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Express Way, private gain versus

Horacio Villaseñor Manzanedo http://impreso.milenio.com/node/8788667

The construction of an elevated viaduct on the right track England Avenue, like the predecessor projects (the private tourist development Chalacatepec in mangrove area, the Logistics Centre in flood zone area, the location of the Villas real estate development Pan in the recharge zone of El Bajio, etc.), promotes private gain and shows the lack of the ruling class to address the general good and poor classes.

What should governments and the metropolitan city of the state, is to achieve the required efficiency to increase public works, instead of arguing their inefficiency to thereby promote work for private gain.

there a history of metropolitan local governments in Jalisco that posted 50 percent of its global exit the investment and construction spending, rather than what happens today, which is just about 15 to 20 percent. And of course, at this rate the shortage of resources is sufficient for the development issues of private companies close to the government.

was built 30 years ago Lazaro Cardenas Avenue viaduct is a true two speed lanes, medians of six feet wide, six overpasses, and returns and payments on the avenue, giving national and international Guadalajara.

With foresight the city of Guadalajara 1980-1982, invested only in that magnum opus, 503 million pesos of the time, without resorting to any borrowing with public or private.

was a local government with honesty and efficiency, could well keep the city clean of old, to renew all street lighting in the city, highlighting it as the best-lit city of Mexico and Latin America to acquire 408 new units street cleaning service, police, fire, and parks and gardens, build the unit José López Portillo and Sports Library, five development centers for the DIF in crowded slums that required it, two new civil records, 8 and 10, the Southern Municipal Cemetery, the Transfer Unit in support of industrial plants Garbage, the Municipal Archives, six new municipal markets, the Planetarium Severo Díaz Galindo, the building currently remains the direction of Public Works, the Parque de la Liberation, Huentitán Park, now maimed for a housing complex, and the Casa Museo Lopez Portillo, and build only true viaduct in the city.

England Avenue itself is in a line of origin and destination metropolitan, but public works in that place must serve the general good evaluated the type of transportation is required.

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Private transport Public transport

Luis Rodolfo Morán Quiroz http://impreso.milenio.com/node/8788102

Today you are in a position to buy a new vehicle it costs 150 thousand pesos. The holding and other formalities another ten thousand pesos. Add in insurance for your new car. If you're smart, buy a car that is not in the list of most stolen in Mexico (some Nissan and VW leading the list) and thereby reduce insurance premiums. The total to time: 165 thousand pesos.

Your new vehicle gasoline works very well with Magna, eight pesos a liter. If you pay for servicing two thousand dollars a year, costs that can add to the eight thousand dollars to spend in the thousand liters that will serve to cover the first ten thousand miles. At current prices, that equates to a cost of ten thousand dollars annually in fuel and services, and payments holdings, plate endorsements, checks, an occasional penalty for traffic infractions, which will add another ten thousand a year. Say your car survives six years in good condition and does go hundred thousand kilometers. And 120 are thousand dollars from fines, services and fuel, which added to the 165 000 initial weights give a total of 285 thousand pesos for the first hundred thousand kilometers, equivalent to 47.500 pesos annually.

You do not pay parking while at work, no accidents involving pay the insurance deductible, nor will it attachments and goodies to your vehicle. If they do, incur additional costs. How much kilometer came out? Almost three dollars per kilometer. How many of those hundred thousand miles on the road you would travel from one city to another? The broad avenues and transfers relatively fast (40 miles per hour average) are not equivalent to road trips.

What if we compare the costs of transportation in a private vehicle with the cost of shipments by foot, bicycle, public transport? Are your shoes so expensive that every mile I walk in they will cost three dollars or more? How far can go with normal tires and a bicycle team of six thousand dollars? Do you think the bike would end within two thousand miles (if that gives the proper maintenance)? How many trips does a regular user of public transport to those that cost 285 000 pesos their hypothetical transfers for six years? The price of public transport are 47.500 Guadalajara travel. Even if the person is transported by public transport had to address four different buses a day, it would mean the equivalent of 11.875 days to move. Including Saturdays and Sundays, just over 32 years.

