Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 109

§  integrated plans – some projects have included integrated pedestrian plans in city centres or areas (as noted above in some Mexican cities and the Bogota “Public Space Management” but such programs in Bank projects are not common;

§  institutional - there is often no real recognition of the pedestrian problem by city government

Lessons – Pedestrians have not been very well served by many developing cities.  There is a wide range of issues (i) lack of recognition of pedestrian needs, (ii) even when pedestrian measures are provided, they are focussed on the control of pedestrians in order to assist motor vehicle flow rather than to serve pedestrian needs (iii) poor footway maintenance and reinstatement after works rendering them unusable, (iv) footways encumbered by street traders, frontage occupiers and street dwellers (iv) provision of token pedestrian facilities which are neither in the right place nor can be used safely (vii) lack of institutional capacity to deal with pedestrian issues. A new, much more positive and proactive approach to pedestrian measures is needed.  This includes:

§  better pedestrian design guidelines and standards for dissemination to potential transport project participants;

§  establishment of guideline procedures for dealing with street traders and street dwellers in an equitable manner (the experiences in the Colombo Urban Transport Project and Mumbai Urban Transport Project may be of assistance);

§  increased intensity of dialogue with cities which wish to subjugate pedestrians to vehicles (apparently this issue applies in particular to China); and

§  institutional mechanisms to ensure that public utility companies reinstate footways after works. Developed cities have powers to impose financial penalties on utility companies if footways (or indeed roads) are (i) excavated without permission, (ii) remain in an excavated state longer than the period granted by the permission and (iii) reinstated badly.  Such powers and a mechanism should be sought by the traffic management authority of developing cities.

Rationale and Objectives  Non motorised vehicles include bicycles (including various forms of

“bicycle taxi”), human-drawn vehicles and animal-drawn vehicles; however, bicycles” are the predominant NMT mode in traffic management and the Review is confined to bicycles.  In principle, bicycles offer low cost personal mobility assisting lower income groups, are well suited to shorter trips (say up to 7 or 8 kms), are non polluting and generally comply with a “sustainable approach” to transport.  Objectives of traffic management for bicycles are:

§  to improve safety by protecting cyclists from conflict with motorised vehicles

§  to improve the quality of cycling by the provision of facilities which enable journeys to be made conveniently and which and encourage bicycle use

Types of Intervention – The number, and existence, of bicycles varies greatly in developing cities.  For example, bicycles account for between 25%-80% of non-walk trips in Asian cities but the level and use in Latin American Cities is very small.  As with all traffic management, highly city specific approaches, policies and measures are needed.  To meet the objectives, bicycle measures include:

§  NMT/bicycle lanes or tracks either (i) purpose constructed or (ii) created by reallocation of existing road space to provide separate lanes or (iii) use of existing local streets with supplementary infrastructure where necessary to ensure continuity (such as was proposed in Shanghai II UTP).  In suitable cases, bicycle facilities may be shared with pedestrians (as is common in Europe and Japan); § Traffic management measures on existing road to assist cyclists including junction treatment