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Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 33

4.3.6.      Issue 3 – no continuity or stability in the traffic management agency due to political change – in many cities, professional staff are subject to change as political power changes in the city.  Often, all traffic management senior staff are changed when a new mayor or political party take office and thus their duration in post may be only 3 or less years.  Under these conditions, there is little prospect of a continuous program of traffic system development.

Comment on resolution of Issue 3

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It is desirable to isolate traffic management as much as possible from political change. Some cities, particularly in Latin America, have created competent professional agencies outside the city structure to try to isolate technical functions from the political cycle.  Of course, overall policy has to be approved by the city political leaders but if the professional agency is successful and respected, the likelihood of erratic change is much reduced.  For example:

In Mexico in some of the cities participating in the Medium Sized Cities Bank Project, independent transport institutes have been created.  These (i) have some form of secured financing (e.g. the institute in Ciudad Juarez receives 1.75% of all city revenues under statute), (ii) have contract terms for senior staff which do not coincide with the political cycle, and (iii) there are procedures independent of the mayor for appointment of the institute's president

In Curitiba, although it does not deal with traffic management implementation, the Urban Planning Institute is separated from the city structure and even when there have been political changes in the city, the professionalism of the institute has safeguarded it from fundamental change and its role maintained;

In Sao Paulo, a separate traffic management company was created with clearly defined responsibilities in the traffic area; although politicians appoint the president, the professionalism of the institute has been respected and for example, the first president was in post for 8 years.

4.3.7.     Issue 4 - Lack of traffic regulation enforcement capabilities – most traffic management

measures require enforcement of traffic regulations.  Clearly, schemes should be made as “self-enforcing” as practicable through physical means but there will always be a need for the enforcement of the regulations by the traffic police.  Many traffic police forces are under-trained, under-equipped and have little understanding of the aims and objectives of traffic management – particularly where measures which restrain private vehicles are concerned (such as parking schemes, bus priority measures etc).  There is also the issue of corruption.  Generally, for traffic offences, traffic police either issue on-the-spot fines or issue "tickets" for later payment.  In both cases, it known that bribes, lesser than the statutory fines, are paid to some traffic police.  In developed cities, there is increasing use of automatic enforcement procedures for traffic offences such as cameras capable of number plate recognition.  However, these mechanisms require up-to-date, accessible and nation-wide data bases of car registrations and is costly to implement; such conditions are only likely to apply in a minority of developing cities (e.g. cities like Moscow or Sao Paulo).  Possible policies to assist overcome corruption are discussed in para    onwards.

Comment on resolution of Issue 4

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The improvement of traffic regulation enforcement will be achieved by:

ensuring that there are adequate numbers of traffic police engaged in traffic duties;  ensuring that modern police methods for traffic law enforcement are adopted as standard practice

strengthening of the traffic police through training programs (see Chapter 5)  eliminating corruption in the enforcement of traffic offences

ensuring that the traffic police are in agreement with the traffic strategy and schemes developed by the traffic management unit”.  Although the traffic police should not be responsible for scheme planning and design, it is necessary that they are consulted at all stages and are involved in the co-ordination mechanism (the “traffic committee”)
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