a) traffic planners are unlikely to know any particular city area as well as those who use it regularly; often, local people are not only well aware of the problems but also have positive ideas about what kinds of measure might be appropriate;
b) increasingly, traffic schemes require changes in public attitudes and behaviour if they are to succeed in their objectives (e.g. bus priority) and the more a scheme is supported by the groups affected, the more likely that the scheme will be implemented successfully;
c) where there are financial constraints, such that a traffic agency has to choose between conflicting claims on resources, schemes are more likely to be adopted if there is evidence of strong local support; and
d) traffic schemes can have a major impact on the areas where people live, work and carry out their daily activities; increasing numbers of people feel that they have a democratic right to be consulted, especially if the city is going to take any action which would materially affect their way of life.
10.2.2. The “public” in the broadest sense, includes all those who have an interest in a scheme and comprise three broad categories of people:
a) those who are use the traffic system affected by the measures;
b) those who are affected by the proposed traffic scheme, principally those who live, work, shop, run their businesses etc. in the area concerned; and
c) those who provide transport services.
10.2.3. “Involving the public” can encompass a wide range of processes and three levels of public involvement are usually identified:
a) information: where the public is notified about a proposed scheme; this is essentially a one–way process, in which information is disseminated from the traffic agency to the public via press releases, publicity hand outs, etc and informs users what is expected and how a scheme will operate;
b) consultation: where the views of the public are sought, at various stages of scheme or strategy preparation and implementation. The views are input to the planning process but this remains under the full control of the traffic agency professionals who may recognise the results of the consultation in design. This may be termed as a “one–way process with feedback; and
c) participation: where the public are brought into a two–way dialogue with the traffic agency professionals and have a direct influence on the outcome of the process and, as a result, can changes in attitudes and perceptions on both sides.
10.2.4. Involving the public takes times and resources. However, in developed cities, it is considered that this effort is off set by achieving support for schemes and the subsequent ease of scheme implementation.
10.2.5. As far as is known, there is little public involvement in Bank traffic management projects[50]. It is not known if many developing cities have statutory obligations to undertake public involvement but it is considered however, that the process will become inevitable over time. This will be particularly the case where innovative schemes are proposed such as congestion pricing.
10.3.1. In developed cities, the trend is undoubtedly towards traffic demand responsive
systems, increasingly with facilities to assist on street bus operations. Chapter 3 has stated that ATC is a proposal in almost all Bank projects with a traffic management component but there has been reluctance in Bank projects to include “state of the art” demand responsive system due to costs and perceived problems of maintenance. As the real costs of high technology equipment decreases and the reliability of equipment increases, many more developing cities will seek “state of the art” (some form of demand responsive”) systems and it is considered that this is inevitable. However, ATC has a very chequered history of contract failure, dispute and procurement difficulties (“The troubled phase I UTC system (in Bangkok) is still not functioning properly due to poor co-operation from the traffic police and some ongoing contractual difficulties”[51]) and in the past has lacked sustainability (Bombay and Manila systems implemented under Bank projects in the 1980’s are more-or-less out of commission). As noted in Chapters 3 and 4, there is a need for (i) ATC guidelines to developing cities and (ii) a sound institutional arrangement for the planning, procurement, and management of
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