are apt to help remove the erstwhile reticence expressed in that regard, where it was thought that there were too many priorities in Africa for governments to direct scarce resources toward
developing river and lake transport.
1.8 Urban transport
102 As no development indicators were identified for the urban transport sub-sector during the launching of the decade programme, as in the case of the other sub-sectors, the impact of UNTACDA II in the development of urban transport can not be shown on the basis of defined parameters However, it would be worthwhile to review the current achievements in Urban Mobility component of the Sub-Sahara African Transport Policy Programme (SSATP). The following are the major achievements of the programme in relation to Urban Mobility in Africa.
Urban air pollution and motorized transport
103. The Clean Air initiative in Sub-Saharn African Cities that has been launched in 1998 by the SSATP -UMC in partnership with the World Bank is the first regional program to focus on the interface between urban transport and, energy and environment. Its aim is the reduction of air pollution generated by motorized vehicles, which is the primary cause of urban air pollution in Africa, and the first phase of initiative covers the period between 1998 and 2002. It has focused on eight large African cities that have experienced sustained levels of unprecedented urban growth over the last decade. The urban transport in the cities identified is mainly characterized by increased motorization that has occurred in the absence of proper traffic and vehicle regulation, generating high levels of air pollution with debilitating effects on health, environment and productivity. This include a comprehensive study carried out in one of the cities, Ouagadougou, in
early 1999 in order to:
(i) Estimate the present level of air pollution in the city;
(ii) Determine the foreseeable development of this pollution; and
(iii) Evaluate the impacts of measures likely to be taken to reduce this pollution.
104. The same kind of study on the costs of externalities and the impact of air pollution was also carried out in Abidjan in 1999. The Clean Air Initiative had also established institutional and technical contacts with partners such as Global Environment Facility (GEF), the US Environment Protection Agency (EPA), the African Development Bank, MELISSA, ESMAP.
Institutional Reform
105. The process of institutional reform in Abidjan, Dakar and Ouagadougou has also been supported by the Urban Mobility component of the Sub- Saharan African Transport Policy Programme (SSATP). In this regard the achievements are as shown below;
(i) A draft regulation was prepared in 1999 in order to set up the Agence d'Execution des Transports Urbains (AGETU) in Abidjan;
(ii) In Dakar, the satisfactory operation of the Conseil Executif des Transports Urbains De Dakar (CETUD) has re-inforced the implementation of the ongoing Urban Transport Reform and Capacity Building Project financed by the World Bank. This Urban Mobility Project is now under preparation with the World Bank, based on the comprehensive reform that is in place.
Road Safety Action Plan for Pedestrians in Ouagadougou and Harare 106. The main purposes of the Action Plans are the following:
(i) Select, within the two specified cities, sites of high accident risk to pedestrians and to put into practice pilot projects aimed at evaluating a range of low-cost safety measures improving pedestrian safety;
(ii) Evaluate the road safety knowledge of drivers, pedestrians and Children;
(iii) Ensure that senior policy makers are made more aware of the need for improving road
safety for pedestrians; and
(iv) Report on the study with a view to introducing findings from the study into other major
cities within the SSATP remit.
107. The study had been carried out in 1999 by a team of consultants in both Harare and Ouagadougou that include the following two phases and the preliminary findings of both cases have been discussed at national workshops held in October 1999.
(i) Assessment of safety awareness and knowledge of Children, pedestrian and drivers;
and
(ii) Investigation of problem sites within the two cities known to have pedestrian accident
problem.
108. In addition, the Urban Mobility component also contributed to the conceptual preparation and official launch of the Global Road Safety Partnership in February 1999. A proposal for GRSP potential financial contribution on Road Safety Action Plans in Sub-Saharan Africa has also been prepared and submitted to the GRSP Steering Committee on May 1999.
Comparative research on micro-enterprises
109. The main objectives of this regional research are to:
(i) Identify the main characteristics of private sector operation;
(ii) Analyse the financial market under which the small operators can get access to credit schemes; and recommend actions and measures to improve financial, operational and environmental conditions under which the urban transport services are provided.
110. Data collection and surveys on the operation, financing and management of micro-enterprises in Abidjan, Bamako, Nairobi and Harare had already been carried out.
Non-motorised transport programme
111. The implementation of this program in Kenya and Tanzania is at its final stage, with operational links to the other World Bank 's projects in the two countries such as Kenya Urban Transport Infrastructure Projects and Urban Sector Rehabilitation Projects in Tanzania.
Capacity Building
municipalities.
Transport sub-sector.