With these lines we want to go to the political parties that are going to take part in the next municipal elections, proposing to them to advance towards a city where we all could live and move better.
For it we depart from the priorities established in the Civic Agreement on Mobility, pass in our city: first of all the rights of the pedestrian must be born in mind; secondly to facilitate the circulation of the bicycles; in the third place to develop the public transports; and next, and for this order, to attend on the distribution of the goods, the autocycles, the motorbikes and, finally, the particular cars.
The pedestrian priority must show in the quality and width of the sidewalks, the suppression of architectural barriers and pavings deslizantes, the development of the Special Plan of Vertical Transport with his elevators and escalators, the priority to the pedestrians in the crossings, etc.
To facilitate the circulation of the bicycles there are enough the things that have been done in our city during the last 7 years, but we still have left a long way for covering if we want to see complete the promises of the mayor that place us at the head of the European cities.
First of all it would be necessary to conclude the network of bidegorris raised in 2001: there were 58,1 km from which slightly more than the half is missing without constructing: really, we have left a long way... We consider to be something very important the connection of quarters like Altza, Intxaurrondo, Aiete, Egia, Bidebieta, Trintxerpe, Farrier, Larratxo, Loiola, etc., with the center of the city.
Together with these connections the linkage should be facilitated between diverse municipalities that constitute an authentic urban unit over the mere administrative municipal terms: Oarsoaldea, Donostia, Astigarraga, Hernani... Lasarte, Urnieta, Andoain... should be joined by a network of cycle routes that were making the transfer sure in bike of a few localities to others.
To refer more specifically to Donostia, our town hall should be consistent with the priorities established in the Civic Agreement of Mobility that exist
remembered more above. By virtue of these priorities it should not be planned bidegorris that give detours and lengthen the trip to avoid the possible conflict with the motorcars.
And descending to more concrete details, many difficult points stay for a nonexistent or insufficient signaling, problems of intersection of bidegorris with roadways of motorized vehicles or with pedestrians' sidewalks, not well reduced curbs, etc. etc.
In Donostia there has been notable the increase of the number of cyclists (from 1998 to 2006 has trebled this number) but in KALAPIE we think that there stays a big latent demand on which it is necessary to attend and that would outcrop if the conditions were improved to move in bicycle.
The saying until now leads us to claiming the review, which is carrying out, of the Plan of Promotion of the Bicycle, pass in 2001 when the number of urban cyclists was very lower than the current one, review that was even foreseen in the mentioned Plan.
From here they would divide expositions still without docking as it is the relation of the bicycle with the public transport means, "the interform" about which so much one speaks and that so absent is of a city that is provided with two train stations and something that does badly the times of a bus station.
Certainly there are conflicts between cyclists and pedestrians. But these conflicts, like which there has always been with the cars and other motorized vehicles, must not lead to the suppression of the means of locomotion not to making his mobility difficult but to everything opposite: to facilitate the things so that each one circulates where it has to and not where it corresponds to other persons. And always expiring and making to fulfill the circulation ordinances.
That's why we believe that there are necessary municipal campaigns that encourage the public-spiritedness and the mutual respect, as well as others who encourage the circulation for our city according to the already repeated criterion: first on foot and, if not, in bicycle or in public transport, transport that also must be developed increasingly.
If these criteria direct the municipal performance in this field of the mobility, they would change the budget sheet accounts and we might think of approaching to cities as Ámsterdam, which appears before us often as a model: the investment in cycle infrastructures would have to multiply for 7 and come to 26,9 euros for inhabitant and year, in parallel to a descent of the games that keep on destining to the motorcar. Only this way we will advance towards a city where we all could live and move better.
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