Location Of The Heater Core On A 2001 Volvo S60

How to start a critical mass.

This is a free translation of the text "How to make a Critical Mass" produced by Hugh D'Andrade, Beth Verdekal, Chris Carlsson, JR Swanson, Kathy Roberts and Nigel French, with the help of many other friends. ...
The original was printed by Solstice Press, Oakland.
To contact them write c / o GRIP, 41 Sutter St. # 1829, San Francisco, CA 94104, USA

How to start a critical mass.

Introduction.
What is this? They wonder as they watch the passers loud and bold bikers passing by, shouting and ringing their doorbells. There is a wide variety of answers: "We want to ban cars." "We tried to have fun riding together." "Defend a way of life social. " "We want to reaffirm our right to move." "This is more solidarity." The Critical Mass is many things to many people, and although many of the ideas expressed may sound like political protests, Critical Mass is above all a celebration, not a protest. Tube
Critical Mass originated in San Francisco in September 1992 as a way to bring together different groups in a claim festive public space. The idea was initially conceived by a person who disseminated to other cyclists. The prominent community of messengers, first group to join the initiative, undertook to pass the idea by word of mouth. Meanwhile, someone dedicated to distributing pamphlets among cyclists in the heart of business district.
In the first ride, under the name "The Commute Clot" were 60 cyclists, a number that was doubled during the following months. Critical Mass was consolidating and growing in San Francisco, reaching more than 1,000 cyclists gather in October 1993 and spreading to other cities. The cyclists set of concentrations that occur in different cities has come to constitute a large-scale, decentralized and popular.
In short, Critical Mass is simply a group of cyclists who pedal together, going from one point to another (someone coined the descriptive phrase "organizada coincidencia"). Pero muchas preguntas importantes e interesantes surgen cuando intentamos llevar a cabo esta tarea tan simple ¿Por qué hay tan poco espacio abierto en nuestras ciudades donde la gente pueda relajarse y relacionarse, sintiéndose libre del mercadeo incesante de la vida ordinaria? ¿Por qué se obliga la gente a organizar sus vidas alrededor de un automóvil? ¿Cómo sería una alternativa de futuro?
Los autores de este texto, no han pretendido dar respuesta a estas preguntas. Simplemente, hacen uso de su familiaridad con dos de las manifestaciones de la Masa Crítica (San Francisco y Berkeley) para ayudar a su diseminación en otras ciudades, dando ideas de acción, táctica, solutions, etc. It is important to note, however, that while Critical Mass is a common approach to a common problem, no two alike. Different contexts produce different dynamics. Therefore, it is not here to give a strict set of guidelines released by a committee smartass, if not to share the experiences of a small group of enthusiasts masacriticistas the Bay Area.

planning.
In theory, there have to be very difficult to start a critical mass. Every city has a population of cyclists marginalized and threatened by the current transportation system, whether people who use the bicycle in everyday transport, as if they are messengers or just people walking by the fun of it. Presumably, these groups are only the tip of the iceberg. Air pollution, environmental degradation and, in general, the deterioration of living conditions due to motorized traffic are consequences that have all citizens. There is a potential base eager to changes in all groups isolated and scattered, with Critical Mass a way to agglutinate.

Where and when to start.
The preliminary steps to initiate an encounter are fairly straightforward: choose a time, place and route. Summon a meeting place and thus the beginning of the route, somewhere central location is obviously a good choice, as many cyclists are already there. A well-known public area, easily accessible to most riders, where large numbers of people can gather before the ride is perfect.
The choice of the time is still easier. Choose a time in which most people have left work and before they are collected at home. This has the advantage of daily riders still walk down the street and, further, gains visibility ensuring that the critical mass becomes part of the traffic at peak times. Place the Critical Mass ride on Friday marks the beginning of the end week and helps you live the walk as a celebration. And what better for the event Friday that the last of each month?
is important that the location and meeting time remains constant, to make it easier for people to take part regularly, and more and more people can join as time progresses.

Route.
Choose a safe and enjoyable route is essential to keep the fun and witty Critical Mass. There are several aspects to consider when planning a route: Security
:
* cyclists will take part in various skills. Plan a trip with lots of difficult slopes or a long distance is not a good idea. Keep a moderate pace.
* The streets selected should be large enough to accommodate large numbers of cyclists. (The one-way streets are especially good.)
* Keep it simple. A complicated route that passes through many different places can be fun on paper, but will be inadequate for the ride. It is preferable that people are able to memorize easily, so they know where they go and follow it without difficulty. Placer
:
* Vary the route from month to month gives every ride a touch of adventure, covering a broader spectrum of people.
* The character of each ride will be influenced by the area through which runs. A stroll through downtown, where buildings can reverberate shouts and cheers, and where there is a population of drivers and pedestrians to interact, will be more festive than a stroll through a suburban industrial area . These last two relax the ride and can be chosen to lower the tone of it. The choice is yours.
* Choose a finish in a park or bar, where cyclists are able to interact after the ride.

Fotocopiacracia.
In San Francisco, the distribution of copies was the most important part of the organization of critical mass. Avoided centralized policies with official leaders, slogans, etc. in favor of a more decentralized system. No one takes over. Ideas are disseminated, shared routes, and seeking consensus through copiers ubiquitous in every job or in the print shop in every neighborhood - a 'Fotocopiacracia', in which everyone is free to make copies of their ideas and disseminate . Brochures, leaflets, stickers and newsletters circulated wildly before, during, and after the ride, making unnecessary the presence of leaders and ensuring that strategies and tactics are understood by as many people as possible.
The Fotocopiacracia promotes freedom and undermines the hierarchy because its mission is not hold a few, but to be largely defined by its participants. Critical Mass is not concisely defined as an attempt to get more bike lanes (though that goal exists) or to protest this or that aspect of social order (though such sentiments are expressed frequently). Instead, each person is free to invent their own reasons for participating and is free also to share those ideas with others. Some people are there to promote transport by human power as a viable alternative, others seek the respect of drivers of motorized vehicles and urban planners and others involved simply because they like cycling and have a sense of community with all the other cyclists in Critical Mass rides.
This "organic system" does not lead to chaos, but a festive and celebratory atmosphere. Precautions were taken to avoid common pitfalls of other movements. The Fotocopiacracia has been used to give arguments and not for moralistic attacks against drivers of motor vehicles or other unproductive tendencies. Introducing the use of bicycles as a positive and fun alternative to the destructive action of melancholy car culture, Critical Mass has established a visionary approach to urban transport.

Advertising. Publicize
is the first step. Pamphlets are a quick and cheap way to reach large numbers of people. With some friends and a photocopier, you may have to clutter your area ads Critical Mass a few days. However, the public walls of most cities have already been plastered with so many ads that are most useful alternative strategies.
* The photocopied leaflets can be attached to bicycles throughout the city.
* Small stickers can be attached to the bicycle parking.
* You can ask bike shops and businesses "friends" to put leaflets in their shop windows.
* Telling people announced by the local radio DJ's through friends, clubs, local newspapers, etc. Aesthetics

Advertising.
If you want to communicate, make it easy to read! Ensure that leaflets
passing participants are legible and to explain to people what they need to know about the ride. For example, if there is an intersection difficult or dangerous train tracks on the route, indicate this on the map. Prepare pamphlets on a computer map can make things easier (if you're clever about it), offering the advantage of being easy to read and play. The road map can also be used as a newsletter with ideas to solve problems, news from the last meeting and ideas for future meetings.
As in San Francisco Critical Mass grew beyond the point where a single rider could see both head and tail (more than a 300), began to appear fotocopiacrática publication, Critical Mass Missives containing occurrences on the ride previous news from other masses about the world and discusses problems in or with respect to the promenade. Pamphlets

.
While the mass of cyclists traveling on the street, people waiting at bus stops or sitting in their cars will want to know how it goes. Because you can not stop and talk with them and would be really hard to condense it all in one sentence, pass a small booklet can help them know what's going on Critical Mass, why we believe this action is necessary and invite them to participate in the next round.
These leaflets can be made so as to get three of each sheet of A4 paper, resulting in cheaper and offer the advantage to fit into your back pocket. Distribute the beginning, make sure that all stakeholders have a stack of them and see how they are distributed to hundreds of people who otherwise would never have heard of Critical Mass.
Dispatchers are the real pamphlets diplomats. Often, face to face with these riders and, eventually, skaters have been useful to avoid stressful situations with angry motorists who have been waiting. A biker will approach the frustrated pedestrians and explain what it's all that as he hands a pamphlet. This will show you think a little in them and win some time to progress as they digest the message.
As plugs, distributors of pamphlets lend an air of self-control to march on to motorists and pedestrians. Tamponade and distribution of leaflets commonly are conducted by cyclists who spontaneously provided to meet those needs.

off!

