Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 111

§  there is a dilemma over the provision of bicycle facilities in some cities where there is no, or very little, current bicycle use.  Enlightened planners may consider bicycles a desirable aim and may promote bicycle measures but the issue arises as to whether facilities should be provided to encourage the use of bicycles and release possible suppressed demand or facilities should not be provided and the resources deployed to more urgent traffic needs.  These is no simple answer to this dilemma except that (i) careful research, including public consultation, can be an aid to decision making and (ii) if facilities are provided, they should not suffer from tokenism; examples exist where bicycle lanes have been constructed because it was easy to do so rather than fulfil an existing or potential need and thus the lanes lack real utility and are little used.

Lessons – Bicycles are an efficient mode, suitable for various urban journeys bicycles and available to at least some of the poorer sections of the community.  Bicycles should be treated as an integral part of the traffic management system and strategies should be designed to capitalise on their strengths (see Chapter 7 – Poverty).  However, as motorization increases, bicycle use becomes more hazardous.  Planning must determine that bicycle schemes fulfil a real (or a realistically assessed) need and are not constructed in locations which are “easy”, which inconvenience no one (basically cars) and thus are of little value to users and potential users.

Road Signs and Markings

Rationale and Objectives – Information for drivers and other traffic system users (pedestrians, cyclists etc) is essential for good traffic management.  The objectives of road markings and road signs are to advise, warn, control and direct all modes to ensure that traffic management schemes operate safely and efficiently

Types of Intervention – road signs and markings are key parts of any traffic management scheme.  A comprehensive signing program will include (i) warning signs of approaching hazards and/or changes in road layout (junction, signals , etc), (ii) regulatory signs (speed limit, no entry, buses only etc) and (iii) information or directions.  Road pavement markings guide traffic paths, define areas of road with special restrictions (bus lanes, no parking etc) and control movement (no overtaking etc).

Inclusion in Bank traffic management projects/component – It has been some time since explicit signing and marking programs have been included in Bank projects.  Previously, signs and markings were undertaken by direct labour groups in the employment of municipalities and cities.  Bank projects supported these groups with equipment for sign manufacture, road marking maintenance, training etc. Today, most municipal or city works functions are under contract and the Bank rarely considers financing direct works agencies, including those involved in road markings or signs..

Comments and Issues – in many developing cities:

§  the numbers and sizes of regulatory signing are often inadequate;

§  signs are poorly sited;

§  signs and road markings have poor visibility at night;

§  in some cases, signs are unclear to drivers – for example, there have been cases where a country’s national standard lacks a sign (e.g. for bus lane regulations) and inappropriate signs from other countries-standards are used;

§  signs and pavement marking suffer from poor materials and lack of durability, poor maintenance and, in some cities, the road surface makes road markings difficult

§  there are institutional problems such as (i) responsibility for marking and signing is not always clearly designated between the traffic management agency and the traffic police, (ii) the traffic management agency lacks expertise in designing and supervising signing and marking programs, (iii) the traffic management agency lacks a realistic budget for implementation and maintenance of a continuous signing and marking program.