Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 91

Measure

Key Advantages

Key Disadvantages

Experience and Conclusions

operational (Singapore)

§  area pricing is likely to be beyond the current scope of some developing cities;

§  electronic pricing could overcome direct enforcement problems (lack of space) but is likely to be outside the immediate scope of many cities unless centralised, easily accessible vehicle registration records are available

cordon crossings are few (such as Mumbai, Lagos, Bangkok etc);

§  Tracing scheme violators will be a problem in many cities if electronic pricing is used unless a national, centralised, accessible, up-to-date vehicle registration record is available;

§  Direct charge-checking and on-the-spot fines for violators may be the only enforcement option for many developing city potential cordon schemes but the implications on road space, corruption and congestion at charging points needs assessment

§  Electronic charging schemes requires a complex administrative set-up to install in-car equipment, to sell smart cards or levy charges and to enforce against offenders.  Although the problems are not likely to be insurmountable in more advanced cities, they could pose difficulties, even if contracted out, in many less developed cities;

§  Congestion pricing should be part of a comprehensive restraint policy which would include:

§  Improvements in public transport quantity and quality;

§  A explicit policy on the disposition of revenues collected from road pricing to improve public transport and is crucial to success and public acceptability;

§  Land use controls to discourage prevent migration of activities (and congestion) to other locations

Restraint through land use development controls

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Reduced demand for travel offers economic, sustainability (at a minimum reduced fuel consumption), social and environmental benefit

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§

medium to long term policy – does not address immediate traffic congestion problems land use control policies need a strong institutional and planning agency to define policy and to implement that policy through the planning framework.  Many developing cities lack these essentials.

Improved integration of transport – land use is the goal of most cities.  As travel demand is dependent on land use disposition, it should theoretically be possible to reduce overall demand for travel through control of land-use development.  It can be argued that much of the increase in the use of cars is a direct result of policies which have permitted, even encouraged, the dispersion of major activity centres to the fringes of urban areas and beyond.  Many of these locations are not readily accessible by public transport and, with concentration into larger units for retail, education, healthcare and recreation, few people live near enough to access them by foot or bicycle.  Cities like Curitiba demonstrate the benefits of linking land use development and transport – less travel, shorter journeys, lower cost journeys etc.