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+ Tram 18h extend the scope of debate

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urban mobility and tram

development communications has led in recent decades a change in citizen behavior and dispersion of urban space.

One consequence of these behavioral changes has been increased distance traveled in everyday use and the frequency of them, leading to increased population pressure are the main attractions of the modern metropolis.

Bay metropolitan area of \u200b\u200bCadiz-Jerez, Andalusia's third in population after Seville and Malaga, has not been immune to this process despite being a polynuclear area distributed more evenly pressure to get their towns.

Cadiz, as one of the main attractors of metropolitan centers, has had to face this scenario with the problem of exhaustion of available urban space that prevents the creation of new roads to distribute and order flows to those concussion. The promotion of public transport urban and interurban and facilitate travel in non-motorized transport are the main alternatives to be developed to prevent future depletion of existing road capacity.

public transport to compete effectively with the private sector must meet three basic principles: frequency, average speed of travel and accessibility. Rail transport in its various forms (heavy rail, metro, tram, etc ...) has proven to be one of the modes of public transport more efficient not only in terms of energy consumption per passenger but also fulfills the above premises reasonably provided the infrastructure permits. The only railway line that has the metropolitan area-Jerez Cádiz Bay currently has a number of shortcomings in the areas of frequency and average speed derived mainly from the fact that runs on single track and a layout that requires you to surrounding the bay.

Unfolding of the railway that runs the Ministry of Development will help to raise the frequency of service by increasing road capacity and increase the average speed by eliminating the wait for the convoys to allow crossings.

Furthermore, the Andalusian is running the streetcar rail line Cádiz-Chiclana-San Fernando, on the one hand allow access to rail to the town of Chiclana de la Frontera, which has more than 77,000 inhabitants and significantly improve the accessibility of users to this means of transport in the municipality of San Fernando to travel on Royal Street. Moreover, it is in draft line-Puerto Real, Cadiz Jerez whose route will pass through the new bridge at La Pepa, which closes the ring rail allowing a more effective service by reducing travel time between the two main centers in the metropolitan area.

These infrastructure improvements in the metropolitan area will allow us to rail not only compete more effectively with other modes of public transport but private transport.

However, the efforts of the Cadiz City Council not to allow the tram to reach the plaza of Spain will significantly impair the accessibility of users to the service, away from its final destination. This line, if nothing done, it will end in the vicinity of access to the Avenue Navantia Shipyard, which will lose much of its appeal to users, requiring them to travel a great distance to the center of the city or another means of transfer transport. Taking advantage of the rail link could spring to get the tram to the heart of historic downtown, while leveraging an infrastructure that only the transfer convoys carrying containers would be far from exhausting its capacity.

is the obligation of public resource managers use these in the most efficient manner possible so that it can not be explained thus mutilate a service that will lead to a significant investment in our city and the bay environment with no insurmountable difficulties to justify it.

Quiñonez Juan Antonio Sánchez

Civil Engineer

Platform + Trolley

Published in Diario de Cádiz .

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Gadmen The environmental association supports

Gadmen , the Friends of Environmental Defense, agrees with the Association of Alternative to Rail, the train to Manacor Arta Cala Ratjada, it is important consumer of land project that respects the environment.

The two associations agreed that the train Llevant negative impacts on the territory. Agree on what needs Mallorca public transport, efficient and environmentally friendly, car that is substitutive and consume no more territory. Therefore, both associations reach the same conclusion that the government would opt for a green bus network, connecting the towns than in the most optimal and without destroying more territory. Buses are a more flexible than rail and can be better tailored to seasonal demands.

The train is adequate public transport when you join a very dense population centers and villages. The train is optimal for the territory when the train is full, and the cost of infrastructure and maintenance is justified because the train has many frequencies and is full of passengers. It is not the case in the territory of Llevant de Mallorca, where the population is scattered and the population density does not justify the type of train and public transport.

A Llevant, where has already been invested in roads and ring roads have been made to destroy more territory to give an inflexible train does not make sense because they carry large numbers of passengers. It makes more sense to put a green bus system adapted to the application in size, and ensure a optimal frequencies because a family can do without buying more cars to be able to move.

