If you drive a car (out of necessity, not for sport or entertainment in itself) wants nothing more than going to his destination as quickly and easily and safely as possible. So like wide streets and straight, preferably with priority over other, ampie possibilità di parcheggio vicino alla sua destinazione, e la sistemazione di tutti quei punti del percorso che sono ritenuti pericolosi.
Pensate a chi si reca in periferia presso un grande ipermercato: percorre grandi viali spesso a più corsie, attraversa agevolmente incroci dotati di rotonde, e approda in un vastissimo parcheggio proprio di fronte all'ingresso dell'ipermercato.
Oppure pensate a chi va da una città ad un'altra: si infila in autostrada, va dritto filato senza mai doversi fermare per dare precedenza ad altri, e viaggia in una corsia separata e protetta sia da quelli che viaggiano in senso opposto che dal resto del traffico delle zone che attraversa, con grande beneficio per la sicurezza.
Tutto this is very fair, and it is very reasonable that with increasing traffic have created this infrastructure and these facilities for those who drive a car. This attention to security and above elements are certainly important to ensure that car use is safe and fast, and therefore both desirable and pleasant as well as useful.
and why the urban cyclists should not have the same desires of motorists?
Use your bike instead of the car in the city offers many advantages on which so much has been said, benefits both for cyclists and for the rest of the people living and moving in the city, including motorists themselves.
But to implement these benefits should encourage more people to use the bicycle in the city instead of the car. It should, in a word, making the use of bicycles "desirable."
So here is that the same attention and priority to safety, which until now have been addressed only to the car, should begin to be addressed also for bicycles.
Security and above mean that the use of bicycles is desirable.
security is implemented in exactly the same way with the car: paths separated from traffic, protected adequately, without spots in which there are elements of danger.
Try to imagine living in a neighborhood edge of your city and imagine that your 6 year old son should attend a school in the center. How should the bike paths so that he could go to school by bicycle? Imagine the route on roads that you know, in your imagination designed every single meter of the trail, think about where you would spend the path, what would you do the large, what kind of protection and separation would like the rest of the traffic, how would you address the question of crossings or try to prevent the cycle path has to intersect with the flow of cars.
Because when it comes to safety of bicycle paths should be taken as a unit of the need of children, and even the elderly. If it is safe for them then it will be for everyone. But earlier in the
bike is even more important that car. If you drive I have to stop at a stop and then restart I lose a bit 'of time, but everything ends there. But if I have to stop cycling as well as losing time cost me too hard. In fact, sharing is hard, and travel at high speeds is much less. The constant stops and starts are very strenuous cycling. That's why bike lanes should be designed to have as much as possible takes precedence over all other traffic to be cleared away, to be straight, sliding, without requiring continuous zig zag to slow down and then back up to speed in the struggle.
And then a bike path straight, fast, smooth, without too many points to stop, can be fast, you can reach quickly and effortlessly to your destination, and this is fundamental to ensure that the bicycle is a means of transport citizens want.
Certainly the city, and therefore our cities have been developed without taking into account the needs of cyclists, and is now demanding change. But the advantages are many and it would cause to justify and even require courageous decisions by government.
were earlier demolished homes, sacrificed gardens and green areas, there has been expropriated, all to make room for the traffico automobilistico.
Oggi non si chiede di fare altrettanto, per le biciclette basta molto meno, le biciclette sono molto meno invasive, sono meno ingombranti. Oggi basta avere il coraggio di sacrificare qualche seconda corsia, di rinunciare a qualche striscia di parcheggi a lato strada, di ridurre un po' la larghezza di strada dedicata alle auto. Oggi si tratta di "dare la precedenza" alle biciclette ogni volta che si mette mano ad un intervento stradale.
Guardate cosa hanno fatto in Olanda, in Danimarca, in Germania, dove a partire dalla fine degli anni '70 hanno dato precedenza e sicurezza all'uso della bici in città. Sicuramente anche da loro all'inizio avranno avuto resistenze e proteste da parte di chi vede nell'automobile l'unico possibile mezzo di trasporto, ma ora si vedono i risultati e credo non servano commenti per sottolineare il grande successo di una tale politica.
L'importante è fare le cose bene, tenendo conto delle esigenze dei ciclisti: sicurezza e precedenza. Una pista ciclabile fatta male è controproducente. Guardiamo il caso del tratto di ciclabile in fondo a via Torino, ad Ivrea. La pista ciclabile è lunga 900 metri, dall'incrocio con Canton Carasso fino alla Chiesa di San Bernardo, e viaggia sopra al marciapiede. In quei soli 900 metri ci sono ben 23 attraversamenti, cioè 23 punti in cui la pista scende a livello della strada e obbliga le bici a dare precedenza agli accessi laterali, spesso costringendo ad un vero e proprio stop a causa of poor visibility such access. As many as 23 points in danger of slowing down and just 900 meters, on average one every 40 meters!
What sense does it make a thing like that? Who designed it really was hoping that would be used with pleasure? Why would a cyclist should latch 23, 23 stop, 23 intersections, and share the path with pedestrians (actually a few), when traveling one meter from the side, namely in the street, the flat route, priority and greater safety compared with side access?
latter just wants to be an example of how not to do, takes only serve to reinforce the concept that the great benefits that come from the most utilizzo della bicicletta in città vanno perseguiti dando ai ciclisti ciò di cui hanno realmente bisogno: sicurezza e precedenza.
Ci sono tanti ciclisti in città che rimangono nascosti e non circolano molto solo perchè gli mancano sicurezza e precedenza. E lo dimostrano quando invece, forti della sicurezza e della precedenza che si riescono ad ottenere anche in mezzo alla strada quando si è in tanti, in gruppo, escono l'ultimo venerdì del mese per il giro di Massa Critica, come avverrà
venerdì 25 giugno 2010,
a partire dalla Torre di Santo Stefano
alle 18:30
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