Recommends To The Government The Promotion Of Networks Of Soft Modes To Be Integrated In Urban Mobility Plans, Within The Framework Of Decree-Law No. 380/99, Of 22 September, And The Law Of The Land Transport System, Approved By Law No 10/90 Of 17 De M...

Original Language Title: Recomenda ao Governo a promoção de redes de modos suaves a integrar nos planos de mobilidade urbana, no âmbito do Decreto-Lei n.º 380/99, de 22 de Setembro, e da Lei de Bases do Sistema de Transportes Terrestres, aprovada pela Lei n.º 10/90, de 17 de Març

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Read the untranslated law here: http://app.parlamento.pt/webutils/docs/doc.pdf?path=6148523063446f764c3246795a5868774d546f334e7a67774c336470626d6c7561574e7059585270646d467a4c316776644756346447397a4c334271636a45314d6931594c6d527659773d3d&fich=pjr152-X.doc&Inline=false

1 DRAFT RESOLUTION N° 152/X Recommends the Government to promote soft modes integrating networks in Urban mobility plans, provided for by the law of the land transport System, law No. 10/90 of 17 March and Decree-Law No. 380/99 Portugal lies on the average of European countries in relation to the rate of motorization but simultaneously is of which presents lower rate of mobility. What appears to be contradictory, in fact it is the paradigm of Mission Road and individual transportation led to a situation in which the Portuguese take on average longer than other Europeans to travel the same route, and maybe that's why, the average index of daily commuting is less.

This usually amounts to a transport system less effective (less the wishes/goals of mobility of people) and less efficient (serves worse the mobility of people, with the means/resources available). This kind of characteristic of transport systems has a fundamental impact on the societies of our days: reduces the productivity of urban societies and adds the waste and the over-consumption of resources increasingly scarce (space and time).

In Portugal, the profile of the transport sector embodies so all worst unsustainable mobility. Overwhelming preponderance of road mode of transport in more than 80% of the movement of people and goods, huge weakness in the development of more sustainable transport systems (in particular, an (in) efficiency upside down, while 2 evolution trend in passengers and goods), some transport operators completely disarticulated among themselves and between them and the political leaders for sustainable mobility policy , national and local level and a public transport system increasingly expensive, losing each year to individual transport users in performing daily mobility, mainly in large urban areas.

In addition to these features another that, in comparison with other European countries, puts Portugal tail certainly in the European Union: the almost absence of infrastructures for the movement of soft modes of transport, not only as the Enhancer factor use in leisure routes, but especially as an incentive for an alternative mode of transport and the private car the own public transportation. From this point of view, the poor diversification of existing transport networks in most of our cities – there isn't a single cycling network in operation, in any Portuguese city, through, for example, its urban centre-is more a factor of aggravation of poor quality, especially environmental, that characterize the existing transport systems in Portugal.

It is therefore a matter of urgency to claim Government, responsible for the administration of the "public thing" decisions that contribute to a better environmental balance of transport systems in Portugal, and that act as levers of intervention of the public authorities for the regeneration and improvement of the quality and sustainability of the urban way of life in our cities. In this sense, the introduction of soft modes in cities (dedicated infrastructures for the movement of bicycles, skateboards, skates or other individual displacement modes), in conjunction with the defence of a green urban structure, would be an opportunity for a new mobility profile in Portugal, more sustainable and closer to a better quality of life that is meant to defend.

At the same time, the transport sector continues to be in Portugal the main responsible for the worsening of the greenhouse gas emissions that contribute to greenhouse gases (GHG). According to Ana Paula Vitorino's statements, Secretary of State for transport: "the transport sector increased gas emissions of greenhouse 110% 3, between 1990 and 2010. This was the sector that most grew up in terms of emissions. In 1990, it was envisaged that this increase would fix in 25% in 2010, but the projections indicate now to the 33 percent ".

The baseline scenario for 2010, presented by the last revision of the national plan on climate change (PNAC), of 31 January 2006, realize an increase of 39% of GHG emissions, when Portugal had committed to an increase of 27% between 2008 and 20012.

This evolution must earn the biggest concern. On the one hand because if not caught this increase of GHG emissions, Portugal will be on the verge of spending between mil milhões e dois mil milhões de euros as a penalty for non-compliance with the international commitments. On the other hand because much of the fragility of the Portuguese economy stems from its energy inefficiency, of its dependence on imported fuels, particularly for the transport sector.

Urges therefore change of paradigm of development, also in the field of mobility and transport of people and goods. The promotion of energy efficiency should be a goal to contemplate in regulating law of the land transport System; the improvement of mobility rates should be the guiding objective for urban planning, which is put at the top of the priorities the public transport efficiency and recognize the alternative modes of locomotion including ways that today are mainly associated with leisure.

The pedestrian route, the use of soft modes of transport such as the bicycle and skateboard, represent already a significant percentage in urban routes.

However the lack of recognition, by the absence of reference in the regulatory frameworks of spatial planning instruments, means that the Mobility plans included in Municipal master plans do not include the prediction of soft modes of transport networks.

4 Matter fill this absence that first reflection the lack of consistent rules of Decree-Law No. 380/99 of 22 September, towards the creation of networks of soft modes in urban mobility plans.

Article 85 of Decree-Law No. 380/99, of 22 September, amended by Decree-Law No. 53/2000, of 7 April and by Decree-Law No. 310/2003 of 10 December, enshrines the ' definition and characterization of the intervention area» in municipal master plans of ' urban networks, roads, transportation». However, article 86 which includes the documentary content of municipal master plans refers, in paragraph 3, the rules of the other elements that go with them for later gatehouse. Although the changes introduced by Decree-Law No. 310/2003 of 10 December have included some adjustments, the diploma continues to be silent in relation to urban mobility networks.

For its part the gatehouse 138/2005, of 2 February, which is intended to fix the ' elements that accompany each of the municipal land use plans ' does not cover the regulation of Mobility plans.

Thus, the Parliamentary Group of the left bloc presents this draft resolution, in order to improve the quality of urban life, contribute to the safety of transport users, encourage alternative modes of locomotion, motorized transport, and this way to improve the effectiveness and efficiency of urban transport.

In accordance with the rules and applicable constitutional, the Parliament, meeting in plenary session, decides to recommend to the Government that the adequacy of regulation of Article 86 of the Decree-Law No. 380/99 of September 22 to create a regulatory framework of Mobility plans of municipalities that admire the Soft Modes of transport networks.

São Bento Palace, September 22 2006.

The Members and members of left-wing Block