Sub-Saharan Africa Transport Policy Program ( The World Bank and Economnic Commission for Africa ~~~~~~~SSATP Workinlg Paper No. 46 27296 14th Rural Travel &9 Transport Program (RTTP) Coordinating Committee Meeting December 1-3, 1999 Pretoria, South Africa May 2000 Africa Region The World Bank _______ : -. __________________________ S __________________________~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ , SS ,-' ! Rural Travel and Transport Program RTTP 14th Coordinating Committee Meeting Center for Scientific and Industrial Research (CSIR) Pretoria, South Africa December 1-3, 1999 SSATP Working Paper No. 46 Sub-Saharan Africa Transport Policy Program (SSATP) The World Bank and the Economic Commission for Africa SSATP Working Paper No. 46 May 2000 Foreword The Fourteenth Meeting of the Coordinating Committee for the Rural Travel and Transport Program (RTTP) of the Sub-Saharan Africa Transport Policy Program (SSATP) was held in Pretoria, Republic of South Africa, November 29 to December 3,1999. Following the recommendations of the last coordinating meeting in Dar-es-Salaam, this meeting of the RTTTP was held independently of that of the Road Manage- ment Initiative. This allowed for a precise focus on rural transport issues in both plenary discussions and working groups. The meeting was preceded by two days of field meetings. The first one centered on urban and peri- urban mobility issues and was organized by Afribike, an NGO which promotes sustainable utility bicy- cling in Africa. The second day was spent in the Northern Province where participants were confronted with the problems lived by the local population through the scarcity of rural infrastructure in South Africa. Over the last year the RTITP has expanded from dealing with 10 countries to dealing with 16. The plenary and group discussions were enriched by the growing in-country experience, displaying the wide range of activity and reform progress achieved in member countries. But it is now dear that criteria for adherence to the program must be set, and that the resources of the program must be rationed to benefit only countries which genuinely wish to collaborate in the development of a national RTTP program. Initial experience with the country-focused work of the RTTP is encouraging. Development of national policies and strategies for rural transport have been achieved notably faster than expected in the first countries to embark on the endeavor, and it seems that the RTTP reform cycle may turn out to be much shorter than originally expected. After the research work of the early 1990s, and the analytical work of the mid-1990s, the present state of practical country work gives cause for solid hope that the long-term work of the R1TP will result in locally sustained reforms and work practices, improving the provision of trans- port services to the rural populations. Snorri Hallgrimsson Coordinator Sub-Saharan Africa Transport Policy Program Contents Opening Presentation Maryvonne Plessis-Fraissard .........I Discours du Representant des Coordinateurs Nationaux PTMR Esther Essombe ..........7 Welcome Address Harold Harvey .........9 Transport and South Africa's Rural Development Lulu Gwagwa .......... 10 The RTTP Meeting Objectives Snorri Haligrimsson . 14 Rural Transport Policies and Strategies George Banjo .......... 20 The Gender and Rural Transport Initiative Michael Bamberger and E Mbogori . ......... 24 Decentralized Planning and Delivery of Infrastructure and Services Aly Lo .. 26 Design & Appraisal of Rural Transport Infrastructure Dieter Schelling .......... 30 Selff-Help for Road Construction (Presentation) Peter Winkelmann . 38 Self-Help for Road Construction (Executive Summary) Peter Winkelmann . 50 The Growth Triangles Concept andEmerging Application in the Africa Region M.E Dhliwayo .......... 61 Spatial Development Initiatives Andnes Naude & Mac Mashiri .......... 65 Gender Issues and Opportunities in Rural Transport Michael Bamberger and Petronella Maramba .......... 76 Promoting Intermediate Means of Transport in Sub-Saharan Africa Peter Njenga and Pascal Kaumbutho .......... 81 Promoting Enhanced Use of Intermediate Means Of Transport: Lessons Peter Njenga and Pascal Kaumbutho .......... 86 Planning Rural Transport Infrastructure (RTI) John Riverson .......... 95 Designing a Monitoring and Evaluation System for a Rural Travel and Transport Project Michael Bamberger . 104 Framework for Delivery of Rural Transport George Banjo ......... 116 Closing Remarks Maryvonne Plessis-Fraissard ......... 11 8 Closing Remarks Thami Manyathi ......... 124 ECA Closing Statement E Dhliwayo ...... 125 DISCUSSION GROUPS Progress of RTTP .......... 126 Framework for Delivery of Rural Transport..........127 Rural Transport and Regional Integration .......... 128 Group Work Sessions .......... 129 PART Il: COUNTRY REPORTS Camaroon ........ 130 Ethiopia ........ 136 Ghana ........ 153 Guinea ........ 160 Madagascar ........ 163 Malawi ........ 167 Nigeria ........ 170 Senegal ........ 176 South Africa ........ 183 Tanzania .......... 185 Zambia .......... 193 Zimbabwe .......... 195 Action Plans Camaroon .......... 198 Ghana .......... 199 Guinea .......... 201 Madagascar .......... 202 Malawi .......... 203 Nigeria .......... 204 Senegal .......... 205 South Africa ........ 206 Tanzania ........ 207 Uganda ........ 208 Zambia ........ 209 Zimbabwe ........ 211 Conference Evaluation .......... 213 Annex: Participant Ust t i I I i I I t i i i I i i i I I I i Rural Travel and Transport Program (RTTP) 14th Coordinating Committee Meeting Center for Scientific and Industrial Research (CSIR), Pretoria, South Africa December 1-3, 1999 Agenda (as of November 29, 1999) Day 1: Wednesday, December 1, 1999 Plenum: Open Opening Session: Chair: Junaid Ahmad, representing Fayez Omar, World Bank Resident Representative, Republic of South Africa 09hOO - 09hO5 Welcome Address Snorri Hallgrimsson, World Bank, SSATP Coordinator 09hO5 - 09h20 Maryvonne Plessis-Fraissard, World Bank, Sector Manager 09h20 - 09h30 Opening Address: Coordinator's Representative Esther G. Naah Essombe, RTTP National Coordinator, Cameroon 09h30 - 09h40 Welcome Address: Mr. Harold Harvey, representing The Hon. Minister of Transport, Republic of South Africa, or designated representative 09h40 - lOhOO Transport and South Africa's Rural Development Lulu Gwagwa, CEO, Independent Development Trust lOhOO - 10h30 Coffee Break Progress Reports: Chair: Tesfamichael Nahusenay, RTTP National Coordinator, Ethiopia 10h30 - 10h45 The RTTP Meeting Objectives and the Program Ahead Snorri Hallgrimsson, World Bank, RTTP 10h45 - llhOO Discussion llhOO - 11h30 Conference program and work methods: presentations, workshops and target of the meeting: Snorri Hallgrimsson/ Facilitators 11h30 - 12hOO Rural Transport Policies and Strategies: Emerging trends and issues George Banjo, RTTP Regional Advisor, Harare 12hOO - 14hOO Lunch Theme Framework for Delivery of Rural Transport Chair Maryvonne Plessis-Fraissard, World Bank, Sector Manager 14hOO - 14h15 The Gender and Rural Transport Initiative Michael Bamberger, World Bank and E. Mbogori, Executive Director, M`VWENGO 14h15 - 14h30 Participatory Decentralized Planning and Delivery of Infrastructure and services: Key Concepts and Techniques Aly L6, President, Association of CEOs of Rural Communities, Senegal 14h30 - 15hOO Discussion 15hOO - 15h15 Design and Appraisal of Rural Transport Infrastructure Dieter Schelling, World Bank 15h15 - 15h30 Providing Rural Transport Infrastructure: The Role of self-help. Peter Winkelman, Consultant, SDC 16h30 - 15h45 Discussion 15h45 - 15hOO Coffee Break Chair: Peter Freeman, CSIR 16hOO - 17h30 RTTP Country Presentations 1999 Evening Cocktail Party (Host CSIR) Day 2: Thursday, December 2, 1999 Plenum: en Theme: Rural Transport and Regional Integration Chair: Junaid K. Ahmad, World Bank, Deputy Resident Representative, Republic of South Africa 09hOO - 09h45 Growth Triangles: concept and Emerging Application in the Africa Region Ernest Dhliwayo, UNECA, Zambia Spatial Development Initiatives: A Case Study of the Lubombo Corridor Andries Naude, CSIR 09h45 - lOhOO Discussion lOhOO - 10h15 Demonstration of GIS Andries Naude, CSIR Group Work Facilitated 10h15 - 10h30 Coffee Break 10h30 - 10h50 Gender Issues and Opportunities in Rural Transport Michael Bamberger & Petronella Maramba 10h50 - llhlO IMT - Promoting their enhanced use in SSA Pascal Kaumbutho & Peter Njenga, Consultants llhlO - 11h30 Planning Rural Transport Infrastructure: Constraints and Opportunities John Riverson, World Bank 11h30 - 12hOO Designing a monitoring and evaluation system for a rural travel and transport project. Michael Bamberger, World Bank 12hOO - 12h15 Clarifications 12h15 - 12h30 Explaining the group exercise Facilitators 12h30 - 14hOO Lunch 14hOO -15h35 Parallel group work sessions on all themes 15h35 -16hOO Break 16hOO -18h30 Thematic discussions with interpretation 18h30 -18h45 Introduction of Country Group Sessions on problem analysis and preparation of country plans Snorri Hallgrimsson/Facilitators Day 3: Friday, December 3,1999 Plenum: 0en Theme: RTTP Country Plans - 2000 Chair: Facilitators 08h30 - 09h15 Plenary Presentations of Group Work by Theme Facilitators 09h15 - 10h15 Workshops by country teams to prepare problem analysis and country plans 10h15 - 10h30 Coffee Break lOh30 - llhOO Finalization in workshops of Country Plans for the Year Ahead Theme: Presentation of Country Plans Chair: Peter Roberts, Deputy Chief Engineering Advisor, DFID llhOO - 13hOO Presentation of Country Plans for Year Ahead: Country Coordinators 13hOO - 14hOO Lunch Closing Session: Chair Maryvonne Plessis-Fraissard, World Bank Sector Manager 14hOO - 14h45 Closing Remarks Snorri Hallgrimsson, Coordinator, SSATP Closing Remarks Representative of UNECA Closing Remarks Phil Hendriks, CSIR, on behalf of the Government of South Africa I I Iii Rural Travel and Transport Program Opening Presentation Maryvonne Plessis-Fraissard, World Bank, Sector Manager Developpement des communautes, Developpement Rural, et PTMR -Perspectives de reduction de la pauvrete *Ce que disent les pauvres *Les Programmes d'Action Communautaire *L 'appui au PTMR *La contribution du PTMR 14th Coordinating Committee Meeting Perspectives de reduction de la pauvrete -En Afrique au Sud du Sahara, les pauvres ne disposent que de 4% du PIB en moyenne -Pour chaque dollar depens6 pour 20% des plus pauvres, pres de 2,50 dollar est depense pour 20% des plus riches *Dans ces conditions l'initiation de reduction de la dette (HIPC) risque de ne remplir ses objectives de reduction de la pauvrete 2 Rural Travel and Transport Program Que disent les pauvres quand on leurs demande comment transformer leur existence? lls repondent: *Avoir leurs propres organisations, afin de pouvoir negocier directement avec le gouvemement, les commergants et les ONGs *Recevoir I 'aide sans interm6diaire, mais A travers des programmes communautaires qui leur permettent de d6cider eux-m6me de leurs propres destins *Etre mis en condition de gerer eux-meme des fonds locaux afin de pouvoir eliminer la corruption *Assurer que les ONGs et les gouvernements soient responsables devant eux. 3 14th Coordinating Committee Meeting Programmes d'Action Communautaire *Donner aux communautes les moyens de se developper sur le plan economique et social *Permettre au gouvemement local le plus proche d 'assister la coordination et le financement des programmes communautaires *Donner acces aux gouvemements et communautes locaux a une aide technique et administrative aupres des entites sectorielles, des ONGs, du secteur prive, etc. *Renforcer la responsabilite des agents impliques dans l'aide aux pauvres 4 Rural Travel and Transport Program L 'appui des Programmes d 'Action Communautaire au PTMR 1: Renforcer les capacites des communautes et des gouvemements locaux les plus proches 2: Renforcer la decentralisation administrative et fiscale 3: Developper des fonds communautaires 4: Assurer le suivi et I 'evaluation 5 14th Coordinating Committee Meeting La contribution du PTMR *Approche Multi sectorielle *Appui aux communautes et gouvernements locaux et centraux pour ameliorer les programmes communautaires *Planification, execution, gestion et suivi au niveau communautaire / local *Responsabilites communautaires / locales et contr6le des fonds -Concentration sur le processus et les resultats *Suivi et evaluation des resultats et des impacts 6 Rural Travel and Transport Program Discours du Representant des Coordinateurs Nationaux PTMR Par Esther Grace ESSOMBE Monsieur le Ministre des Transports Monsieur le Representant Resident de la Banque Mondiale, Madame la Monsieur le Coordonnateur du Programme des Transports en Afrique sub- saharienne Mesdames, Messieurs, C'est un plaisir et un honneur pour moi de prendre la parole au nom de tous les coordonnateurs nationaux du PTMR, A lYoccasion de la 14 eme r6union annuelle du comit6 de coordination. C'est l'occasion pour moi de remercier toute l'equipe du PTMR d'avoir organise une fois de plus ce grand forum de reflexion et de nous y avoir associes. A cet effet je voudrais me f6liciter de l'elargissement du r6seau PTMRparl'arriv,e de nouveaux pays et la reconnaissance de l'importance du transport rural qui b6neficie a partir de cette ann6e d'une reunion specifique. Grace aux s6minaires, et forums auxquels nous avons pris part, ainsi qu'aux publications mises A notre dis- position, nous avons pu mieux formuler nos strategies et faire connailtre le PTMR comme 6lement essentiel des politiques de developpement rural. Durant nos trois jours de travaux, nous pr6senterons nos bilans d'activites; mais nous r6flechirons 6galement sur l'6volution future du PTMR; car nous devons garder a l'esprit que les probkmes de developpement du monde rural sont des problemes a resoudre a long terme alors que le PTMR n'est aujourd'hui qu'au stade de la sensibilisation ou de la formulation des strategies. Mais cette definition des strategies ne saurait ere une fin en soi. La grande question que l'on se pose est de savoir que ferons nous une fois que ces strategies auront ete definies et comment les actions qui en decouleront seront mises en oeuvre. C'est ainsi que nous souhaitons qu'une attention soit portee sur: * la d6finition des prochaines 6tapes d'evolution du PTMR, a savoir la consolidation des actions dejA realisees, l'intgration dans les programmes d'investissement publics des actions issues des strategies; * la definition des mecanismes d'intervention et le r6le que les forums nationaux sont appeles a jouer dans ce processus. 7 14th Coordinating Committee Meeting Par ailleurs, dans la recherche permanente des solutions adaptees aux problemes de transport en milieu rural, il serait souhaitable d'etendre nos echanges d'experiences avec les pays d'Asie et d'Amerique latine. Beaucoup restant a faire, je voudrais exprimer notre desir que la Banque Mondiale et tous les autres partenaires du PTMR encouragent nos gouvernements a travers les programmes qu'ils financent dans nos pays, a integrer ce programme dans leurs politiques de developpement. C'est dire a I'attention particuliere du coordonnateur du SSATP, que les attentes des coordonnateurs nationaux sont grandes et nous esperons que La presente reunion apportera de nouvelles reponses a nos preoccupations. Je vous remercie. 8 Rural Travel and Transport Program Welcome Address Mr. Harold Harvey, representing The Honorable Minister of Transport, Republic of South Africa Mr. Harvey opened the RTTP meeting on behalf of the South African Minister of Transport. He pointed out that his government attaches particular importance to an accelerated development of rural areas to remedy a prevalent neglect during the apartheid era. Rural poverty remains a criti- cal problem, particularly in the former homelands where 30 percent of the population live in poverty. These regions also represent the most marginalized areas, which were created because of a political agenda and must now be integrated into the mainstream. To address these issues, the Office of the President recently launch the Integrated Rural Development Strategy. Rural poverty has always been especially hard on women, who now carry an additional burden because of the AIDS pandemic. Attention must shift from providing infrastructure to an integrated development approach. This approach would place communities at the center of action and through a rural investment pool, rather than sectoral programs, rural communities would be in a position to take charge of their own development. Only then can democratization become sustainable. In South Africa the economy faces a special challenge because the economic base is shifting away from the rural areas where mining and agriculture used to provide the mainstay of eco- nomic development. Manufacturing is becoming increasingly important, placing the country within 9 14th Coordinating Committee Meeting Transport and South Africa's Rural Development Lulu Gwagwa, Independent Development Trust, R.S.A. INTRODUCTION There is overwhelming evidence to suggest that sustained investment in infrastructure delivery and more specifically transportation, does act as an important catalyst for rural economic devel- opment and poverty alleviation, However, the ability of any given rural community to take up such opportunities is, in turn, dependent on a wide range of social and economic development factors. While improved accessibility and better transport services do impact on the economic growth and social development of rural communities, unless local economic development initiatives and the provision of social services are considered within the same delivery framework, it is unlikely that rural communities will be able to sustain an effective transport service. It is this symbiotic relationship and fragile balance that challenges all development practitioners when formulating appropriate rural development goals and objectives. It is, therefore, important that any rural development planning and program management framework be conceptualized and designed as an ongoing integrated process - a process that cuts across the many and varied development concerns. TRANSPORT IN THE CONTEXT OF RURAL DEVELOPMENT There can be no doubt that the alleviation of rural poverty can be addressed through improved mobility. Such improved mobility is, however, contingent on appropriate levels of transport infra- structure, services and technology. Sound transportation planning and infrastructure delivery stan- dards need constant exploration and application. In this regard, there has already been significant research and demonstration of various forms of intermediate modes of rural transportation. Furthermore, in Africa generally, agricultural production and exchange is the economic base for most rural communities. It is the basis on which they are able to sustain themselves and indeed, survive. Itis also common knowledge that it is women in virtually all rural households who carry the responsibility for food security and, as such, become the principle role players in maintaining the rural economy. It is also women who need social service, which they consume on behalf of their household. The lack of transportation present serious transaction costs for these women in accessing such services. The provision of transport infrastructure and the design of appropriate levels of service should, therefore, take into account the nature of this economy as a means to both reinforce and create opportunities for rural women to improve the livelihood of their families and ultimately, the com- munity. 10 Rural Travel and Transport Program For example, the use of animal power both as a means of transport and for the purpose of agricultural traction, provides a cost effective form of access to mobility and is the predominant form of movement in many rural areas. The provision of transport infrastructure and services, in turn, should respond to the situation through the design of appropriate systems to both support and link up with these. It is, nevertheless, important to note that such circumstances and requirements will be subject to ongoing change as a result of the various global attempts at economic and social upliftment to which we all subscribe. Given such processes of change, .the rate and pace of transport innovation and delivery will have to be situated within, and respond to, the ever-changing advances in rural development. For example, the introduction of eco-tourism into many rural communities represents the op- portunity for a substantial boost to their livelihood and appears to be a natural progression from their basic agricultural economy, The Transkei in the Eastern Cape province of South Africa, has enormous potential to capitalize on tourism, but due to the lack of infrastructure and a poor transportation system, access and mobility for both tourist and local entrepreneur is severely re- stricted. At the same time there also exists a substantial gap between urban and rural development, where in many instances the development needs of rural areas are considered unimportant to those articulated in urban areas. For example, with regard to water or energy programs, a biomass or spring protection scheme as opposed mass electrification or water reticulation, are the techno- logical issues for consideration. In the same way an appropriately graded system of transport technology and service provision is required to bridge this gap. The difficulty, however, arises when each of these sectors of development are planned and imple- mented independently, resulting in various initiatives being introduced, that address uncoordi- nated levels of development and as a consequence lead to unsustainable services. THE NEED FOR SOCIAL AND ECONOMIC SUSTAINABILITY A cursory examination of various rural development initiatives in South Africa will reveal that, although many communities have been provided with physical infrastructure and transport ser- vices, the high costs and poor availability of the service, limits their access. Thus consequently impacts negatively on their ability to address their own economic and social well-being. It is only through an economically and socially empowered community, that a viable and sus- tainable rural transport service can be established. Such empowerment often finds expression in the concept of the market place. The market, and opportunities for economic exchange, is not a static facility, as is often assumed by many agents of. development. One only needs to observe the practice of informal traders in down town Johannesburg to realize that the opportunities for exchange shift around spatially 14th Coordinating Committee Meeting according to the timing of various points of agglomeration. Such concentration points are deter- mined by the movement patterns of individuals who either change from one mode of trarnsport to another, or who gather around a particular social service or public amenity. At various stages and times the same traders can be observed engaging in economic exchange in different locations that are determined by these patterns. The same principle applies to rural communities. A highly dispersed community still needs to group and gather for various reasons, be it on designated days for visits to a mobile clinic or to attend religious or political gatherings. In the same way the concept of the moving market is not new to rural communities. In fact, it is the very foundation from which sophisticated urban econo- mies have emerged and grown. The market is simply the locational point of exchange between various producers and consumers. It is these agreed points of agglomeration that create the demand for movement and