Traffic Tactics.
sure a good number of motorists do not find it funny that a huge mass of cyclists take to the streets. These drivers - certainly a minority - hardly see the group of cyclists as legitimate traffic and may even try to pass through the crowd. The presence of such individuals, as they are trapped in their cars, can be a considerable problem for Critical Mass, especially if the group is not very large. The tactics on how to solve these problems must be developed, understood and implemented by the largest many people as possible to ensure that this problem is not a disadvantage in what should be a friendly and fun ride. Here we explain what we have seen that work.

density - Stay Together! Think
Critical Mass as a group that works by forming a mass of cyclists so thick and tight that it just moves to the car. At the moment the group starts to disperse enough to allow entry of a car, get a potential source of problems.
The simplest and easiest way to address this problem is to encourage people to be aware of what is happening around them and act when they see that things go awry. If you open a gap large enough to drive a car, someone must fill the vacuum and invite a friend to accompany him. If the head is going too fast and the mass becomes too thin, someone must draw your attention to go more slowly and thus allow the grouping. The same happens with the queue, who can go too slowly and cause stretching of the group. Indicate problem areas and points of regrouping on the road map to help solve these problems.
density is vital to ensuring security, promoting the idea among participants that cycling is practical, safe and fun. When Critical Mass is going through an intersection and the light turns red, at times of high traffic density, maintaining a constant mass of cyclists is important to justify the hopes of motorists.

Tapona.
The "plugs" are the diplomats of the ride. Its name derives from its function. His modus operandi is: when you reach an intersection, a block or two riders each lane of the road that crosses, ensuring that cars do not pass even if there is a pause (or gap) in step cyclists. This tactic is especially effective if the "plug" has a friendly, non-confrontational stance with motorists, carrying signs such as "Please wait". Caps must protect the rear, blocking the cars that follow. Of course no one needs to be officially designated as "cap", people may assume this role on its own initiative.

red light.
Is Critical Mass obey the same laws as motorized traffic? Yes and no. Most of the traffic laws were made for cars, as anyone can attest to circulate normally cycling through traffic signals, and certainly were not designed for large groups of cyclists. Therefore, the answer to this question is obvious: The Critical Mass can ignore existing traffic laws to the extent that safety and efficiency gains for the group, and follow them when they serve our interests and needs.
The red light is a perfect example of this principle. When the drive head reaches a red light, the only sensible thing is to stop. Thus, a) no one is endangered through a crossing route by car, b) grant to motorists the simple courtesy of their right to move, and c) give us the opportunity to stop, regroup, and form a mass solid. But if, when Critical Mass passes through an intersection, the light changes, makes no sense divided into two groups and the dough should continue through the intersection, protected by corks.

Dough breaks.
When the dough is too thin to justify crossing an intersection with a red light, it may help someone yell "break the mass!". The first section of the Critical Mass will continue through the intersection and the second part will wait until the light turns green. If all goes well, the two groups will meet at the next light. This tactic is used most often when the mass grows and becomes less cohesive.

know the law.
The previous Planning is the basis of what Critical Mass needs to be as enjoyable and carefree as possible. However, other issues appear when cyclists cruise the streets in their hundreds. Traffic laws vary from city to city [and from country to country]. Find out what the Highway Code sets out on bicycle traffic in your area. Know your rights. In this way, you can correct those who make incorrect statements about how cycling.

Testosterone Brigade.
What kind of attitude we take toward people who prefer to drive, or who is trapped in his car perhaps due to a medical emergency when the mass passes? As important as devising strategies for dealing with hostile motorists, is the way to treat those who from the mass can trigger them. For some cyclists, Critical Mass is an opportunity to chastise motorists, now that, for once, we dominated the track.
The over-reliance of our society on motorized traffic is a massive and overwhelming social problem, and will not change through the use of inefficient and malicious tactics by a small minority of angry bikers. But a movement for change based the claim of a public space and building a human community open to people from a broad spectrum of social and political change could contribute to a deeper and more fundamental in the way how our society operates.

La Vanguardia.
One of the important things to keep in mind is that the mass will tend to follow whoever is in front, whether they have a clear idea of \u200b\u200bwhere to go or not. The types "Vanguard", exploring their leadership potential, shall generally toward the head of the Mass, will stop lights when not needed, try to block the traffic as much as possible, and try to bring the Mass in a direction that they see as 'radical'.
What happens then is that head of the ride is too fast, the dough is spread, the cars get in the way, nobody has any idea what is going on, come quickly to dangerous situations and critical mass becomes a Critical Mess (Rancho Critical).
The way to counter this is to put two or three friends at the top of the dough with some idea of \u200b\u200bwhat is the path and, most importantly, a commitment to maintain the group. If you all stay together as a group, you can influence the course of circulating walk slowly, speak when necessary, and trying to keep everyone together. If you do this, you must be willing to receive criticism from people who can see like someone is trying to impose their ideas on everyone else. (The sense of humor helps: on a tour of Berkeley, someone shouted "Follow this to the highway cop!" After an obnoxious biker tried to lead the walk to an entrance ramp.) Speeding up your mind and actively assert initiative is not to be authoritarian - in fact, is the essence of democracy.

Los Caracoles.
Snails are a group of cyclists antagonistic delves slowly behind the rest of the body. This haraganeo causes the dough to stretch and even more angry motorists waiting to pass the dough through the intersection, or behind impatient. Again, express your opinion and feel comfortable with this type of interaction. Remember, these people do not collaborate to create the best environment. Selfishly feud motorists, destroying any positive association that drivers might have had when she spent the rest of jolly cyclists.

cops.
Public demonstrations are generally frowned upon by the authorities, suggesting that the government has the support of the people or not represented. Naturally, the police is concerned about the demonstrations and generally follow one of two approaches: either attack the demonstration - showing the heavy hand in supporting this society - or try to be as diligent protectors and sponsors of the show. Critical Mass
With Bay Area (San Francisco), the police have generally followed the paternalistic approach, allowing it to perform the walk, blocking traffic for us and ensuring that their presence felt as an escort. On one occasion, reached both through megaphones announcing "Welcome to this event! any outsider might have thought that everything was planned and carried out by the police themselves.
When the police begin to arrest people or cyclists noisemaker, trying to provoke a confrontation to justify repressive and violent punishment - a showdown in which their victory is almost guaranteed. It is important not to be provoked. When the police require that the mass moves to the right lane, do so. Then, when the coast is clear you can come back. After a few attempts to control the ride, the police usually give up and realize that less arresting everyone, not much can do except follow the Mass and really act as public servants who professed to be from the beginning .
The best strategy is to avoid violating any law unnecessarily, try to reason with the cyclists who displayed a tendency to freak out and not give the police any excuse to stop the mass or powder to everyone. Keep your head high and be honest about the mass. After all, only going home together in an organized coincidence, therefore, give them a road map if requested.
While police try to possess or control the ride, Critical Mass is a grassroots movement that operates independently of government regulations, and as such, we have nothing to do with the police (although they may have interests in us .) Within the anti-authoritarian culture cycling environment, it makes sense to refuse the arbitrary orders of the police. But the best approach to the presence of police officers during the Critical Mass is not getting into a pathetic fight, which would leave losing, or embrace them as our saviors and protectors. Rather, we should ignore them and continue with the task of trying to build a mass.

