Evviva il tram!

Ore 11,25 di mercoledì 29 dicembre. Sono in attesa da 10 minuti dell’emozione del giro in giostra sul Tram di Mestre alla fermata di via Colombo, direzione Favaro.
Aspettando, scopro che la cadenza strombazzata di una corsa ogni 6 minuti viene dal tram rispettata solo fino alle 9,15 dopodiché la frequenza diventa rigorosamente di una corsa ogni 10 minuti fino alle 21.
Ad un certo momento, voltandomi verso via Ca’ Rossa vedo uno scooter proveniente da Viale San Marco in direzione Piazza Barche, cadere, urtato da un’auto che da via Colombo accenna a svoltare verso Piazzale Cialdini.
Mi affretto ad avvicinarmi e constato che fortunatamente, oltre alle modeste ammaccature ai due veicoli, nessun danno è occorso alle persone. Contemporaneamente da piazzale Cialdini, arriva una volante dei Carabinieri che inizia i primi rilevamenti e congela le posizioni dei mezzi coinvolti in attesa dell’arrivo della polizia Municipale.
Ai militari si rivolge un anziana signora per testimoniare che ha visto lo scooter scivolare sulla rotaia del tram, a cavallo della quale si sono fermati sia lo scooter che l’auto.
E’ facile rilevare come la posizione dei mezzi ingombri la corsia del tram proveniente da Favaro.
Infatti eccolo il tram, bloccato al semaforo del ponte di via Colombo e dietro di lui, bus ed altri veicoli.
Fortunatamente il retro dell’auto coinvolta, seppure per pochi centimetri, consente lo scorrimento del tram proveniente dalle Barche che, alle 11,30 già in ritardo di suo, riesce a passare.
Nel senso di marcia opposto, invece, il traffico riprende il suo flusso solo alle 11,45 quando cioè i vigili, arrivando trafelati, segnano sull’asfalto le posizione dei mezzi incidentati e liberano l’incrocio.
Considerazioni a caldo (ma anche a mente fredda).
1a considerazione: si deve cominciare a valutare la pericolosità delle rotaie in termini di concrete responsabilità penale e civile.
2a considerazione: verificatosi l’ingombro dell’incrocio, il tram si blocca e la sua sbandierata puntualità va in fumo.
Non era certo necessario vederli accadere, gli intoppi, per capire che il tragitto del rivoluzionario mezzo di trasporto non garantisce autonomia di percorso e quindi nessun vantaggio sicuro in termini di tempi di percorrenza! Anzi, non potendo il tram svincolarsi dalla rotaia, diventa esso stesso ostacolo al deflusso degli altri veicoli incolonnati causando ritardi anche agli altri mezzi.
Un filobus, invece, benché debba seguire il percorso della linea elettrica sopraelevata, ha un po’ di margine di manovra per evitare qualche ostacolo in carreggiata.
3a considerazione: per un passeggero come me che ieri, partiva da Piazzale Roma in direzione Favaro, ci sono queste scomode novità: il bus 4L a differenza delle precedenti linee 4 e 4/, parte ogni 10 minuti e non ogni 6, come prima della grande innovazione.
Inoltre, se prima arrivavo diretto in via Ca’ Rossa, ora devo scendere in via Colombo ed aspettare 10 minuti buoni per il trasbordo sul tram.
4a considerazione: la linea 4L è servita da bus articolati di 18 metri con capacità di trasporto di 180 persone.
Le tre volte che l’ho preso al capolinea era affannosamente in ritardo tanto da arrivare a Piazzale Roma oltre l’orario di partenza previsto e quindi riprendere la corsa senza pausa. Ed altre volte mi è capitato di vederlo arrivare in ritardo e ripartire immediatamente come se avesse difficoltà a rispettare i tempi di percorrenza delle tratte pur più brevi di quelle del passato.
Dove sono quindi i vantaggi di questa rivoluzione?
Se il vantaggio sostanziale del tram che porta 238 passeggeri rispetto, ad esempio alla soluzione filobus, era la grande capacità di trasporto passeggeri, così come enfatizzato nella presentazione, ci si sarebbe aspettato che ciò riducesse la necessità, per le altri linee, di mezzi ingombranti. Invece ecco circolare bus articolati (nuovi di zecca) dove prima bastavano mezzi di dimensioni normali.
Alla fine dei conti la portata del tram, su 32 metri di convoglio, è inferiore a quella di un bus articolato di 18 metri (180 passeggeri) + un bus standard da 10 metri (95 passeggeri) che messi in fila hanno un ingombro minore.
Una constatazione comune, inoltre, è che spesso il tram stesso viaggia con meno di 50 persone a bordo e quindi ciò fa considerare che la grande capienza sia necessaria solo in determinate fasce orarie. A tale esigenza si sarebbe potuto far fronte combinando i mezzi a disposizione senza gli enormi costi del progetto translohr magari abbinando nelle fasce orarie più affollate un bus articolato con una corsa extra su bus standard.
Quanto all’argomento minor inquinamento del mezzo di trasporto ad alimentazione elettrica, questo avrebbe un peso se tutti i mezzi circolanti fossero a trazione elettrica, mentre è pura propaganda l’idea che una o due sole linee di tram possano avere un impatto significativo sulla riduzione dei livelli di inquinamento in città.
E comunque, un filobus avrebbe prodotto lo stesso minore inquinamento del tram, senza dover posare rotaie e costruire pensiline e piattaforme apposite.
E cosa dire poi di tutta la campagna sui bus a metano come scelta ecologica?
A fronte dei 140 milioni di euro imposti dalla realizzazione del tram qualsiasi altra soluzione sarebbe stata preferibile compresi i mezzi su gomma a trazione elettrica senza rotaie, cioè i filobus.