accessibil- ity. And it is the extent and scale of the exchange that will determine the scale and frequency of the transport service required. The rate and scale of economic exchange and social interaction deter- mines the level of economic and social prosperity and as a result, the ability to afford various levels of services. The same principle applies to the provision of rural transport services. Transport infrastructure and the provision of transportation services informs and shapes future settlement patterns. A sensitivity towards rural agricultural and tourism opportunities will con- tribute to the growth and effective planning of viable settlements, in that they become sustainable points of interaction and exchange. This speaks to the need to plan and design development programs in relation to the patterns of demand just described. It is the stimulation of this demand from within rural communities them- selves, that needs to be addressed through programs of local economic development and the provision of social services and public amenities. THE NEED FOR INTEGRATED DELIVERY The rural development arena indudes many strategies that seek to address issues of economic and social upliftment. In many instances they are packaged as either health, education, housing, job creation, transportation and so on. They have also logically come about as a result of the require- ments of specific donor aid packages together with the specialist competencies associated with one or other of these. While by themselves these programs all represent very significant, far reaching and focussed development approaches, it is at the level of delivery from within a local community that they often fail to address the goals and outcomes that have informed their initial conceptualization and design. One of the reasons for this, is the lack of coordination and integration at the local delivery level. There are many rural communities in South Africa where there is no shortage of CBO's, 12 Rural Travel and Transport Program NGO's, public sector agencies and international support, all involved in assisting with the deliv- ery of various programs. Yet, when assessing the living conditions and relative prosperity of these communities there appears to be very little improvement. A striking feature of virtually all these situations is the very low level of institutional delivery capacity. As a result there is limited ownership and control of the decision-making processes that determine the appropriateness and suitability of any given intervention. This, in turn, gives rise to the inability to maintain and sustain the level of infrastructure and service provision associated with the initiative. An integrated delivery initiative is one that is based on local partnership and joint ownership and control. The stakeholders in such partnerships are usually community leaders, local authori- ties and local delivery intermediary agents. Their establishment and ongoing existence requires intensive facilitation and mentorship by a well-equipped and resourced development partner over an agreed period of time. It is during this heavily supported phase that they plan and establish the institutional and operational mechanisms that will drive various development programs that have been externally initiated. Thus the delivery of specific job creation projects for example, will be done in conjunction with planned health and education facilities in the area, all leading to a pattern of demand that in turn determines the type of transport infrastructure, the level of transport service required and the adoption of technologies appropriate to the circumstance. This then leads to improved economic and social interaction and thereby even greater demands for improved mobility. In this way a sustainable cyde of growth and empowerment is stimulated. CONCLUSION An integrated delivery approach to transport and rural development is premised on effective stakeholder participation, in which the local beneficiary community is the principle stakeholder, Theirinvolvement in planning and determining appropriate levels of infrastructure, public amenities and facilities, forms the basis of a sustainable settlement. They can, however, only do this in part- nership with both the public and private sectors. Local Authorities and the business community, therefore, become critical stakeholders in a tripartite partnership in striving for an economically and socially viable community based on an effective and integrated transport system. 13 I 14th Coordinating Committee Meeting The RTTP Meeting Objectives Mr. Snorri Hallgrimsson, The World Bank What did we set out to do? * Widen country work Decentralization Sharing of information Resource mobilization and management * Focus on themes: - Gender issues - IMT - Transport services 14 Rural Travel and Transport Program Widen country work 1998 1999 * Cameroon * Cameroon * Ethiopia * Chad * Guinea * Ethiopia * Madagascar * Guinea * Malawi * Ghana * Mali * Mali * Tanzania * Malawi * Kenya * Madagascar * Uganda * Niger * Zambia * Nigeria * Tanzania * Kenya * Senegal * Uganda * Zambia * Zimbabwe * South Africa 15 14th Coordinating Committee Meeting Principles for country work * Establish policies and strategies for rural roads and transport * Public/private partnerships * Decentralize decision-making * Consider other solutions than roads * Appropriate technology 16 Rural Travel and Transport Program Country work cycle * Country interest * Country experience: studies * Country commitment: seminars * Policy formulation: participation * Institutional reform * Program development * Program financing 17 14th Coordinating Committee Meeting Success in country work? * Completion of the RTTP Cycle wI accepted outcome * What next? * Inclusion of RTTP program policies and strategies in country practices Information sharing * Info-group Harare * AfDB * Sasakawa * Gender initiatve * Web-site 18 Rural Travel and Transport Program Success in thematic work? * V/When it becomes useful at the country level. * (Do we agree on this?) Resources * Money: $US 1.2 million yearly * Manpower: * Staff: - 2.0 WASH - 3.0 FIELD 11 Coordinators * Subcontractors * Consultants 19 14th Coordinating Committee Meeting Rural Transport Policies and Strategies Mr. George A. Banjo, RTTP Regional Advisor, Harare RTTP's evolution * Stage 1: Research/diagnostic work * Stage 2: Policy formulation support * Stage 3: Policy implementation support RTTP's objectives * Promote increased awareness of rural travel and transport (RTT) issues and assist Sub-Saharan African countries develop national rural transport policies and strategies to: * Promote awareness of rural travel and transport issues * Improve the planning, financing, provisioning and maintenance of rural transport infrastructure (RTI) * Improve rural transport services and mobility through adoption of appropriate transport technologies to facilitate movement of people and goods * Disseminate examples of "good practice" within SSA 20 Rural Travel and Transport Program Emerging issues * Policy development and implementation by relatively weak institutions * Level of understanding of & priority to RTT still low * Road Fund-getting fair share for RTI and using well * Fragmentation of stakeholders and interventions * Promoting use of labor-based methods * Evaluation of impacts of RUT interventions * Improving rural transport services and use of IMTs * Mobilizing more resources for RTT interventions Importance of decentralization * Provides basic framework for service delivery * Fiscal decentralization needed * Revenue mobilization at local level 21 14th Coordinating Committee Meeting Operationalizing RTTP in-country: implementation framework Responsibility Steering Committee (SC) Oversight of Program implementation on RTT Clearinghouse for decisions on rural travel and transport in Zambia National Coordinator (NC) Policy advice Progra Coordnator Program implementation Secretariat functions to (PC) Program and SC Interest group I Oversight/guidance (IG) o E EG IIG IG jI G f program activities in interest areas Defined work prograrn Regular meetings Lead institution/ person Newsletter 22 Rural Travel and Transport Program Conclusion * A growing demand for RTT interventions * Multi-sectoral context for projects * Poverty alleviation focus * Challenge is responding to the demand for technical advice, for information and resources for physical works 23 14th Coordinating Committee Meeting The Gender and Rural Transport Initiative Michael Bamberger, World Bank and E. Mbogori, Executive Director, MAWENGO World Bank grant to strengthen gender capacity of RTTP * US$190,000 grant approved for July 1999 to June 2000 * Possible extension for two additional years if satisfac- tory progress during the first year Grant will support * Technical and administrative support unit based in Harare * Identifying and documenting promising approaches to mainstreaming gender * Funding 3-4 proposals from national RTTP * Gender and transport website * Developing gender sensitive M/E 24 Rural Travel and Transport Program Organization of the gender and transport project * Five person steering committee with representatives from ECA, two national RTTP, the regional RTTP, and MWENGO (representing NGOs) * Project will be administered by MWENGO Next * Identify 3-4 national projects (studies, pilot projects or training) * Submit proposals by December 22 * Approval by January 10, 2000 * Projects must demonstrated significant progress by April 2000 so that grant may be renewed 25 14th Coordinating Committee Meeting Decentralized Planning and Delivery of Infrastructure and Services Aly Lo Decentralisation and local development After independence in 1960, Senegal opted for a policy of progressive but prudent and irreversible changes. This took place in several phases: * 1964 Law regarding national property enacted; * 1966 Code of commune administration established; * 1972 Rural communities defined and established; * 1990 Communes efectively operating * 1996 Law framing the region as a local community Nine areas of competence transferred: Property Culture Environment Education Health and population Planning Youth and sport Land management, Town planning and housing How the communities function General principle: Autonomous administration of local communities * Ad hoc (sporadic) supervision replaced by supervision defined within a legal frame- work * Creation of technical commission from local resources, supplemented by these supplied by the state and by development partners. 26 Rural Travel and Transport Program The difficulties * Lack of resources * Lack of capacity * Poor level of training an elected representative * Lack of participatory planning Ancillary measures New visions * Policy statement affirming decentralized rural development • Decentralization: - Participatory management (private sector, NGO's people) - Reform of local taxation system - Reform of the land policy - National training plan for elected representatives * Practice: the example of PNIR National 12-year program Building up of capacity Infrastructure (tracks) Local funds for development Funds for innovation 27 14th Coordinating Committee Meeting Decentralisation et developpement local Le Senegal a opte depuis son independance en 1960 pour une politique de decentralisation prudente, progressive mais irreversible plusieurs phases a noter. 1964 Loi sur le domaine national 1966 Code de I'administration communale 1972 Creation des communautes rurales 1990 Commune - Statut de plein exercice 1966 Loi faisant de la region une collectivite locale Neuf domaines de competences transferees Domaine Culture Environnement Education Sante' Population Plan ifi cation Jeunesse et sport Amenagement du territoire Urbanisme & Habitat Comment fonctionnent les collectivites * Principe general: Libre administration des collectivites locales * Le contr6le de legalite remplace le controle d'opportunite * Creation de commnissions techniques * Aux ressources propres, s'ajoutent celles provenant de l'etat et des partenaires au developpement 28 Rural Travel and Transport Program Les difficultes * Faiblesse des ressources * Insuffisance des capacites * Faible niveau de formation des elus * Insuffisance de la planification participative Mesures d'accompagnement les nouvelles visions * Lettre de politique de develppement rural decentralise -Approche programme Programme national sur 12 ans -EX PNIR Renforcement de capacite Infrastructures (PISTES) -Cooperation decentralis& Fonds Local de developpements Fonds a'l innovation * Reforme de la fiscalite locale * Regime foncier * Plan National de formation des elus 29 14th Coordinating Committee Meeting Design & Appraisal of Rural Transport Infrastructure Dieter Schelling Introduction * This presentation is an excerpt of a World Bank Technical Paper under preparation * The paper aims at rural transport policy '^~' makers, rural roads agencies and donors engaged in the sector * The objective is to ensure appropriate design and enhanced selection and setting | t. E § of priorities for rural transport infrastructure (RTI), in a holistic framework of rural development focusing on the central s s objective of poverty alleviation $2 Context:Elements of Rural Development . _ ~~~~~~. /T=arEpt A *AI-olar A g 4 -W~~~riation {;8 NatLy esr c - Cc xmMlat ici Xmarsgement | sV˘.g \ / XI)evelop~~~ment/ Soaal and Econoin icces \Eodncaticn 30 Rural Travel and Transport Program g4 Context: Elements of Rural Accessibility Servies & IMT RuralT rt Lrtio Infrastrucur Quality Of 0 l. / Service;& ll Service Context: Ensuring Sustainabi lity *To ensure sustainability of rural transport i!' /infrastructure the framework for their management and financing must be dearly | S adefined The management and financing framework B for rural transport infrastructure is one of the key elements of a rural transport policy F and strategy which each country must p develop 31 14th Coordinating Committee Meeting Design for Basic Access W* here are we at? . Many rural communities in developing countres are still not connected to the road network orare only provided with unreliable access . Rural roads are often over-designed leading to an inefficient use of scarce resources, leaving many villages not provided with reliable access a Ironically, it is often argued that over-design is W : - ^ ; necessary due to the absence of sufficient maintenance capacity Design for Basic Access: What is it? * What is basic access? A . Reliable and cheap access to domestic activities, social facilities and the higher level network t ' * All-season access (with short interruptions durng severe weather) for the prevailing rural transport vehicles (motorized or non-motorized) ;.>.5S .. * If motorized access is not affordable, basic access may mean improvements of paths orthe construction of footbridges * Approach * Minimum live-cycle or least-cost design to ensure connection of as many villages as possible 32 Rural Travel and Transport Program Design for Basic Access: Features * Features of Basic Access Design (for traffic levels below 50 (motorized) vehicles per day) * Spot improvement approach (difficult implementation due to political pressure, road agency resistance and donor preferences) . Focus on low cost structures * Labour based work methodology * Minimum cross-sections: single lane roads with passing places . Low-cost surface: if suitable, use of in-situ soil. Altemative pavement options in difficult sections Setting Priorities * Why do we need to set priorities? . resources are very scarce * basic needs exceed resources . spreading improved access to as many poor households as possible can achieve significantly improved livelihood * The process of setting priorities requires political, social, physical and economic planning tools, the application of which is all interconnected 33 14th Coordinating Committee Meeting Setting Priorities: Political Tools w . g * The political tool for the setting of priorities is the rural transport policy & strategy which must address at least the following elements 9 overall objective (e.g. poverty alleviation) ' - * . basic access approach . mechanism and rational for the allocations between different levels of networks, regions, sectors, etc. . principles of managing & financing of RTI X prioritization process M etc. Setting Priorities: Social Tools . The social tool for the setting of priorities essentially is the participatory approach . The participatory approach is necessary due to 4 the complex nature of the matter and due to the many stakeholders involved X Furthermore, it is required in order to create ownership and hence sustainability m Participatory approaches are required both at the national level when defining the RT policy & strategy, and on local level when designing a particular intervention 34 34 Rural Travel and Transport Program Setting Priorities: Physical Planning Tools * The tool for the physical priority setting can be summarized as the LG transport .S |master planning process * must be part of an overall local govemment development plan and take into consideration the national transport and rural development plan . elaborated both 'top-down" and "bottom-up" (IRAP) . elaborated along the guidelines of the RT policy framework and prepared in a participatory way * must contain the "as is" plan and prioritized, needs-based and phased improvements . a recommended approach is the provision of 'one reliable motorable access to the higher level network pervillage" F Setting Priorities: Economic Tools, 1 * The two main analytical economic approaches are . Cost Benefit Analysis (CBA) 0 Cost Effectiveness Analysis (CE) * Requirement Approach must be understood, acceptable and "adoptable" by the local planers or the community 35 14th Coordinating Committee Meeting ;s g Setting Priorities: Economic Tools, 2 * The CBA approach "breaks-down" on low volume roads below the order of 50vpd - - . road user benefits (consumer approach) become difficult to measure . ... ! * impacts on production (producer approach) are even more difficult to assess, specially in the case of marginal improvements . g . Impact of climate on roads becomes greater than the one of vehicles . though HDM-4 has been better adapted to low volume roads and can be applied to roads of, say, tr-affic levels > than 50 vehicles per day Setting Priorities: Economic Tools, 3 ..~ . Cost Effectiveness is the appropriate tool in most situations, but it requires: * a clear objective ( essentially poverty alleviation) . a participatory approach . a least-cost design approach . an analysis of altematives (e.g. investments into improved rural transport services) E a good cost effectiveness index is"cost of upgrading to basic access standard per ; '.~ population served" (additionally, poverty indices can be included in the formula) 36 Rural Travel and Transport Program ..i . .. ..... IM Conclusions * Investments into RTI must be seen in a holistic framework - * Huge amounts of resources are wasted in over- ( designed RTI, while many communities still do not have reliable access * The 'basic access" approach essentially is a least- e e cost approach to the required level of access * The setting of priorities requires the application of political, social, physical and economic planning * The appropriate economic planning tool for basic access in most cases is 'cost effectiveness" 37 14th Coordinating Committee Meeting Self-Help for Road Construction Peter Winkelmann, Consultant, SDC "Community self-help schemes .. may offer the only feasible approach in rural areas until the more formal supply systems expand their networks sufficiently." World Bank: World Development Report 1994, Infrastructure for Development When it applies ... or, 'why consider the self-help option?' * Communities all over the world from time immemorial used to build paths and trails to satisfy their need for access and transport. * As many governments do not have the means to provide access to a large part of the population, the challenge is to make best use of limited resources. * Villager's willingness to provide self-help labour must be seen as a valuable local resource, a 'tax paid in kind' efficiently invested to satisfy a priority need. * The self-help option is more likely to be successful with new constructions than with regular maintenance works. However, roads built in by the people themselves stand a better chance of being maintained in self-help than other roads. 38 Rural Travel and Transport Program Transport and Development Access A Roads Transpor\ Tracks Avoiding Trails m/ ' esures Low cost versus self-help approach Criteria Convenftional Self-hdp Labour baed approach Approadc O4ective Mtbilty Access Stardard Earlh road, Motorable tack Store pawd road Statis Cbssfied Undasified Labour Paid Unpaid Cos perkn (Flores) 14 50C L6$ 3000US$ Self-help prt 5 % 50% 39 14th Coordinating Committee Meeting Results after four years * 85 kilometres excavated, 250 kilometres accessed at an effort of 110 000 worker days * Access improved for 130 villages * 50 surveyors - foremen trained * Roads generate traffic, agricultural sales increase * Neighbouring districts request project services * NGO established to continue work after Swiss support is terminated The cost of roads built in self-help compared to conventional projects 12- * The cost of self-help in these 10 g examples is 3 to 12 fold lower 8-, than in conventional projects 61 4 e 2 . Conventional Project Flores Nepal Ghana 40 Rural Travel and Transport Program 5 km village access road USD Value of self-help labour: 8'125 Value per labourer: 8'125 : 300 = 27 Value of typical yearly harvest: 5 tons coffee 1O'400 10 tons candlenut 29'100 Further cash income from: vegetables, fruit, rice, animals. Savings in transport cost, Cheaper construction materials, fertiliser, consumer goods, etc. Better access to schools, hospital and governmentservices, etc. Average traffic volume: 3 trucks per week Potential for self-help initiatives Small great small -Iwo poor{ 'too rich" uncapa_le,_ ir_an amas, ridd.e. many paid noirisbed, projects few resGurces, social Jisparities 41 14th Coordinating Committee Meeting / Village- A Extemal / Internal ~ Trn factors Technical t Feasibiliy! j Supporivxeinl!Upr policies.:, - '_n fItienceall . Factors that determine communities' commitment 1 ~~~~ t Adequate I lil J~~~,ransport systerp X _~~~~~. . . 1 . 1 1 . S _ _ _ r- Supportive .E 4 11 - | i i . policies I _E~~*~ . a , . .,. 42 - - - - 42 Rural Travel and Transport Program What Communities can do: And what they... On their awn If trained With technical or .... cannot do financial support Earth works Surveying Cement artworks Asphalt- surfacing Ditching Roof shape Transport of mat. Majorartworks Back sloping Structures Major rocky Bridges, Boulderremoval sections Long roads. etc. Hairpin bends Stone pavement No Training I Follow-up Financial Support Assistance 43 14th Coordinating Committee Meeting Exploring the limits of self-help approaches * Is it genuine self-help or top-down enforcement? * Can the community afford to give it's labour for free? * Are there altematives to self-help labour? * What are the ecoiomic benefits of the planned proJect?. - Are there altematives to roads? Ten thesis Self-help for road construction... Seff4hiep Improves if -Js a viable option | wen wppmovedf but initiatives often faiL, through training advice and tools. and it is unrecorded Clr and supportive and 'invisible'. policies are crucIal. Initiatives depend on - a set of preconditions, but there are limits to selff-elp capacity. 