Xbox Deformed Mainboard

Letter to Minerva.

hills here
by José Luis Gómez.

Living here in the normal hill actually has its risks, may not be as devastating as those run in, say, Oblates, or Miravalle, or the railroad, where one's life often equals one digit in the statistics recorded by the sensationalist, perhaps not such risks are so daunting, you become addicted joints and sophisticated alarm settler vigilante tactics, such as those faced by those living in Chapalita or in Providence, or those risks so desperate, full of anguish, so evident in the Ladron de Guevara, where you only have neighbors doctors or lawyers, and nothing more hours, and days . Here in the Normal Hill risks are different, and have to do more than anything else to the disruption of the ubiquity and its resulting entanglements of belonging, and its discriminatory overtones caused by the condition of adjoining, rubbings, with debauchery bravo underdeveloped district and Retiro Gardens glowing opulence Mayor.

Minerva I still remember how thou enveloped in thick layers of magnanimity, whenever you had to emphasize that your home was on the normal avenues here, the side where the houses do have a garage. And he'd say with that ring your voice and tone gangosito Cantaditas you've always come out perfectly, charming, and to hear you say, you could almost see the median of the avenue that separates Colinas del Retiro, pulling their soil to establish itself as a great protective wall of fierce invasion of pernicious fruit sellers in wooden carts and ladies in shawls offered land for the pots, one could almost see, while you, dear Minerva, supported in poses taken from magazines remarked with heart your mouth painted in a very discreet red strawberry, the whole distance Retirement lacks even touch the Normal Hill.

Needless to say the risks are to those who live here precisely to submit to an overwhelming flood of class prejudices that force us to use terms so exaggerated and extreme, to qualify for our neighboring colonies, and thereby also exposing the social weakness gnaw at us. "Underdevelopment debauchery" glowing opulence "we say, usually eligible, as if the withdrawal were a kind of Arroyo Hondo, and gardens outside Puerta de Hierro Mayor.

had in you, my friend, a way of saying things language so concise, sometimes sprinkled with English words, which immediately caught you in the world that he was building. I say "caught" I think wrongly, the word refers to a trapping by wayward media as would be deception or cowardice, and no, it was not, build your world rather cozy. For example you said: "We must leave this purpose does not it?" And the weekend suddenly charged another sense, that is, Friday night or Saturday, or sometimes both, became a cushioned seat in posarte that, and flight treparte the illusion, travel to the possession of the impossible, the place where your desires of that made her feel part of something so personal little hell away from the meager wages and the billboard of the TV at home, and so close to the clubs or a mall, say, the Klio or Plaza Pavilion . Here in the Normal Hill, we pay to cut your name whenever circumstances permit, identification and subtract words and appears only as hills, and add by subtracting, I admit. Joins in position, the sum in importance in the social scale, it acquires a different connotation Hills, and generates a brightness reference ever seen a remarkable effulgence, sudden, and showed a relationship, if nothing else whims of phonetics, or whims of our commitment stretches of reach, with the loftiness of Colinas de San Javier. Colinas, say, living in hills, and the circumstances we may say at once foreshadow despite our efforts to ignore it, a context very accurate and precise evidence in its slogan, which reveals the desire closer to reality.

how they fought against it Minervita? Minervita pretty girl, eternal wanderer of fashion shows imaginary realities ignominious fugitive incisive, comprehensive catalog of goodies, you take over a rigid attitude of behavior very well protected behind the thin veil of good manners, and thus convinced of the need for the superfluous, and made tangible the utility of the chimera. Nothing was more important than you feeling to be, believe you something to attract it, the slogan of putting yourself in the place felt to belong. Knew of brands, and its bright period, and I acknowledge your very clear insight to know when to stay away from any of them, in time, before you crawl out of the forefront and remain anchored in the scourge of stagnation, sighing sadness and longing for that retro come soon, and often saw so many girls in the neighborhood, friends of yours. I say "girls" instead of girls to finally hear your speech as you, so full of viper bite, thorough, useful astonishing accuracy to detect in others the slightest mistake lexicon, and most revealing hidden attitude of misery, you used to then punish with rigorous performance, because that was one way to approach your created reality which separated you from all that I could make clear or bad stop. Minerva fuck, how they fought against it!

is complex residence here in Hills, Hills normal course. If you want you can stay away, despite the closeness of our neighboring colonies, at a safe geographical distance. Away from their social hunches, their friction and other uncomfortable. The problem is that sometimes wanting is not enough and the proximity turns to invasion. Then one suddenly looks colluded in its advance elements, with a great despair, appropriating or rejecting, as appropriate, differences and similarities extended with real intimidation. And the fellowship comes, and does so attached to their complexity, because it will always be difficult to approach and those who know you know I exceeded beyond, and your location, governed by decree moral imperative not to make them feel guilty about their place of residence is placed in a place without support, floating in an unstoppable swing.

And you Minerva, Minervita strategic winks, smiles the elitist selection, friendly relations method chosen, will suffice your dissent known ability to disrupt the complex to reside here. Yes precious, yours was separate yourself when so required, because in proportion to your ability to dissent was that of membership, but that does not complicated at all, indeed, the accession was also a way to break up, brilliantly. Try to be clear: there were times that we came Retiro friction with the rough fingers of music, - forgive me the term "rough" and its connotation prejudiced inevitable, hell-being must banda music. We invaded. We saw the retoqueños - Sorry again - pass on their trucks with license plates notes Frogs aporreantes sprinkling of drums and trombone, and I do not know, but I think our origins we were away all desire for refinement and taste soon we found it to each song. And yes, all right Minerva, very well, while some painfully tarareábamos, with all that pain that is felt to reveal our sources, and that is concealed perhaps by buying a "Mister CD" Great Center, your Minervita, I scurried around kind of evidence by merely asking us to lend our music. I remember you said: "Lend your hard ox." And with that "your record "was captured a translation that said" your record, your music, which was made for you and for you, that you pick up your family tree, and maybe I'll sing to highlight your meanness, ox. " Try to be more clear: I, heir despite much disown, the shortening of distances, social dislocation, thou, Minerva, accurate transhumant momentary charm of the room, feeling all the time just passing through. Click upstart. Sorry. Sorry for the insult, and is of apology because it carries the pain of that approach ever gestated between you and me is that ...

Here in, again, Hills, I'll look repetitive, involves great risk. Maybe not such risks as those run by people living in Colonia Moderna, where both old man who lives out there end up becoming infected with a melancholy devouring greasy driven with archaic lexical something sentimental, always referring to the memories of that store luster it once had Guadalajara. They may not be risks as those faced by the residents of downtown, always so haunted by the temptation to make shop a few meters from his house, always covered under a layer of mandatory blending in with the fauna bohemian night owl, always targeted by urban writers who writes in the in lives filled with squalor and pettiness. Here are other risks. Examples include: the risk that you fancy can not overcome someday paternal slab, the slab was built by your parents in a neighborhood more or less well and so elusive to your financial expectations, and then when it comes time to view the family form able to live in Gardens Mayor and say, "impossible", then look to the more concrete possibility of living in retirement and shout: "Impossible," and since you just have to convince your parents to split the house and you rent out the upstairs. Another risk of living in the Normal Hill is to be tempted to make it possible by any means possible to overcome this slab, and these means are not always adhere to the judicial laws, moral or not. A large number of heads of pins nailed right on the colony on a map of the metropolitan area in the Procu, noting the sites of highest rate of cocaine dealers and studs, or highlighting of car thieves, confirms this. Another risk? Here goes, and this may be one of the most common, the belief that everyone here is equal, the belief that the colonial social relations in the future provide authorized by the blessing of same socioeconomic status, believing that the brackets open dating is not closed by the disastrous invasion of ambitions. And this is the risk that I knew in time that I walked with you ...

