significant, (ii) responsive ATC costs are many orders of magnitude less than new roads and the returns are high, and (ii) demand responsive ATC raise the image and confidence of the traffic management agency. In the past, there have been design, specification, procurement, responsibility and maintenance issues for ATC and there are examples of schemes which have failed at the design and bidding stages. Procurement has been a special problem due to the desire of cities to (i) retain suppliers (of an existing ATC system or of existing signals) or (ii) specify proprietary systems or (iii) use of supplier credit for at least part of a system and these arrangements make compliance with ICB guidelines difficult. Probably the only solution within a Bank project is for the ATC system to be regard as a counterpart loan contribution (provided the specified system is regarded as technically satisfactory). Many cities do not have the necessary background or expertise to deal with the issues and (i) there is a need for model documents and procedures for the planning and procurement of ATC systems and (ii) although consultants can be employed, training of local staff is vital to ensure sustainability. The institutional arrangements for the system need to be clearly defined if the best is to be obtained; in general, ATC systems should be the responsibility if the traffic agency and not the traffic police.
3.6.1. Efficient urban road freight distribution is essential but must be carried out with minimum traffic and environmental impacts. An urban traffic management truck policy is part of traffic strategy and is likely to involve measures such as truck routes, designated loading areas, break bulk terminals (where appropriate) and “no go” areas for environmental protection. Specific measures to assist trucks, and to protect the environment and other road users are almost entirely absent from Bank projects. It is noted that (i) the road freight industry is a private sector operations and care is needed to avoid imposing truck restrictions-facilities which restrict operations to the extent that they are not commercially viable (such as truck terminals which are implemented by cities without recognition of commercial reality) and (ii) truck policy must extend well beyond traffic management to deal with truck loading limits, fuel for trucks, potential for transfer to other modes etc.
3.7.1. 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. There is need for much greater recognition of the needs of pedestrians and the need to assist, and not to subjugate, them by (i) convincing city governments that pedestrians are an important element of the transport system and (ii) ensuring that the traffic agency (see Chapter 4 – Institutions) has adequate powers and expertise to deal with the issues of good pedestrian facility
planning, implementation, control of encroachment and maintenance
3.8.1. 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). However, as motorization increases, bicycle use becomes more hazardous. Contrary to Bank advocacy of bicycles, some countries do not regard bicycles as a viable, long term transport mode and there is pressure to release road space occupied by bicycles for use by motor vehicle or to divert bicycles onto long and inconvenient routes. 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
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