With these proposals we try to advance towards a sustainable and more habitable Gipuzkoa. For it we propose a model of inter-city mobility based in doing the things so that the motorized displacements are not so necessary and in promoting the pedestrian displacements, in bicycle and in collective transport. This supposes that the Statutory Delegation of Gipuzkoa must print a draft of 180th on his transport policy until now untenable, socially regressive and ambientalmente aggressive. It identifies the mobility with the mobility motorized for vehicular and this way it justifies colossal investments that Gipuzkoa is turning into a dense highways network.
The new highways encourage a traffic increase with a dynamics that is taking us to a more and more frequent collapse. It has been 20 years since the European Commission said it: "as soon as the proper infrastructures were finished, the traffic increases quickly up to reaching the previous congestion levels again".
For all this KALAPIE requests a new politics of the mobility that is based on the management of the demand: to transfer the biggest number of users of the particular car towards the public transport, the displacements on foot or in bicycle.
1. - Moratorium in the creation of new routes of high capacity and of the TAV.
The current thickness of divided highways and freeways of the CAPV (69 Km/1.000 Km2) doubles that of Germany and trebles that of France. The proper statutory Deputy for the Road Infrastructures affirmed recently: "The solution of the traffic is not to construct any more highways... Constructing more highways we do not go nowhere". And we keep on constructing highways, divided highways and freeways. Really this way "we do not go nowhere". That's why from KALAPIE we ask that in Gipuzkoa there should be paralyzed the investments in new routes of high capacity.
2. - Tolls in all the divided highways and freeways.
The application of these tolls, together with a development of the public transport, would manage to reduce the traffic deprived by our highways. Also, this way there would be imputed in his measured joust the internal costs of these routes (construction, maintenance, management, etc.) and the day pupils (ecological impacts, accidents, congestion, etc.) to those who want to use them. We propose that the income proceeding from the tolls to be used to finance the networks of public transport and the pedestrian and cycle displacements, and this way to achieve a transvase of current users motorized towards the above mentioned ways of locomotion. These criteria lead us to requesting also the suppression of the called "social toll" as as soon as the public transport is developing.
3. - Creation of the Consortium of the Transport of Guipuzcoa.
From the year 2000 he announced to himself the creation of this organism that would be the manager of managing, planning and promoting the public trasporte in the whole territory. Studies realized by the Basque Government in 2006 say to us that 35 % of the natives of Guipuzcoa might replace the vehicle deprived by another type of transport, and 67 % would use the public transport if this one was covering his needs. Today it is the day in which such a necessary Consortium continues without seeing the light.
4. - Major use of the car park.
A politics of mobility based on the management of the demand will have to encourage the diverse formulae that allow the shared use of the same car, like the systems of car time-share, or "car-sharing", or the systems of shared car, or "car-pooling". For example, in Catalonia it is working from 2005 these systems impelled by the Catalan public administrations.
5. - Promotion of the plans of sustainable mobility in the centers of work.
These plans should be adapted to the size of the companies, number of personnel, number of visits that they generate, etc. In the Statutory Delegation there was approved by the Deputies' Advice, in March, 2004, the making of a plan of this type for the personnel of the proper Delegation. Any more than 3 years later this Plan has not gone so far as to be approved.
6. - Integral Strategy in favor of the pedestrians.
This is something elementary to advance towards a sustainable and more habitable Gipuzkoa: urban and inter-city networks of pedestrian itineraries, accident control measures road, reduction of the speed in urban areas to 30 Km/h, elimination of architectural barriers, programs of information and promotion of the pedestrian mobility, etc.
7. - Promotion of the use of the bicycle in Guipuzcoa.
In 1998 KALAPIE impelled the project "LehendaBizi" so that the Delegation was creating a network of cycle routes. From here on, the Delegation entrusted "Plan of the network of cycle routes of Gipuzkoa" that saw the light in 2002 with important lacks that from KALAPIE we have denounced. Finally in January of this year 2007 Together Personal details approved the Statutory Norm of Cycle Routes that already supposes the existence of legal instruments to develop the network of 2002.
This way there has come the hour of specifying period and measurements. For it KALAPIE requests to the Statutory Delegation that in the year 2012 finishes the execution of the "Plan of the network of cycle Routes" pass in 2002, and there are carried out the commitments foreseen in the Statutory Norm of Cycle Routes (making of the Strategy of the Bicycle of Gipuzkoa, and constitution of the Council of the Bicycle of Gipuzkoa). The unfulfilled promises have been great. As sample is enough to quote the words of Deputy general who, in September, 2005, was affirming: "During the second half of the term there is foreseen the construction of 20 new cycle stretches", between which it was mentioning "Errotaburu-Añorga Txiki-Lasarte Oria", "Donostia-Hernani-Urnieta", "Eskoriatza-muga de Araba", "Oiartzun-Irun", "Zumaia-Getaria", stretches that to today are not realized. The words remain; there are necessary facts.
Along with all this, the Delegation must avoid performances as sultry as the one that took place when the Department for the Road Infrastructures constructed a highway that made the project unviable of bidegorri manager and realized by the Department of Sustainable development. If this was small, the construction of the above mentioned highway supposed the destruction partly of the historical tracing of the train Plazaola with the chopping of more than 800 trees of 200 and 300 years of antiquity.
Donostia, May, 2007
Hiriko Txirrindularien Elkartea
Association of urban cyclists / grasp
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