«50 млн руб. на сеть»: репортаж RUGRAD.EU

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{"ID":"872936","~ID":"872936","TAGS":"велодвижение, велодорожки, артур крупин, юрий трофименко, администрация калининграда","~TAGS":"велодвижение, велодорожки, артур крупин, юрий трофименко, администрация калининграда","NAME":"«50 млн руб. на сеть»: репортаж RUGRAD.EU ","~NAME":"«50 млн руб. на сеть»: репортаж RUGRAD.EU ","IBLOCK_ID":"54","~IBLOCK_ID":"54","IBLOCK_SECTION_ID":"4070","~IBLOCK_SECTION_ID":"4070","DETAIL_TEXT":"\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Развитие велосипедной инфраструктуры в Калининграде, а также проблемы и перспективы велодвижения обсудили 30 мая специалисты из Москвы, Санкт-Петербурга и Лейпцига в ходе круглого стола на тему «Велодорожки на центральных улицах города Калининграда».\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Заместитель главы администрации Артур Крупин привёл данные социологического опроса, согласно которым велосипедами пользуется примерно 25 % калининградцев. Ещё 43 % готовы пересесть на велосипеды, если для езды будут созданы необходимые условия. По его словам, сегодня велодорожки начали размещать в пределах дорожной сети. По прогнозу властей, в ближайшие десятилетия протяженность велодорожек в Калининграде может составить порядка 125 км.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «По сравнению с Москвой город небольшой, всего 400 тыс. жителей. На велосипеде из одного конца в другой можно за час доехать. Сейчас модно каждый город называть столицей России по такому-то вопросу. Так давайте сделаем Калининград велосипедной столицей России. Потому что здесь все условия для этого есть», — считает заведующий кафедрой техносферной безопасности Московского автомобильно-дорожного государственного технического университета Юрий Трофименко.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «Калининград уже третий год принимает участие в пилотном проекте ООН по сокращению выброса парниковых газов от автотранспорта. В 2017 году мы должны и постараемся приступить к реализации этих наработок. В технических заданиях по реконструкции существующей дорожной сети закладываются требования по возможности создать велодорожку в границах полосы отвода. Мы потихоньку двигаемся вперед», — прокомментировал Крупин высказывание заведующего кафедрой техносферной безопасности.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «Если у Калининграда действительно есть намерения стать велосипедным городом, то, мне кажется, имеет смысл выделить какие-то районы города, где движение велосипедов было бы приоритетным по сравнению с движением автомобилей», — отметил Симон Руппрехт, заместитель руководителя Фонда им. Фидриха Эберта в Лейпциге, который является своеобразным посредником между властью и обществом.\u0026nbsp;\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Развивать велоинфраструктуру в Калининграде\u0026nbsp; планируют и на уже застроенных территориях. Там, где отдельная велодорожка невозможна, её совместят с пешеходными дорожками. «В процессе общения с активистами мы выяснили, что на сегодняшний день у нас не до конца сложилась дружественная культура общения между пешеходами и велосипедистами. Конечно, самый оптимальный вариант — разделить пешеходов и велосипедистов, но на застроенных городских территориях не везде это представляется возможным», — отметил Артур Крупин.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Симон Руппрехт предложил два пути решения проблемы узких улиц старой застройки: расширение пешеходной зоны с последующим встраиванием в неё велодорожки, либо выделение полосы на дороге, по которой ездят автомобили.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t В новых микрорайонах, по словам Крупина, есть возможность строить дорожки на проезжей части (там, где позволяет ширина). Однако для такого нововведения придётся снизить скоростной режим движения до 30–40 км в час. Не стоит забывать и о безопасности: на таких участках должна быть разметка и специальные знаки, а велосипедисты обязаны ездить со специальными средствами защиты.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Сейчас для ул. Баранова разрабатывается проект пешеходной зоны, предусмотрена там и велодорожка. Введена в эксплуатацию часть набережной Трибуца. Ведутся работы на Солнечном бульваре.