Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 20

through pricing) and incentives (such as good public transport or encouragement to other efficient modes).  The Review deals with both the supply side of traffic management and with the demand management side.

2.1         Introduction

2.1.1.      In cities in developing countries population growth rates of 3%-5% are common. Population growth leads to increasing travel demand and population pressure which in turn leads to spatial expansion of urban areas and increased journey lengths.  Parallel growth in city economies and in household and personal income leads to increased travel demand, increased car ownership and increased car use.

2.1.2.      These factors - increased travel demand, increased journey length, increased car ownership and use - together with the inability, for whatever reason, of cities to plan transport systems, to manage demand, to relate land use and transport and to provide adequate resources and the high cost of facilities (particularly capital intensive mass transit systems), combine to produce the common transport effects which are present to varying degrees in most cities:

a)  increasing traffic congestion;

b)  declining attractiveness and use of road based public transport;

c)  increasingly high costs of travel;

d)  increasing (road) accidents;

e)  increasing road traffic related emissions and thus atmospheric pollution; and

f)  urban blight and declining quality of urban life.

2.2         General directions of urban transport policy

2.2.1.      Although traffic and transport problems are desperate in many cities, the situation is not without remedy and indeed improved transport is essential if urban areas are to thrive. There are opportunities to deal with transport problems and to alleviate deficiencies. The general directions of a sound traffic and transport policy are likely to include, at least:

a)  Operational Management – make the most productive use of existing systems (roads, public transport etc) by improving efficiency and quality of operations;

b)  Maintenance – ensure that existing transport facilities are fully available for use by improving maintenance;

c)  Demand Management of Road Traffic – recognise that new road construction alone cannot meet future travel demand and develop policies to:

♦           constrain “inessential” road use by inefficient users of road space (low

occupancy private vehicles) by ensuring that system users meet their true costs

of travel^[3] through various forms of vehicle and road user charging mechanisms; in parallel and as part of a realistic user charging system, raise revenue for transport investment;

♦            encourage efficient modes by emphasising public transport systems to increase system capacity, attractiveness and financial viability;

d)  Infrastructure – expansion of transport infrastructure is likely to be essential but programs should be developed with clear policy objectives, address priority issues (such as correcting deficiencies and imbalances in the system) and should seek to cater for growth by favouring efficient modes namely, public transport systems;

e)  Objective and Systematic Evaluation – adopt transport planning procedures which ensure that all transport investments are evaluated objectively, prioritised and targeted within realistic budgets such that transport policies and measures are economically, financially, operationally and environmentally sound, are sustainable and form a realistic “implementable” program;

f)  Environmental Management –improve road based vehicle emissions and reduce adverse environmental impacts of transport investments and operations through vehicle testing, fuel improvements etc.  Additionally, policies are needed to encourage less environmentally damaging modes (walking, NMT etc);