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Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 7

Pedestrians - in many developing cities pedestrians face very poor conditions including lack of adequate or of any footways, footways obstructed by street traders and dwellers, inadequate or no reinstatement after utility works and subjugation to vehicles, particularly for safe crossing of roads.  A more positive and proactive approach to pedestrian measures is needed and should include:

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better pedestrian planning and appropriate design guidelines and standards for developing cities for dissemination to potential transport project participants;

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establishment of guideline procedures for dealing with street traders and street dwellers in an equitable manner;

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increased dialogue with cities which wish to subjugate pedestrians to vehicles; and

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powers and institutional mechanisms (such as financial penalties) to ensure that utility companies and others reinstate footways after works.

Bicycles - in many developing cities the issues faced by cyclists include increasing motorization (including motor cycle-ization) and thus safety problems, reduction in street space for bicycles as pressures mount (and are accepted) for road space to be devoted to motorised vehicles, social attitudes to bicycles (“backward”, “second class”), lack of interest by urban traffic planners, poor physical design of bicycle facilities, security of bicycles against theft and personal security of cyclists.  Bicycles should be treated as an integral part of the traffic management system and strategies should be designed to capitalise on their strengths such as usefulness for short trips, affordability, non polluting, affordable, etc.  Care must be taken to ensure that bicycle schemes are planned to meet a real (or a realistically assessed) need and are not constructed in locations which are “easy”, an inconvenience to no one (basically cars) but are of little value to users and potential users

Demand management and poverty impact (see below) - demand management, particularly congestion pricing, will have a positive poverty impact.  Generally, it is the rich who own and drive cars and (i) the direct costs of congestion charging are not borne by the poor, (ii) public transport improvements should be integral parts of a congestion pricing scheme and will assist the poor and (iii) revenues from congestion pricing can be used to improve quantity and quality of public transport.

General traffic management measures and poverty impact - positive and negative impacts apply:

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some traffic management measures are directed primarily towards cars (e.g. junction capacity improvements) but will assist buses as part of general traffic; thus, while poverty impacts may be secondary, they will still be positive;

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in some cities, traffic management has sought to provide more car lanes at the expense of pedestrians or bicycles; not only are poverty effects negative but the measures are not likely to meet the improvement of travel for "people" objective of traffic management;

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Area Traffic Control (computerized control of traffic signals) is now almost a universal feature of traffic management projects but has been criticised as "car orientated" and without positive poverty impact.  Benefits are most likely to accrue to all traffic but this will include buses and, in some cases, bicycles and pedestrian crossings may be better integrated.  ATC also has benefits in elevating the image of traffic management and is probably essential to any well "traffic-managed" city.
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