Estudio Aladino 2015

El Estudio Aladino de 2015, sobre el crecimiento, alimentación, actividad física, desarrollo infantil y obesidad, fue realizado a una población de más de diez mil niñas y niños de 6 a 9 años residentes en España localizados en todas las comunidades y ciudades autónomas.

Según este estudio, el 55% de los escolares va caminando al colegio y el 56´9% regresa también de esta manera. El 41´5% va en coche y el 36´1% vuelve en este vehículo. El transporte público lo usa el 1´7% en la ida y el 1´8% en la vuelta. En bicicleta lo hace el 0´5%.

Estudio Aladino 2015. Camino Escolar.png

Los datos aumentan respecto al estudio ALADINO de 2011, donde el 49´3% de los escolares iban al colegio caminando y regresaban el 52´9%.

Los escolares que se desplazan por medios más pasivos (coche, transporte público o autobús) viven en familias que consideran más inseguras las rutas de desplazamiento. ¿Sobreprotección?

Estudio Aladino 2015. Percepción de seguridad de la ruta.png

El 77´5% de los escolares residen a menos de 2 km de su centros escolar. La mayoría de los escolares que viven a más de 2 km del colegio se desplazan en medios pasivos (coche, autobús escolar o transporte público). En los casos de menos de 1 km, los escolares se desplazan caminando. En las distancias entre 1 y 2 km, hay un predominio de desplazamientos por medios pasivos. ¿El reto es que en distancias entre 1 y 2 km se desplacen caminando?

Estudio Aladino 2015. Distancia.png

Creemos que es necesario que se realicen estudios periódicos relacionados con la movilidad escolar para demostrar que se valora lo que importa.

Camino Escolar

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Pere Navarro, exdirector de la DGT

El viernes 9 de junio de 2017 se celebraba en el Congreso de los Diputados, desde la Comisión de Seguridad Vial y Movilidad Sostenible, se organizaron las jornadas: “Factor humano en su globalización-causalidad-accidentes de tráfico“, en especial referencia al importante volumen de desplazamientos durante el verano.

Desplazamientos verano.jpg

Antes de la celebración contemplamos varias cuestiones: ¿Culpamos a conductores o a entidades que venden velocidad y libertinaje? ¿Para cuándo un cambio de representación? ¿Por qué no se limita la velocidad máxima en ciudad? ¿Por qué no se favorece el transporte colectivo y se disuade el más peligroso?

Ana Pastor, como presidenta del Congreso de los Diputados y destacando su formación como médico, habló de la necesidad de varios puntos:

  1. Pacto Social en Seguridad Vial donde se estudien los problemas y las soluciones.
  2. Plan Urbano de Prevención de Accidentes, ya que en las zonas urbanas se producen más del 60% de los accidentes en España.
  3. Reducir la siniestralidad, especialmente en accidentes que involucran a los usuarios de las bicicletas, que junto a los peatones, son los más vulnerables, dando especial atención a la infancia y a las personas mayores.

Tras la inauguración de las jornadas por la presidenta del Congreso, le precedió Pere Navarro, exdirector de la Dirección General de Tráfico, centrando su ponencia en los comportamientos reglados establecidos en el ordenamiento jurídico para garantizar la mayor seguridad en la conducción.

Empezó situando a España como un referente internacional, destacando que muchas de las mejoras no hubieran sido posible sin las directivas de la Unión Europea, ya que muchas veces no quedamos debatiendo o rechazando cosas que son de cajón. Resaltó la labor de Loyola de Palacio como comisaria de transporte en 2001 y los objetivos del libro blanco de transportes de la UE. Tenemos una representación civil muy bien estructurada para la Seguridad Vial y Movilidad Sostenible precisando de su participación y consenso.

En la Educación Vial hay que diferenciar el mayor carácter educativo en la infancia y el sancionador para adultos, donde además de la formación, información, concienciación, educación…, es fundamental la vigilancia y control.

Agradece que la Seguridad Vial se oriente hacia la Movilidad Sostenible, siendo imposible una seguridad vial sin una movilidad y un urbanismo sostenible.

Advirtió que no podemos estar todo el día fascinado con la tecnología (Big Data, Smart City, vehículo eléctrico…), como si lo fuera a arreglar todo, perdiendo la atención en el día a día.

Hizo mucho hincapié en el problema organizativo que tenemos en España y que se repite en países latinoamericanos. En España está el Ministerio de Medio Ambiente que organiza la Semana de la Movilidad por la contaminación; el Ministerio de Industria que financia Planes de Movilidad a empresas y municipios por la eficiencia energética; el Ministerio de Interior que dice que la normativa de tráfico es suya; el Ministerio de Fomento que duplica carreteras…, mientras en Europa tenemos la Comisión de Transporte y no acude ni el Ministerio del Interior ni el de Fomento. Cataluña tiene una Ley de Movilidad Sostenible, País Vasco también, Andalucía no se sabe… ¿De quién es la competencia estatal para crear una Ley de Movilidad Sostenible? Se desconoce.