In conclusione, l’utente paga con maggiori scomodità (linee meno dirette) e maggiori tempi di attesa (linee meno frequenti) un’operazione molto criticabile e che causa delle perplessità anche sul piano economico. Molto rilevanti sono stati poi danni diretti subiti da tanti operatori del commercio che hanno pagato con la chiusura della propria attività, i lunghi mesi di disagio provocati dai cantieri del tram. Per non parlare infine, di danni da lesioni fisiche a tanti cittadini per la comprovata pericolosità delle rotaie.
Sicuramente se consultati, e sembrerebbe il minimo dovuto visto che chi sborsa siamo noi, come cittadini, avremmo chiesto come più impellente, ad esempio, un adeguamento del sistema fognario che se non altro, non avrebbe dato adito a tante critiche e prodotto più beneficio e meno danni.
Avere realizzato prioritariamente questo assurdo e arrogante progetto, significa malintendere il mandato ricevuto col voto e strumentalizzare le necessità dei cittadini ai fini di interessi non condivisi.

Gianluigi Placella

  185 comments for “Evviva il tram!

  1. Sick and tired
    2 Gennaio 2011 at 13:06

    Altra considerazione: cosa dire del fatto che il tram doveva raggiungere Marghera ed invece pare che ora sia impossibile realizzare un sottopoassaggio in corrispondenza della stazione ferroviaria? Intanto però sono state posate le rotaie (inutilizzate chissà fino a quando) anche a Marghera… Chi ha beneficiato di tali lavori fino ad ora? Solo l’azienda che li ha realizzati.

  2. francesco verardo
    9 Gennaio 2011 at 19:50

    E’ incredibile, disgustoso, come siano stati buttati milioni di euro, soprattutto in un momento di crisi come questo, per un’opera praticamente quasi inutile, per non dire dannosa, quando tutte le altre proposte di migliorare la situazione del trasporto pubblico nel comune di Venezia avevano piu’ pregi e meno difetti! nessuna esclusa!

  3. lerrante
    11 Gennaio 2011 at 02:40

    Il tram a berlino è sopraelevato e porta le biciclette, questa soluzione fa si che non ci siano problemi di traffico, sicurezza, ritardi, poi chi abita fuori città arriva con la bicicletta in centro e si sposta agilmente, e a Mestre che si fa?

  4. lerrante
    11 Gennaio 2011 at 02:42

    Questo serpente non è ne un tram perchè è gommato, ne un filobus perchè ha una monorotaia con 2 ruote a 45 gradi che vi scorrono sopra.

    Il tram a berlino è sopraelevato e porta le biciclette, questa soluzione fa si che non ci siano problemi di traffico, sicurezza, ritardi, poi chi abita fuori città arriva con la bicicletta in centro e si sposta agilmente, e a Mestre che si fa?

  5. alessandro
    16 Gennaio 2011 at 20:12

    Il tram di mestre e’ una soluzione vecchia e chiaramente inutile alla cittadinanza, ma probabilmente solo alle tasche di qualcuno della nostra brava amministrazione.
    Aggiungo a quanto sopra:
    1) esistono gia’ veicoli elettrici gommati in grado di ricaricarsi di elettricita’ alle fermate, senza rotaie ne cavi elettrici
    2) gli penumatici di gomma del nostro “fantastico” tram sono soggette ad usura e vanno sostituire periodicamente. Inoltre un veicolo con ruote gommate ha un cosumo di energia nettamente superiore alle ruote metalliche dei tram tradizionali.
    3)Parlando di impatto ambientale, qualcuno del comune ha valutato ( a lavori finiti) che impatto e’ stato creato dalla operazioni di posta delle rotaie? Parlo di polveri e fumi sollevate dai cantieri, sia per la demolizione del manto stradale che per i mezzi operativi stessi
    4) che succede se si richiede una qualsiasi operazione di manutenzione sotto al massetto di cemento dove passa il tram?
    5) gli incidenti a padova a causa delle rotaie sono state decine, e il risultato e’ che alcune strade attraversate dal tram ora sono interdette alla circolazione delle biciclette.

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