Underlined
Global cities have the challenge of transforming their development processes towards a more sustainable trend on a human scale, where culture and collective relations will be an essential part of this transformation. The Aburrá Valley is no stranger to the global context and therefore seeks as a common purpose in the short, medium and long term to reduce air pollution, promote the right to universal accessibility, reduce road incidents, generate the integration of systems collective and massive public transport, improve public space, promote non-motorized mobility on foot and by bicycle, articulate the relationship between the different actors for a better quality of life for present and future generations.
In the context of this plan, sustainable mobility implies adopting a set of policies, physical, regulatory and operational means that promote modes of transport with the lowest environmental, economic and social cost, ensuring that through them an improvement in mobility is achieved. quality of life of the present and future inhabitants of the metropolitan territory, without affecting the environment or the economy. Incorporate the bicycle into mobility systems, promoting its use through traffic regulation measures, construction and/or adaptation of infrastructure, and creation of complementary services and equipment that facilitate its use in comfortable and attractive conditions.
As it is a form of exercise, it improves physical and mental health. However, factors such as vulnerability, accidents, terrain difficulties (such as slopes) and the distances to be traveled are limiting for its use. The cycling infrastructure involves technical components, services and facilities for the development of this activity.
Expansion of the coverage of the public transport system (from 800 m on foot to 3,200 by bicycle in the same time). Reducing congestion and increasing the speed of travel due to the replacement of vehicles. In the Aburrá Valley, the use of SITVA and mobility between municipalities will be increased. Increase in users on mass transport lines with the highest influx of passengers. Concentration of cycle-parking spaces in strategic places allows to rationalize stops and ascent-descent times.
Environmental, social and economic advantages The environmental problems that require more attention are vehicular congestion, air quality and contamination of water sources. In relation to vehicular congestion, it is evident that the increase in the vehicle fleet in recent years, in addition to reducing air quality, generates an increase in travel time.
share space and infrastructure with different actors, vehicles and modes of transport. In order not to affect the operation of the existing modes in the inclusion of the bicycle within the road space, traffic regulation must be considered and the available regulations must be used. Traffic calming, Traffic calming or "traffic calming" is a measure that seeks to reduce the speed of traffic to generate greater safety for vulnerable road users.
Woonerf's experience in the Netherlands, improving the residential nature of an area, limiting operating speeds, traffic routes and vehicle parking spaces, and eliminating the division between platform and road to give a feeling of a space shared by all the actors (ITE, 1999). Adoption of Zones 30, The implementation of sectors under this configuration allows, among others, Give greater prominence to the pedestrian Avoid passing traffic Increase road safety Reduce environmental and noise pollution Reduce fuel consumption and increase energy efficiency The street as a transit space or meeting place. In order to incorporate the cycling network into a space, an intervention and adaptation strategy must be established that recognizes and considers its particularity, associated with the various elements that make it up (surfaces, furniture , tree planting, signage, etc.) and its shared use by different users in different ways.
Strategy, Plans and programs for the construction and expansion of des and cycling facilities. Intermodality and pacification strategies, including restriction to private vehicles. Public bike programs. Prioritization of public funds. Tax measures and reduction of transportation costs. Strategic public-private alliances. Creation of a social base of support and other "stakeholders". Cycling awareness, promotion and education programs. Preparation of manuals, standards and technical sheets. Diagnosis Political-institutional From the political-administrative point of view, the Aburrá Valley is made up of ten municipalities: Barbosa, Bello, Caldas, Copacabana, Envigado, Girardota, Itagüi, La Estrella, Medellín and Sabaneta, each with autonomy in terms of planning decisions and territorial development.
In other countries with legal frameworks similar to Colombia, there are following key differences in cycling rules: Circulation on sidewalks is allowed in specific situations (underage children and companions) Traffic on the wrong lane is allowed on certain roads (where it has been signposted) Traffic is allowed in a full lane It is allowed to take a companion on the bicycle
En los municipios pertenecientes al Valle de Aburrá se realizan 37.350 viajes en bicicleta, de los cuales el 67%, se efectúa al interior de Medellín.
Strategies, programs and projects that will allow the bicycle to be consolidated as a sustainable means of transport in the Aburrá Valley. Vision: In the year 2030, the Aburrá Valley will be a cycle-inclusive metropolis with a structuring, articulating and qualifying cycling network of the regional road space, which will facilitate interaction and communication between the various areas of action of the municipalities that comprise it.
Politics The PMB2030 promotes urban and interurban, intermodal and integrated, accessible, sustainable and quality cycling mobility accessible mobility The planning, design and development of the elements that make up the cycling infrastructure must be carried out in a way that allows the access and circulation of the largest possible number of users, Environmentally sustainable mobility This initiative is part of the national policy of the right to a healthy environment, contributing by promoting the use of bicycles to reduce pollution. General objectives Develop, encourage and use the bicycle as a means of transportation, through political, technical and institutional strengthening, education and the promotion of its use, so that it adequately meets current and future demand. Establish communication and education strategies that promote the use of bicycles Captivate new users.
How will it be fulfilled?
Institutional and normative strengthening: preparation of the initial actions for the development of the plan. Cycling network: includes the maintenance of the existing network, its connection with new cycle paths and with the SITVA, creation of calm traffic zones and formulation of projects for areas with steep slopes. Education, communication and promotion: awareness of the role of the bicycle as a sustainable mode of transport and dissemination of the actions that are being carried out in the development of the plan. Economic viability and financing: it allows to know the management of the resources carried out by each municipality, and at the same time the sources of financing to be sought for the development of the projects are analyzed. regulations Legislatively there is no regulation of bike paths, so it is important to request the Ministry of Transportation to determine the type of vehicle that will circulate through these strips, and establish the specifications for the design of infrastructure and associated parking lots. It is necessary to have continuous control and surveillance by the transit authorities, to prevent it from being obstructed, for example, by other street users. Shared bike path at street level It refers to the space that can be shared between cars and bicycles, which depends on the speed of the vehicle with whom it is shared. It is recommended for the local grid and calm traffic zones, where vehicles operate at less than 30 km/h, making coexistence between modes possible. Segregated cycle path at road level Applies to roads where neighboring vehicles have a speed greater than 30 km/h and are part of the main road network. It is recommended that the travel lane cyclist is the left one, whose width must be greater than 1.5m in each direction. Segregated cycle path at platform level This segregation generates a greater perception of safety (PMCB, 1999) due to the physical separation at a difference in level with the vehicles, but it generates greater risk due to the interaction with the pedestrian, therefore, it is recommended on roads such as the river road network where there is enough space and there may be a separation between the pedestrian and the bicycle.
Integration and accessibility measures The integration stations must provide the cyclist with easy access and transportation, therefore, at the entrances and exits of the stations, the adaptation of stairs, turnstiles
and other elements is required so that entry is allowed efficiently with the minimum investment of time in the process. An example of an auxiliary rail for way access assisted multi-level structures.