Is it worth "investing" in a road vehicle to be used primarily in the city? Would not it be wise to invest in public transport? Stated another way: why, whom we move into the cities, we chose to spend our money on buying a private car rather than push for transportation improvements collective? How many users of private vehicles over the years we wasted, through the politicians who represent us to spend our money in taxes, private vehicles, the local councils and taxpayers, our time and air we breathe, to push for wider streets in the fit more and more fast cars, in which there are fewer trees and where there are so many fatalities from collisions between the vehicles and between them and pedestrians dare approach the roads and not so much?

Why are we encouraging the confrontation between blade against skin and do not promote the use of alternative methods for average distances in urban transportation? On the other hand, what happens to our regional transportation system, instead of having trains between relatively close cities (eg Tepatitlán Guadalajara, Aguascalientes and Leon) still resort to expensive highway system "quota" in which all cooperate to bottle or accident and pay to use a surface with our own vehicles for those who already pay many other costs?

How surfaces occupying the streets, increasingly large, and roads, increasing more lethal, we consume living spaces, green areas, leisure or even work? What is the logic of change vehicles every few years or to repay kilometers, from the beginning, many costs and the desire to retain the manufacturer's warranty and contribute to additional taxes on basic costs of maintaining a vehicle working? What keeps apart from official policies to promote the purchase and sale of new cars all of which are foreign brands, which users of the cities we are using public transport and supplemented with transfers cycling and walking? Are we what prevents our belief that the vehicle more powerful, more shiny, more equipped, more powerful will also make our egos and our personal qualities most attractive? Do not use public transport and alternative means because we hate sweating and prefer to spend our time and money to repair the damage we cause more global warming and generating more heat in our environment?

Do you gamble to that logic the governor, the proposal to build an exclusive road cars to charge them to go? Are you willing to add to the costs of moving from one place to another of a toll for crossing the city from south to north and vice versa?

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Five civilian agencies reject the Milky Way Express Express

is a work that only favors automobile travel, show representatives of the people on the Advisory Council on non-motorized mobility in the city of Guadalajara. Posted in the Public
June 18, 2010

Guadalajara .- The five civilian agencies that make up the Advisory Council on non-motorized mobility Guadalajara City Council expressed their opposition to the draft quota Express Viaduct, which promotes the state government.

Groups that oppose the construction of elevated viaduct of 23 kilometers along the avenue England are City for All, Center for Applied Infotectura AC (Quote), Gdl en Bici, Move for your City and Jalisco Ecological Collective (CEJ).

Among the arguments that said the activists point out that this is a work that promotes the use of private cars to the detriment of public transport and bicycle transport and transfers on foot, in addition to that oppose concessions to employers who who would charge tolls to users.

The statement was made on the first working session of that body, held at the Museo Raúl Anguiano, on Wednesday, between 18:00 and 21:00 hours.

Mobility Advisory Council includes five non-motorized society organizations civil and municipal authorities, including the Commission of Urban Planning (Coplaur), the Ministry of Culture, the Ministry of Ecology and Planning Coordination. As an outside consultant is the Institute for Development Policy and Transport (ITDP).

Felipe Reyes, a member of City for All, said the groups asked the Guadalajara city officials define its stance on the expressway, after the mayor of Guadalajara, Aristotle Sandoval Díaz, endorsed the project and then put conditions.


Expressway Project in England Avenue. Charging for the use another downside: NGOs Photo: Public
"The owner of Planning, José Luis Cuellar, explain what the situation and exposed some positions that seemed more reasonable, especially around the expressway it appeared the council fully supported it, and what we are saying is that this will not happen: it left us alone, "said Felipe Reyes.

The five civil society organizations threatened to break with the advisory council for nearly six months of the current administration, the current City Administration has not taken into account for the activists, whose work on the council is voluntary, but has legal purposes.

