The project\u2019s main aim is to solve the congestion problems of a particular section of the road by increasing its capacity and improving connectivity, while at the same time improving the integration of the infrastructure into the urban environment and taking into account the key criteria of equal, fair and sustainable development as specified in the Urban Agenda.<\/p>\n
The study proposes the incorporation of paths and walkways shared by pedestrians and cyclists, which would enable coexistence with the road\u2019s vehicular traffic while ensuring adequate levels of road safety and permeability of the road margins.<\/p>\n
The road was build in the mid-20th century and is wide, with three lanes in each direction and, in certain sections, a service road on either side. At its far north-western end the road ends at the port of A Coru\u00f1a, almost at the entrance to the city\u2019s old quarter.<\/p>\n
The paths designed by Ineco allow for the segregation of vehicles and cyclists, unlike at present. \/ INFOGRAPHIC_MITMA<\/p><\/div>\n
When it was built, the road passed through the rural population centres outside the city and provided a new link between the city and the countryside. Traditionally, transport routes had run parallel to the sea in the bay of A Coru\u00f1a. Over time, other urban planning projects, such as the construction of residential buildings in Elvi\u00f1a and Barrio de las Flores and the industrial estates of Matogrande, Someso and Parque Ofim\u00e1tico, have increased traffic pressure in the area, as has the addition of traffic from the AP-9 highway.<\/p>\n
The plan drawn up by Ineco focuses on a 1.4-km (approx.) section of Avenida Alfonso Molina that lies on the outskirts of the city, between Avenida San Crist\u00f3bal (AC-10) and the connections to highways AP-9 and AC-11. As stated above, the plan\u2019s main aim is to solve the traffic problems for the section in question. According to the available data, in 2016 this section was used by 124,037 vehicles per day, of which 5.1% were heavy vehicles. Currently, this translates to a Level of Service (LOS) F while entering the city and LOS E while exiting. This results in regular traffic jams and hold-ups at peak times and during specific events, which in turn causes a large number of accidents of various types.<\/p>\n
Elevation of the walkway to resolve the intersection of the pedestrian route above Avenida Garc\u00eda Sabell at junction 2 (POCOMACO-Matogrande).<\/p><\/div>\n
At present, large numbers of pedestrians use the road margins, owing to the presence of several shopping centres, hotels, residential buildings and bus stops. The plan incorporates the environmental adaptation of the road margins and the inclusion of paths enabling complete integration between vehicles, pedestrians and cyclists, ensuring they can all transit through the area in safety. Moreover, the walkway design ensures the permeability of the road infrastructure.<\/p>\n
The aim is to increase the humanisation of the section by improving the transit process for pedestrians and cyclists, thereby enhancing their safety and transit experience. The plan also aims to provide both residents and passers-by with a more congenial and attractive environment through the use of physical, visual and acoustic separation. Generally speaking, it is a plan of an eminently urban nature, in which the concept of functionality takes precedence over mobility. The study sought to achieve a balance between the regulatory requirements and recommendations (including the Accessibility Code<\/em> published by the government of Galicia\u2019s ministry of Social Affairs and the document published by the Spanish ministry of Transport, Mobility and the Urban Agenda (MITMA) on Accessibility in urban public spaces<\/em> and developing viable solutions whose costs are not disproportionate.<\/p>\nThe connection to pedestrian access points near the bus stops and walkways ensures transverse permeability throughout the entire section<\/p><\/blockquote>\n
Shared use of the road<\/h4>\n
Prioritising pedestrians, cyclists and public transport users and enabling them to interact with the road in harmony and safety, while providing a quality environment, is one of the priority aims of this action. The area in which the work will be carried out has a gentle gradient of around 5%.<\/p>\n
Wherever possible, the paths have been designed with a different elevation to the AC-11 in order to provide a clear differentiation of uses and protect the path users. The plan has made efforts to adapt the road\u2019s longitudinal section to the accessibility requirements, with maximum gradients of 8% and the placement of horizontal intermediate platforms to serve as rest areas where necessary.<\/p>\n
The plan includes a review of the bus stops in order to ensure they remain connected to the road and the paths without any interference to or from pedestrians above the road.<\/p><\/div>\n
A maximum width of five metres was established as a design criterion; however, this was not always possible owing to the fact that buildings and related installations limited the amount of space available on the road margins.<\/p>\n
One of the design priorities was to ensure sufficient transverse permeability for the road by incorporating three new walkways and connecting the paths to the existing bus stops, whose design would be adapted in line with current standards with regard to the space required for bays and shelters to protect users.<\/p>\n
The plan also takes into account the lighting of the paths and bus shelters, in order to enhance users\u2019 comfort and safety.<\/p>\n