Minerva. Know if you hold it but we walked. Remember? I ask of heart, because being on the precipice of oblivion is a risk of this colony. Minerva Yes, I even remember how I covered it with joy, a joy now that I think too narcissistic, when I discovered the way your thoughts before sprouting in the words of your mouth, impacted on intense brightness for your eyes. Yes, indeed, the last time I did know was that day that I premiered my shirt of Che Guevara ", there I was, facing the glare disturbing your eyes, stretching my shirt, right now it happens that PORTO, as I so you can see in Che's face all his aura of rebellion, his gaze seemed to order, issue ... allow me a correction: now porto, because "Ahoritas" were always an easy target for your needs, lexical, as well as the "wrath" Haig "and" take care ". I want to remember the glow of your eyes soon found words, and the first thing to say was "Cool" ... ment, before considered: "I suppose it's brand furor." I nodded because I remember I bought Having A confessed in Obregon. I do not know if I remember, I was the one always helped you cope with everyday problems of life by reducing the opportunities for fun. Do not you remember how we mofábamos of those who asked us for our future? "Worry about yourself, you're fucked. We carcajeábamos. The ease of our egos we had plenty of opportunities creditors. Remember? It was I who with sycophantic application sharing your joy every time in the colony inaugurated the branch of a foreign retail chain. Remember! The subject of eager hands to the obscurity, the maker of your whims, the more effusive appreciation to your dull monosyllables, the breath to your nonsense ... Already? José Luis, José Luis Gómez, the same who thought like you to accept as their own social wounds to the bourgeoisie of the city we would be part of it, and there we were, well covered clear fashion, which for them were very good , along the "putirruta" of Prisciliano Sanchez in support of gay ex attacks against moralizing, dancing to the beat of "Djambo" in the flea market Saturday's cultural, sorrowing with the "goth" in the rotunda of the illustrious men , intoxicated with the cowboys of "locusts" by assuming "the strawberries Iteso" sharing with "punk" Revolution Park, advising the natives affectionately Ruben Dario Park, walking on a motorcycle with the renegades of the Guadalajara-Harley. Already? José Luis, José Luis Gómez, right? That boy docile to this manipulation did not know you that aside my individuality to imitate as closely as possible an image of a building that would not offend your world. A world smeared all narcissism, of fierce competition, constant pressure to be a winner, a world whose spirit is evident here in everyday ... In

hills. Normal Hills, Hidalgo sector. Cologne a few steps from the first box the city. Ancient streams and hills where the rebels hid from the English forces, crushed by tons of pavement, through the consolidation of mind to excel in those people who once was of laborers, at the prevalence of the desire to succeed. Yes here it is what is perceived, and to prove it is the eternal improve facades and garages, the ambiguity of good taste, the architectural capriccio, and the recurring topics of conversation always alluding to the car business and living in our dreams; and these are our current hiding against these oppressive forces that surround us with plenty of obstacles to become what we aspire to be, those forces the period, with low expectations bombing, with its incessant shrapnel poor realities, just let us pretend to be, we, the insurgency's pointless meaningless to us, the troops evicted Colinas. Hills. Normal hills, most visible piece of concrete by imagination than by sight, lacking the raw material of fanciful wishes, a breeding ground for ambitious claims, only touched on the broken mirror of the ardent desires and cadastral records. Colonia Guadalajara mirror that reflects the entire and certify the appearance of intransigence hidden behind good manners and rejection of everything differently; colony in a small mirror that reflects hostility and moral prude and tax of Guadalajara, the edge of his words, the rightness of ideas, the enormity of the arrogance, the certainty of living in a state of mind strongly motivated by the desire for achievement, and not reality . Cologne mirror yours ...

Minerva: Guadalajara tiny hair dyes bathed in light and friendly atmosphere. Say your name, Minerva, Guadalajara was to say, was to see him, your Minervita forms, as well balanced as a peaceful area near the American Colony streets on Sunday night, ways I still remember the susceptibility to the hectic business of my fingers Scatter eternal spaces invasion of your long positions, your wide avenues, also on Sunday. Go your ways Minerva was to ride every street in Guadalajara, the streets of Colinas, moving warily the road between prude and joyful, overcoming the intransigence of the outrage to stop the flow boiling. You know? Walk through your body was like walking through the labyrinth and improgramada Guadalajara, full of potholes and detours, always attentive to a sudden change of course, groping and stumbling, a little random in search of that site that succeeds only rarely found . Your skin had the vocation to refer to an evening stroll through the historic center, which is addressed under the influence of attraction, but never dispel the feeling of uncertainty, and with that same strange provision of Guadalajara to see what there is, exaltecer misery, pure desire to beautify what was done to the ride and the total asymmetry. So I addressed your skin was not believing what they believe, and progress under your disposal, so subject to your infighting, let him. And is that even your attitude Minerva was the climate of this city, totally unpredictable. Sorry, but true, and so was really afraid to keep advancing on your skin, a fear similar to that received by the way when walking through the streets of ...

Here, here Colinas, tedious streets where life is subordinated to the need to scale socially, and where the longing to undergo sleepless nights sleep every night Early in season watched by police rondines settlement; streets of both obese fattened car climbed the sidewalk and built shelters lack of talent here has made tangible time representative of the whole Guadalajara: the time of aging but a symptom of growing, and is evident in our determination to be exported to other colonies - the wealthy - tastes bland and empty phrases that we believe will give modernity and identity: ox yes "" cool, "" another fart eh. " And so terrified to walk the streets here, its corners well lighted by its wooded ridges, through the atrium of San Judas Tadeo overflowing of vamps of Sunday, because as you go intrudes as a welfare whispers: eternal-so-veiled suggestions of a subject. It seduces you everything at your fingertips: the calm, girls, happy over the file, double garage houses, everything is an offer. It offers you at least belong there, or deal with the ever present and so visible step was Mayor Gardens, bright lights in his ad for Pizza Hut and Blockbusters, and drink too much seduction in Michel and Red Bull drinks, sucked in artificial weather systems, ends up in handling. And indeed this subject, makes us docile to the system, we domestica make us won through life as a means and not an end. Yes, indeed ...

Minerva. Right? Ornament Minervita Xtrail Hummers and luxury, the best recurring guest tables, the personification of success of your companion in turn. "EDA? I mean, right? One day I realized, through reading these books you saw in my arms with clear suspicion and contempt that shields fight my offers of loans, I realized I repeat, the manipulation of which I was the object. As we all then. "Here in the Hills, is normally lost our individuality and search in higher spheres role models. " I tell you all the time in these conversations with you last longer, dry and infertile, as monotonous as the architecture of Sauz or Loma Dorada, and so weak at the barrier of your contemptuous indifference strengthened by "mjus" and "ahas" matching calculatingly in my few silences, and space of time taken to re-save the workbook ashamed morralito Oaxaca gave me to use, remember? Colorful fabric that looked, when you still dared to walk beside me, feeling very embarrassed as the discomfort of the death of others. "This is one of the risks of living here in the hills." I said, I remember. "You get half strawberry and half the time cholo." And he said reproachfully, and was the day I remember I asked you to accompany me to San Juan de Dios market, and you had not accepted I told you would buy a pair of huarachitos. I saw really upset, and even more when we return with my friends of the Faculty, all of the Retiro neighborhood.