Now, it was agreed that there will be workshops to develop the municipal development plan, starting next week, where it aims to integrate the Master Plan non-motorized mobility in the metropolitan area.

turn, Mario Silva Rodríguez, representative of the ECJ, said that during the session "groups express our total rejection, as well as the municipality of [Guadalajara] has argued his refusal to Macrobus, without any technical background, we were surprised give a qualified yes to the expressway, which is shown not going to give any environmental benefit to the city. " Key





The project expressway is a continuous flow path, share, four-lane, two per side, 23 km long cross

allow the city in fourteen minutes, it is contemplated that the rate of incorporation be 80 km / h in the path of 90 km / h

The cost is estimated at 6.500 billion dollars, private investment, which would be a concession to 30 years and the term becomes state property

Ignacio Pérez Vega

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warrant the expressway or interior, is just a road of passage for foreign vehicles, by design and cost is not for local residents, which if they wanted to use it twice a day for five days, for a month would pay $ 1.600 pesos, with the current crisis will be for privileged social classes.
profit from the city right of way should be released when making the rail macrolibramiento Tequila-El Salto, concessions overlap, presumably by a background in this type of projects understood the commercial risk appraisals and fees are borne by the state, nor is a gracious gift as they feel or imply MPs and business leaders, the cost will pay the company for 30 years via toll when gauging expected benefits do not occur and in the course of the early termination of the grant paid for the work to the same and the usual compensation to the concessionaire, this fiscal resources, understood with the taxes the company pays.
From the planning point of view, has the same origin and destination of Lazaro Cardenas and Avenida Vallarta, a fact which is essential for a highway concession is to have toll free choice, favors the use of cars to the detriment of public transport. It is an urban barrier, divides the city into two parts definitely north and south, damaging the urban landscape, damaging the environment in its path, cancel the possibility of a linear park and bike path splendid contributes urban expansion and urban speculation at the point of beginning and end of it, especially the northwest of the city, macrolibramiento postpones the road and leave the heavy traffic load on the Loop, is of little use to the inhabitants of the metropolitan area This is the vision that sells to the public. J.
Jesús García Rojas A, in the daily mail reader Millennium Public-Thursday June 17, 2010.

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mobility traps Goliza

From "La Tremenda Corte" Public-Millennium diary Thursday June 17, 2010

Emilio Gonzalez Marquez is on the easy to assign blame for their incomplete mobility plan to "opositodo"-noun and adjective coined from government bodies, with weak memory to the time when the PAN was ... opositodo-without recognizing that unless investment in the controversial draft Macrobus Line 1, the government has turned to pamper your car. However, cumulative effects of bad decisions, the disaster grows during his years as governor.

Not a single meter of new green areas, and 300 new cars per day, make a note that swell with the viaduct, which divide-by-share, the elites for which appears to govern, the rest of the citizens .

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Yes, all arguments put

Miguel Bazdrech, http://impreso.milenio.com/node/8783295

Our authorities, perhaps because the effects of heat terse recent days, have aired several proposals to do "things" in the metropolitan area of \u200b\u200bGuadalajara. To defer or not to criticize the government for once and change the script, want to say "yes" to all. Maybe to see the resulting chaos, and compare it with the current. The recent idea of \u200b\u200bbuilding a second floor beside the railroad tracks of bizarre is fun.

And if you open the opportunity to make proposals bizarre, there are some very interesting. Able and take our government. For example, a "viaduct", Quota and second floor of course, going to the stadium Jalisco stadium Vergara, Chiva not, but read the minutes and civil registration. And by the way with a branch convenient to the stadium Teco or students, however it is the name. Thus, the most popular sports fans can go from one stage to another in minutes and in one day enjoy three versions of the game without suffering the horrible traffic jams. And entered into cost yourself a snap to go to the Minerva, for easy entry to celebrate the results.

Who two to one bet that this proposal be approved by acclamation and the popularity of the political class will rise at least ten points? Has an advantage: the rulers forget Archdeacon, Temacapulín and Zapotillo and save a trio of macro errors.

Two best: In the current mess in which they became Morelos near the park, for the failed Villa Panamericana, make a new football stadium. Yes it is if we accommodate: second floor, of course. It revives the "historical center", the old fans arrived on foot (non-motorized mobility) and also the wins will be held the "mere" center: Liberation Square, where everything fits without torment traffic and neighbors. Ah! One drawback: you have to redo the underground parking because so many people above may collapse. It can turn into an advantage: you can make four levels at once. And the second: not to leave the viaduct orphan Express, change the project. Let's do another rail line, and hence the way we installed and the city will look "good chida.

A city is planned for 50 or a hundred years and is built with patience and aesthetic rigor, legal and ethical. Are we aware?