44~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~------------ -- Rural Travel and Transport Program THESIS ON SELF-HELP IN ROAD CONSTRUCTION (1 - 5) 1 Self-help for road construction and maintenance can be a viable option when faced with a general lack of financial resources. 2 Communities' self-help efforts often fail for lack of engineering skills and therefore require external support. 3 Self-help achievements are often unrecorded, 'invisible' and less glamorous than conventional projects and, therefore, underestimated. 4 Communities' commitment to road construction depends on a number of locally determined pre-conditions. 5 Availability of external support can positively affect communities' readiness to commit self-help labour to road projects. THESIS ON SELF-HELP IN ROAD CONSTRUCTION (6 - 10) 6 There is a need for political back-up as well as clear and supportive policies. Govemments should offer technical and financial assistance. 7 The main elements of self-help support are simple measures concerning skills transfer, advice and assistance with tools. 8 Self-help support schemes must consider the limits of communities' capacity for self-help labour. 9 A community's experience of completing a local access road successfully can be an important step towards empowerment, enhancing an attitude of self-reliance in facing further challenges in local development 10 Paid work and incentives may undermine the willingness to commit self-help labour. 45 14th Coordinating Committee Meeting Policy recommendations * Emphasise access rather than mobility * Mobilise the potential of communities and NGOs * Investigate opportunities for supporting self-help initiatives in road construction * Avoid self-help demobilising effects of paid projects * Increase research and education about community involvement in small scale infrastructure Project specific recommendations * Low cost labour intensive road projects should support self-help initiatives where the opportunity arises. * The best option is to set up projects for the promotion of self-help in road construction and maintenance. * Projects should only react to requests for support. * Support should start after communities have proven commitment. * Communities decide on the pace of implementation. 46 Rural Travel and Transport Program :Circumstances'that promote . . .: self-help for roads * Village access roads not longer than 10-15 kilometres * Only one to three villages are involved * Available labour force > 50 persons I km * Expected increase of transport is likely to boost economic activities (cash crops, trade) * Homogenous pattern of stratification Stratification and self-help initiatives Flores. Nepal Most villagers The rich should participate participate in the through payments to those labour and benefit who do the voluntary work. from the road. 47 14th Coordinating Committee Meeting Village A Demarcation of Roads Maintena sMaintained by District Council o t Maintained in voluntary self-help labour y \ ~~~~~~Un- Regular reshaping of camber, ditches and culverts will rarely be Conventional design achieved through self-help labour. Such simplified design avoids \ the concentration of run-off n adaptedo waterand is much easier rg to maintain. It should be \ self-help labour complemented with side drains at steep sections. 5 % cross fall 48 Rural Travel and Transport Program Maintenance standard adapted to the limitations of self-help labour: Side drains at steep sections 50cm Self-help support strategy * Adapt goals and expectations to villagers' capabilities. * Increase awareness of essential issuesof road construction. * Promote basic skillsthrough training for local leaders and community members. * Trainers must possess bothtechnical and social competence. * A follow-up program should initiate learning processes at the village level. * When necessary, complement villager's own efforts with limited support th rough tools or funds. 49 14th Coordinating Committee Meeting Self-Help for Road Construction Experience in Flores, East Indonesia and other Countries (Handout) Peter Winkelmann Study commissioned by INTERCOOPERATION Swiss Organisation for Development and Cooperation Maulbeerstrasse 10 CH-3001 Bern /Switzerland Author: Peter Winkelmann, Program Coordinator of the Flores Road Construction and Rural Development Project 1991-1997 Copyright © INTERCOOPERATION, CH-3001 Bem, Switzerland Extracts may be reproduced provided the source is acknowledged as follows: INTERCOOPERATION, Self-Help for Road Construction Printed by Fischer Media, Muensingen ISBN 3 - 906494 -13 - 6 CONTENTS Foreword A self-help initiative in Westflores Executive summary 1 INTRODUCTION 1.1 Preliminary Remarks 1.2 The Project Area: The Manggarai Dstrict in West Flores 1.2.1 Roads and vehiides 1.3 Definitions 2 THE FLORES ROAD CONSTRUCTION AND RURAL DEVELOPMENT PROJECT 3 SUPPORTING SELF-HELP INITIATIVES FOR ROAD CONSTRUCTION IN FLORES 3.1 Analysis of the local situation 3.2 Rationale for self-help support 3.3 Measures taken 3.3.1 Increasing awareness about proper surveying 3.3.2 Training of local surveyors and foremen 3.3.3 Follow-up measure 3.3.4 Selective support with tools and funds 3.4 Results and impact 3.5 Economic aspects 3.5.1 Construction costs 3.5.2 Cost/benefit considerations 50 Rural Travel and Transport Program 3.6 Chances of sustainability 3.6.1 Maintenance of village roads 3.6.2 Sustainability of skills transfer 3.7 Review of key experiences 4 SELF-HELP IN ROAD CONSTRUCTION AND MAINTENANCE: EXAMPLES FROM NEPAL, GHANA, TANZANIA, LESOTHO AND OTHER COUNTRIES 4.1 Incidence of self-help schemes to date: the literature survey 4.2 Lessons learnt 5 FOCUSING ON THE TRANSPORT NEEDS OF THE RURAL POOR: POLICES, STRATEGIES AND ECONOMICS 5.1 The need to enhance community participation 5.2 The role of government in mobilising local resources 5.3 Economics: The challenge to provide maximum access at minimum cost 6 REFLECTIONS ON THE POTENTIAL AND LIMITS OF THE SELF-HELP APPROACH 6.1 Field surveys as a basis for estimating potential 6.2 Limiting factors in self-help schemes 7 RECOMMENDATIONS 7.1 Policy recommendations 7.2 Recommendations at the project level GLOSSARY AND ABBREVIATIONS REFERENCES ANNEXES 51 14th Coordinating Committee Meeting Executive summary INTRODUCTION Self-help labour for road construction is not a phenomenon exdusive to Third World countries, it is also found in the local traditions of the West. In the past as in the present, communities all over the world would build paths and trails to satisfy their need for access and transport. To do this, they relied only on themselves; this is the main subject of this study. Based on field experience in Eastern Indonesia and a number of other countries, it looks into various aspects of self-help initia- tives in road construction: pre-conditions, supporting measures, sustainability, costs, potentials, etc. The island of Flores is part of the East Indonesian Province of Nusa Tenggara Timur (NTT), one of the poorest and least developed regions of Indonesia. Isolation is a major development con- straint for all islands of NTT. In Manggarai district (West Flores), only half of the population have access to the road network. People's feeling of backwardness was definitely a strong motivating force in overcoming isolation, and many villages have made efforts to construct local access roads in 'gotong-royong, the Indonesian tradition for voluntary communal self-help labour. Given the difficult topographical conditions, these efforts often failed because villagers had neither the nec- essary skills in road construction nor the proper tools. SELF-HELP SUPPORT IN FLORES Since 1985, INTERCOOPERATION has assisted the Catholic Church of Manggarai in constructing district roads using low-cost, labour-based methods. In 1994, the project started an additional component with the goal of supporting traditional self-help efforts of the communities in building village roads and motorable tracks. The key measures were the training and follow-up of local foremen and surveyors and technical and financial assistance for difficult road sections that were beyond the villagers' capacity. After four years of intervention, the following results were obtained: * Communities correctly surveyed and constructed 85 km of village access roads in self-help labour. In addition, many previously built alignments were made passable so that the total length of project-influenced roads increased to 250 kilometres. * The need for proper road surveying and construction has been recognised by communities and local leaders, taking satisfaction in the better quality of roads completed. * Village access roads do generate traffic. Trucks carry cash crops to the local markets, construc- tion materials and consumer goods to the villages and passenger traffic is on the rise. * The total costs of these roads (induding project costs and the value of self-help labour) amount to little more than US$ 3,000.- per kilometre, about a quarter of the costs of project-built earth roads. 52 Rural Travel and Transport Program * On request of four neighbouring districts, the project has started to expand services to those areas. As a result, improved road surveying and construction has been seen in those districts as well. SELF-HELP FOR ROAD CONSTRUCTION IN VARIOUS COUNTRIES: LESSONS LEARNT This chapter presents the results of a desk study on experience with self-help schemes in road construction and maintenance from several countries. A literature survey yielded four well-docu- mented examples and a number of additional cases of self-help in the road sector. Judging from the scarce information available, it can be presumed that, to date, governments and development agencies have realised relatively few opportunities for self-help support in road construction. The 'country-level examples' from Nepal, Ghana, Tanzania and Lesotho present interesting experi- ence, confirming and complementing observations made in Indonesia, putting the Flores case in a wider perspective. Below, the main lessons learnt from the field: Pre-conditions for self-help initiatives Village internal factors: * Road access is a definite need for the evacuation of cash crops and to make use of trading opportunities. Feelings of backwardness and isolation further contribute to the need for ac- cess. * Communities are able and willing to provide self-help labour. Commitment is promoted by established self-help traditions, a high degree of social homogeneity and support from local leaders. * There are technically and socially feasible opportunities for road projects. Village external factors: * A basic transport system (network of main roads and vehides) is in place. * Self-help efforts are supported by government attitudes and policies. * External agencies leave ownership of projects to the communities concerned. Self-help achievements are often 'invisible' * Self-help achievements are often unrecorded, 'invisible' and less glamorous than conventional projects and are therefore underestimated. 53 14th Coordinating Committee Meeting The option of self-help * In the face of a general lack of public funds, contribution of self-help labour for the construc- tion and maintenance of local access roads can be a viable option. It is born out of necessity and, in many circumstances, the only option left. Extemnal support affects the commitment of communities * External support is motivating and has a good impact on communities' readiness to commit self-help labour. Support to self-help initiatives is within the range of low-budget NGOs * As observed in Flores, support to road construction can be implemented at extremely low project costs, if local communities are ready to contribute self-help labour. Therefore support to self-help initiatives is an activity within the range of low-budget development cooperation NGOs. Self-help and road maintenance * Local access roads, built under self-help schemes and considered important for the local economy, stand a good chance of being maintained by the villagers, as long as they feel that responsibility will not be taken over by an external agency. Chances of sustainability * Communities will not discard technology and skills which proved useful to them. Once they have experienced the advantages of correct road surveying and construction, there is little likelihood that they will return to earlier, incorrect methods. A step towards empowemient * A community's experience of completing a local access road successfully can be an important step towards empowerment, enhancing an attitude of self-reliance when facing further chal- lenges in local development. 54 Rural Travel and Transport Program Self-help undermining factors Paid work, incentives and the prospect of generous external support may undermine the willingness to commit self-help labour. TARGEriNG THE TRANSPORT NEEDS OF THE RURAL POOR: POLICIES, STRATEGIES AND ECONOMICS This chapter deals with the relevance of community self-help schemes, the role of governments and the concepts of transport economics, concerning low-cost approaches to road construction. There have been statements in recent literature regarding rural poverty and the lack of infra- structure, the need to increase the social sustainability of transport and the call for policy reform (e.g. World Bank 1994). Among the strategies foreseen to accomplish these challenges, mobilisation of local communities and the promotion of self-help schemes play an important part. It has been stated that community self-help arrangements which offer smaller-scale infrastructure can pro- vide effective and affordable service in many areas and may offer the only feasible approach until the more formal supply systems expand their networks sufficiently. Various principles of economics and rational planning should be observed when tackling the enormous task of providing transport infrastructure for poor and remote rural areas: * The crucial distinction between 'need for access' and 'need for mobility' has been gaining importance in literature on transport economics. The objective of people in isolated places is access, i.e. a transport connection which is passable. * Providing access for remote communities in a situation of limited resources stresses the need to develop low-cost roads. * The idea behind 'phased development' is to begin with minimal standards in order to achieve significant savings on initial construction costs. At a later point in time - parallel to traffic increase - progressive improvements can be made. * Community participation through self-help labour is in tune with the principle of 'efficient response to effective demand'. By favouring projects which promise a strong commitment of self-help labour, one automatically selects situations where demand is really 'effective'. * A rational planning approach should progressively invest in projects that give the highest return. It optimises investments by providing both a reasonable level of access and mobility for people living along main roads, without neglecting people living at a distance from the existing road network. 55 14th Coordinating Committee Meeting REFLECTIONS ABOUT POTENTIAL AND UMITS OF SELF-HELP APPROACHES * Potential for self-help schemes is likely to be found in poor countries where it is impossible for governments to meet major needs for motorised access in the foreseeable future. * The extent of self-help achievements in road development is likely to be modest almost every- where, if measured against the existing road network. It would, however, be misleading to compare achievements of self-help labour with conventional road construction. * Self-help initiatives will normally be prevalent in particularly suitable regions and their num- ber will vary with the kind and degree of available external support. The significance of past achievements - and potential ones in the future - in selected regions, should be assessed in local terms orly. * Statements which are not based on field surveys are speculative, whether they support or deny potential in a given region. The self-help-promoting effect of external support is crucial and should be considered when assessing the communities' commitment and the potential of self-help activities. Aside the pre-conditions mentioned above - many of which are 'sine qua non' - the following questions hint at the limits of self-help support schemes in the road sector: * Is it genuine self-help, or is it top-down enforcement by a local elite or government? * Can the community afford the investment of self-help labour? * Is there sufficient perception of the economic benefits of the planned project? * Are there alternatives to self-help labour? Are there alternatives to roads? RECOMMENDAIIONS Policy recommendations * Increase social sustainability of transport and make poverty reduction an integral part of na- tional and local transport strategies. * Emphasise access rather than mobility and high standards of performance. * Mobilise the potential of local communities and non-governmental organisations. * Investigate opportunities for supporting self-help initiatives in road construction. * Indude capacity-building at community level as an additional objective of transport infra- structure development. * Avoid self-help demobilising effects of relief and paid road projects. * Government and development agencies should decide which department is best suited to accommodate self-help support programs for road construction. * Research and education about community involvement in the provision of small-scale infra- structure should be increased. 56 Rural Travel and Transport Program Recommendations for road projects In principle, low-cost, labour-intensive road projects are in a good position to support self-help initiatives. If pre-conditions are judged to be favourable, supporting measures should be consid- ered, e.g.: * Training of project staff suited to the village-needs, e.g. participatory road planning, survey- ing, design and construction of ultra-low-cost structures. * Appropriate low-cost solutions to frequent infrastructure problems should be developed and disseminated. * Villages in the vicinity of a project should be offered supporting measures such as: - include village representatives in project-intemal training relevant to the local situation; - provide technical advice to the villages' own road projects, checking and correcting planned alignments; - supply or lend tools, if necessary. Recommendation to set up specialised projects for self-help support in road constmction If pre-conditions for self-help support are deemed to be sufficient in a given country or region, the best option might be setting up projects designed for the promotion of self-help in road construc- tion. The preparation of such projects should include field surveys to identify communities where self-help initiatives are likely to take hold. The following principles should be observed: * The project ordy reacts to requests for support. * It assists the communities in discussing the purpose and possible altematives of roads, needed inputs, feasibility, etc. * Project activities only start after a community has proven its willingness and capability to provide voluntary labour. * The community decides on the pace of implementation. ANNEX 9.1 AFGHANISTAN, THE RURAL DEVELOPMENT DEPARTMENT Source: (Glaister) The report describes a major program of labour-based road construction in Afghanistan during the 1970's whichis based on the principle of self-help. The program was implemented by the Rural Development Department (RDD) which was responsible for tertiary (village access) roads. It was the policy of RDD to use voluntary unskilled labour, sometimes supported by food assistance from the World Food Program. The basic objective of the RDD was to help villagers to help them- selves. RDD adopted an active leadership role in stimulating ideas in the villages, discussing and 57 14th Coordinating Committee Meeting identifying their needs and helping them to plan for themselves. No decision was imposed on a village and if agreement could not be reached, the project was not usually undertaken. The RDD provided assistance to a village on the understanding that it was willing to contribute its own resources to the project in terms of voluntary labour, local materials and sometimes cash. In this way a particular road project was very much a joint effort and when it was completed the villagers considered it as their project. The RDD had 27 field offices at provincial level. They generated new projects and were in constant direct touch with the villagers, analysing their needs and suggesting solutions to their problems. A project cyde comprised the following stages: * request by the village forwarded to RDD; * visit by RDD technicians and subsequent dearing of request; * socio-econonic survey and project appraisal; * if project is viable, site survey by technical team, final approval by RDD; * a mobile construction team is assigned to the project; * project implementation by the construction team together with villagers. Villagers' motivation for voluntary labour was the desire for access to the national transport system. They were acutely aware of the economic benefits arising from cheaper transport. Many farmers were owner/occupiers who had a farm surplus to export from their area. The motivation was therefore mainly economic, although there was a growing awareness of the social benefits which can accrue from roads. The use of voluntary labour is facilitated by the fact that there was a considerable reservoir of unemployed and underemployed labour available in the villages on a seasonal basis. The concept of road construction in stages was well-known. It consists of the construction of the various elements of a road, earthwork, sub-base, base and surfacing in stages. Each stage is constructed at the point in time when traffic volumes dictate that particular stage. This approach can also offer a solution to the dilenuna of being unable to construct a road to the final alignment requirements because it would require mechanical equipment (heavy rock cuts, etc.) which in Afghanistan was not available. The stage design approach enables a road to be built, as the side hill cut operation can always be achieved by labour using hand tools. Thus, road access can be pro- vided in many cases where the conventional design approach would involve costs which make it unviable. Typical costs of tertiary roads in Afghanistan ranged from US$ 1,500.- per km for roads with few structures and no major bridges, to US$ 12,000.