I do not know if it was the sandals but the truth since that day my feet were left behind at the speed of your steps in fashion shoes "Zara." And then I could see though each of these risks run by those who live here in hills, and of which you hear me Minerva, smiles Minervita charity, fondling gloved Guadalajara exemplary, virtuous in the strategy of the kiss, for sharing your inclinations, the filtration of your sympathy, I knew the rank detector and brightness of surnames, timely, picky, crossing, peaceful and why not, loud, Guadalajara copy. Minerva ... Ahh! parameter also my confusion, some water from my loss, my source of social dislocation, propped my embarrassing classicism, polish each of my prejudices, my conscience spark that ignited in the precariousness of my membership. And the latter since that fateful evening when you come upstairs managed to avoid the gray Mercedes - which Spot whistled every afternoon outside your house - to invite you to take around a coffee, a coffee and drank it to last each person chose a red. "A red" and commanded the few wines that we drank the last not, you, because once you find it bitter and of dubious quality, and I, because I just dedicated myself to swallow those words of yours that could not sweeten wine, and look at my glass clouded repeating know for what reasons again and again: to hell gays of "putiruta" of Prisciliano Sanchez to fuck the "Djambo" of cultural tianguis; to fuck the "goth" and " vaquerones "to hell the "strawberry" and "cholos" to fuck all "punk" of the park and indigenous revolution "Rubén Darío" to fuck the "Guadalajara" Harley. " And he repeated incessantly, with each of the risks involved cursed to live here in Colinas, and your words exploding in my head and highlighting the precariousness of my belonging to repeat again and again: "What happens José Luis , in good plan, you've become a fucking hippie squarely on the Iteso, or wey, a jipiteso. " Yes Minerva was almost night that "lulio station."

And I say now Minervita after this time in our relationship, which by coincidence porto my shirt of Che Guevara and washed gastadona by many, and I tell you because I want you to know that the risks incurred by living here have been fulfilled, and the damage is done, and no one is spared, not you, but I'm still here waiting for the face of Che, the, look, here in my shirt, copper back his strength and re-order, to issue, and stop being immersed in Cold as ornament just looking at our sad reality. And that step will help to finally meet and send Minerva located once and for all you too to hell.

Turn Off Veri Face Turn Off???

The conservative anti-science.

Block conservative governing the United States does not believe global warming is a reality despite the overwhelming evidence and insist on blocking the policies needed to avoid catastrophic climate change.

Conservatives showed a spectacular display of scientific ignorance in June in the U.S. Senate. During the debate on the Climate Security Act Lieberman-Warner, which would regulate carbon dioxide to establish a cap on emissions, allowing emitters to trade carbon allowances, most Republican senators questioned the reality of change human-induced climate and ignored the climate threat completely and repeated the argument that the Act would increase gasoline prices, and electricity. It was as if they had been locked in an isolation chamber throughout the past decade. Let the most important.

Senator (sen) James Inhofe, Republican of Oklahoma: "The vast majority of scientists believe that anthropogenic greenhouse gas emissions are a major contributor to climate change."

Sen. Jon Kyl, R-Arizona: This law means that "people should turn off your air conditioner in summer."

Sen. Saxby Chambliss, Republican of Georgia: "This law will attack citizens at the gas pump" and "increase loss of jobs. "

Sen. Jeff Sessions, Republican of Alabama: "This bill will make us less competitive in the global marketplace."

Sen. John Thune, Republican of South Dakota: This bill "could bankrupt the U.S. aircraft carrier."

Sen. Kit Bond, R-Missouri: "No one who is sane," think we can get our energy from wind and solar or drive a "fleet of golf carts."

Sen. Wayne Allard, R-Colorado: "In regard to the temperature of the Earth, it is unclear what the long-term trend."

Conservatives are good at sticking to his message, even one that is not based on facts. None of his claims are true scientific or technological and economic most are crazy exaggerations based on studies funded by fossil fuel companies. According to increasingly desperate climate scientists, this could be a defining moment for mankind, but to many conservatives apparently is just another moment to score political points at the expense of future generations.

is a scary thought. If science in recent years and the painful reality of a changing climate have not persuaded the conservative movement dire nature of global warming caused by man, I can not imagine what disasters could convince chain. We've had droughts, heat waves, wildfires, floods, super storms and flooding in the U.S. and abroad, who have broken records, as predicted by climate science. And we had much less ice in Iceland, Antarctica and the Arctic Sea than expected.

In June, a National Journal survey found that only 26 percent of Republican members of Congress believe that "it has been proved beyond reasonable doubt that the Earth is warming because of pollution by man. " This also applies to Republican voters, only 27 percent say the Earth is warming because of human activity. It goes without saying that if he does not believe that humans are causing global warming, does not believe that humans are the solution to it.

Those who deny global warming and delay managed to crush the Lieberman-Warner bill, although its authors promise to return next year. Still, the policies needed to avoid catastrophic climate change requires both hard-and policy consensus that conservatives are likely to be blocked. The truth is that the law would not have put the country in a way to avoid catastrophe. Science has come a long way, leaving behind the legislation. We can not base our efforts to tackle climate change in hopes of reducing our emissions at some point in the future, or allow others to cut emissions by us. Stop playing



Progressives should stop playing the game of conservative and radical redesign to promote a climate policy focused on the aggressive deployment of renewable energy and energy efficiency. At this point, liberals and moderates, both inside and outside Congress, are pushing for a cap on emissions economy-wide gas emissions, creating a market-based price for carbon, which in turn increases the cost of all carbon-based fuels, including oil. Not only that gives conservatives a powerful point against the law, but does little to reduce emissions from the transport sector. It takes a ridiculously high price for carbon to have a modest impact on oil consumption.

To avert disaster, we need to reduce carbon emissions in the transport sector between 60 and 80 percent by 2050. How high should the price of gasoline? Would have to exceed $ 10 (U.S.) per gallon. However, a price hard for a carbon fee of $ 400 per tonne (which is three times the current carbon price in the European System of Emission Reduction) raise the price of gasoline only one dollar per gallon. That price for carbon and an increase in gas prices is, almost certainly doomed in the U.S..

If I were writing a climate legislation would leave out the transport and trading system. Why legislate what is inevitable? The price of oil, gasoline, diesel and aviation fuel will rise a lot in the coming years, because we have not had an intelligent energy policy in decades. Let our previous stupidity and myopia over the price rise in the future.

To inaugurate the real change, lawmakers should make an aggressive package of "energy independence" as part of climate law. The package should focus on tougher standards for fuel economy, a standard low-carbon fuel and an aggressive drive towards the adoption of hybrids.

In fact, the overall message of climate law must change. The public should realize that higher prices for fossil fuels are inevitable unless we take aggressive action directed by the government to deploy technologies clean energy. We must understand that even the Department of Energy says the Bush administration to drill for oil offshore or in Alaska will never have a significant impact on gasoline prices. The supply is very low, the rise in global demand is too inexorable. If the public does not understand this, it is difficult to see how the actions needed to support obfuscation and demagoguery of the Conservatives.

After all, why abandon conservatives who believe it is a politically winning? Why get mad at energy supply companies that give them great contributions policies to defend the anti-climate? Given the many pressing issues that are concentrated in the public and the economy, housing, education, food costs, gasoline prices, Iraq, terrorism, health care, I do not think Conservatives pay a significant price in the voting until the reality of climate change is too painful to bear and too obvious to deny.



"Planetary Purgatory"

Conservatives are likely to enjoy another decade or so, to ignore climate science and to negotiate with the laws of climate. Yes, the climate will become even more extreme as we drift toward permanent changes in it. But most of what happens in the next decade will only be a more frequent and intense version of what happened in the last decade.

Unfortunately for the planet, the next decade will generally be the last chance to reverse course as "easy." By easy I mean the deployment of clean energy technology to an aggressive pace with a very small net economic cost of 0.1 percent of GDP a year or less. It is a strategy that can display the private sector with the help of government programs and well-designed regulatory reform.

If conservatives block serious action until the 2020s, then the country and the world will begin a desperate race to avert catastrophe. By then, global emissions of carbon dioxide concentrations so high that it will be relatively simple strategy of market-based technology can not prevent us from crossing the point of no return, when you get major problems and undermine all efforts to avoid catastrophe. Probably the most important problem is the melting of permanent ice and tundra, which could release a billion tons of carbon over total contained in the atmosphere in the present, much of it in the form of methane, which is 20 times more potent at trapping heat than carbon dioxide.