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Avenue

Roberto Arias de la Mora, http://impreso.milenio.com/node/8784596

Although just yesterday formally announced the project expressway call from last week we had people opportunity to learn of the state government plans to build a viaduct air on railroad rights of way, whose length is 23 kilometers and will have four lanes ( Public June 8).

The way in which the news was released, people had the wonderful opportunity to weigh the lightness prevailing among makers today make public decisions in Jalisco. First, we have the statements of innovation and development coordinator, Herbert Taylor, warning that the work be realized "the city would win atrocities" ( Public June 10). And that is to this official, the project has only benefits, for the neighbors because it will reduce the noise of the train in each of their crosses, to landscape architecture as "not a bad area and have a permanent fix," for those who choose to pay for road use because they can make that trip in less time, for other motorists who do not want to pay because avenues will be less congested and therefore, for all people in the city because there is less pollution caused by traffic congestion. Against these benefits does not matter that the calculation of the work, amounting to 6.500 billion pesos, more than other similar projects because "it will cost the company that wins the bidding." And what about the arguments of the opposition to PVEM deputy and chairman of the Committee on Transportation, Enrique Aubry, the viaduct is a work of first world ... that will help us to grow in the economic field, because it will to generate many jobs "as a deputy for the PRI and president of the Urban Development Commission, Marco Antonio Barba, "is a good alternative, considering the growth that has taken the city", while for the PRD deputy, Raul Vargas, the realization of this work could be used to make government intervention "in the areas under the bridge, which in some places could be promoted as linear parks, and even amusement parks ( Public June 9).

The problem with these arguments is that fast are serious public costs, and those estimated by Taylor himself Arthur at 550 million pesos, equivalent to the cost of the four overpasses to be "covered equally by the municipalities, state and federal governments and the company Ferromex ( Public June 10), or which shall be incurred by the" public assistance " referred to by the PRD deputy, nor the opportunity cost, as a society, we will incur for these 6.500 million dollars of private investment, which could be better used in modernizing public transport systems, much less the extremely high costs impose with the daily use of vehicle, no one pays, but all suffer through the growing loss of time or high levels of ozone.

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England: viaduct or path green?

José Javier Gómez Álvarez, millennium age: http://impreso.milenio.com/node/8784321

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elevated viaduct project is planned to build along the England avenue is to consider the following:

1. England Avenue is a place that has great value for the city urban. The road is "forgotten" that borders the railroad tracks, and currently has discontinuity road blockades in several sections, and found that is underutilized. But it represents an important reserve in terms of urban public space and metropolitan mobility: an opportunity to implement public transport, to become a non-motorized greenway pedestrian and cyclist, and a linear park.

2. There are residential areas along this road to an elevated viaduct would impact visually and generate noise, so that priority would be affected by the car. Apparently not enough parallel tracks such as Lazaro Cardenas with his new suspension bridge, Avenida Vallarta with its road system and the recently renovated Revolution Avenue. Once again it is found that the race against the car is lost in advance.

3. Although raised as an "investment private ", the viaduct is situated on an area of \u200b\u200bpublicly owned (federal) concession since 1996 and for fifty years to a private company (Ferromex), so society has a right to be taken into account and assess their appropriateness. Otherwise there is a risk of becoming a private business on public property without the city to receive a fair return. In this regard will also clarify the role that government plays in the state and to corroborate the proposed financial terms of the scheme.

4. You have to consider the draft rail warrant that various state governments have been raised since 1996. If realized, could reclaim the space Track freight train to be resolved which would supply surrounding factories, which use the railway for industrial operation.

If they had studied before implementing mass transit in this way, what time changed the idea of \u200b\u200ba "second stage" vehicle? The current urban policies in the three branches of government raise the retention and recruitment in the central areas of the city and no dissection or rupture because of the car.

is not opposed to each project in automatic, but it is not sensible to use hastily and without careful thought one of the few reserves urban, perhaps the only one with these characteristics with which the city.

An avenue England turned into a "greenway" would attract a new sustainable development in the area, as has been the experience in other cities. Some of them have even recently lifted major road infrastructure in central areas or strategic redirect public use city (New York, Seoul and Boston). We must raise public projects and improving the quality of life, take precedence over the car and not otherwise. Preferably be in the medium term. It is urgent to think in a different city: more friendly, livable and competitive.