España tiene de las mejores redes de carreteras del mundo, aunque con autovías y autopistas paralelas. Evidencian el problema de descoordinación en la gestión y precisamos de auditorías para su seguridad vial y la formación de técnicos para esas auditorías. En las carreteras secundarias tenemos el 70% de los accidentes. Es necesario hacer más sencillo el mensaje de su velocidad máxima y que no dependa del ancho del arcén: todas las carreteras secundarias tendrán 90 km/h como máximo de velocidad.

En cuanto al alcohol y conducción es necesario incidir en el bebedor pasivo, para que incida en el conductor y no lo deje conducir, así como la responsabilidad colectiva: si bebes no solo te puedes matar, sino que puedes matar a otro. También precisamos hacer más sencillo la ingesta de medicamentos para la conducción.

Aunque en las ciudades la principal causa de siniestralidad es la velocidad, en interurbanas destacan las distracciones, especialmente con el uso de programas similares al Whatsapp. Apela a la misma tecnología para no poder usarla mientras se conduce. Hace referencia a la publicación “Control de la velocidad“.

Para el permiso de conducir por puntos, es necesario agrupar las infracciones y hacer más sencillo el tiempo sin sanción en el que recupera los puntos. Se está revisando el programa de recuperación por puntos.

Ahora se está trabajando mucho en las personas mayores, donde el reconocimiento médico de conductores parece clave y la propuesta de Pere Navarro es que pasen a depender de la Administración, ya que al año pasan 2.500.000 de españoles sanos para el reconocimiento médico, siendo un momento estupendo para concienciar de campañas como revisiones más específicas (ej. cáncer, hipertensión…), fomento de hábitos saludables…

En España tenemos 3.200.000 motocicletas y parece que cada vez habrá más. El 80% de los heridos en moto son en zonas urbanas y tienen 17 veces más riesgo que el coche. Se habló de experiencias en cursos voluntarios por parte de algunas comunidades y de hacer obligatorio los guantes para motoristas en interurbanas.

El comercio electrónico aumenta cada año un 20% y en España la última milla por este motivo se realiza principalmente en motocicleta por empresas subcontratadas. Uruguay ha firmado un convenio para dar cursos voluntarios. ¿En España se podría hacer con la cuota de formación profesional que pagan las empresas? Destacó que sobre furgonetas y autónomos, en aumento, sabemos muy pocos y requerimos de estudios.

Aunque aboga por ir a ciudades intermedias, las zonas urbanas son las grandes protagonistas, donde una Ley de Movilidad Sostenible regularía los necesarios Planes de Movilidad y se tuviera en cuenta que la solución está en el calmado del tráfico, llegando a que un 80% de los viales entraran dentro de zonas 30. La mejor medida de seguridad de las ciudades es la #Ciudad30.

Aunque la movilidad ciclista está muy de moda, cree que pronto se entenderá que la movilidad peatonal es el gran motor de transformación de las ciudades.

La clave del éxito en España no es que antes no hubiera normativa, sino que sus propuestas iban en la línea de hacerlas cumplir, explicando que es mejor no poner una multa que ponerla y no pagarla.

Cree que hay que estar con los mejores y demanda becas para que los funcionarios o técnicos españoles puedan estar en las mejores instituciones internacionales y al máximo nivel técnico.

Es necesaria que dentro de la cooperación internacional se incluya a la Seguridad Vial, especialmente con latinoamérica.

Concluyó que no hay que buscar culpables sino soluciones.

Tras la excelente ponencia de Pere Navarro, pudieron intervenir los representantes de víctimas de accidentes, club de conductores de vehículos motorizados (RACE), medios de información (STOP de Accidentes) y servicio de emergencia (SAMUR).

En estas intervenciones no entendemos que no estén representados asociaciones de peatones y ciclistas, las principales víctimas.

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Tubería y carril bici en el Paseo Marítimo

La Ciudad Autónoma de Melilla realiza una convocatoria para la adjudicación de una tubería de aguas residuales y la integración de un carril bici desde la Plaza del Mar hasta el extremo del dique sur. El responsable político del Plan de Movilidad anunció para el 1 de octubre el inicio de las obras.

Carril bici Paseo Marítimo

Proponemos a la Ciudad Autónoma que integren acceso con #sharrow que fomente la obligatoriedad de #LasBicisPorElCentro.

Sharrow y gato Peráltez. #LasBicisPorElCentro

Por seguridad ciclista pedimos que consideren la señal S-64 y eviten incluir la R-407, tal y como propusimos para #BarrioIndustrial.


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Cámaras de supervisión

Desde Melilla ConBici creemos que uno de los grandes problemas de la ciudad es la #ViolenciaVial y demandamos soluciones contrastadas.

En este sentido nos manifestamos en la prensa: “Para controlar la velocidad sirven las multas y no las cámaras de supervisión”.


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Menos coches, más salud

¿Qué hace falta para actuar de manera decidida y con resultados?

Publicado en II. Comunicación y sensibilización, Salud, Uncategorized | Deja un comentario