I call the period from 2025 to 2050 "Planetary Purgatory." Assuming that the Conservatives blocked a reversal higher in the U.S. policies in the next decade to the 2020s all know the fate that awaits the next 50 generations, including a comprehensive desertification, loss of terrestrial glaciers, which provide water to one billion people, up from the sea of \u200b\u200b24 meters or more at a rate that could reach 15 inches per decade, and the extinction of most terrestrial and marine species. Maybe then, when the miseries of global warming will take over daily life, begin to emerge against the conservative opposition and pull it to the trash can of history to all this political movement.

Because if we turn the political tide against James Inhofe and his band of deniers now, very soon we will be forced to act out of desperation. If we delay serious action until 2025, then we need to cut global emissions by 75 percent in a quarter century or so. That would require a massive intervention, supported by the government in all aspects of our lives, a scale that far surpasses what this country did during World War II. I can not see how the conservative movement as it exists today could survive having been responsible for causing decades or centuries of untold misery and intrusive government.

What is particularly ironic is that the main reason that conservatives do not accept climate science, and in place preclude serious action is that they hate the solution, government regulations and an effort by the government to accelerate clean energy technologies. Ignoring the threat of global warming, George Will wrote: "The fears seem to require, invariably more government subservience to environmentalists and more government oversight in our lives. "

In his column on the Lieberman-Warner, Charles Krauthammer said that based on "speculation, environmental activists, attended by scientists conformist and opportunistic politicians, are advocating a radical social and economic regulation ... that will tell you how you can travel, what kind of light you can read and at what temperature you can put the thermostat in your bedroom. "

Note to Krauthammer: have you ever met a scientist? "Conformist" is the last word anyone would use to describe them.

Without a trace of self-consciousness, Krauthammer continues: "There is no greater social power than the power to ration. And apart from rationing food, there is no greater instrument of social control than rationing energy, the currency of just about everything one does and uses in an advanced society. "

Krauthammer and conservatives have understood backwards. The solution to global warming does not require the rationing of energy, or anything else. Requires government-industry partnership to accelerate the placing on the market for clean energy technologies, existing and medium term. This strategy preserves the abundance of energy that has enabled the modern civilization and sustained economic development.

But if we stop the government's action today, we can almost guarantee the need for extreme and intrusive actions by the government in the future. Only big government can relocate tens of millions of citizens, build massive dams and managing severe and rapid reductions in certain types of energy. Peak oil prices, for which we have not prepared will make the cost of gasoline earlier this look like an offer from Costco. In a shaky world because of global warming and desertification, we have thousands of millions of people to be fed. We rationed food, of course. And water. And arable lands. Most of our national political struggles will be meaningless replaced by a very significant global struggle for survival.

Conservatives can not stop the impending catastrophe with anti-government rhetoric. But they can prevent progressives and moderates to avoid it by blocking aggressive climate legislation. Progressives and moderates will need all his political skill and tenacity to overcome the obstructionism of the anti-conservative anti-science and technology. This is unlike any previous political struggle is a struggle to save the health and welfare of the next 50 generations, a fight to preserve our way of life. Losing is not an option.

London / Joseph Romm

Probability Pregnancy

To think about mobility. Cycling

Sustainable Mobility

Now that all the social, political and economic use the concept of sustainable mobility, one wonders what it means and if there is a common interpretation part of all of them. What do they want the environmental groups or the automotive industry when they propose to address the sustainable mobility?

Because many times the term accompanying measures to push the model displacements in opposite directions. For some mobility sustainable is to keep current trends but seeking more effective technologies to limit the environmental impact caused by vehicles. That is, it is further increasing the number of cars and other vehicles, as well as the mileage for the same, especially in those countries and cities where the engine and car use are not as high as the group of countries to which it belongs hipermotorizados Spain.

A little rule of thumb indicates that engine option to extend to the entire planet is simply not possible in terms of energy resources and materials. It is possible that each two inhabitants of this planet have a car at your disposal and make them thousands of miles annually.

From our point of view, using the concept of sustainable mobility should involve a shift in the pattern of displacement current, so as to change the role of each transport and even modify the overvaluation of the present transport the dominant culture. For transport, the mobility of people and goods, is usually not an end in itself but a means to satisfy needs.

The proposed interpretation of sustainable mobility is therefore to generate a new culture of mobility at all levels and spheres, a new approach to how we do, we value and perceive both displacement and environmental and social consequences. In this sense, we must stress that environmental and social consequences of our mobility model are not reflected only in the local area (pollution, noise, accidents, land use, loss of autonomy of children and the elderly, etc), but also on aggregate, with conditions like climate change, dwindling reserves of fossil fuels or renewable materials and inequality between people, regions and countries.

For urban mobility, this new culture requires The reformulation of policies not only directly related to mobility, but also establishing movement patterns, such as town planning, the infrastructure and economic / fiscal.

The new culture of mobility, the pedestrian should have preferential treatment, with the bicycle and public transport complementary means of transport which should form an alliance. The car would then have a new role, much lesser role and impact.

International experience demonstrates how sustainable mobility policies are most effective if taken into account a couple of golden rules: that the offer drag and invents new demand and the encouragement of alternative transportation is a necessary but not sufficient to change course on mobility.

Improving transport infrastructure and services lead to greater use of the media benefit from such improvements. Thus, a new road traffic induced, ie, modifies the behavior of current and potential users, increasing car use in this case.

The other main idea to consider is that not enough measures to stimulate alternative means of transport to the car to achieve a new balance with this means of locomotion, but it is also necessary to introduce measures deterrent.

This leads to the necessity for a comprehensive mobility strategy that includes many elements that are the foundation of mobility problems, and as complete packages of measures of all kinds, among which it is worth noting the following:

A. Fiscal, economic and regulatory.

* Establish a tax and a pricing system that reward alternative transportation to the automobile and penalizing the irrational use of it.
* Prevent whole transport detract excessive resources of other social needs.
* Use fiscal instruments and rules to penalize vehicles greatest environmental impact and higher risk.
* Establish a legal framework, administrative policy and facilitate the mainstreaming of policies and measures that favor alternative means of transport and discourage car use.

B. Urban planning, land use and mobility.

* Plan the city and its area of \u200b\u200binfluence reduction criteria motorized travel needs.
* Planning for urban growth for accessibility by non-motorized transport (walking, cycling) and public transport.

C. Infrastructure for the car.

* Avoid indiscriminate creation or expansion of existing road capacity.
* Avoid creating new parking spaces to facilitate the use of cars in the city.

D. Incentives for alternative transport to the car.

* Develop plans to improve safety and convenience of pedestrian travel.
* Carry out plans for promoting cycling including bike paths
networks * Perform extensive and profound actions to improve the functionality and attractiveness of public transport.

E. Discouraging car use.

* Establish measures restricting the movement of cars in streets, neighborhoods throughout the city.
Implement a comprehensive policy to discourage car use the car more irrational.

F. Recovery of the street as living space.

* Traffic calming with the introduction of rules and devices to reduce vehicle speeds, creating, for example areas 30 km / h.
* Establish plans and strategies to improve road safety criteria conducive to pedestrian or bicycle.
* Apply the rules of accessibility legislation in the road to facilitate movement of the entire population (including people with disabilities) and remove the so-called barriers.
* Making routine works on the street to improve conditions for pedestrians, bicycles and public transport.

G. Changes in habits and behaviors in mobility.

* apply new criteria for residential street traffic calming friendly and alternative transportation.
* Develop plans for mobility in schools (draft SCHOOL ROAD) to reduce school dependence on the automobile and motorized means.
* business plans in order to encourage use of transportation alternative for workers and visitors to its sites, including governments themselves that generate a significant amount of travel to their workplaces and public attention.
* Make plans to guide the mobility generated by the government to lower standards of environmental and social impact, both in relation to their workers and visitors to its facilities and offices.
* Develop new tools of information dissemination and promotion of the new culture of mobility, to counterbalance the necessarily biased messages reaching the public from the powerful economic interests at stake (automotive industry infrastructure, oil, etc.). Parking



95% of the time of his life private automobiles are stationary. The movement of vehicles is only useful if you ever occurs to park: no movement without parking. This truism has two momentous consequences.

