.
It does not wonder, then, that in countries like Germany, Holland or Switzerland, this one
type of parkings tied to train stations or interchangers of
transport (Park and Ride) they tend to be eliminated, resting on the other hand those of
bicycles (Bike and Ride). Swiss cities, like Zurick or Bern do not subsidize already
this type of aparcamientos8.
We propose, then, the elimination of the above mentioned proposals of parkings for
motorcars, transforming it into a proposal of creation of itineraries not
motorized and of sure and comfortable parkings for bicycles at stations
of train, since it happens in many European cities, and in the promotion
of lines of buses that give service to the above mentioned stations. It is proposed,
also, it would turn out to be significantly more economic and sustainable.


6. The peripheral parkings of dissuasion, another false good idea
The same reflection that we have realized with regard to the fitting out of
parkings for motorcars tied to train stations, it is necessary to make her extensive
to the proposals of creation of peripheral parkings of dissuasion
that are formulated in the Advance of the PGOU, for what we request that they do not take
to effect.
From our point of view, the creation of new squares of parking
of rotation (even if these are located in areas perimetrales), they suppose one
facility and a stimulus added for his use of the motorcar. To move the problems
from traffic of the center to the periphery (acoustic and atmospheric contamination,
accidents, congestion, consumption of space, effects on the scenery, etc.)
it does not look like to us a good idea.
If really one tries to break the dynamics of adaptation of the city to the motorcar
(and the city is not only the urban center), this type of proposals goes
I joust in the opposite sense, since they help to perpetuate the hegemony of
car in the city, to the detriment of the not motorized ways and the transport
group.


7. Problems of the peripheral shopping centers
The big existing shopping centers in our city and the region
there are powerful displacements generators in motorcar, which rest in
the existence of big roads that facilitate the access motorized to the same ones,
as well as in the cost-free status of the parking as trick to attract to major
number of clients.
In addition to the negative effects that they provoke from a mobility perspective
sustainable, the peripheral shopping centers also affect negatively
to the urban and regional balance and to the environment, favoring
decline of the urban centers and of the commercial activity of the residential areas,
invading green spaces and spoiling the scenery.
This way, then, to our judgment it would be necessary that also in this ambience the town hall
he will choose to favor the commercial sector located in the residential areas
opposite to the peripheral ones, since it is a question of a type of great commerce
more respectful with the environment more accessible and next to the persons,
and that generates displacements shorter that can usually be
solved without need to use the car.
In this sense, we propose that the Town hall of Donostia, in coordination
with the rest of municipalities of Donostialdea do not authorize any more shopping centers
not even the enlargement of the current ones not of his parking areas.

8. Other performances
We request the design and execution of a definite and forceful strategy that
guarantee the effective respect of the maximum speeds established in
city, given his daily and systematical nonperformance, principally in the routes
in that more pedestrians turn out to be abrupt.
- To carry to extremes the works of maintenance and restoration of the ralentizadores
for motorized vehicles that turn out to be damaged deliberately or
they spoil for effect of the use, in order that they fulfill really his function
of moderating the speeds of the vehicles.
- Restoration of the discipline for all them / grasp users / experts of the public route,
especially, in the relative thing regarding vehicles motorized to the limitations
of speed, minimal distances of overtaking, and double lines.

5. OTHER MEASUREMENTS


To demand that every new plan of town planning or of creation of big
equipments include a plan of sustainable mobility, assuring,
also, a suitable offer of services of public transport.
To print a new draft on the Advice Adviser of Mobility, fixing a plan
of annual work, with a few targets and a concrete calendar.
To ask to the town hall him not to encourage the use of the motorbikes since they are not
sustainable nor healthy
Personal commitment of / grasp representatives municipal politicians / experts
of not using the official vehicles in his public displacements in
the city, and to move on foot, in bicycle or in bus.
That the political groups recommend to his affiliates and sympathizers
a responsible attitude before the problems of the mobility in this city,
according to the criteria that we have exhibited in the present document

1 In order to abridge his name, from now on we will refer to the "promotion Plan of
bicycle in the urban mobility", like "Plan of the Bicycle".
2 see in this respect the "proposals Report to encourage the use of the bicycle". Observatory
of the Bicycle of Donostia - San Sebastian, 2006.
3 the Town hall of Ámsterdam (742.783 inhabitants, in 2005) has announced his commitment of
to invest 100 million euros in next five years, in the progress of the cycle infrastructures, in order to achieve that the urban displacements in bicycle go so far as to represent 37 % of the whole (World

Carfree News nº31, April, 2006). 4 Civic Agreement on Mobility. IV. Performance criteria: "The target to turn in a city
sustainable it demands like a fundamental premise obtaining a more rational use of the motorcar (...)
there will have to be propitiated a minor and more suitable use (of the motorcar) for the best functioning
of the rest of the means of transport".
5 «Any parking square of more on the current ones increases the attraction of the area for the motorist,
generating new and unnecessary trips. The analysis of the whole performance in the streets of
center must depart from this premise. In this sense, the underground parkings of rotation of use
general sound contradictory with the exposed politics and, therefore, they must be discarded». Office
of the General Plan: "The traffic in the center of Donostia - San Sebastian". pág. 2. Town hall of
Donostia - San Sebastian, 1989.
6 the current PGOU supports the starting of an integral municipal politics of transport that
"limit the use of the private vehicle, being the parking restriction the most guessed right tool
to obtain it". 7 «Based on the forecasts included in the General Plan of Urban Arrangement, the increase of the offer
of rotation parkings in the central area of the city it will have to go accompanied by the corresponding study
of impacts and of the consultation before to the Advice Adviser of Traffic». Civic agreement on Mobility.
Chapter IV. Criteria of performance, parking for motorcars, pág. 13.

Donostia, April, 2007
Hiriko Txirrindularien Elkartea
KALAPIE
Association of urban cyclists / grasp

kalapie



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