- per km for roads in isolated mountain- ous areas involving paid labour and considerable structural work. In the case of voluntary labour it is absolutely essential that the supervisory personnel adopt an attitude of offering their services to the village to assist them in achieving their own objectives. Control over the construction had to be achieved through a cooperative attitude and the leader- 58 Rural Travel and Transport Program ship qualities of the RDD personnel. It was not RDD's primary objective to construct the roads themselves but to use the road-building process as a vehide for enhancing the self-reliance of the villages concerned and to increase their capacity to manage their own resources for the benefit of the community. Unfortunately (Glaister) provides no data about the performance of this program in terms of output in kilometres of roads, and no information was found about its development after the time of reporting (1980). However, the fact that the program operated through 27 provincial branch offices justifies a guess that its output of completed access roads must have been significant. HOW TO ORDER THE BOOK: Self-Help for Road Construction: When itApplies - How it can be Encouraged and Supported Experience in Flores, East Indonesia and other Countries (111 pages) Peter Winkelmann Published by INTERCOOPERATION, Swiss Organisation for Development and Cooperation can be ordered free of cost (except postage) at the following addresses: ILO/ASIST Harare ILO/ASIST Nairobi P.O. Box 210 P.O. Box 60598 Harare, Nairobi Zimbabwe Kenya T: +2634-748 344/7 T: +254-2-572555 F: +2634759 427 F: +254-2-566234 E-mail: asist@ilo.org E-mail: iloasist@arcc.or.ke ILO/ASIST Asia Pacific SKAT P.O. Box 2-349, Rajdamnern Dokumentation Bangkok 10200 Vadianstrasse 42 Thailand CH-9000 St. Gallen T: +66-2-288-2303 T: 071/228 54 54 F: +66-2-267-1735 F: 071/228 54-55 E-mail: asist-ap@ilo.org E-mail: info@skat.ch 59 14th Coordinating Committee Meeting The author Peter Winkelmann, lic. rer. pol. 1), has a degree in Social Sciences from the University of Berne. After running his own consultancy business for ten years, he held various posts as a generalist in development work, in particular as Project Coordinator in a Road Construction and Rural Devel- opment Project in East Indonesia, as Assistant Coordinator in Jakarta for the Swiss-Indonesian Programme of Development Assistance, and Desk Officer at the Swiss Agency for Development and Cooperation. After completing his assignment to East Indonesia, Mr. Winkelmann wrote the book "Self-Help in Road Construction: When it Applies - How it can be Encouraged and Sup- ported". He now works as a freelance consultant taking on assignments as a generalist in various fields of development and as a specialist in participatory approaches to road construction and maintenance. 1) The Swiss degree 'lic. rer. pol.' is the equivalent to a Master of Arts. Peter Winkelmann Development Consultancies Landoltstrasse 85 CH-3007 Ber Tel. 031 37215 43 Fax 031 371 85 41 E-mail pwinkelmann@bluewin.ch 60 i i i i i i I i Rural Travel and Transport Program The Growth Triangles Concept and Emerging Application in the Africa Region M.E. Dhliwayo, ECA Representative OVERVIEW Considerable attention has been expressed on the need to focus even more on South - South Coop- eration. It has been recognized that such cooperation has a potential for constituting an important framework for forging sustainable links between regions of the south and for stimulating the growth of capacities for developing countries through horizontal cooperation. The agenda derived from the Tokyo International Conference for African Development (TICAD II) has further emphasized the need for south - south exchange and learning processes with the specific aim for Africa to learn from Asia's development experience. The conference called for development institutions to imple- ment practical projects, which will enhance linkages between Africa and Asia. PICAS As a response to the recommendations of the Tokyo Conference, the UNDP formulated a Program for Innovative Cooperation among the South (PICAS). PICAS, located in the Zambia's UNDP Office has a mandate for translating selected aspects of the Agenda into practical and operational activities and exchanges of an innovative nature among the countries of the south - initial focus being between South East Asia and Africa also induding intra Africa, namely SSA and North Africa, all within a regional context. The developmental objective of PICAS is to promote south - South cooperation at the opera- tional level in order for Africa to benefit from the Asian experience and more effectively position itself in response to the demands of globalization in its effort to attain sustainable human develop- ment. In this regard, PICAS addresses the objective in the following four distinct but dosely related program areas: * Innovative and new approaches to regional cooperation and integration; * Collaboration between African and Asian "Think Tanks", research institutes and academia; * Revisitation of the role of science and technology in Sustainable Human Development; and, * Capacity building and exchange/ adaptation of good practices of civil society. GROWTH TRIANGLES The first program focus area is addressed through the concept of Growth Triangles, which has gained prominence since the late 1980's in Asia. Growth Triangles are transnational zones spread over geographically neighbouring areas in which differences in factor endowments of three or more countries/areas are exploited to promote 61 14th Coordinating Committee Meeting external trade and direct investment for the mutual benefit of the participating countries. This constitutes a plat form for promoting regional economic cooperation and a means for accelerating the pace of development. It is normally private sector driven with public sector support. The concept'& attractiveness lies in the fact that it can be established at a relatively low cost and within a short time. The growth triangle concept, as adopted by PICAS, places the private sector at the center of the growth mechanism of economic integration. The ultimate goals for the growth triangle, in general, are to: * Increase trade and investment in the participating region; * Promote a more efficient use of resources; * Increase exports from the participating region to the rest of the world; * Promote sustainable growth and improve the welfare of people. The conditions for success of growth triangles are: * Areas must be contiguous and the national boundaries must be easily accessible, * There must be at least one metropolitan center for spill over effects; * Complementarities in resource endowments, labor, technology and location is necessary; * There must be reasonably well developed infrastructure, particularly, the transportation sys- tem; and, * Strong political commitment to overcome local vested interests or domestic political constraints is needed. LESSONS FOR AFRICA * Political commitment by government to the concept is of paramount importance. * Government should also remove all barriers to the development of the concept. * National sovereignty should be shed. * The concept should be private sector driven from inception. * Economic complementarities must exist or deliberately created where they do not exist. * Infrastructure development requirements will generally be enormous and will have to be tackled on a prioritized basis. Other related programs such as the Niger Basin Authority, the Kagera Basin Organization, etc must be reviewed, to draw lessons there-from and investigate potential in introducing private sector driven programs. 62 Rural Travel and Transport Program PROPOSED FOLLOW-UP PROGRAMMES The growth triangle concept has been adopted in some parts of Africa and is at different stages of development in the following areas: Senegal- Mali-Guinea; Benin-Niger-Northern Nigeria; and Zambia-Malawi-Mozambique. This presentation will present highlights of the Zambia-Malawi-Mozambique Growth Triangle in more detail. THE ZAMBIA - MALAWI - MOZAMBIQUE GROWTH TRIANGLE In early 1999, the Governments of Malawi, Mozambique and Zambia, at the initiation of UNDP Resident Coordinator's Office in Lusaka after consultations with the private sectors in the three countries, considering the concept to be complimentary to the Development Corridors and the SDIs, responded positively to the establishment of a growth triangle (ZMM - GT) covering Mpulungu, Karonga and Beira, complimented by the Nacala and Beira corridors as a pilot case. The proposed areas for cooperation within the ZMM- GT indude: * Agriculture and agro- based processing; * Tourism; * Information technology; * Transport and communication; * Enterprise/ entrepreneurial development promotiona ACTIVITIES UNDERTAKEN The following activities have been undertaken for this pilot project: * Sensitization mission to South East Asia comprising public and private sector representatives from the COMESA Sub-region (funded by UNDP). * Setting up of a Steering Committee comprising mainly participants from the private sector to supervise the implementation of the project. * Adoption of the Terms of Reference for a Pre-feasibility study by stakeholders; * Selection of consultants and commencement of the study (to address issues pertaining to the cooperation areas) expected to be completed by March 2000. The project, at the same time, has already initiated some community programs to raise the standard of living of those in the growth area, most notable of which are Gender sensitization, the setting up of AIDS awareness campaign programs and telecenters. As mentioned earlier infrastructure and services issues will inevitably have to be addressed. In this regard, a situation analysis will have to be undertaken to identify the priority areas. At the local level, the RTTP program is expected to contribute to the realization of this pilot project. 63 14th Coordinating Committee Meeting COOPERATING PARTNERS The project is supported by OAU, ECA, ADB, COMESA, and SADC and mainly driven by UNDP - Zambia and the private sector in the region. This pilot project, of which the pre-feasibility study is funded by UNDP (US$100 000), under its Regional program for Africa, ECA (US$40 000) through the Regional Advisor Programme, and pledges (US$ 10 000 per participant) from the private sedor, has been endorsed by Presidents Chiluba and Chissano of Zambia and Mozambique respectively. Compliments have to be given to the UNDP Zambia Resident Representative and Resident coordinator for Zambia who, after her sabbatical leave in South East Asia, has relentlessly taken a lead in formulating the project, attracting the private sector, and convincing governments and has ensured that the current momentum on the project is not lost. 64 Rural Travel and Transport Program Spatial Development Initiatives A Case Study of the Lubombo Corridor Andries Naude & Mac Mashiri Spatial Development Initiativesand Supplementary Initiatives to Link Rural Hinterlands and SMMEs With Wider Economic Circuits Andries Naude & Mac Mashiri National/regionallglobal cimcuiA / ~~Government Formal circuit circuit (provincial/district Level) j;i i Labou~r Fusl divideifr Informal circuit i inv 65 14th Coordinating Committee Meeting * Informal/ local economic circuits are typically charactensed by equitable resource sharing, subsistence use of existing resources, and slow-moving, localised interaction patterns. Lower circuit processes economise on transport and related long- distance interaction costs, but incur high inventory and handling costs in relation to a relatively low volume of transactions. * Formal/wider economic circuits, are strongly focused on the production and growth of marketable output for "wider- markets", high rates of resource consumption and utilization and fast, long-haul transport and communication modes. Policy context of SDIs Seen within the context of GEAR and the RDP, the SA government has to reconcile two basic policy imperatives: * it needs to promote national and regional economic growth through strategic investment focusing initiatives such as the SDIs, where the aims are: • to focus infrastructure and business investment in areas with "inherent and under-utilised economic potential, • facilitate regional economic trade and development * it needs to urgently reduce access inequalities - manifested by a persisting major gap between the well-positioned, well-connected, mobile, highly informed and fully employed people and the relatively poorly positioned, unconnected, immobile, uninformed and underemployed people 66 Rural Travel and Transport Program Need to redress persistent spatial- economic dualism Ongoing dualism between those places or groups that are sufficiently well positioned to compete in more open markets, and those who are locked into segmented and over- traded local markets. In practice, this dualism also overlap with the dualism between commercial or mainstream economic activities on the one hand, and subsistence activities on the other. It has been argued that because this dualism is chronic, gradualist or trickle-down policies are unlikely to enable the latter sector to catch up with the former. Need for strategic investment focusing and coordination Most services such as electricity and water connections, education, and health facilities are still being planned in isolation of each other and in reaction to demands for services exactly where people are currently settled. This sometimes creates the problem where one department may be providing services (e.g. water), whereas another department is rationalizing and cutting back its services (e.g. subsidised transport). Another consequence is that the apartheid settlement pattems are simply being reinforced, which is unlikely to be either financially or environmentally sustainable 67 14th Coordinating Committee Meeting ars itla 2 L;. X wsIbJtj° 2/ ' ' 5aR3c'rds'By ID a m lb lai: 1& F F ^ SSI:iAt _ - - / / : | ~~~~~PhabaDorwat SDI Coas z rt ._ ! r _._ _ o._ MapoCort --1 ._> _ ___ .. .E t i- . Trnpot por ,'i Trnpot pt1 _i ,,l uort oSD prjt . Synergy Ž pro.e.t PbOSmetnurcan ecs SDI IC _Ot J* i Improement integoa comptitvns o te indsre Improved . ~~~~efcency of the z ~~~~~~regionlal trI j& transshi ment UinuSy NJ1. 68anpot rt Transprt port project A Synergy >.project B 68 Rural Travel and Transport Program dredging, water, energy et) Suprig the imlentio ofke *i Th mobi plisatiownofivsmnthug a - .PRETORIAA1 | 6 = ~~~~~~~~~~~MAU TO I°HANNESBURG A AREL A ik r PFOt, 1N; t /CUMbilESCUND ETSLL a, 6i Role of Maputo Corridor Company • Supporting the implementation of key infrastructure projects (road, rail, port, dredging, water, energy etc) • Supporting the implementation of key business investment projects • Information gathering and dissemination on investment opportunities • The mobilisation of investment through project preparation and marketing * Instituting various support programmes 69 14th Coordinating Committee Meeting Phase 1: Phase 2: Phase 3: Phase 4: Overall process man gement/ ongoin involvement of key stal .eholders Scoping of Strategic issues/ impact options assessment Investor O conference Ongoing Revisionr promotion Identification and of supple- management fl , / mentary S .. .. by corridor Identification projects Bidding process company or concessions locaU projects |Preparation ional promot\nal government material & Setting up of authority proposal corridor company calls or similar institutkon Planning of lead projects 1. Location of rajor anchor projects 2. Planrning and impact assessment of primary nsportl logistics projects Planning of support projects & linkages 3. Locaon of service establishments, up- strea.m suppliers and down-steam proessing plants F 4. Planning Of secondary support nodes Improved access and networks / & support for SMEs 5. Explration of potential linkages and i linked to the synergies with lated WIntiaves & \ agriculture, facility provision programmes forestry and touns industries t 70 Rural Travel and Transport Program W~~~~~Mbi saml fore_ , st sr6.R Scolu b wC _- _ - I Js ,t 9 a I \ { t;-.~~k Mul.. ,;, ........ ^3rZs t X r markt loca agr__o-S> __oe\@o-@urv@-w@- *b.: ~procsszting educa .L-~] ;\t -iona node a cAenewt 1iT>rer.*: ~s - :w3!! 1--- - sA problem .~~~~~~~~~~~4 Col on I ,a, 1._ ~. A .,._w_ * _ . Z ~ J#distribution W _ ~~~~roet ma r-X rout,4eI ,*; n- servic centre - ,__ . Td ' __t .; _ . __ ," 1 : t _Co Key: - Sedmn - ~ Crolan fgmuit _T__ .e_ ._ wdIyA~~~~~~~~~~rs _7t T _- f ;r_6~~~~~cs l_l *; sq,33iti2F- ~~~ ~ ~ 7 14th Coordinating Committee Meeting Building on SDI principles * Investment focusing, coupled with the concentration and channeling of economic activities in relatively few nodes and conidors, BUT ensuring that a cost-effective hierarchy of linkages are also developed with lower order nodes and hinterlands * Investment coordination, BUT coordinating more than infrastructure and so-called anchor projects, so as to deliver integrated and flexible logistical support to communities and SMME as well as *J * 1>)w i[: 3 n** * 0 9~ ~ ~ Corridor-focused facility Dewntalsed facility network ne# ork (netrk of pnmary Comndor-focused facdlity network * Particular emphasis needs to be given to the a balanced package of locational, infrastructural and operational measures. Locational measures can include the clustering of new housing, infrastructure and facilities in terms of selected activity nodes and satellite centres 72 Rural Travel and Transport Program * Operational measures include: & the coordination of penodic transport, service provision and market schedules (including aspects such as routes, stopping places and service times); & information provision, regulation and selective subsidisation in support of the coordinated schedules, centres and services; & facilitation of freight collection/distribution services for incipient agro-forestry processing and tourism enterprises Community Mobile sawrmill forest \Croplands _. feeder freight transport (possibly animal drawn carts) _ c ' SchoPl but! - * School | Satellitecentre MULTI-PURPOSE 1 RURAL SERVICE / Village .\Regular omnibus 1 * CENTRE, including: 2 * 1 (passenged small freight) / education * Rural service centrel / service resource centre satellite centre periodic market *+ / * agro-processing ~~. /++ ~~~~~~facilities Dis;rict to/ \Economic mainstream major rural |L.-' service centre 73 14th Coordinating Committee Meeting Types of rural access development problems| Social development Ecnoi service delivery SMME support - Necessary integrated development approach| multl-purpos&" A roe or cordor k development opmen location re- eenng V of crelivery syst.-_ytms - y H . , j f f~~%iisofini beoXw Sodwan. Mkuz. i 74RE. ^.'.^ ' w ., aX ' h E N D 74 Rural Travel and Transport Program Population cluster analyi s for UthungLdu ( Northern IC NO L~~~~~~~~~~~~~~ Conclusion, build on SDI principles, BUT... Investment focusing, coupled with the concentration and channelisation of economic activities in relatively few nodes and corridors, BUT ensuring that a cost-effective hierarchy of linkages are also developed with lower order nodes and hinterlands lb Investment coordination, BUT coordinating more than infrastructure and so-called anchor projects, so as to deliver integrated and flexible logistical support to communities and SMME as well as big business 75 i i I i i i I i I 14th Coordinating Committee Meeting Gender Issues and Opportunities in Rural Transport Michael Bamberger and Petronella Maramba, The World Bank 1. Women's social and economic responsibilities and the related travel needs. * Women and men have different social and economic roles and responsibilities and because of this they have different travel and transport needs and face different constraints. * Women must balance 3 sets of responsibilities (roles) a. Child-care and domestic management (REPRODUCTION) b. Economic activities (paid and unpaid) (PRODUCTION) c. Community management -Natural resource management (forestation, water conservation, soil protection) -Management and maintenance of community infrastructure. (water, schools, roads, dinics). * Each of these sets of activities involves travel and transport needs a Child-care and household management (REPRODUCTION). Travel needs include: -Taking kids to school and for health care -Visiting health clinics -Collecting fuel -Collecting water -Going to the market b. Economic activities both paid and unpaid (PRODUCTION). Travel needs include: -Going to the farm -Purchasing agricultural inputs -Taking grain to the mill -Taking goods to market -Seeking work -Travel to work -Visiting credit institutions -Visiting technical assistance institutions c. Community management -Natural resource management: -Getting to the sites. 76 Rural Travel and Transport Program -Planning and maintenance of community infrastructure: -Travel to community meetings -Attending training programs -Acquiring spare parts and materials. II. Constraints on women's access to travel and transport * Women's heavy time burdens * Cultural constraints on women's access to transport and on their ability to * travel * Women's limited control over household resources (induding money and modes * of transport) * Women have limited voice in the planning of transport interventions * Transport projects often do not reflect women's transport needs: a. Focus on roads rather than footpaths and foot bridges b. Public transport mainly covers the main routes during rush hour and does not respond to women's needs for multiple trips off the main routes and out of the main rush hour. * Lack of access to credit * Limited access to technical assistance * Difficult for small companies (owned by either women or men) to complete for road maintenance contracts. Ill. The economic and social (efficiency and equity) costs of women's limited access to travel and transport. * The social and economic costs of the time spent collecting fuel and water: - Several hours per day are wasted. This time cannot be used for any of women's productive, reproductive or community maintenance activities. - Health costs from loss of energy, head and back injuries etc - Girls taken out of school to help mother carry water and fuel 77 14th Coordinating Committee Meeting * Women's agricultural productivity is severely reduced: - Time wasted in getting to and from fields - Post harvest loss as produce cannot be marketed - More limited access to technical assistance - More limited access to credit (canmot visit the bank) - Lower sale prices as lack of mobility makes it difficult to take advantage of price fluctua- tions. - Women's access to labor markets and paid employment is reduced. - Women's participation in community decision-making and local political activities is reduced. - Children (particularly girl's) access to schools and health services is reduced. IV. Promising approaches * Project planning and orgarnization * Gender sensitive participatory planning * Developing better ways to measure the value of women's time and incorporating this into project economic analysis. * Working with local organizations * Institutional capacity building * Social assessment methods * Gender sensitive monitoring and evaluation * Community awareness raising (making men aware of women's transport burdens * Gender-sensitive interventions/ components * Gender sensitive IMT a. Bicycles - Increasing availability - Modifying bikes to transport water, goods and children - Bicycle ambulances b. Hand-carts c. Draught animnals * Labor saving technology 78 Rural Travel and Transport Program a. Village water supply b. Alternativefuel for cooking and heating c. Mechanical grain mills * Micro-credit a. Helping women to acquire transport (individually or communally) * Opening up opportunities for women entrepreneurs in the transport sector a. Access to credit b. Promoting women's participation as transport providers c. "Level playing field" for women contractors (road construction and maintenance) d. Providing technical assistance to women entrepreneurs * Labor-based road construction and maintenance * Construction of feeder roads a. Promotes familyfood security b. Girls access to schools c. Facilities marketing of agricultural produce * Promoting women's access to public transport a. Women only buses b. Separate entrance or reserved seats c. Providing space for transporting goods d. Transport provided by companies for women workers e. Improved safety and security (sexual harassment, violence) f Travel subsidies g. Road safety campaigns V. Challenges for govemments and donors to address women's transport needs * Difficult to consult with women in male-dominated cultures. * Agencies must respect local culture. * Economic analysis does not capture the true value of women's time and the economic and social cost of the time women spend transporting fuel, water and grain. * Difficult to find cost-effective ways to manage small projects which must respond to the cultural, social and economic needs of local communities. 