The price of public transportation is an issue to be addressed. It must promote public transport so that it more economical than private transport. And that is efficient. This means that people can do without buying the car because public transport can get where they need to go (and not just the points where it stops the projected railway.)

A Aumas Llevant buses are neither efficient nor environmentally friendly, and they are expensive. This does not justify putting a train and destroy more land. What you should do is put a green bus network, efficient, economical and with good frequencies that enable people without a car because they come everywhere with a reasonable time.


Public transport in the Mediterranean Islands

Most Mediterranean Islands have no train. Instead there are islands like Menorca and small islands of the Canary Islands, Malta, where people can scroll past by public buses, which are sufficient to promote optimal and sustainable mobility by public transport.

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Cádiz old tram without catenary

has claimed by the opponents of the metropolitan tram Cádiz Bay bypassed the old town of Cadiz, echoing the "hoax" that encouraged the municipal government of the PP, the width of the tram and that would make it impossible catenary the urban area traffic and afearía the facades of the city. El Diario de Sevilla published today released information that completely dismantles the lies. Trams and moving closer ultracapacitor and battery powered! The first of the five new trams Metrocentro, 25 inches narrower than the present and powered by ultracapacitors and batteries, come to Sevilla in the next ten days with several years behind the CAF provided by the manufacturer and is expected to run four in March. The objective is to definitively catenary 600 meters that run through the historic area of \u200b\u200bthe environment of the Cathedral, that is, from the Plaza Nueva to stop the Archive of the Indies. At the moment neither the street nor the San Fernando Puerta de Jerez and the Prado are included in this cosmetic enhancement.

(.....). The other four new CAF trains will deliver in exchange for old ones, which cost 12 million to the city.

Trains move ACR technology patented by CAF and can operate without catenary power because they take energy ultracapacitors and batteries placed on the roof two points together weighing 3,600 kilos. According to Luis Terradillos, commercial director of projects at national CAF, the company was committed to take "a revolutionary system where few trusted" and "we already have the train battery, which needs a lot of energy and recharge more regularly the cars. " He stressed to the press moved to Linares is a English technology developed in CAF-Santana completely "reliable" because it has been no impact on more than 10,000 operations without catenary and the 5,200 miles that has circulated with passengers in Sevilla (placed one of the trains are now going to replace) from Easter 2010.

Contrary to what the company says ("We have been pioneers in the global world," said Terradillos), a battery-rail system is not new in the world. Tussam technicians confirm that a battery tram has been tried before without enthusiasm by other manufacturers like Siemens and Bombardier in cities of Portugal and Germany. The novelty of CAF is that for the first time a battery out of the test phase to really work in the commercial exploitation of a tram line: The Metro de Sevilla. Del Sevilla successfully it will determine whether the closure manufacturer contracts with Zaragoza, Granada and European cities interested. To Bordeaux, which works with catenary underground tram (third lane), wants to see.

admitted yesterday as Lucio Alfonso, director of CAF-Santana, "The success of this train of Seville is also the success of this company, which recently cut a template with ERE" to fit the yield curve "and adjusted after two years of strong exports. And this despite having to deal with large orders now rail: more trains for the Metro de Sevilla, the Metro Malaga and Granada, the Bay of Cádiz tram. The company recognizes that its technology is now "expensive" but expects mass production to reduce little by little the weight, cost and size of batteries, said Iosu Ibarbia, project ACR.

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Alternative to Rail train works Llevant destroy

The gatekeeper's hut situated between Son Servera and Arta has been destroyed by the works of the train. You can see in the picture of before and after.


Booth gatekeepers before the destruction


gatehouse destroyed


According to news published on January 2 gatekeepers booths would be restored: "Another element of interest are the houses gatekeepers who will all be restored. Should be able to be rehabilitated in the same place and others, questions the project should be to relocate in the vicinity of the track to be visible to users. In these cases recover all usable items. "
If

to rehabilitate first architectural heritage must be destroyed to build it again becomes folklore.

With a greenway would not need to destroy both architectural and natural heritage. When they start to build bridges and tunnels will still be destroyed. Still time to convert old railroad tracks in greenways for the enjoyment of citizenship and tourism, without having to waste so much money in building and maintenance of a train that will train most empty.