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I initiate> News> 07/02/08. DV. Interview with Alfonso Sanz expert in Sustainable Mobility.

07/02/08. DV. Interview with Alfonso Sanz expert in Sustainable Mobility.

- One of his key ideas is that the pedestrian must be the reference from which planning a mobility politics in the cities...
- the pedestrian is the pole of measuring. If you can move peatonalmente with serviceability, you are allowing a mobility with the minimal social and environmental impact. The test of the cotton there are the children, a few persons who are not autonomous with regard to the motorcar and, as at what ages, with regard to the public transport not also. If the children can move alone to the school, to the sports center or to the park, we will be in a city that really is thought for all. For 50 years there have been constructed cities faced to the opposite, to the motorcar. And the collateral damages have been the loss of autonomy of the children, of the biggest.
-But the peatonalizaciones or the extension of the bike is not done without resistances: Are we made aware that the car in the city must be a species in extinction?
- this vision is not yet widespread. There is a part of the population who is wishing it to happen, but also there are recalcitrant motorists who, for many alternatives that you give them, are going to want to keep on using the motorcar. This model is named to be finished. The use of the car, as it is understood today in the cities, it is a historical error of the town planning, which has no future. It is a too big vehicle, it occupies too much space, it is too fast to effects of the city, and it is not adapted to an urban circulation. He keeps on being called a tourism and that indicates clearly the approach with which it was designed, and with the one that he keeps on designing: displacements of inter-city type. His functions have become perverted putting it in the city, where there is malencajado.
-But today it is very necessary for many people, for the companies, for the load and discharge...
- yes but this is not a private use of the same one. Undoubtedly, today it needs to move goods, to move persons who could not move, or to realize long distances. But it is not justified in the city for short trips that could be done by other means.
- How to attenuate the conflicts for the use of the public space between pedestrians and cyclists?: Does he share the idea of that the rails bike plan from now on in the roadway and without remaining it spread in the sidewalks?
- Certainly, when we speak about a sure network for the use of the bike we cannot try to cover 100 % of the road one of a city. Now there are 28 km of bidegorris in San Sebastian and there is a projection of coming to 50 km, but that will suppose only one small percentage of the set of streets. He has no sense that all the streets have a bidegorri. The rails segregation must only happen in a very basic network, where the people begin using the bicycle, where you guarantee the most important connections, and you avoid the principal conflict points with the cars. In the rest of the road one the bicycle must integrate into the roadway, whenever there is a speed moderation politics, of calmed of the traffic. This is the model in all the countries where his use is massive.
-Does the success of experiences as the Bicing in Barcelona take root in this serviceability that offers the loan of not having to worry where from do I keep the bike after his use?
- there are several motives. One is this, but there are other users who have got hooked up by the system. They are those who use the collective transport and the bike: you come in your outskirts railroad and there you take the bike to do the last link of your displacement up to the work, the University or the school. The success of the model in Donostia will come with the extension of the number of stations and when the neighbors of the next municipalities take the bike for his final trajectory after coming in bus or train to the city.

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