79 14th Coordinating Committee Meeting * Staff not trained in gender planning. * Difficult to find local partners (NGOs, community organizations etc) who can * help implement projects. * Difficult to organize micro-credit programs Vl. The Role of RTTP * Developing a gender sensitive policy framework. * Design and test pilot interventions * The Development Grant to strengthen the gender capacity of RTTP. a. Pilot projects b. Documenting and sharing lessons learned c. Workshops d. Developing a web site e. Toolkits and training material 80 Rural Travel and Transport Program Promoting Intermediate Means of Transport in Sub-Saharan Africa Peter Njenga and Pascal Kaumbutho ISSUES COVERED :-t Key policy questions * Appreciation of the concept of IMTs Their location in a transport system Context within political economy Practical considerations in respect of * IMT project formulation m Potential limiting factors to enhanced use .Key elements of designing a strategY 81 14th Coordinating Committee Meeting X..& --THEIPOUCY'DIMENSONS t. How do IMTs relate to the overall transport system? * How do we achieve a balance between investments in infrastructure and complementary services, i including IMTs? To what extent do we take into account the characteristics of rural production and social organization? .I .*. 2 t t .ink between poverty and transport rigidities at the lower end of the transport ,,S. spectrum? .Matching public investments with the operational scale and investment capacity of the population . To ensure an inclusive and equitable transport system 82 s a 3 3 Nl Ł9~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~3 SlS31I1S3.ANI LE O~~~~L. VSfl'. I c 05L arsri E YD~~~~~~VIThL OE LEI H4IfQOS Ł Z Z' I VIdOIHJ3 Z_I LI v faVon t7g9 H, VA KI4N C[VOO JO TIdOa1d 00 01I ul21VdIHIo /SefT)1UTA ABXJNLfIOCn WeJ6Old ljodsuejj. pue OaaeJI ieJnSj 14th Coordinating Committee Meeting | ~Dilemma. of the models of adoption t ~. Single track approach, or articulation in a wider Revelopment framework? Clarity in Focus and Objectives of programmes. *hemand side constraints: a)Weak Rural Economies, low levels of affordability; b)Uneven population densities: c)Minimum Transport infrastructure for IMTs. d)Attitudinal barriers d d Supply side constraints: ;- ~. a) Manfacturing capaciot. * . . Attaining a critical threshold of demand / Our solutions and Users perceptions; whither the links? . Going beyond the conventional technical criteria 84 Rural Travel and Transport Program > : KEY ELEMENTS FOR A STRATEGIC FRAMEWORK ON IMTs I3.1ntegrates the accumulated body of knowledge in respect of IMTs . Is wvell resourced, is not residual, and has a time- frame that allows a maturation of partnerships a wide range of stakeholders. Has an intellectual backbone .Makes a convincing business case Builds on existing initiatives . Anchors initiatives on the local dy namics. . Has capacit-v to learn and disseminate lessons * EquitY concerns are central to the strategy 85 I i i I i i i i i i 14th Coordinating Committee Meeting Promoting Enhanced Use of Intermediate Means Of Transport Reflecting on The Lessons Peter Njenga and Pascal Kaumbutho The purpose of this presentation is to provide some simplified insights into the lessons learnt to date in designing and making operational, a strategy for promoting wider adoption of Intermedi- ate Means of Transport (IMTs). The presentation is essentially a synthesis of the key set of issues and questions most likely to be encountered by two types of people, one a policy maker needing a dear justification on what the benefits of promoting IMTs are, and therefore, the public policy issues involved, and secondly a project manager who needs to understand the practical questions involved in making an IMT strategy operational. This presentation is structured as follows; the first section deals with policy questions ie, the concept of IMTs, and their context within the wider field of transport planning and the political economy. The second section looks at the practical issues in regard to project formulation. Poten- tial limiting factors in respect of adoption of IMTs are explored from the perspective of demand and supply forces. The conduding section outlines a number of general consideration that may be essential in formulating a long-term strategic framework for IMTs. We would like to underscore that points raised here are not exhaustive and only serves the purpose of building a stronger body of consensus on how a sustainable policy framework for IMTs. The Policy Dimensions Location of IMTs within the Spectrum of Transport Technologies: Here we attempt to answer a typical question of the lips of most policy makers, ie, what is all this fuss about IMTs and how do they fit within the transport planning field? We start therefore by giving a brief view to the understanding of IMTs, and then we proceed to show where they are located within the spectrum of vehicle technologies in the field of transport. (i) First, it is important to conceive IMTs as an integral part of the transport system and specifi- cally, as a segment within the family called vehicles. Secondly, the term IMTs itself is generic and therefore tends to mask the wide variety of products it encompasses; in practice, IMTs span a wide variety of vehide types, each with its own particular technological, economic and socio-cultural attributes. (ii) Although the definition of IMTs has been dealt with exhaustively in the past', it is still fair to say that the understanding of the concept is still not widespread, least of all within the realm of 86 Rural Travel and Transport Program policy making. In general, IMTs consist of the range of transport equipment thatfalls between motorised vehicles on the one hand, and walking/human porterage on the other. Low-Cost Means of Transport(LCT), and Non-Motorised Means of Transport (NMT) are some terms that are often interchanged with IMTs. While acknowledging slight differences in their shades of meaning, in this presentation we stick to the term IMTs as the core concept that encapsulates the low-cost as well as non-motorised dimensions. In order to place IMTs in a relational context with the rest of a transport system, it is important to illustrate the position they occupy and the role they play in the facilitating the economic activity. To do so, it is important to place the current interest in IMTs within the perspective of current knowledge and experiences in transport planning in Sub-Saharan Africa; the following (generally agreed upon) observations are in order: * In the last two decades, diagnoses of rural transport problems in the rural areas of developing countries have revealed that the conventionally proffered solution-roads-does not necessarily lead to the expected impact, ie a higher volume of motorised transport and increased rural productiv- ity etc.do not automatically follow. Further analysis indicates severe transport rigidities at the lower end of the transport spectrum; these are related to inadequate connectivity between house- holds as production units, and the rest of the transport system. * Arising from the above point, it follows that investment decisions that focus exdusively on the national road system are not necessarily informed, and are therefore not adjusted to the nature of the transport problem at the community/village level which are critical areas in terms of social, economic and political organisation of the state. * In particular, no attention is paid to the characteristics of rural production and social organisation and how these place a demand on a particular type of transport system (infrastructural and ve- hicular). In general, transport demand in rural areas is for low speed, low volume, short distance trips. Journeys long enough to justify use of motor vehides are infrequent and the cost outlay only justified in occasional situations. * Based on this, there has been an interest in developing a transport planning approach that acknowledges the need for vehicles that match the operational scale and needs, transport patterns and investment capacity of the majority of people in rural areas. The focus on IMTs is therefore an acknowledgement that, in a wider sense, the clients/users of transport planning are segmented, and therefore require differentiated products. This is the main thrust of the new people-orientated transport planning as compared to conventional transport planning. Following from this then, within the Ameans of transport@ sub-sector of transport, the key policy question becomes: what are the characteristics of our clients? What means of transport (products) are demanded by the bulk of the population? 87 14th Coordinating Committee Meeting The term intermediate therefore, is used to capture the characteristics of the transport market in developing economies. It denotes the middle range performance in comparison to the options offered by the two ends of the transport technology spectrum, motorised transport and walking. The intermediate attributes are in respect of the following; * speed: * distance-range: * payload: * technological complexity: * cost: * infrastructural requirement: In Sub-Saharan Africa, the range of IMTs is roughly as indicated below, with pack donkeys forming the traditional end of the spectrum, while bicydes with adaptations are a more recent phenomenon. * Pack donkeys/camels * barrows/handcarts * animal drawn carts * bicydes * bicycles with adaptations Locating IMTs within the Context of the Political Economy What features of our political economies make IMTs a compelling choice within the transport system? * First, the interest in IMTs is part of an overall paradigm shift within the general development field, from the macro, Lewisian model of tricke-down, to a more (client) people-based process. This shift is therefore not confined to the transport field but is now widespread in a variety of development disciplines as well as in commerce. In transport, research in developing countries, had raised concern about the rationale of an exclusive focus on roads, while the balance of evidence indicated that majority of people in rural areas of developing countries were non-users of motorised transport and roads. This raised questions about the assumed integrative function of roads and the effectiveness of transport planning in reducing social, economic and political exclusion of the majority of people living outside the central urban areas. 88 Rural Travel and Transport Program * In general, the economies of most countries in Sub-Saharan Africa (SSA) rest on very fragile foundations, with the majority of the population being marginal participants. Rural areas account for the majority of the poor, estimated at around 80% of the total population. Between 1986 and 1996, GNP per capita in SSA declined by negative 1.3, and by 1996, per capita income stood at US$302. Most activities in rural areas are related to subsistence production. In general, the struc- ture of production in SSA gives rise to transport activities that are more related to meeting basic livelihoods needs than economic production. However, transport planning schemes are however normally designed to promote manufacturing industry and large scale farmers. Small scale farm- ers are ignored, they become isolated, are unable to interact with the market and in the long-term, they lose the incentive to grow surplus. In policy terms, this raises the question of what transport system can best help incorporate the small scale producers, who are the majority, into the overall national scheme, sustainably and cost-effectively. * Investments in the transport sector within SSA typically accounts for 20% of the public sector expenditure, and is mainly related to infrastructural development. However progress towards motorisation hasbeen very limited, and mobility is therefore achieved through walking and use of basic transport equipment. To fix ideas, Kenya has 14 vehides per 1,000 inhabitants. This also works out 5.4 vehides per kilometer of road Uganda, has 1.7 vehide per 1,000 people which works to 1.2 vehides per Kilometer of road. Ethiopia has 1.2 vehides per thousand people and 2.3 ve- hides per kilometer. In comparison, South Africa has 137 vehides per thousand people, or 30 cars per kilometer. The USA, where the car as a symbol of freedom originated, has 750 cars per thou- sand and 31 per kilometer. In addition, most vehides in SSA are to be found in urban centers, for example, 47% of vehicles in Kenya are to be found in Nairobi. The debate about the role of IMTs is therefore no longer an academic indulgence, but a prag- matic policy imperative. Empirical evidence points out at the need for a new path in transport, one which guarantees increased benefits to people who need to overcome poverty. The potential for expanding the smallholder economy is often constrained by inadequate capacity to move surplus production to the markets. IMTs provide a wider scope for matching the characteristics of the rural transport Amarket@ (the transport needs and investments capabilities) with the appropriate type of the vehicles. The relationship between investments in the transport sector and the characteristics of the client comnmunity has an inverse character as illustrated on the following page 89 14th Coordinating Committee Meeting Increasing investments in relation to non- vehicle owning 1 \ population Decreasing Motor Vehicle Ownership Towards the Population Pyramid Base PRACTICAL DIMENSIONS: Even after a case has been made on the need to widen our scope of transport policy to indude elements that support the mobility of the majority of the population, a further step has to be made in respect of having a dear plan of action that would translate the theoretical benefits into demon- strable impact. The question often asked is, if the magnitude of the transport problem in SSA is so huge, and if the benefits of IMTs so self-evident, why is the use of IMTs so limited? The following are important insights to be considered in project formulation; The dilemma of the models of adoption. An important point of departure for an INT programme, is the appreciation that after all, use of IMTs is not uniformly spread in Countries within SSA. A question often asked is, why does use of IMTs only happen in pockets? what are the factors that make for spontaneous, non-project promoted adoption of IMTs? What are the main vectors through which adoption takes place? And what factors make for the failure of project promoted IMTs? Although indications show that economic dynamics and emergence of certain transport niches do help to catalyse adoption, this presents the following dilemma; should IMTs be promoted only in areas where certain known preconditions for adoption exist, and where a certain level of certainty about uptake exists, or is there an obligation to cast the net wider into areas where there in no readily apparent potential? IMTs Projects: Single track approach, or articulation in a wider development framework? In general, the setting of INT projects tends to fall under the following general categories (i) Where IMTs are promoted within larger rural development programes, (ii) where IMTs are promoted within a 90 Rural Travel and Transport Program framework of an integrated transport planning programme (iii) Where IMTs are promoted on their own. We do not have sufficient evidence to suggest that a particular approach works better than the other; nonetheless, it is worth reflecting on approach best guarantees success of an IMT promotion programme. Clarity in Focus and Objectives: There is a general tendency in development work to have a complex mix of objectives within one project. Within sponsored LMvT projects, it is not unusual to have the following put forth as the objectives of a project (i) Reduction of rural drudgery (ii)support to small-scale manufacturing (iii) reducing the burden of transport on women and children (iv)poverty alleviation (v)Increased agricultural output (vi) increases marketed output, etc. Whereas it is possible that IMTs can contribute to all of these objectives, placing all of them or a combination of them on the same level within a single project framework makes demonstrable impact difficult to find, while giving mixed signal to potential stakeholders. IMT projects need to be more rigorous in finding the core focus around which impact can be assessed. Constraining Factors to Quick Adoption Demand side constraints: (a) Weak Rural Economies, low levels of affordability: In very general terms, the relative lack of diver- sity and numbers of IMTs. is a reflection of the weak market economy. A general characteristic of rural areas of SSA are the relatively low levels of incomes, lack of diversification and specialization as well as limited market participation by the bulk of the rural population. The acquisition of most IMTs, particularly those characterised by a significant enhancement in carrying capacity and or speed relative to headloading, involves a monetary investment. While this cost is considerably less than that of a motor vehicle, it nonetheless represents a very substantial investment for most households. For example, the average cost of a cart in Kenya is about US$ 214, while the per capita income stands at around US$290; dearly, this makes ownership of carts a very privileged activity. Some Lessons from planned projects indicate that adoption of IMTs is strongly related to the dynamics of the local economy. Where subsistence transport predominates, or where the opportu- rity to participate in the market are not readily apparent, more caution is needed in respect to the type and cost of particular technologies as well as the time frame that is needed to work on other complimentary factors such as manufacturing and credit. Conversely areas whose production base is stronger and diversified show more potential for IMls uptake. Indeed, the doser one moves to urban situations, the higher the likelihood of use of IMTs. This in turn reflects higher levels of interaction and interdependence between activities, higher returns to investments in IMTs as well as availability of production and back-up services. 91 14th Coordinating Committee Meeting (b) Uneven population densities: Most of SSA has low aggregate population density, as compared for instance, with Asia. This has a bearing on the overall magnitude of transport activity. Sparse settlement patterns present particular problems in introduction of IMTs; this arises mainly out of two factors (i) areas that are thinly populated are likely to be the least developed and may rely on subsistence production; (ii) distances to service points are often so huge, presenting difficulties in determining appropriate IMTs.(iii) sparsely populated areas are likely to be more isolated from new information. Conversely, there exists certain areas of uniformly high population density, mainly around fertile agricultural land. These areas are characterised by a fairly high degree of commercial pro- duction, specialisation, and a regular pattern of transport activity. Pockets of intensive use of IMTs are most likely to be found in these areas. (c) Transport infrastructure: For IMTs to function efficiently, they need to be accompanied by ap- propriate types of transport infrastructure. Different types of IMTs require different types and standards of physical infrastructure in terms of the quality and widths of the running surface. Wheeled IMTs for instance, invariably requires flat and even surfaces. For carts, the tracks have to be wider than for bicycles. There are many places where introduction of IMTs needs to be accom- panied or preceded by some form of investment in the infrastructure. (d) Attitudinal barriers: Most people are socialised to aspire for the modern means of transport. Introduction of IMTs is considered a retrogressive step, and out of line with the general orientation of what is considered development. Existence of this barrier is not limited to just the potential users of IMTs, but is also to be found at highest levels of policy making in the government and donor community. Attitudes do not change quickly, yet they are a critical factor in determining the acceptability and adoption of a new idea. Supply side constraints: a) Manufacturing capacity: Perhaps arising out of weak demand, there is little push by manufac- turers to test and probe the market for new IMTs. It is also not the characteristic of the small-scale manufacturers in Africa to invest in marketing. This further perpetuates the cyde of weak demand to weak supply. An infrastructure for the supply of components, manufacturing and back-up services can only develop sustainably, if a critical threshold of demand is achieved. b) Technical solutions and user perceptions; inadequate links: Most technology transfer projects have gained notoriety for their top-down approach. While direct technology transfer can work smoothy between one technical department and another, or from one team of technical experts to another, transfer of technologies within a social-cultural framework is complex. Many projects have ap- plied a purely technical criteria that fails to take into account the needs, perceptions and the socio- cultural dynamics of a community life. There is evidence that good technology can remain rejected 92 Rural Travel and Transport Program or unknown to potential users. This has happened even in cases where users have adequate re- sources and all the known characteristics of early adopters. KEY QUESTIONS FOR WAY AHEAD An overarching problem in promoting wider use of IMTs is the lack of a coherent and strategic approach that takes into account the accumulated body of knowledge, is well resourced and has an adequate time-frame to allow a maturation of partnerships with the government policy ma- chinery and a wide range of stakeholders. Currently, IMTs initiatives remain small-scale, short termist, fragmented and with limited spheres of influence. Factors that constrain wider adoption of IMTs occur at different but structurally linked levels; these may be locational specific problems, or national and international obstades. The existing IMT initiatives often have insufficient resources, or are limited by their mandates to act on the various tiers of the problem. A new strategic orien- tation is therefore required, focusing among others, on the following issues A STRONG INrELLEcFuAL FRAMEWORK THAT CAN ARTICULATE THE ROLE OF IMTs WITHN A LONG-TERM TRANSPORT PLANNING coNTEXr. The framework through which we currently understand the rural transport problems started emerging in the early 80's. Though pioneering work was largely car- ried out in Africa, capacity for strategic analyses in the rural transport sector has only increased marginally, and mostly consists of practitioners. Lack of a coherent intellectual orientation partly contributes to the peripheral nature of the rural transport debate, and the fragmented of approach evident in projects MAKING A CONVINCING BUSINESS CASE FOR A POLICY MAKERS. In many instances the use for IMTs has been advanced through activism and less through dear business arguments. For NGOs especially, the issue of IMTs has often provided a platform through which different concerns are expressed, be they environmental, gender or poverty. In planning for IMTs it may now be prudent to incorpo- rate elements of investments analysis. Inadequate prior analysis of the market niche for particular IMTs often results in wrong assumptions or wrong expectations. The government through various fiscal, monetary and legal instruments can determine the direction of private sector investments, as well as influencing public perception on particular matters. Rural transport issues in general, and IMTs in particular need to find a position within the government policy framework; this can only happen if sound and convincing arguments are consistently presented to the government. Good projects are a way of building the necessary evidence and credibility BUILDING IEXSTING INmrATTVES. (i)A number of initiatives already exist. It is perhaps worthwhile to build on existing initiatives than to start on new ones. (ii) In addition, there is need to learn from where things happen spontaneously, to understand the catalyctic factors while avoiding interven- ing in a way that destroys ongoing dynamics (iii) In introducing new IMTs, it is perhaps easier to start with areas that have favourable preconditions for adoption, and to anchor initiatives firmly with the local economy 93 14th Coordinating Committee Meeting STRENGTHENIG THE cAPAcrry TO LEARN AND DISSEMINATE LESSONS. There is need to develop more innovative mechanisms on how information can be shared and utilised more effectively. A variety of mechanisms through which people acquire and act on knowledge should be explored. EQurrY CONCERNS. A strategy for promotion of IMTs should consider the process as an important component. The questions of equity between various economic (poor, rich) and social (women, men) categories should be an important concern. REFERENCES Howe, J (1995): Enhancing non-motorised transport use in Africa-changing the policy climate. Transportation Research Board Annual Meeting, 22nd - 261 January, Washington, D.C. Howe, J (1997): Transport for the poor or poor transport? A general review of rural transport policy in developing countries, with emphasis on low-income areas. ILO,Geneva International Road Federation (1997); World Road Statistics. IRF, Geneva. IT Kenya (1999) Evaluation of the Rural Transport Programme. Kaumbutho, P.G., (1997, ed) Agricultural and Rural Transport Project for East Africa. Report of the East Africa Regional Project Planning Workshop, 2nd -81 November, 1997, Thika, Kenya. Njenga, P., (1993) AUse of Donkeys as a Means of Transport for Rural Households in Limuru, Kenya@. International Labour Organisation Njenga, P (1998). Promotion and Dissemination of IMTs - Developing an Investment Criteria. Concept outline Starkey, P.,Intermediate Means of Transport: People, Paradoxes and Progress.Paper presented at an Experts Meeting on Intermediate Means of Transport in Sub-saharan Africa, Gigiri, Nairobi (15t -186 june 1999) United Nations Centre for Human Settlements, Habitat: (1996) An Urbanized World: Global Report on Human Settlements, Oxford Press UNDP (1997) Human Development Report, Oxford Press. World Bank (1996) Poverty Reduction and the World Bank: Progress and Challenges in the 1990s, Washington DC For instance Howe, 1994: defines IMTs as Athose means that are intermediate in terms of initial cost and transport characteristics...between traditional methods of walking and headloading and conventional motor vehides ..