Paths – That mess of via Tuscolana

Sustainable mobility, but not very secure. Last may, the Municipality of Rome has initiated a special plan for the construction of 150 kilometers of new bike lane transitional, thus promoting gentle mobility in these months of living with the coronavirus in which it is preferable not to use the public transport. Among the new routes is expected to prolong up to the San Giovanni district of the ciclovia Tuscolana, built between 2018 and 2019: a path that is not just temporary, having already been provided for in the urban plan for sustainable mobility (Pums) of the 2019 well 2.4 km lane intended for bicycles, from Quadraro to Tuscolana station.

No partition. The novelty, if anything, are represented by the further continuation up to Largo Brindisi, and, above all, by the adoption of a “track” light,” taking advantage of the provisions of the decree to Relaunch that, in addition to allocate 40 million euros (later increased to 137) for such works, provide the opportunity to implement bicycle lanes, essentially delimited by the sun stripes of paint. So far, the new route has led to the emergence of not a few problems in terms of traffic and, above all, safety. For the bike, but also for the same cars and pedestrians.

The possibility of invasion. Some of the major dangers come from the first segment of the new bike lane, along the famous climb of the Quadraro. From the metro stop Porta Furba to the arch of Sixtus V, the space allocated to cars in the two roadways is now reduced, but not enough to discourage the vehicles stand still on two-lanes: those to the right may then invade the path (bounded only by the paint) to avoid collisions with vehicles to the left. To create further confusion, there is the relief strips discontinued that, although deleted, they give the impression of being there again.

Aqueduct (a little) Happy. In the direction of the center, the problem arises when, in the tract of which it is discussed, it is necessary to bend to the right: here, in fact, the cars tend to close the trajectory invading the bike lane, as seen in the image above. It’s not over: at the end of the curve, a lane of input, coming from the right, flows into the roadway. In conditions of poor visibility, the incoming vehicles not obliged to stop, but to give precedence, are likely to invest the bike in transit. A similar problem occurs in the reverse direction, from the opposite part of the Felice aqueduct, which separates the two carriageways of the via Tuscolana, where the cars are coming from via Demetriade converge in the middle of a curve to the left, also in this case, with the only obligation to give precedence.

One direction. After the arch of Sixtus V, on the right of which there is an unlikely sign (visible in the photo above) that marks the end of the path, another problem arises. The same path, in fact, continue towards the centre without a corresponding lane in the opposite direction: in the time of this writing, this last has not yet been realized, if not in the height of the station Tuscolana, as we shall see. Because of this, several riders headed to Cinecittà cross the bike lane in the wrong direction: a behavior contrary to the code of the Road (the very definition of cycle lane speaks expressly of “movement…in the same direction of other vehicles”) and common sense. This could push some users to expand suddenly toward the car, as the lane is too narrow for the movement of the two cycles in parallel. Let’s talk about the bike for comfort, but it lacks the presence of a number of segways, whose casual use is raising some critical issues.

Traffic, the natural. Up at the entrance of the sports centre of the Bank of Italy, the bike path is separate from the rest of the road from cars parked in parallel, which have been reserved for new stands. This solution, while doing the happy motorists in the area who feared a reduction of the parking spaces, has made even more limited than elsewhere, the space of the roadway reserved for vehicles. The problem is particularly felt up to the intersection with via di Porta Furba, the first of which the cars may assemble by moving to a single lane in each direction: just have a broken car to block everything. Here, however, circulate during the day several ambulances to and from the hospital Vannini of the neighboring district of You, the movements of which may be hampered by the narrowing of the road. Also for this Monica Lozzi, president of Municipio VII), said that the new parking spaces could be removed to facilitate the road, being already present parking spaces between the two carriageways.

The parking issues. The car seats have been reduced to the Appio, between piazza Santa Maria Ausiliatrice and the railway bridge to the station Tuscolana, where the path of the cycle has so far arrived. In the affected section were deleted, the cars plug-in, replaced by the ones in parallel, which, together with the bins, separate the bike lane from the rest of the way. Everything now appears more orderly, but the path for the bicycle becomes less linear, requiring cyclists to some of the “slalom” down the lane. One of the cars parked on the cycle path is an old story, which had already concerned (and still concerns) the original segment of the bike lane, between piazza di Cinecittà and the Quadraro, at bars, pharmacies, and other activities.

Pedestrians. More disturbing, however, are the cars parked on the new waiting areas of the bus painted on the road close to the bike lane, and, in fact, easily exchangeable for parking, as evidenced by the photo above. Their presence could force users to wait for the Atac to the center of the road, risking being hit by passing vehicles. A possible solution, we hope that we may get from the use of raised platforms, as that has already been adopted in via Gallia in rome, and is easily removable and installable elsewhere, if not more necessary. Of the rest, the town Hall has already made it know you want to put at the disposal for the safety of the new bike the one million euro allocated before the lockdown in anticipation of the extension of the path. A sum is then saved by accessing the funds put on the plate by the government for the new bike lane.

Fresh paint. The money, we add, will also be needed to adapt the new path segments, in the meantime, made. The rest, as we write, is in the process of completing the path up to the railway station Tuscolana. Not only that: on the same segment, as we have mentioned, we are making the construction of the opposite lane at the time until the intersection with via Veturia.

Too narrow. Also in the new section there are still problems, especially in the direction of the centre, immediately after the railway bridge: here, the bike lane follows the lane to the input of the drive directed to the right, clutching at some points up to a minimum of about 60 cm (from ourselves measured inside). Not only that, immediately after the traffic lights, when cars and bikes may turn right onto via Monselice, there is the risk that the first upsidedown the second tightening too much the curve, where, however, the lane to the mobility measures only 80 cm. A hypothesis which, far from unrealistic, as evidenced by the photo above. It’s good to pay attention, waiting for desirable adjustments.

Source: Quattroruote.en – Edited by Anthon K.