Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 25

3.1.2.      Thus care must be exercised in drawing general conclusion from a review of isolated, supply side traffic management interventions.  Traffic management measures should be set within a defined traffic and regulatory policy and are most likely to be combined into comprehensive packages which will vary in type and extent in accordance with the function of the relevant road in the hierarchy.  ..  However, there are issues that arise in the planning, design and implementation of traffic management measures and these are considered in this Chapter.

3.1.3.      Traffic management interventions may be classified in various ways but  the following categories, similar to the Terms of Reference for the Review, have been used in discussion of experience and lessons learned:

a)  On street parking management and control

b)  Bus priority

c)  Traffic signals both area wide and at isolated junctions

d)  Traffic Management for commercial vehicles/trucks

e)  Pedestrians and “public space management”;

f)  Non motorized transport (NMT) – bicycles;

g)  Road signs and markings;

h)  Traffic capacity at junctions;

i)  Enforcement of traffic regulations;

j)  Environmental components of traffic management – traffic calming; and

k)  Institutional development (dealt with as a separate matter in Chapter 4).

3.1.4.      Annex B summarises the objectives, characteristics of each type of measure, of measure, general position in Bank projects, issues and general conclusions for each of the above-noted techniques; the conclusions for each of the components are summarised in the following paragraphs.

3.2         On-street parking (off street parking is discussed in the context of Demand Management, Chapter 9)

3.2.1.      In Bank projects there have been few parking components and parking control and management has received little attention.  However, parking pressures will increase as vehicle ownership and use grows and at a minimum, an on-street parking policy is an essential element in a well-managed traffic system.  On street parking, at least in central and congested areas, should be charged since (i) charged parking can assist in managing demand (see Chapter 9), (ii) car drivers should pay the full costs of their journey (iii) parking is a part of any journey made by car and free parking would be a subsidy to car users.  Few developing cities appear to have, or are developing, well managed on street parking policies.  Some form of “parking agency” is required to plan, operate and manage a parking policy and this is rare in developing cities where (i) parking is not treated in a comprehensive way and (ii) responsibilities are often divided between police and the traffic agency.  Changes in traffic laws will often be necessary to ensure (i) clear responsibilities and (ii) realistic charges and (iii) realistic sanctions against offenders.  Charged parking policies require little investment for implementation and should be self financing; many developing cities are not capitalising on the revenue potential.  There will be very limited investment role for the Bank but it is necessary that Bank traffic management projects encourage cities to include a parking management and control policy within their traffic strategy

3.3          Bus priority (see also Chapter 7- Traffic Management and Poverty)

3.3.1.      Bus priority may comprise bus lanes, busways, bus priority at traffic signals, bus streets, and exemption of buses from general traffic prohibitions (such as banned turns). In developing cities, where bus priority has been considered, most effort has concentrated on busways and bus lanes as the more management related measures (such as selective bus detection at signals and traffic metering-queue relocation-bus lanes schemes) are complex to design and manage.  Furthermore, in cities where the bus system is deregulated, it is impossible to organize (for examples to equip all buses with the necessary hardware) more complex systems.