(pg 5) 94 i I I i I i 1I i i I I Rural Travel and Transport Program Planning Rural Transport Infrastructure (RTI) John Riverson, The World Bank Introduction * This presentation for group discussion, FN"d summarizes key issues relating to the g\ planning of RTI; and some emerging ideas for addressing these issues; * Link to Poverty Reduction Strategy Papers S and National Community Action Programs. * The group will discuss & share local experiences, add new insights, and prepare summary. Definition of RTI: . . * Rural roads, track and path network which (with services and vehicles) provide access --- : to resources, services, social activities X. which support rural eistence. * Includes infrastructure providing access to high-levels of the road network. 95 14th Coordinating Committee Meeting Context: Elements of Rural Development ./ Inf astrtre Pr oduveSect AcceEnergsy i NoriFar Sector Rural rnpt Soa n cnrServices &N n V *~~~~~ ~ ~ ~~~~~~~Health RrlTrs Quality o_ Atructure Serices 96 A 96 Rural Travel and Transport Program S Context: Elements to Ensure Sustainability * Clearly define a framework for their management and financing; * Establish as key elements of a country's X.**.' rural transport policy and strategy Management aspects 1: * Institutional Arrangements and Responsibilities t 5 * Extent of Decentralization X Local Govemment and Community Ownership * Planning and programming l linkage to overall road & transport network; network size; * selection and prioritization of links in RTI network; 97 14th Coordinating Committee Meeting Management aspects II: o design standards, e.g., designing for basic access; construction and maintenance standards - Basic m 0 | access? .:'* . Execution of Works & their Supervision |' "' i~ . Choice of construction technology Assuring Maintenance & technology choice Government Force Account . Pnvate contractors & NGOs Community Self-Help approaches. Financial Issues: * Insufficient central-local fiscal transfers A A . Focus on major works and new construction capital funds allocations given prority over recurrent Donor support as added incentive - recent shifts. * Insufficient mobilization of local revenues * In-kind contributions insufficient to address | X ~total local needs * Challenge - to identify other local sources of E- srevenue and methods of mobilization 98 Rural Travel and Transport Program Planning Process and Methodology requires: g I *.Priorities and choices need to recognize * resource scarcity * basic needs exceed resources E X * . improved access to as many poor households as possible can achieve significantly improved livelihood * The process of setting priorities requires political, social, physical and economic planning tools all interconnected in their application The Existing Approach and Emerging lessons I * Rural transport policy & strategy formulation - an important political step to address: at e | least, * an overall objective (e.g., poverty alleviation) * basic access needs M mechanism and rationale for the allocation between different levels of networks, regions, sectors, etc. . principles of managing & financing of RTI, etc. * Household transport behavior - e.g., Village Level Transport Surveys 99 14th Coordinating Committee Meeting The Existing Approach and Emerging lessons II: Participation / * The process requires involvement of all } : stakeholders to create ownership and | F contribute to sustainability * Participation is required i at the national level when defining the RT policy & strategy, and . on local level when defining a particular - ~ interventions * assuring accountability and addressing local priorities and contributions Physical Planning for RTI * RTI planning to be an integral part of a LG .X X transport master plan, viz. - part of an overall local govemment development plan (Maps an essential first requirement). . elaborated within the RT policy framework with full local participation . must contain the 'as is" plan and prioritized, needs-based and phased improvements Possible Criteria: provision of "one reliable motorable access to the higher level network per village' 100 Rural Travel and Transport Program The traditional Economic Analysis Tools * Cost Benefit Analysis (CBA) '* * Cost Effectiveness Analysis (CE) * Requirement . Approach must be understood, acceptable and .adaptable" by the local planners or the community The Limitations of Economic Analysis Tools * The CBA approach "breaks-down" on low- k : volume roads with < 50 vpd . road userbenefits (consumerapproach) become difficult to measure S . impacts on production (producer approach) are even more difficult to assess, specially in the case of marginal improvements * impact of climate on roads can be greater than impact of vehicles X HDM-4 was adapted to low volume roads, but better applied to roads with > 50 vpd 101 14th Coordinating Committee Meeting ! S Adapting the Economic Analysis Tools * Cost Effectiveness is the approprate tool in d most situations, but it requires: . a clear objective ( essentially poverty alleviation) 4 | | . a participatory approach . a least-cost design approach * an analysis of altematives (e.g., investments in N | improved rural transport services) . a good cost effectiveness index is 'cost of upgrading to basic access standard per population served" (additionally, poverty indices can be included in the fornula) New Instruments and Analytical approaches * Sustainable Livelihood Approach (DflD) People centered; participation * Poverty Reduction Strategy Paper (new World Bank) * Community Action Programs . Decentralization, Empower communities Matching grants direct to beneficiares & LGs . Participation, local ownership Accountability - Monitonng & Evaluation; Leam by doing. 102 Rural Travel and Transport Program Conclusions * RTI is an essential element of rural development, accessibility 4% * RTI Management and financing framework must be defined as a key element of Rural Transport policy m and strategy - Local revenue sources explored. S l g * Participatory planning in a country begins with .g ;l defining rural transport policy and strategy; RTI forms part of a local govemment plan * The setting of priorities requires the application of l political, social, physical and economic planning .4g tools * Economic analysis tools can be adapted for RTI * New Instruments and analytical tools for greater E-~ local participation, benefits. 103 I i i Ii I i i I i i i f I 14th Coordinating Committee Meeting Designing a Monitoring and Evaluation System for a Rural Travel and Transport Project Michael Bamberger, The World Bank A good M/E system helps ensure that a project * Is being efficiently implemented * Is reaching the intended target groups * Is achieving its intended objectives 2 A good M/E system will . Monitor the use of project inputs . Monitor the effectiveness of the project implementation process . Monitorthe production of projectoutputs . Assess project impacts on the target communities . Assess the effectiveness of project outputs in producing the intended short-term and long- term impacts. . Assess the extent to which these impacts can be attributed to the effects of the project. 3 104 Rural Travel and Transport Program An RTT M/E system should * Extract lessons and best practices for the design of future projects * Provide guidelines for the modification of project design * Provide adequate data for the evaluation of program impact 4 The Basic Monitoring and Evaluation Model 5 105 14th Coordinating Committee Meeting I k igure I Monitonng and Evaluation Model ol the Project Implementabon rrocess Economic and Political Institutional context context within which the within which the project project is implemented is implemented Praec Ipap_tde Piit d Pme hnatsp* phnning 0 P be_. > nd Inputs Socio-economic charactenstics of the communities affected hy the project Stages of the project cycle covered by the M/E system * Project planning and inputs * Implementation process * Output * Short and long term impacts * Project sustainability 106 Rural Travel and Transport Program Project implementation and impacts are also affected by * The organizational and institutional context * The economic and political context * The social and economic characteristics of the communities 8 Figure 3 Apply te Monitoring and lvalus on Mod e T anzania ViUage iiravel and I ansport roject Economic and Pobtical Institutional context context within which the | within which the project project is implemented is implmented Pix>ject oroject n roject outputs Short c nd long Sustainability Inputs Implementatio Impraved and tert impacts Road n process . ne roads- and travel time niafistru1re conswticon - Focus group.; foolpaths, w omen rediced, easier . mantamed ,donl;ey, comnmnity use bi:ycles and access to rarkets, Stronger bicycles, mnagement donkeys, more children . .conumuniy constrution groups i-luding han4-ps, attend school, . .group" of water w omen, training, grinding mills. incorne increases, Netwvorks created PUMnPS, fernkl extewsbn wornen enter labor . .Cost-recovery technical w orkers marke women's . .Agencies more assistance stats infamnily . .gender serlitLve enhawaed Socio-econom c characteristics or the communities affected by 107 14th Coordinating Committee Meeting Key questions for designing a M/E system * What indicators should be used to measure and monitor each stage of the project? * How should the information be collected? * How to measure quality and effectiveness? * How and when to communicate findings to managers and 10 stakeholders? Key questions continued.... * How do we assess the benefits and impacts produced by the project? * How to assess whether pilot projects have been successful. 11 108 Rural Travel and Transport Program Developing and using indicators Good indicators should * Cover all stages of the project cycle * Provide essential information needed to monitor progress, identify problems and assess results * Provide information which can easily be used by managers and policy makers * Be objective and easily measurable * Include the minimum number possible 12 Examples of indicators for a feeder road project * Planning and * Stakeholder groups inputs consulted * Funds approved and available * Implementation * Equipment available process * All community included in planning and implementation * Outputs * Targets set for women representatives * Local organizations established at distnct level * Km. Roads constructed/ upgraded 109 14th Coordinating Committee Meeting Feeder road indicators page 2 * Impacts * Increased household income * Higher proportion of girls attending school * Increased agricultural production * Widerrangeof goods available in 14 villages Feeder road indicators page 3 * Sustainability * Cash payments for road maintenance * Community labor for road maintenance * Condition of roads 1, 2 and 5 years after construction 15 110 Rural Travel and Transport Program M/E systems must identify all stakeholders and ensure their information needs are covered. * All community groups affected by the project * Local government agencies * National government agencies * NGOs * International development agencies 16 Individual M/E studies can be conducted each using the methods best suited to the particular issue being studied 14th Coordinating Committee Meeting But to assess the overall progress of a program involving many different activities .... An evaluation system is required Logical framework analysis [LOGFRAME] Is one of the best methods for setting up a monitoring and evaluation system 112 Rural Travel and Transport Program LOGFRAME helps define the basic assumptions on which the project design and implemention systems are based. 21 LOGFRAME monitors the following logical sequence of activities...... 22 113 14th Coordinating Committee Meeting If certain inputs are used effectively then certain outputs will be produced if the outputs are produced then certain impacts will be achieved Example Using LOGFRAME to monitor and evaluate the impacts of a feeder road on women If feeder roads are upgraded then women will take more agricultural produce to market then household income will increase and women's economic status will improve 25 114 Rural Travel and Transport Program Main kinds of MIE studies See Handout Annex I for details Question Study * Are RTTP activities * Monitorng study being implemented on schedule? * Are women fully * Gender involved in all stages? responsiveness * Are the activities assessment study producing their intended benefits? * Impact evaluation 26 Main kinds of studies page 2 Question Study * Are the activities * Sustainability sustainable? assessment * Were the pilot * Replicability interventions assessment successful and could they be replicated? 27 115 14th Coordinating Committee Meeting Framework for Delivery of Rural Transport George Banjo, RTTP Regional Advisor, Harare ,U 'Q ') EL C Q GD Donor financing ' a, E 4- qo t qoand a t' 0 0 . 0 O coordination 15 Poks IPasel Phase III t o Diagnosisand PoliPhasyD Policy Development Plc Analysis Implementation' Mode o country Mode of country parficipat'ion paGcatRTTP fatiiRation tSupport of matured Type of RTP for thefinancingcounitries to RTTP' Typ3e of R1lP of investments Type f RTTP Type of RTTP'' support Cosbte support RTTP overhead Cos e t0lm RTTP overhead ovRT ovead 0 o Donor support at the o @ local level 0. C RTTP participation criteria 116 uriteres a-acces au r i ivwm Engagement du pays C) CritHres de transition Validation du processus a , Criteres de transition Validatin de la StratAgie 3et1 ou3et2encas o q 4~4 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0( OL~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~~~- C) d'evolution du cadre general de politique 14th Coordinating Committee Meeting Closing Remarks Maryvonne Plessis-Fraissard, Sector Manager, The World Bank Ladies and gentlemen, At the end of this 14th annual coordination meeting of the RTTP, I would like to share with you a number of observations on the status of the program emerging from our observations of the work done here, and to propose a number of improvement in our practices, and here with ours, I mean the country delegations, as well as the Bank, in response to comments and suggestions from vari- ous parties during these three days. First, I would like to congratulate you on the richness of the debate on this complex subject of rural transport for which we RT`IP today serves as a world class reference point. Yes, it is no exaggeration, nor a rhetorical formula coined for an emphatic closing remarks: Today, the renown of the process of transport strategy definition has earned Africa the World Bank's Presidential Award for Excellence. And, we are receiving requests from Asia, Latin America and Eastern Eu- rope to share with them examples of experience with RTTP, which is therefore beginning to project its experiences beyond the borders of Africa. I would like to congratulate you on the geographical expansion of the program and its dyna- mism, which is manifesting itself through the-rapid development of new ideas and the continuous enrichment of the debate. In this context, I draw your attention to the recent establishment of an additional position of regional adviser in the field stationed in Abidjan and intended to cover western Africa and focusing also on French-speaking countries in the entire continent. The effort of integration of ideas and experience across the Anglo-French language barrier is also worth noting. The success of the RTTP brings with it a certain number of problems, which needs to be ana- lyzed with candor to permit us to surmount them. Because it has grown rapidly, the program today indudes countries at very different stages of progress in program development. It is now necessary to identify clearly the different stages of the program in order to specify the different needs of participants in the early, medium and mature stages. There are countries, which are clearly in an initial period of analysis whereas others have lately completed the definition of their rural transport policies, and certain others are beginning to inquire about financing the third stage of implementation. While the stages of diagnostic analysis and of policy implementation need sustained attention in the form of institutional and analytical reform from RTTP, the third stage of R1TP needs financial support on a much larger scale than can be envisaged under the RTTP at present. Countries approaching the third stage may continue to participate in the RTllTP as senior members. They will be called upon to contribute to RTTP in a different fashion sharing their experience and mentoring the new countries. The specific contribu- 118 Rural Travel and Transport Program tion of RTTP wil be to serve as guarantor of the program presented to the international financing conmmunity, as well as being an intermediary promoting third party financing needed to imple- ment the rural transport policy. This may occur within a sector project or within in a multi-sectoral decentralisation program aimed at addressing related to poverty alleviation. It should be noted that the process of graduating from one stage to another is in fact iterative. And, the update of fiscal, sectoral or decentralization policies may pose a challenge for the refor- mulation and revalidation of transport policy, thereby bringing back the country from phase 3 to phase l or 2 to address pertinent issues. Since it is both flexible and open, the program will adopt a process of selection carrying the advantage of letting countries develop their analysis and policies within their own decision frame- work. This practice, however, may stretch the limited resources of RTTP without highlighting which participants are truly committed to reaching tangible results. We now need to define mini- mum conditions necessary for a country to continue to be considered an active member and to receive support from the RTTP. Because the program has worked on a demand basis, it has provided support in a very flexible way. This, however, has not allowed us to single out in each case the specific RTTP-related activi- ties among all donors activities nor has it permitted us to assess the unit cost of each stage of the R1TP. Today, we propose that each country confirms the status of its country program within the framework laid out above: Phase 1: analysis; Phase 2: policy development; Phase 3: policy imple- mentation. The transition criteria from one phase to the other arec dear. Government commitment is required to enter the program, and also to advance beyond policy development; this will permit us to better serve the country by providing the specific support tailored to the stage of progress of RTTP. It will also permit us, and the participating country, to better monitor the progress of R-TP, induding costs at each stage, and to facilitate financing of the programs coming on stream. Finally, this will also permit timely start of the process of assembling financing packages for the third stage, implementation. Ladies and gentlemen, the proposals presented to you here change neither the letter nor the spirit of RrTfP. They simply spell out a method to better plan the management, measure impact and promote a better quality of services to all participants. These proposals reconfirm the strategic positioning of the RITP among other tools for develop- ment and financing of the transport and rural development sectors. 119 14th Coordinating Committee Meeting Finally, these proposals seek to maximize access by the rural transport sector to intellectual, institutional and financial resources. Later we will contact each participating country seeking its acceptance of these proposals and to invite it to identify the stage reached within the framework above. In this manner, we would seek to ensure that, at the next donor meeting, probably in April of next year, we will be able to discuss and confirm these arrangements with our donor partners for a possible renewed and vigorous financing of the R1TP. Thank you for your attention I wish you a safe return to your respective countries and the best of success in the pursuit of your R1TP programs. 