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training needs and preparation of training components for traffic police. Human Resources § It is impossible to give general guidelines on what should be optimum level of traffic management personnel since this depends greatly on (i) the manner in which traffic functions are organised in cities and (ii) the size of a city and the level of traffic problems faced. § Nevertheless, it is probable that many cities underestimate and under-provide the staff required for good traffic management as a consequence of (i) general constraints on city finance and staffing (ii) lack of recognition of the importance of traffic management; (iii) lack of clearly defined traffic management role for the city and (iv) lack of career structure for traffic management professionals § To give traffic management status, to provide staff with career paths and reasonable salaries, and prevent a "skills drain" the case for “independent traffic institutes”, on the model of Sao Paulo and Brazil generally, is worthy of consideration; § There is a good case for contracting out traffic management functions and some traffic regulation enforcement functions (such as parking regulation enforcement) provided (i) there are no legal constraints to utilising the private sector to deal with public resources and (ii) the city traffic authority has adequate capabilities to set policy, objectives, targets and supervise outputs; this in itself will require trained traffic management personnel in the city traffic authority. Contracting out of full scale traffic management functions may offer potential but more documented experience from those cities where has been used, is needed |
6.1.1. In parallel with the current “Review of Traffic and Demand Management”, a background paper has been prepared entitled a “Review of Road Safety in Urban Areas”[16] (termed the “Safety Review” in this Chapter) and the basic findings were:
♦ “road networks contribute to a significant proportion of countries’ national road traffic crash (RTC) problem with 36 to 69 per cent of all crashes occurring in urban areas.
♦ Vulnerable road users dominate the urban RTCs with pedestrians being the most vulnerable group in the poorer countries. The majority of the victims come from the underprivileged sectors of society.
♦ Urban RTCs involve a high proportion of buses and commercial vehicles. They also predominate on links rather than at junctions highlighting the dangers of the current emphasis on capacity expansion often at the expense of vulnerable road users.
6.1.2. The incidence of road accidents in urban areas clearly justify one of the objectives (see Chapter 2) of traffic management – namely to “improve the quality and safety of the traffic and transport system. However, a comprehensive road safety policy and improvement program must be wider in scope than traffic management measures alone. As the “Safety Paper” states, “Road safety activities, including road safety engineering, should not be assumed to be the same as traffic engineering” and while traffic management has a part to play in road safety policy, the way forward for road safety policies and programs suggested by the “Safety Review” should be comprehensive and include:
♦ “Urban safety improvements should be separately identified even if for practical reasons they are treated as components of national or urban development projects.
♦ Road safety should be managed effectively as part of cities' overall development strategies and transport plans i.e. in line with the planners’ vision for the cities. All urban and transport policies have a potential for safety impact and safety should always be considered.
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