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Юрий Трофименко также выступил с докладом о совершенствовании нормативно-правовой базы и влиянии архитектурно-планировочных решений на безопасность и экологичность велотранспортной инфраструктуры. По его словам, такая работа была произведена впервые. «За счёт укрепления здоровья, снижения ущерба транспортного шума, расхода топлива, экологического ущерба, стоимости сэкономленного путевого времени эффективность использования велосипеда в результате дает почти 350 млн руб.», — считает Юрий Трофименко.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Если к 2030 году будет создана велотранспортная сеть, то эффект, по мнению специалиста, может возрасти в 14 раз. Что касается затрат, то их сумма составит 50 млн руб., т. е. на рубль вложенных средств примерно 5–6 руб. прибыли. Для сравнения: стоимость\u0026nbsp;одной транспортной трехуровневой развязки равна стоимости 600 км велосипедных сетей.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Координатор велосообщества Иван Марков заявил о ряде проблем, связанных с эксплуатацией велодорожек в Калининграде: закрытие пешеходных переходов, неправильные планировочные решения на набережной Трибуца, ул. 9 Апреля, в сквере возле «Акрополя». В качестве плюса он отметил понижение бордюров.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Также он считает, что жители теряют интерес к городскому празднику День колеса, предпочитая участвовать в таких мероприятиях, как «Критическая масса».\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «Артур Леонидович говорил, что у нас 25 % горожан имеет велосипеды. Где эти 100 тыс. человек? День колеса заперт в центре города. Велосипедист себя ощущает в центре города, как в зоопарке. Ему невозможно вырваться. Из-за этого падает интерес. По сравнению с прошлым, позапрошлым праздником\u0026nbsp;участников в этом году было меньше. Горожане выбирают съездить на море», — заявил Марков.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Опытом интеграции велотранспорта в городскую инфраструктуру поделился руководитель велосипедного проекта в рамках департамента транспорта городской администрации Лейпцига. Там сократили количество автотранспорта в центре города путём уменьшения числа парковок. До 20 % повысилась доля велодорожек.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Эффективной мерой стало введение должности делегата, функцией которого является координация работы властей в вопросе развития велодвижения. Калининградские активисты согласились с необходимостью такой должности и у нас в городе.\r\n\u003C\/p\u003E","~DETAIL_TEXT":"\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Развитие велосипедной инфраструктуры в Калининграде, а также проблемы и перспективы велодвижения обсудили 30 мая специалисты из Москвы, Санкт-Петербурга и Лейпцига в ходе круглого стола на тему «Велодорожки на центральных улицах города Калининграда».\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Заместитель главы администрации Артур Крупин привёл данные социологического опроса, согласно которым велосипедами пользуется примерно 25 % калининградцев. Ещё 43 % готовы пересесть на велосипеды, если для езды будут созданы необходимые условия. По его словам, сегодня велодорожки начали размещать в пределах дорожной сети. По прогнозу властей, в ближайшие десятилетия протяженность велодорожек в Калининграде может составить порядка 125 км.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «По сравнению с Москвой город небольшой, всего 400 тыс. жителей. На велосипеде из одного конца в другой можно за час доехать. Сейчас модно каждый город называть столицей России по такому-то вопросу. Так давайте сделаем Калининград велосипедной столицей России. Потому что здесь все условия для этого есть», — считает заведующий кафедрой техносферной безопасности Московского автомобильно-дорожного государственного технического университета Юрий Трофименко.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «Калининград уже третий год принимает участие в пилотном проекте ООН по сокращению выброса парниковых газов от автотранспорта. В 2017 году мы должны и постараемся приступить к реализации этих наработок. В технических заданиях по реконструкции существующей дорожной сети закладываются требования по возможности создать велодорожку в границах полосы отвода. Мы потихоньку двигаемся вперед», — прокомментировал Крупин высказывание заведующего кафедрой техносферной безопасности.