120 Rural Travel and Transport Program Discours de cl6ture Maryvonne Plessis-Fraissard Mesdames et messieurs les delegu6s, A l'issu de cette 14eme reunion annuelle de coordination du PTMR, je voudrai partager avec vous un certainnombre de commentaires sur l'6tat du programme qui emergent de notre obervation de vos travaux, et proposer un certain nombres d'am6lioration a nos pratiques, je veux dire les notres dans les delegations aussi bien qu'a la Banque, en reponse aux commentaires et suggestions recueillis des uns et des autres pendant ces trois jours. Tout d'abord, il convient de vous feliciter de la richesse des debats sur le sujet complexe du transport rural pour lequel le PTMR sert aujourd'hui de reference au niveau mondial. Oui, ce n'est pas une exageration ni une formule rhetorique propre a un discours de cl6ture emphatique: Aujourd'hui, la renomm6e du processus de d6finition de strategie du secteur des Transports a valu a Y'Afrique le prix du president de la Banque Mondiale, et nous recevons des requetes d'Asie, d'Am6rique Latine et d'Europe de l'Est pour partager l'experience exemplaire du PTMR dont la renommee depasse les hmites de l'Afrique. I1 convient aussi de vous feliciter de l'expansion g6ographique du programme et de sa vigueur qui se mat6rialise par l'6volution rapide des idees et 1'enrichissement continuel des debats. Consciente de cette expansion, la Banque vient de creer le bureau d'Abidjan pour un meilleur suivi sur le terrain des activites de la sous-region. L'effort d'intgration des idees et des experiences a travers la barrinre linguistiques franco-anglaise est aussi tout a fait notable. Le succes du PTMR amene avec lui un certain nombre de difficult6s qu'il est ncessaire d'analyser avec candeur pour pouvoir les surmonter: Parce qu'il a cru rapidement, le programme voit aujourd'hui ses delegations participer avec des etats d'avancement des travaux tres divers. II est necessaire de stratifier les 6tapes du programme afin de darifier lesbesoins specifiques divergents des particiants debutants et des 6quipes doyennes. II y a en effet des d6l6gations qui sont clairement dans une periode initiale d'analyse et de diagnostique, tandis que d'autres ont largement entamer la d6finition de leur politique de trans- port rural, et que certaines, enfin, commencent a se poser la question des financements de la troisieme etape, celle de la mise en application de politique. Tandis que les etapes d'analyse et de diagnostique, et de formulation de la politique requierent une attention soutenue sous forme d'appui institutionel et technique specifique au PTMR, la troisieme etape de mise en application requiert 121 14th Coordinating Committee Meeting un soutien financier d'une 6chelle bien superieure a celle qui est envisageable dans le PTMR. Les del6gations qui arriveront A la troisieme 6tape, continueront de participer au PTMR en tant que membre senior. Elles seront appellees a contribuer au PTMR d'une facon differente, en partichlier en partageant leur experience, en parrainant les membres debutants, et en servant de promoteur du PTMR. La contribution sp6cifique du PTMR sera pour elles d'etre le garant de leur programme aupr6s de la communaut6 internationale des bailleurs, et l'intermediaire qui assure les financements tierces necessaires a la mise en execution de la politique du transport rural, dans un cadre appropri6, soit projet sectoriel ou programme de decentralisation multisectoriel. I1 faut remarquer que ce processus de passage d'etape en etape est un processus iteratif, et que la remise A jour des politiques fiscales, sectorielles ou de d6centralisation peut remettre en cause la politique de transport rural et l'amener a etre reformulee et revalidee, ramenant ainsi le pays de l'tkape trois a l'tape un ou deux. Parce qu'il se veut flexible et inclusif, le programme prevoit un processus d'auto selection souple qui a l'avantage de laisser les pays developper leurs diagnostiques et leurs politiques selon leur propre dynamique d6cisionnelle. Cette pratique cependant revient a disperserles ressources limit6es du PTiR sans vraiment valoriser l'effort des participants les plus assidus ni stigmatiser le manque d'engagement de certains gouvernements envers leurs 6quipes de coordination du PTMR. I1 est necessaire aujourd'hui de definir les conditions minrimales n6cessaires pour continuer a etre consider6 comme membre actif et continuer A recevoir l'appui du PTfMR. Parce qu'il se veut dimensionn6 a la demande, le programme a distribu6 son appui de facon souple. Cette flexibilite a permis une approche opportuniste qui complete au mieux les autres options de financement. Elle ne facilite pas cependant la mesure de la contribution specifique du PTMR parmi les autres activit6s des bailleurs, ni la quantitification les cofits unitaires de chacune des 6tapes du PTMR. Nous proposons aujourd'hui que le statut de chaque d6l6gation soit confirm6 par rapport au trois 6tapes d6finies plus haut: etape 1: analyse et diagnostique; etape 2: elaboration de politique, et d6finition du programme d'execution, et: 6tape 3: mise en application de la politique. Les criteres de transition d'une 6tape a l'autre sont claires: pour entrer dans le programme, il convient de confirmer l'engagement du gouvernement. Pour passer a l'etape d' 6laboration de politique, il convient d'en avoir valider la processus. Enfin, pour entrer dans l'6tape de mise en execution, il convient d'avoir valider la politique de transport rural et d'en avoir assurer le financement global. 122 Rural Travel and Transport Program Cette description des statuts en etapes nous permettra de mieux servir les pays par un appui qui reponde de facon sp6cifique A l'etat d'avancement de leurs travaux. Cette description nous permettra de rendre compte aux bailleurs de facon mieux chiffr6e des progres du PTMR, et de mesurer les couats unitaires de chacune des 6tapes afin d'assurer le financement du programme pour les candidats A venir. Cette description nous permettra, enfin, de dedencher A temps le processus de recherche de financement pour la troisieme etape, celle de la mise en application des politiques. Mesdames et messieurs, les propositions que nous faisons aujourd'hui ne changent ni l'esprit ni la lettre du PTMR. Elles formalisent simplement un cadre methodologique permettant de mieux avaliser sa gestion, de mesurer son impact de facon plus transparente et rigoureuse, et d'assurer le meilleur service de tous les membres participants. Les propositions que nous faisons aujourd'hui reconfirment la vocation de developement des connaissances et de developpement de politique sectorielle du PTMR. Elles reconfirment le positionnement strat6giquement du PTMR parmi les autres outils de developpement et de financement des secteurs des transports et du developpement rural. Enfin, les propositions que nous faisons aujourd'hui cherchent A optimiser et A maximiser l'acc6s du Transport Rural en Afrique aux ressources intellectuelles, institutionnelles et financieres en assurant la promotion et la perennit6 du programme PTMR. Une lettre sera addressee a chacun des participants pour confirmer ces propositions, et pour inviter chacun a se placer dans le cadre speifie ci dessus. Nous voudrions ainsi assurer que, d'ici A la r6union des bailleurs d'avril prochain, nous soyons en mesure d'evaluer le statut du programme dans ce cadre methodologique renove et de le soumettre A la consid6ration des bailleurs pour lui insuffler une nouvelie vigueur. Je vous remercie de votre attention et vous souhaite un bon retours dans vos pays respectifs et le meilleur succes dans l'ex&cution de vos programmes PTMR. 123 14th Coordinating Committee Meeting Closing Remarks Thami Manyathi, Chief Director, Department of Transport, Kwa-Zulu Natal, Mr. Manyahti gave an inspired dosing for the RTTP Coordinating Meeting on behalf of the host country by recalling Mr. Harvey's opening address: that it was appropriate for this meeting to take place in South Africa because the country has a renewed focus on rural development and because the Office of the President has just launched an initiative on Integrated Rural Development. A number of take azvays were identified by the speaker: * countries are unique but also similar: they can learn from each others' experiences, share infor- mation * development on the continent is difficult and the need of the different countries are substan- tial: after many years we're still dealing with the same challenges, South Africa is in a privi- leged position, globalization need to be taken on * limited resources: better use thereof through better coordination and integration of programs by development agencies and donors, location of facilities * gender: take it more seriously as women bear the brunt of transport burden, awareness has been raised but this is not enough, make a personal commitment as gender and rural transport are not glamorous issues, increase the number of women participants in the RTTP * campaign against HIV/AJDS: devastating effect in rural areas and on rural development * information technology: overcome limited resources, improve sharing of experience * donor agencies: continue to have a critical role to play but guard against dependency, M&E is essential to make sure that lessons are drawn and applied Mr. Manyathi dosed by remarking that rural development is not for the faint-hearted. He wished that the meetingwould have renewed focus and vigor and established much needed contact amongst people committed to rural transport. 124 Rural Travel and Transport Program ECA Statement at the Closing Session E. Dhliwayo, ECA Representative Honorable Minister Madame Chairperson Representatives of Donor agencies and NGOs Distinguished delegates On behalf of the Economic Commission of Africa, and on my behalf, I am privileged and honored to make a statement during the dosing session of this important meeting. Allow me at the outset to thank the Government and people of the Republic of South Africa for the warm welcome and hospitality extended to the participants since our arrival to this beautiful country and its vast endowments. During the opening session, the World Bank, Sector Manager, Representative of the country coordinators, Representative of the host country and the Chief Executive of the Independent De- velopment Trust of South Africa, set a stage for this gathering through the deliverance of very inspiring keynote statements. The statements indeed identified some key issues, which were further developed in the vari- ous presentations, supported by country presentations, and debated upon in working groups and plenary sessions. I shall not attempt to elaborate on the exhaustive and focused discussions that took place, but say, that since the inception of RTTP in 1989 with a vision to undertake research and develop the findings into implement able programs, an overall assessment of the program shows the realization of what was envisaged. RITP has commenced bearing the fruit, which has been long awaited. This is a program that ECA values highly and as we develop a joint Gender/ RTTP program, we expect its impact to be very far reaching and we are ready to extend our cooperation programs in this very important area which contributes to rural development. It is my sincere wish that the problems and possible solutions, issues and the strategies devel- oped will go a long way towards the development of rural transport for all, contribution to pov- erty alleviation, the increased attraction for investment in rural areas, and the resulting positive contribution by rural folk to the overall national economies as we move into practical programs for the realization of the Abuja Treaty. In conclusion, Madame Chairperson, let me thank the participants for their zealous participa- tion at every level in this meeting and also congratulate the organizers of this Meeting, induding the very hardworking support staff for a job well executed. 125 14th Coordinating Committee Meeting Discussion Groups Progress of RTTP The discussion of this session centered on progress by RTTP countries and cooperation with vari- ous agencies and initiatives. Countries advance at different speeds in the formulation and imple- mentation of the rural transport agenda. Gains can be quickly reversed when there is a change of government or policy priority. Participants agreed that it would be useful to define certain charac- teristics and eligibility criteria for the admission into the program and the advancement therein. The key ministry for rural transport policy will depend on the country. While in certain cases the Ministry of Public Works might be the champion, it might be the Prime Minister's Office in other countries. It is, however, critical that the program recognizes the pivotal role of local governments. The Northern Province of South Africa has realized the need to decentralize decision making to the local level but also faces limited capital and institutional capacity at that level. Cooperation with organizations, such as the ILO and the International Forum, has become much doser of the last few years. Quarterly meetings on rural transport in Harare illustrate that infor- mation sharing is very important and that such collaboration at a donor hub can be useful in coordinating activities in neighboring countries. 126 Rural Travel and Transport Program Framework for Delivery of Rural Transport There was a great deal of interest in the new Gender and Rural Transport Initiative, which was introduced as a catalyst for country level action that focuses specifically on RTTP countries. Given the multitude of donor financed pilot activities on gender issues, national RTTP offices would play an important coordinating role. Information on the initiative would be made available through a web-site and, while internet access remains limited in the target countries, it is hoped that at least one agency would have access and distribute information to others in the country. Ninety percent of the transport burden in Africa is carried by women and it is high time to recognize that the Bank and other donor agencies so far haven't been able to address this issue efficiently. This initiative presents a modes attempt to provide seed money to change the situation but it dearly needs to work through knowledge management and thematic groups in order to link up with practitioners/task team leaders and thus have an impact on the ground. Self-help initiatives can only succeed if there is evident isolation and lack of other support mecha- nisms. The issue of unpaid labor raised much debate and the importance of dearly identifying the beneficiaries of road improvements was underlined. Differing practices by donor agencies tend to blur the picture. Unpaid labor should only be used if there is no access to funding and if support is limited to some technical assistance. 127 14th Coordinating Committee Meeting Rural Transport and Regional Integration Development models proposed by governments or regional or multilateral institutions often cre- ated a certain amount of skepticism. The example of Zimbabwe was cited, which in 1981 had made the political decision to create growth points as a means to redress regional imbalances. Unfortunately, the growth points were chosen by political not economic consideration and, there- fore, failed. Recent developments in information technology and imaging can assist in regional integration and in creating economies of scale. The use of spatial planning and GIS can help government and communities make informed choices about infrastructure investments - for example, access roads or magnet schools. This becomes more and more critical as many rural areas produce labor rather than products, and investment in education is the key to upgrading the social capital of these regions. Market failure make the intervention of government necessary to correct regional imbalances. The problem is, however, that existing regional institutions cannot initiate and carry through projects such as the Maputo Development Corridor. At a more local level, local governments don't yet have the capacity to reach out and create inter-district linkage and growth areas. 128 Rural Travel and Transport Program Group Work Sessions When intervening at the subsistence level it would appear more reasonable to target men and women equally. In fact, one should strive for an equilibrium. However, this has rarely been achieved. There was no consensus on the role of IMT. While the presenter considered lIMT a time-limited solution because he did not consider it a modern mode of transport, others proposed that IMT was about providing options with regards to technical, economic and social needs. 129 14th Coordinating Committee Meeting Part II: Country Reports CAMAROUN Grdce Esther ESSOMBE, Coordonnateur national Hippolyte ETENDE NKODO, Assistant technique Grandes evolutions Le programnne de travail presente au cours de la 13e reunion annuelle a e revis6 en fonction de l'evolution du contexte et de l'avancement des projets porteurs de la politique de transport rural en cours d'execution au Cameroun. Le nouveau plan d'actions a ete elabore pour permettre l'avancement de la composante << routes rurales>> du projet sectoriel des transports et l'evolution vers 1' 6laboration d'une strat6gie de transport rural. Sur le plan des infrastructures, la mnise en ceuvre de la nouvelle strategie d'entretien des routes, basee sur le partage des responsabilites, la decentralisation et la participation communautaire, s'est poursuivie par le demarrage d'un projet pilote comprenant les etapes suivantes: * Sensibilisation et information des communautes sur les opportunit6s de financement offertes par le projet pilote, * Planification participative et prise de d6cision au niveau local, * Travaux de rehabilitation des routes sur lesquelles un engagement des populations a et obtenu, * Execution de l'entretien courant par les communautes et les communes rurales. Les actions retenues a cet effet portaient sur: * l'organisation d'un atelier d'internalisation a l'intention de l'Administration, * une mission d'appui pour la mise en place d'un m6canisme de suivi- evaluation de la mise en ceuvre de la SERR, * une mission de consultant juriste pour l'appui a la preparation du cadre reglementaire d'application de la SERR, * un voyage d'etude au Ghana et, * l'installation d'un systeme d'information g6ographique sur les routes rurales. U Sur le plan des services de transport, la situation a peu 6volu6; l'absence d'une politique pour le transport rural n'a pas e comblee, notamment l'etude envisagee sur financement de la BAD et relative au transport rural n'a pas pu demarrer. Aussi le actions suivantes avaient e retenues: * une 6tude sur le transport fluvial et lacustre, * un atelier de restitution de cette etude et, * un appui de consultant sur le transport fluvial. Uann6e 1999 e marqu6e sur le plan institutionnel par la mnise en place d'un comite de pilot- age et d'une Cellule technique pour le PTMR et le d6marrage de ses activites. Au sein du Ministere 130 Rural Travel and Transport Program des Travaux Publics, il a et cre une structure speciale en charge des routes rurales. En outre, un cadre 1lgislatif et reglementaire est en train d'etre mis au point pour permettre aux communautes d'assumer leurs responsabilit6s en matiere d'entretien des routes. Activites de I'annee 1999 Mise en place d'un programme PTMR- Cameroun CREATION D'UNE CELLULE TECHNQUE DU PTMR. Les Ministres des Transports et des Travaux Publics ont pris une decision commune cr6ant la Cellule de Technique du PTMR et en ont designe le responsable. Le Comite de pilotage forme des repr6sentants de Y'Administration, des bailleurs de fonds et des operateurs prives, a tenu sa premiere reunion. Strategie du transport rural ETUDE SUR LE TRANSPORT PAR VOIE D'EAU. L'objectif de l'tude sur le transport par voie d'eau etait de proposer sur la base de la caract6risation du probkme du transport fluvial et lacustre, une strategie visant l'amelioration des conditions du transport utilisant les voies d'eau. L'etude a et6 realis6e par un consultant qui a reniis son rapport provisoire. Un seminaire de restitution de l'tude ci- dessus a permis aux principaux concern6s d'enrichir le diagnostic pose par le consultant, en proposant des axes d'actions pour les etapes devant mener a la definition d'une strategie pour le d6veloppement de ce mode de transport. Enfin, des experts de la CEA, de la Banque Mondiale et de l'IFRTD ont fourni un appui pour la redaction finale du rapport diagnostic et des recommandations du s6minaire. ECHANGES D'EXPERIENCES Er TRAVAIL EN RESEAU. La Cellule Technique a eu a participer a la r6union des experts sur le developpement des moyens intermed.iaires de transport en Afrique sub- saharienne, tenue a Nairobi au mois de Juin 1999. Cette reunion a aide a une meilleure comprehension des etapes devant conduire a la definition d'une strategie globale et la pr6paration d'un plan d'actions national. Entretien des routes rurales Le PTMR a finance quatre actions visant a appuyer la mise en ceuvre de la strategie d'entretien des routes rurales. ATFEIER D'INTERNALE;ATION DE LA STRATEGEE. Cet atelier s'inscrit dans le cadre du renforcement de la Strategie d'entretien des routes rurales et de la recherche des moyens de sa perennisation. Le processus qui a conduit a la definition de cette strat6gie a connu la participation des differents partenaires impliques, mais n'avait pas pernmis a l'Administration de s'interroger sur son propre role et d6finir les moyens de sa participation. L'objectif de l'atelier etait d'engager un processus de 131 14th Coordinating Committee Meeting responsabilisation des administrations A travers une darification des r6les. It a abouti a * un consensus sur les principes de la coordination entre les differentes administrations, * la precision du r6le financier de l'Etat; * lY6bauche d'un plan d'actions engageant les administrations. MECAN1SME DE SUMVI -EVALUATION DE LA STRATEGE: Le projet pilote appuyant la mise en ceuvre de la strategie d'entretien des routes rurales vise la r6habilitation de pres de 800 km et leur transfert aux communes et communaut6s beneficiaires en suivant un processus de decision participatif impliquant toutes les parties prenantes. A cet effet une campagne de sensibilisation des populations et des autorites locales sur ce processus est en cours, menke par trois ONG, et doit aboutir a l'identification du programme de travaux. Afin de pouvoir garantir les pleins effets a cette campagne de sensibilisation et evaluerulterieurement son impact ainsi que la mise en ceuvre de la Strategie, un suivi 6valuation a ete initi6, et une mission de mise en place du mecanisme appropri6 a et effectue au cours de cette annee sur financement du PTMR. Le m6canisme couvre le suivi de: • l'adoption de La strat6gie et la participation communautaire, * l'execution des travaux de rehabilitation et d'entretien, * les facteurs institutionnels assurant le succes. M1SE EN PLACE D'UN CADRE REGLEMENTAIRE POUR L'APPLICATION DE LA STRATEGIE.Un consultant a ete recrute pour appuyer la Direction des Routes a la pr6paration du cadre legislatif et r6glementaire permettant aux communautes de prendre en charge l'entretien des routes apres leur rehabilitation,. La mis- sion devait conduire A des propositions relatives a l'organisation du dispositif juridique applicable aux routes rurales ainsi qu'a celles des projets de lois et d6crets y afferents. ECHANGES D'EXPERENCES. Dans le cadre de la promotion des echanges d'experiences sur la definition d'un concept HIMO et la gestion du r6seau routier, un voyage d'6tudes a ete effectue a la Depart- ment of Feeder Roads (DFR) Ghana. Le voyage a port6 sur les trois centres d'int&r&t suivants: * Organisation pour L'entretien des routes rurales, * Systeme de gestion des routes, * Participation communautaire et creation d'emplois ruraux par les travaux HIMO Problemes persistants Les problemes persistants qui n'ont pas trouve de solution au niveau du Cameroun sont les suivants: * Financement -Augmentation des ressources -Mise en place des mecanismes perennes de financement 132 Rural Travel and Transport Program * Integration des plans d'actions du FTMR dans les programmes sectoriels finances par les bailleurs de fonds, de maniere a faciliter l'inflexion des politiques. Programme de travail 2000 Poursuite des riflexions sur le transport rural et les routes rurales * Finalisation de la strategie du transport fluvial par les etudes complementaires * Diss6mination de la strategie des routes rurales par des seminaires regionaux * Etude diagnostic sur le transport rural * Preparation du document global de strategie du transport rural * Ateliers nationaux et regionaux sur le transport rural Renforcement des politiques * Reduction de la pauvret6 -Integration et prise en compte de la strategie nationale de lutte contre la pauvret6, -Appui de consultant pour la definition d'un concept HIMO. * Genre: -Etude des probkmes sp6cifiques des femmes et des groupes defavoris6s, -Organisation d'un seminaire de sensibilisation sur les problemes d'equit6 homnmes/ femmes, -Elaboration d'un plan d'int6gration des femmes dans les projets de transport rural. Augmentation des capacites de gestion et de planificah'on * Mise en place d'un systqeme d'information geographique -Appui de consultant pour la nise en ouvre, -Equipement informatique -Formation. * Ateliers sur la d6finition des standards des routes rurales et des petits ouvrages d'art ruraux Capitalisation de 1'expirience pilote * Production et publication des documents de ref6rence sur la strategie des routes rurales -Procedures, m6thodes et outils * Snminaires de formation des structures nationales et locales, des communes sur les m6thodes et outils. 