The first is that to ensure or facilitate the expansion of the car has set for decades a series of regulations and policies that facilitate the parking, either in the public space in the buildings either. Without them we could ensure widespread use of private cars.

The second is the reverse of the above: to regulate automobile abuse have also been applied for decades a series of parking regulations and policies to discourage or encourage certain behaviors of motorists.

So, think parking is thinking about the use of private vehicles, so that any proposed project or parking policy can be analyzed from the following two points of view: it serves to stimulate or serves to discourage private car use? Obviously there are other issues relevant partners, including the appropriation of scarce public space for parked cars or parking needs traffic "commercial" (goods vehicles ...), but for the purpose of understanding the environmental and social problem of parking the main thing is that balance between encouraging and discouraging private car use.

Another idea to keep in mind that emerges from this is that policies, projects or parking regulations can not be a single element of the wider politics of traffic and transport, but necessarily part of the same . Are only a part, albeit significant, of a broad set of these policies and therefore can not be regarded as the sole solution nor a panacea to solve the problems of mobility.

Finally, to analyze the measures, projects and parking policies meant to implement the government should do or be a series of questions that are presented in a summary fashion below

Consistency with other more general policies and urban mobility:

Are the measures, projects or policies proposed parking consistent and concurrent with other traffic, urban development and infrastructure to, for example, towards the same goals to discourage private car and improved means of alternative transportation?

undesirable effects in other areas:

Do expected improvements after implementation of the project or policy as an area park or neighborhood involve the transfer of problems to the surrounding area or elsewhere? Sometimes these effects are not immediate and the consequences need to provide medium and long term behavior of the people.

Public Space:

to adopt "The measure would release more and better public space for other uses more interesting and effective: stay and play areas, space for pedestrians and bicycles, public transport priority? How much public space is released and what is your location?

Car usage:

After applying the new policy or the construction of new parking will there be greater use of cars in the area, both residents and visitors?

improvement or worsening of alternative transportation:

After the project, regulation or policy provided "pedestrians can walk more comfortable and safe? Will the bike new opportunities to travel also so comfortable and safe, or to park? What about public transport, will more attractive to use?

economic costs: Often

car user does not pay even the costs of the measure to its parking lot are you going to pay this time all the costs associated with parking or will receive grants are more or less undercover as advertised? If so, how much?, What kind of motorists will receive more benefits?



Pedestrian areas
We walk for many reasons, for work or school, to shop, to go to the doctor or sports or just for the sheer pleasure of walking. Walk a lot more than some believe (33% of trips in metropolitan areas of Madrid and Barcelona are walking) and the distances traveled on foot are also higher than is commonly believed.

However, despite the weight of pedestrians on the mobility of the cities, the variety of reasons for walking and the distances covered, when proposing improvements for pedestrians only thing that is often thought in pedestrian areas, ie in some areas, usually inner city, where the car was excluded at the apparent conflict between its use and limited space available for other uses of the street and, in particular, Transit of pedestrians. This creates a space where there is actually less fumes, accidents and noise.

Currently, most English cities with a pedestrian area, generally associated with a concentration of shops, bars, offices, institutions and monuments of historic centers, ie, areas often monofunctional, free range uses and actors.

From the standpoint of mobility, pedestrian areas therefore represent a highly localized and partial solution needs to have pedestrians, as you walk or just to shop or go sightseeing, or walks exclusively on a few streets the city center. For this reason have sometimes been described as "Indian reservations" granted "generous" to those outside of them do not have the minimum rights of movement in a safe, comfortable and attractive.

Despite this limited capacity for change in mobility, pedestrian areas tend to generate extreme expectations: some people believe that they can solve all the wrongs of the transport system and there are those who believe that are causing all sorts of urban ills, social and economic. Paradoxically, traders are often the first to oppose the pedestrian but then enjoy the benefits of increased sales generated by the improvement environmental act of purchasing.

A pedestrian areas are often also accused of being the origin of the lack of vitality of a neighborhood non-business hours, for the degradation of traffic in the neighboring areas, the expulsion of former residents and new applications capable of pay the increased price per square meter, the concentration of bars, or the occurrence of nuisance in public space that ultimately impair the quality of neighborhood life.

However, none of these changes can be attributed main mode and exclusively to the pedestrian, but urban policy and mobility that this is a part. For example, are urban policy, housing and land uses that facilitate or hinder the changes in housing shops and offices in the city center, the impetus behind the expulsion of young and elderly who can not afford the rent or buying a home in areas covered by the pedestrian, which allow the concentration of certain shops or pubs, or accepting certain times of opening them.

The pedestrian can help replenish these processes, but the real engines of the same, less visible, they have sought in the general urban policy and management and discipline of the council at the time of applying the regulations.

In a culture dominated by the automobile pedestrian zones have an advantage that helps offset its drawbacks: they have the teaching skills to show the possibilities of an area free of cars, educate on which we lose when we allow cars to dominate the public space .

Ultimately, pedestrian zones are neither a panacea for those who walk and the main cause of the ills of the neighborhoods in which they are implemented. Creation or expansion of existing ones should therefore be assessed by multiple criteria, among them the following:


1. Urban diversity and vitality. Is

down while the other pedestrian planning measures to ensure the maintenance of the resident population and facilities (schools, health centers, etc) and businesses linked to it?
Do you serve to improve the vitality of the neighborhood, creating living spaces, play and stay in the proximity of housing? Or they tend to concentrate activities incompatible with the quality of life for residents?


2. Pedestrian mobility.

Is it part of a plan or program to improve pedestrian mobility throughout the city? Or is exclusively localized and partial improvement no matter even how pedestrians get it?


3. Automobile use.

If you plan to reduce private car use the main question is what is the effect of the pedestrian zone on it, because sometimes the pedestrian streets make improvements in access roads and creating parking for visitors that stimulate contradictory car use?


4. Public transport and cycling.

buses, trams or bicycles take advantage of the pedestrian "to enhance their appeal or are harmed by it?


5. Public space.

traffic recovered space "is intended for different uses, the residence of citizens, the children play? "Gains in environmental quality and attractive landscape, or do favors is designed exclusively a function or the business logic and tourism? Are there any measures planned to ensure the proper use of it and support the life of the neighbors?


6. Economic costs.

sometimes pedestrian areas are made with partial or sectoral criteria, but the money of all citizens. Who pays for the pedestrian?


7. Loading and unloading.

operation of various urban activities at present calls for access to buildings by a series motor vehicle to load or unload goods or to bring people with disabilities or reduced mobility. Are well settled in schedules and exceptions these possibilities, or do you cause unnecessary nuisance to neighbors, merchants, etc?



Semaphores Semaphores
born eighty years ago and the car. Its aim is to spread the usage time of a cross or a portion of the roadway between the different users and public transport. That goal now seems innocuous, had great significance in its origin, when he was forging a fundamental change in the design of urban public space aimed at establishing a redistribution of the street, a pedestrian-dominated space gave way to a regulated space for the movement as fast and massive potential of motor vehicles.

The central street was gradually conquered by side vehicles and became the refuge for pedestrians. That deal, however, was the bottleneck intersections, where segregation of motorized and pedestrian circulation could not be drastically. It sets a series of performance standards, priorities and systems for mixing at junctions to different types of road users.

Traffic lights are between these management procedures crossings and therefore offer the same two sides that the rest of the urban traffic control. Today it is easy to repair itself in time management aspect of the use of intersections by various means of transport, but it is more difficult to reveal how the traffic lights at the bottom, are installed to ensure that vehicles can increase in number and speed in the city. In other words, against the idea that traffic lights are installed to ensure the crossing and, in particular, the crossing of pedestrians, reveals the fact that he also designed and installed for vehicles and, in particular, moving cars at speeds compatible with the pedestrian use of urban space free.