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «Если у Калининграда действительно есть намерения стать велосипедным городом, то, мне кажется, имеет смысл выделить какие-то районы города, где движение велосипедов было бы приоритетным по сравнению с движением автомобилей», — отметил Симон Руппрехт, заместитель руководителя Фонда им. Фидриха Эберта в Лейпциге, который является своеобразным посредником между властью и обществом.\u0026nbsp;\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Развивать велоинфраструктуру в Калининграде\u0026nbsp; планируют и на уже застроенных территориях. Там, где отдельная велодорожка невозможна, её совместят с пешеходными дорожками. «В процессе общения с активистами мы выяснили, что на сегодняшний день у нас не до конца сложилась дружественная культура общения между пешеходами и велосипедистами. Конечно, самый оптимальный вариант — разделить пешеходов и велосипедистов, но на застроенных городских территориях не везде это представляется возможным», — отметил Артур Крупин.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Симон Руппрехт предложил два пути решения проблемы узких улиц старой застройки: расширение пешеходной зоны с последующим встраиванием в неё велодорожки, либо выделение полосы на дороге, по которой ездят автомобили.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t В новых микрорайонах, по словам Крупина, есть возможность строить дорожки на проезжей части (там, где позволяет ширина). Однако для такого нововведения придётся снизить скоростной режим движения до 30–40 км в час. Не стоит забывать и о безопасности: на таких участках должна быть разметка и специальные знаки, а велосипедисты обязаны ездить со специальными средствами защиты.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Сейчас для ул. Баранова разрабатывается проект пешеходной зоны, предусмотрена там и велодорожка. Введена в эксплуатацию часть набережной Трибуца. Ведутся работы на Солнечном бульваре.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Юрий Трофименко также выступил с докладом о совершенствовании нормативно-правовой базы и влиянии архитектурно-планировочных решений на безопасность и экологичность велотранспортной инфраструктуры. По его словам, такая работа была произведена впервые. «За счёт укрепления здоровья, снижения ущерба транспортного шума, расхода топлива, экологического ущерба, стоимости сэкономленного путевого времени эффективность использования велосипеда в результате дает почти 350 млн руб.», — считает Юрий Трофименко.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Если к 2030 году будет создана велотранспортная сеть, то эффект, по мнению специалиста, может возрасти в 14 раз. Что касается затрат, то их сумма составит 50 млн руб., т. е. на рубль вложенных средств примерно 5–6 руб. прибыли. Для сравнения: стоимость\u0026nbsp;одной транспортной трехуровневой развязки равна стоимости 600 км велосипедных сетей.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Координатор велосообщества Иван Марков заявил о ряде проблем, связанных с эксплуатацией велодорожек в Калининграде: закрытие пешеходных переходов, неправильные планировочные решения на набережной Трибуца, ул. 9 Апреля, в сквере возле «Акрополя». В качестве плюса он отметил понижение бордюров.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Также он считает, что жители теряют интерес к городскому празднику День колеса, предпочитая участвовать в таких мероприятиях, как «Критическая масса».\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t «Артур Леонидович говорил, что у нас 25 % горожан имеет велосипеды. Где эти 100 тыс. человек? День колеса заперт в центре города. Велосипедист себя ощущает в центре города, как в зоопарке. Ему невозможно вырваться. Из-за этого падает интерес. По сравнению с прошлым, позапрошлым праздником\u0026nbsp;участников в этом году было меньше. Горожане выбирают съездить на море», — заявил Марков.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Опытом интеграции велотранспорта в городскую инфраструктуру поделился руководитель велосипедного проекта в рамках департамента транспорта городской администрации Лейпцига. Там сократили количество автотранспорта в центре города путём уменьшения числа парковок. До 20 % повысилась доля велодорожек.\r\n\u003C\/p\u003E\r\n\u003Cp\u003E\r\n\t Эффективной мерой стало введение должности делегата, функцией которого является координация работы властей в вопросе развития велодвижения. 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