Entities Have A Meeting With Haddad And Argue That It Is Necessary To Intensify Cycling Policy. City Hall Has Set A Goal To Build 400 Kilometers Of Exclusive Lanes. Traders Complain.
Cyclists and representatives of cyclo-activist movements met this afternoon (7) with Mayor Fernando Haddad (PT) in Praça das Artes, central region of São Paulo.
Haddad convened the meeting amid protests by shopkeepers and neighborhood residents who feel that individual transportation has lost prestige in the mayor’s management, which has set the goal of building 400 kilometers of bike lanes and 150 kilometers of bus corridors.
Residents of Santa Cecilia, a neighborhood in the central region, complain that there was no warning about the installation of the road for cyclists and even threatened to register a bulletin of occurrence against the mayor. Other protests have also occurred in Vila Mariana, Moema and Barra Funda.
The mayor has developed actions to discourage the use of the car in the city, such as the extension of exclusive lanes for buses and the increase in the value of street parking, the so-called Zona Azul, in addition to encouraging the use of the bicycle with the space reserve. Part of the street for the skinny.
But if it depends on the cyclists, who owns a car will not have easy life in the city. Between the points considered urgent they defend the reduction of speed of avenues and neighborhood streets. In this way, they believe, they increase the safety in the traffic and the possibility that more citizens are attracted to use the bicycle in the daily displacements.
“Reducing speed is an urgent agenda in the city. It can not have avenues with a limit of more than 40 kilometers or, at worst, 50 kilometers per hour. There can not be. And today it still has many 70 km, 80 km per hour. The interbairro can not be more than 30 km. We have to establish the zones of 30 km. They keep life in the neighborhood, things are happening, “said Daniel Guth, director of Participation of the Association of Urban Cyclists of São Paulo (Cyclocity).
The association believes that, with the consolidation of cycling infrastructure, which includes paracycles and bike trails, coupled with campaigns to encourage use in five years, between 5% and 10% of the city’s displacements can be done by bicycle. Currently, this number is only 1%.
Activists also want the city to conduct a specific origin and destination survey for bicycle users. Currently, this survey is prepared every ten years by the Subway, but its method is considered inadequate to obtain accurate information on the use of the bicycle.
“The well-built infrastructure, when well implemented, brings more people. This goes for any means of transportation, if you build more avenues, more tunnels you will have more cars on the streets because it is stimulating the use by the infrastructure. For collective transportation is the same thing”, exemplifies the representative of the Cycle.
For Guth, the construction of the infrastructure brings new users to the modal, which today accounts for less than 1% of the trips made in the city, since it offers more security, and soon will also benefit the street trade. “We are seeking dialogue with trade associations to explain that the infrastructure will generate demand for new customers, from people who can consume. We have data from cities from outside the country that show that the mass transit user and the driver are those who have the least propensity to stop at a street trade and consume. Cyclists and pedestrians do more of this,”he says.”Since we had almost no infrastructure in the history of São Paulo, the 0.8% displacements made in the city were made by true warriors who understand the benefits of it.”