One could argue that since cars and motor vehicles driven on most of the urban space, there is no choice but to put traffic lights in certain parts of the city (so far no one has thought that every one of the crossings have this device d). But precisely, the question is why in some places "traffic light is needed" and in others, such as small street crossings, no point to this formula and suggest steps or steps without regular zebra or signal.

The point is that the signal is associated with heavy traffic o veloz que se perciben como intrínsecamente peligrosas, para las que no son fiables otras fórmulas de organización del espacio común entre vehículos y peatones. En este sentido, pensar los semáforos es reflexionar también sobre la destrucción de la confianza peatonal y de las responsabilidades jurídicas en los pasos de cebra, pues si se cumplieran las prioridades establecidas por la normativa y las velocidades de circulación establecidas en cada calle se podrían sustituir muchos semáforos por este tipo de pasos peatonales.

Por consiguiente, la petición de semáforos debe ser considerada como una opción de renuncia, es decir, de aceptación de que el riesgo y el peligro de las calles where quiern install can not otherwise reduce, for example, other methods of decreasing the number of vehicles that pass through there and their velocities (with flaps or narrowing, changes in flooring, central refuges).

Besides that whole previous reflections, to think in concrete traffic lights that we can review the following aspects that characterize them:


1. Green time for pedestrians.

For most people can cross safely and comfortably takes the pedestrian green phase duration of time that adds 3-5 seconds to react and 1.25 seconds per meter roadway to cross.


2. Red time for the pedestrian.

Long waits for the pedestrian may make uncomfortable and unsafe to cross the traffic lights, recommending that the red phase for the traveler does not exceed 60 seconds.


3. Length of road crossing for pedestrians.

excessive length creates insecurity crossings for pedestrians and hinder the autonomy of children, elderly and poor vision. Therefore, the length of road to cross must not exceed 12 meters or 3 lanes, although greater distances are allowed in case of intermediate shelters have (at least 2 meters wide).


4. Priorities and responsibilities at the crossing.

The pedestrian is effectively lost their right to cross due to several reasons, the introduction of simultaneous flashing green phase to amber for vehicles, which are just playing that pedestrian must hurry. The responsibility for a violation slips dangerously close to the pedestrian.


5. Additional risks of the traffic lights on dual carriageway roads.

A particular set of traffic lights make it prone to abuse those at two-way streets different roads to traffic, in which the pedestrian is conflicting information about the possibility of crossing, either because there are two pedestrian signals with different phases, either because the vehicles of the two roads are unemployed while the other can move.


6. Marking.

Pavement markings of zebra crossing should be non-slip to prevent slipping of pedestrians in case of rain. Signaling traffic lights to mark pedestrian crossing road signs that devalues \u200b\u200bwhen not accompanied by light. Finally, the lines of detention of vehicles are often too close to the pedestrian walkway, which leads to increased pedestrian discomfort and insecurity.


7. Signalized intersection design.

The pedestrian may have to take detours for lack of a stoplight on the sidewalk for running or being designed the same with a large deviation from its natural path.




Public transportation not all public transport is collective and vice versa. The collective transport is when you have capacity to transport a large number of passengers, but is managed privately, as with bus services business or school. Public transportation is when you offer a service open to any citizen under the conditions established payment, whether or not collective, like the taxi. This differentiation

collective public is not merely academic, but that interests when considering mobility policies, since the valuation of each mode of transport has to be made globally, beyond one of its technical features such as ability or their public or private. Not

must therefore restrict the discussion of mobility to the confrontation between public and private transport but open to the general analysis of advantages and disadvantages of each means of transport under the combined criteria of social, environmental and economic. Focusing the debate

on public transport, and recognizing that potentially brings a range of benefits to mobility, we also need to recognize that has a range of costs and negative consequences that can not be ignored when making a global balance.

Some utilities of public transport compared to car.

* Space. The space required to transport a passenger in a collective means is much smaller than in a car.
* Energy consumption. Public transportation is more energy efficient than the car to equal employment, that is, assuming that occupies the same percentage of seats in each medium.
* Emissions. In close correspondence with the above, potential emissions are lower per passenger carried in the media collective in the car.
* Noise. A collective vehicle generates less noise than the corresponding to that produced by a number of cars capable of carrying a passenger equivalent figure.
* Security. Although the mass to move, and therefore the potential damage is greater in a vehicle group, the cumulative risk of equivalent cars and the fact that the collective vehicle has a professional driving, inclined to favor the balance of security.
* Universality. Public transportation can be accessible to virtually the entire population, while for use in an autonomous way the car is required to have driving license and have a certain physical and mental condition. This utility shows

of public transport has led to create a mythological image according to which: public transport is good in itself, is always better than any alternative, it is always beneficial to the environment, and it is always socially useful, because its economic profitability if it is not always the least social. That mythology

overlooked, however, that public transport also pollute, make noise and wastes energy and other natural resources. It also causes injuries and deaths. In addition, it can absorb financial resources that would otherwise be directed to other social needs. There should be free, as free distorts the perspective of users of the service and provides some appropriate uses, for example, the substitution of walking trips for travel on short haul bus.

Not all means of public transit are equal in terms of capacity, adaptation to the application, environmental impact and social consequences, so its effectiveness can be quite varied. In each context

collective means of transport are more suited than others to the demands of travelers, but always difficult to objectively assess the suitability. For example, environmental and social benefits of a tram or metro can fade if not carrying enough passengers, so you may have to do with the population they serve and also with competition from other media such as the automobile.

Because there is a fundamental rule to apply at a new culture of mobility: public transport alone will not transform the dominance of the car, often a necessary but not sufficient condition to address a different pattern of mobility.

simultaneously measures are needed to stimulate alternative means of transportation (pedestrian, cycling and public transport) and disincentives and restrictions on private cars.

That rule "stimulus + deterrence" is very relevant in many debates in which public transport is used or collectively as an excuse to attack the fundamental problem of urban mobility: the role of the car. "While the administration does not ensure an adequate public transport service will not stop the car." There

finally remember that the encouragement of alternative transportation requires, first, a citizen alliance between public transport users, pedestrians and cyclists who avoid it they subtract the fee displacement without affecting the use of cars, and, secondly, that not all alternative means of transport are also always beneficial. The pedestrian should be ahead on the priorities of a mobility policy alternative.

In short, when talking about a new system, service or facility of public transport should be extended to reflect the following:



1. Integration into an overall policy of sustainable mobility.

should be part of an overall strategy under the rule of "stimulus + deterrence", scheduled at an appropriate time relative to the rest of the measures.

2. Capacity suitable for the intended users.

should provide adequate transportation capacity provided for passengers, since otherwise effective social, economic and environmental may disappear.

3. Environmental consequences.

Besides adapting to the complaint, you should opt for the best technology from the point of view. But taking into account both local effects (contamination, noise) as the global effects (climate change, biodiversity), which sometimes can be mapped (eg, emissions of the electric media produced in power generation).

4. Accessibility.

has to meet the requirements de accesibilidad, es decir, servir a la inmensa mayoría de la población sin ofrecer barreras tanto en sus vehículos como en sus paradas y terminales.

5. Relación con los peatones y los ciclistas.

Debe ofrecer alternativas de transporte para las medias y largas distancias, pero procurando no restar desplazamientos peatonales o ciclistas. El acceso a pie a las paradas y terminales debe ser cómodo y seguro, así como la combinación con la bicicleta.

6. Integración e imagen del sistema y cohesión urbana.

Debe servir para la integración de los diferentes espacios y barrios de la ciudad o del área metropolitana, ofreciendo una imagen unificada y evitar restar trips to other modes of public transport and facilitate the exchange with them.

7. Security.

should reduce the risk and danger of mobility.

8. Relationship with the environment through which it passes. Improvement of public space.

climate must improve the lag, avoiding impact on the landscape and contributing to the recovery or improvement of the quality of public space.

9. Investment and price.

must require an investment to fit their social and environmental contributions and have the appropriate user price for the mobility policy in which you enroll.

taken from: Small guide DOORSTEP to think about mobility.