Ce este VELORUTIA: Lectia DOI
Ce este VELORUTIA – Lectia DOI:
ABUZUL DE CIRCULATIE PE PATRU ROTI DAUNEAZA GRAV SANATATII!!
Faceti un efort de gandire si parcurgeti urmatoarea sinteza, pentru uz casnic, didactic sau profesional:
Sa presupunem ca in fiecare zi aveti de parcurs aproximativ 10 km prin aglomeratia urbana a Bucurestiului.
Distanta de acasa la birou / la facultate: 10 km.
In intervalul 8.00 -9.30 respectiv 17.00 -20.00, alternativele de deplasare ar fi:
Sa facem o evaluare a timpului “consumat”:
Timpul parcurs cu autoturismul: 1 ora
Timpul parcurs cu mijloacele de transport in comun: 35 – 45 minute
Timpul parcurs cu bicicleta: 25-30 minute.
Timp zilnic economisit: O ORA
Timp saptamanal economisit: 5 ORE
Timp lunar economisit: 20 ORE!!
Sa transformam si in bani:
Cost combustibil 20 zile/luna x 20 km/zi = 400 km/luna = 40 l benzina (optimist) = 150 ron (fara sa socotesc drumuri suplimentare)
Cost in cazul transportului in comun: 50 ron (abonament pe toate liniile + metrou)
Poate ca 150 ron lunar economisiti personal nu pare o suma mare, dar cei 0,5% (sa zicem ~1 000 oameni) din bucurestenii care solicita de zor conditii mai bune de pedalat fac lunar economie de 40 000 litri de benzina si finanteaza cu 50 000 ron mijloacele de transport in comun.
Probabil ca nu vom ajunge prea curand la un procent de utilizare al bicicletei ca in Amsterdam 
, dar faceti calculele singuri pentru situatia in care procentul de 0,5% ar creste la 10%…
Obiectivele Campaniei VELORUTIA sunt:
- Revolutionarea locuitorilor bucurestiului, care au suportat canicula verii 2007 ca niste pesti aruncati de valuri pe mal… cu ochii bulbucati de caldura si gurile uscate de praf.
- Impunerea mersului pe două roţi ca mod zilnic de deplasare pentru toti acei bucuresteni satui sa absoarba zi de zi noxele toxice si emisiile de CO2 ale autoturismelor cu care circula deocamdata crezand ca sunt mai feriti de poluarea de afara daca stau cu ferestrele inchise si aparatul de aer conditionat pornit.. dar, care ii otravesc mai rau, fara sa stie!
Controlati aici:
[NU E NICI O RUSINE SA FII NASCUT PROST, RUSINE E SA MORI PROST!]
Most studies of air pollution in cities have concentrated on urban background air quality and its effects on people outside vehicles. However, scientific evidence suggests that road users of all kinds are exposed to higher levels of air pollution than the background data might suggest. Furthermore, the evidence indicates marked differences in the exposure levels of travellers by different modes. The main pollutants examined in this report are volatile organic compounds (VOCs, including benzene and other hydrocarbons), carbon monoxide (CO), nitrogen dioxide and respirable particulates. Of these, benzene and CO are primary by-products of the combustion of petrol, and particulates emanate mainly from diesel combustion. NO is mainly a secondary pollutant, formed when nitric oxide (NO), another primary by-product of the internal combustion engine, is oxidised in air.
This paper updates and significantly extends an earlier literature review of car occupant exposures by reviewing recent studies which compare the levels of vehicle-derived pollutants found inside and immediately outside motor vehicles and, in many cases, compare these to background levels. Consideration is also given to exposure of other road user groups such as cyclists and pedestrians. Around 45 new papers have been reviewed beyond those already analysed in the earlier work, and this report also draws upon conversations with researchers in the field. Most (but not all) material is taken from English language sources, and represents findings from many parts of the world and from a wide range of situations. As such, some of it is of obvious relevance to the British or European urban environment, and some less so. There is nonetheless a striking degree of agreement between these disparate studies, which reinforce the findings of earlier work. There also appears to have been a marked improvement in the quality and reliability of results obtained in recent years compared with earlier studies, which adds weight to the conclusions drawn.
The research indicates clearly that: cars offer little or no protection against the pollutants generated by vehicle traffic. Road users can be exposed to significantly elevated levels of pollutants as they are, in effect, traveling in a ‘tunnel’ of pollution. Those road users traveling closest to the centre of this tunnel tend to experience higher concentrations of pollutants than those nearer to the roadside. Studies from Britain, continental Europe and the United States agree that in-vehicle levels of the vehicle-derived pollutants benzene (and other hydrocarbons), carbon monoxide, and nitrogen dioxide are substantially elevated above the levels of these pollutants found in air at a distance of around 50-100 metres from the vehicle, whereas levels of non-vehicle derived pollutants vary far less. Most of the studies indicate that drivers and passengers in motor vehicles are exposed to higher levels of these pollutants than pedestrians and cyclists.
Larger public transport vehicles appear to exhibit lower pollutant levels for primary pollutants than do cars, but above those experienced by pedestrians and others towards the edge of the roadway. Cyclists are potentially subject to higher personal exposure because of their elevated respiration rates, but nonetheless appear to suffer similar or lower exposures than motorists owing to their usually traveling close to the kerbside. Contrary to popular belief, pedestrians generally experience the lowest exposures of any road users. Some time-series data from Europe have failed to detect any marked improvement in levels of in-vehicle pollution in spite of the introduction of catalytic converters, while others do indicate a downward trend, especially for VOCs. Some data from America, where the majority of vehicles now use catalytic converters, do suggest some improvement. It may as yet be too early to draw firm conclusions as to the likely impact of catalytic converters in Europe, but it is possible that catalysts alone are not sufficient to solve the problems caused by motor vehicle emissions, and this matter should be kept under review. The ratios of pollution set out above are likely to persist even if background pollution levels fall, especially for the primary pollutants. This conclusion is supported by the fact that similar ratios are found in various parts of the world, in spite of differing absolute levels of pollution and variations in traffic levels and conditions, fleet composition and technology mixes. The factors exacerbating the interior levels of VOCs and CO in cars seem to be dense, slow-moving traffic, stable air, increased vehicle age, and faulty exhaust systems. Typical urban rush-hour conditions tend to produce the highest in-car concentrations of these pollutants. The in-vehicle levels of nitrogen oxides, on the other hand, seem to be worse during motorway driving, and levels of NO2 in particular seem to rise later in the day. Interestingly, in most studies the level of ventilation did not significantly alter interior concentrations, although conditions tended to be worse with the heater or ventilation on and sometimes better (for VOCs) with air conditioning in use. Other transport-related environments are also found to have distinctive pollution characteristics. Open-air car parks generally have relatively low levels of pollution, but enclosed car parks appear to retain the pollution caused by vehicles, and high levels have been recorded. Vehicle filling stations also expose drivers to high levels of VOCs unless sophisticated vapour-recovery systems are fitted.
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