133 14th Coordinating Committee Meeting ANNEXES Budget Le premier budget du PTMR du Cameroun ete elabor6 et mnis en ceuvre en Juillet 1999. Son montant global s'eleve a US$160.000. I1 se r6partissait selon les rubriques suivantes: seminaires, 6tudes, voyages d'etudes, Equipement et fonctionnement, transports, et publications. Ala fin du mois de Novembre, les engagements s'elevaient a $137.632, soit pres cinq mois d'activit6s. L'ex6cution de ce budget a cependant connu des difficultes li6es aux proc6dures de decaissement, mais d'une maniere generale, son taux d'execution, 86,02%, est relativement eleve au regard de la date de sa mise en ceuvre. Le projet de budget 2000 est bati en continuit6 des actions de l'annee prec6dente. Les tableaux ci- apres montrent le detail des differentes rubriques de ces budgets. I- EXECUTION DU BUDGET 1999 Rubrique Prevision Execution Reliquat I- Seminaires Atelier national d'intemalisation de la SERR 30000 23350 Atelier de restitution de I'etude sur le transport 30000 29151 fluvial S/total I1 60 000 52 501 7 499 II- Etudes et consultants Etude sur la strat6gie de transport fluvial et lacustre 30000 34000 Consultation juridique routes rurales 6000 6500 Suivi- evaluation de la sensibilisation sur la SERR 20000 22981 Expert CEA en transport Fluvial 0 2700 S/total 11 56 000 66 181 -10 181 III- Voyages d'etudes Voyage d'etudes au Ghana 4800 6612 Autres voyages 2800 0 S/total III 7 600 6 612 988 IV- Equipement et fonctionnement Equipements bureautique 5800 9564 Fonctionnement 5200 74 Systbme d'information geographique 6000 0 S/total IV 17 000 9 638 7 362 V- Transports _ Transports divers 9400 2700 S/total V 9 400 2 700 6 700 Vl- Publicite et Publications Editions 2000 0 Supports audio- visuels 5000 0 Plan m6dia 3000 0 S/total VI 10 000 0 10 000 TOTAL GENERAL 160 000 137 632 22 368 134 Rural Travel and Transport Program 1- PROPOSITION DE BUDGET 2000 RUBRIQ I ACTIVITES CALEN DELAIS MONTANT OBSERVAT UES DRIER IONS SEMINAIRES Seminaires regionaux sur les routes rurales Jan 00 4 j 20000 Atelier sur les standards et les petits OA ruraux Mai 00 2 j 15000 Seminaire sur 1'equite H/F dans le transport Jul 00 2j 15000 Ateliers de formation sur 1'entretien des routes Sep 00 15 j 25000 rurales Atelier national sur le transport rural Oct 00 3 j 15000 Ateliers regionaux sur le transport rural Mars 01 1 mois 0 ETUDES ET CONSULTANTS I_0 Etudes complementaires sur ie transport fluvial Dec 99 2 mois 10000 Rapport sur l'integration de la strategie Fev 00 1 mois 5000 nationale de lutte contre la pauvrete Mise en oeuvre du Systeme d'lnformation Fev 00 3 mois 14000 Geographique pour les routes rurales (GIS) Diagnostic sur les problemes des femmes et Mars 00 1 mois 10000 groupes defavorises dans le transport rural Appui a la definition d'un concept HIMO Mars 00 1 mois 12000 Diagnostic sur le transport rural et elaboration Jul 00 1 mois 10000 d'un plan d'adoption de la strategie de TR Appui a la preparation du document de Nov 00 15j 5000 strategie de transport rural VOYAGES D'ETUDE _ 0 Madagascar 13000 Taiwan 0 KENYA 7000 ILO Assist EQUIPEMENT FONCTIONNEMENT 0 Equipement de Bureau et fonctionnement 5000 Equipement Informatique pour GIS Fev 00 6000 Comite de pilotage 6500 TRANSPORT 0 I Transports divers 10000 PUBLICATION 0 Edition de brochures 2Q000 Confection de supports audio- visuels 5000 Plan media 3000 213 500 135 14th Coordinating Committee Meeting ETHIOPIA by Mulugeta Demissie, RTTP Country Coordinator The agricultural development-led industrialization (ADLI) policy of the country postulates using agriculture as a springboard for other sectors. The strategy proposes broadening agricultural pro- duction efforts through introducing improved technology and increased land utilization. The suc- cessful implementation of the strategy depends, to a large extent, on developing effective trans- port systems to access the areas of agriculture potential, socio-economic facilities, and services centers However, the existing limited road network and conventional motorized vehicle fleet of the country are not sufficient to provide adequate transport services. Ethiopia has one of the lowest road densities in Africa (0.025km per sq. km or about 0.43 km per 1,000 population) which is far below the African average. Vehide ownership, on average is about one vehide for every 610 per- sons in urban areas and is as low as one vehicle for 4000 persons in rural areas. Due to the low coverage of road infrastructure, the poor state of the road network and a small national vehide fleet, large parts of the country are beyond the reach of modem transport. Motor- ized transport accounts for ordy about 20 percent of total travel and transport demands of the country; the balance depends on traditional methods e.g. head-loading, backpacking and pack or draft animals. Clear links have been demonstrated between poverty, food insecurity and the exist- ing transport system. Especially during peak labor periods, transport by walking constrains agri- cultural production and marketing. Without any improvement of the transport system, rural in- come cannot increase. Restricted access to markets, agricultural extension services and places of employment has immediate negative impacts on rural income. Bad access to education, health service and information hampers social progress, entails low labor productivity, restricts produc- tion opportunities and thus constrains the long-term envelopment process. As part of the effort of overcoming this problem, the GOE has launched a ten-year Road Sector Development Program (RSDP). However, even the full implementation of the RSDP will only reduce the proportion of farm land which is more than six hours walk to any type of all weather road from 65 percent at present to 25 percent by the year 2007. While the stabilization and expansion of the main Federal road network is relatively well cov- ered by interventions now in hand, or in the pipeline, it was deemed necessary, as a component of the RSDP, to develop Rural Travel and Transport Strategy (RTTS) as a framework for a Rural Travel and Transport Program (RTTP) which would specifically address the deficiencies in rural transport services to reduce the hindrance they impose on rural development. Cognisant of these needs, the rural roads and transport strategy was formulated in 1998/99. As part of this strategy a rural travel and transport program (RTTP) has been prepared to tackle the rural travel and transport problems. 136 Rural Travel and Transport Program Bases for RTTP Program Formulation The process of formulating the country's rural travel and transport program is not on its final stage. It is still on draft stage. The complex feature of the rural travel and transport issues is posing problem in defining the scopes of the program. This, is mainly because of the fact that the solution to rural travel and transport is divers. The transport solution is not only building more roads and provision of transport means, it is beyond that, as the recent village level travel and transport studies and the findings of the October 26-28, 1998 workshop indicate. The solution could be raising income level of the rural household, because, low-income levels may hinders rural house- hold from the use of even the existing transport facilities and services. On some cases appropriate transport solution, instead of building roads and provision of transport means could be proper siting or expansion of domestic, social and economic facilities in order to reduce the trip distance, time and effort. Further more, the Recent studies also show that the investment on bigger roads alone will not lead to alleviation of household travel and transport demands rather what is required is the open- ing up of village access roads, existence of affordable transport means, establishment of socio- economic and domestic facilities doser to the communuities and raising of income levels of the rural households. The flow of services to the rural areas is the most critical need of the rural household and it needs a well-planned and co-ordinated effort. The flow of services as well as the task of developing more roads and provision of adequate transport services requires a strong coordination of the efforts and resources under the Government Development Sector Organiza- tions, NGO's, Communities and Individual/ Investors that have been and are continuing contrib- uting to improvement of rural travel and transport services. These divers natures of the rural travel and transport problem's solution and the different lead- ing institutions involvement on the provision of the transport solution are making the program formulation of RTTP complex. These facts indicate that caution has to be made to avoid duplica- tion of efforts and resource in finalization of the formulation of the RTTP programs and the estab, lishment of the community based RTTP structure to carry on the activities that are beyond the sectoral institution programs. Considering these divers natures of the possible transport solutions and influences of the ongo- ing development efforts under the different sectoral organizations and others, the RTTP's country program was formulated base on an integrated sectoral approach to tackle rural travel and trans- port problems that are beyond the remit of the various individual sectoral development programs with active evolvement of communities, NGO's and Individual investors. The beneficiaries (com- munities) are the owner of the development program and will be the decision-makers in terms of intervention prioritization and implementation strategy. 137 14th Coordinating Committee Meeting In addition to the above the following facts and factors were considered as a base in formulating the country program of the RTTlP. Causes for Travel and Transport Needs of the Rural Household The recent studies and finding (Ethiopian Village Level Transport and Travel Study (VLTTS) and others) indicate that the level and type of rural travel and transport problem defers from place to place, in all case with women being responsible for approximately 70 percent of transport activi- ties. The VLTTS has primarily provided a basic framework to develop an understanding of the time and effort spent on transport in the context of overall household labor allocation. The survey results, which were complemented by two case studies (infrastructure and rural transport ser- vices) shed light on the causes for travel and transport needs, and the magnitude of the time and effort devoted by rural households to meet domestic and subsistence needs. The main causes of the rural transport needs originate from the need to: * Travel for domestic purposes such as water and fire wood collection and grinding mills, etc. * Travel to services and facilities centers such as schools, health, work areas, etc. * Travel to local and main markets for shopping, selling agricultural produce, trade, etc. * Travel tQ towns or beyond for social visits and looking for better facilities and services, etc. Further to these, the findings of these studies indicate that transport burden decreases with: * Increase in level of income of the rural household; * Increase in coverage of transport systems and transport facilities; * Better condition of means of transport and road infrastructure; and * Reduction in the distances that have to be traveled to reach domestic and socio-economic facilities. These findings together with other factors were used as abase for formulating the countries RTTP programs. Factors contributing to the existing Rural Travel and Transport Problems The result of problem objective analyses made at the October 26 to 28,1998 indicate that the main factors that have contributed to the existing low level rural travel and transport services of the country indude the low: coverage of the road infrastructures, existing fleets of transport vehides, attention given to promote the use of IMTs, coverage of domestic, social and economic facilities, 138 Rural Travel and Transport Program level of income of rural households, and the scattered pattern of settlement of the rural household, degradations of environment, and lack of awareness on the issue of rural travel and transport. Related to these factors there are also fundamental issues such as institutional short comings, organizational arrangements and definition of responsibilities, inadequacies in methodologies for planning and programming, deficiencies in integrated planning for the siting of domestic, social and economic facilities, non-promotion and expansion of income generating schemes and creation of employment opportunities outside the agriculture sector, neglect in maintenance, constraints in design standards for low level rural roads, weak technological base as well as in-adequate financ- ing mechanism and non-existence of responsible institute for developing and maintaining undas- sified roads. The discussion of these core problems on October 26 to 28,1998 Workshop has led to the description of the cause-effect relationships, together with the recommended measures to be introduced to attain the ideal situation. These findings, recommendation factors together with others were used as the basic inputs for formulating the RTTP country program. Potential Transport Solutions The type of transport solutions depends on the types of rural travel and transport problem, invest- ment required and level of service required to be provided. The potential solutions may be at- tained through one or combinations of transport solutions. This includes the non- transport inter- ventions Cognizant of these different type of the rural travel and transport problem's solutions the fol- lowing main potential interventions were considered in formulating the countries RTITP: * Increasing income level of the rural household through increasing use of agricultural inputs (fertilizers) and better seeds * Increasing irrigation forming * Increasing and improving means of production * Creating better markets facilities; and * Creating employment and income opportunities outside agriculture sectors. * Expansion and appropriate siting of domestic, social and economic facilities. * Improving and expansion of transport services and infrastructure through using a cost effective, need based (flexible) and appropriate road design standards through the coordinated support and participation of stakeholders. * Provision of affordable and sustainable transport means. 139 14th Coordinating Committee Meeting The Key Program Elements of RTTP Based on the above mentioned facts and factors induding the underlying assumptions of the basic principle of broad-based participation and partnership to be made at all level the rural travel and transport service development program has been designed. The level of participation and com- mitment to be made among Federal Government, Regional Governments, Rural Communities, the Donor Community and NGO's as well as the Private Sector in mobilizing financial support and participation in all aspects of the implementation of the RTTP activities influences the level of achievement of the target. The program focus on the development of the following key areas with the key implementers being Communities, NGO's and individuals /investors: * Construction and development of an additional 96,000 km of low level rural roads by the end of 2010 (in addition to the 43,000 km of Federal highway and high level rural roads that are ex- pected to exist by end of 2007); * Introduction and expansion of appropriate types of transport services; * Reduction of transport distances cost, effort and time by appropriate siting of domestic, social and economic facilities (facility siting); * Development of income generating schemes for rural households; and * Facilitating sustainable growth in agriculture and industry. The RTHP country program is designed to cover ten years program (the period from 2001 up to the end of 2010). It has two phases, the preparatory and the main program implementation phases. Preparatory Phase of RTTP The implementation of the main program is planned to start in the 2 ' quarter of 2001 by which time it is anticipated that all preparatory activities will be completed. The main proposed prepara- tory activities are as follows: * Pilot Wereda Studies/and implementing the pilot projects; * Establishment of RTTP Structure; * Preparation of Instruction Manuals; * Manpower training; * Resource mobilization for RTTP Phase 1 program implementation: - Hand tools & motorcydes purchase; and - Phase I physical program implementation of RTTP. 140 Rural Travel and Transport Program Progress to date The key activities that have been preformed during the period of 1999 in the process of preparing the strategy and program document, and in the processing of the implementation of the prepara- tory activities are the following: * Rural roads and transport strategy document has been finalized incorporating the october26 to 28, 1998 workshop findings as well as the comment made by the Ethiopian Roads Authority's Board. The draft final of the rural roads and transport strategy document was presented to gov- ernment for comment and approval. * The rural roads and transport strategy program document has been completed and presented for government's comment and approval. * The study on three weredas of Bako, Tehuledere and Boset on Village Level Travel and Trans- port has been completed. * Stakeholders were briefed on the goals and objectives of RTTP in June 1999. * The draft implementation plane of the preparatory activities of R1TP has been prepared and presented for the stakeholders consultative meeting to get the stakeholders support for comple- tion of the implementation of the preparatory activities on time and to start the implementation of the main program of RTITP. The stakeholders have shown interest on the program. Especially on the preparation of instruction manuals World Bank RKTP, Pilot Wereda Study EU and GTZ/ERA and on two regional workshops the Irish Aid has shown interest. The extent of these coverage and the level of commitment yet to be darified from the subsequent discussion that is supposed to be made the with them. * Draft Term of reference for manual preparation and pilot Wereda study has been prepared and presented for comment. * The Amharic version of the Strategy and Program document is under preparation combining them as one document. 141 14th Coordinating Committee Meeting ETHIOPA Why do Rural Households need Travel and Transport? * To fulfil domestic needs; * To gain access to domestic,social and economic facilities; * To gain access to markets; * To gain access to towns and beyond. Transport Burden Decreases with: * Increase in level of income; * Increase in coverage of transport systems; * Better condition of transport; * Reduction in travel distance. 142 Rural Travel and Transport Program Factors Affecting Existing Transport Services * Low coverage and poor condition of road infrastructure; * Low volume of transport means; * Low coverage of socio-economic facilities; and * Low income level of the rural household. Causes for Existing Low Level of Transport Services * Low coverage and poor condition of road infrastructure; * Low volume of transport vehicle fleets; * Low coverage of domestics, social and economic facilities; * Low level of income of the rural household; 143 14th Coordinating Committee Meeting Ongoing Effort to Improve Transport Services RSDP has been developed: - Development and expansion of federal highways - Development and expansion of high-level rural roads - Rural Travel and Transport Program Core Element of the RTTP * Improving and expanding high and low- level roads; * Provision and expansion of affordable transport means and services sustainably * Expansion and proper siting of domestic social and economic facilities;and * Development of income raising schemes. Rural Travel and Transport Program Status of RTTP * Policy, strategy and program formulation has been completed and presented for govemment review and approval; - Inputs of Oct 26to 28 Workshop and VLTTS have been considered - Community based structure has been adapted * To strength financial base of RTTP it is intended a Community rural infrastructure fund to be established * Case study as part of VLTT component on IMT has been conducted * Implementation phase of program document has been started: - Undertaking Pilot Project; - Preparation of Instruction Manuals; - RTTP structure establishment; - Preparatory activities for Phase One program implementation of RTTP; * Preparatory phase plan for RTTP has been presented for donors consultative meeting. - EU has shown interest for financing pilot project studies - GTZ/ERA has shown interest for financing implementation of one pilot Wereda programmes - World Bank (RTTP) has shown interest for financing instruction manual preparation - Irish Aid has shown interest for financing two regional workshops Rural Household Travel Time 120 0. --' 1000-1_ Hours/ 800-1 Household/ 600_ Year 40 200 . Domestic Agricultural Services & Outside other places Needs Source: I.T. Tronsport Ltd. For ERA Vlbge Lvel TrInvdI & Tr.usport Study 1999 145 14th Coordinating Committee Meeting Rural Household Transport Burden (Tonnes.Km) 80./_ 70 llousehold/ 40 l l _ Domestic Agricultural Source: IT. Trnsport Ltd. For ERA VIllbge Level Trvel & Tnusport Study 1999 Proportion of Rural Household Time for Domestic Needs Transport Effort Tm ve I Time No. of Trips P 0 20 40 60 80 100 Percentage of Domestic Transport Needs Source: I.T. Transport Ltd. For ERA Vtllbge Level Tvel & Transport Stody 1999 146 Rural Travel and Transport Program Gender Role in Household Transport 70. / 30 I cP40. t t T ranspor Men * 30.Ices i levels;Women A10p.ore si of oce Household Travel Household Effort Potential Transport I nterventions: • Increase income levels; • Appropriate siting of socio-economic facilities; * Improve and expand transport services and infrastructure; * Encourage use of appropriate transport. 147 14th Coordinating Committee Meeting Development Program Road Sector Development Program (RSDP I I I Program under Program under Program under RTTP Ethiopian Road Authority Rural Road Authorities I I I Ongoing Ongoing Preparatory Phase I I I Federal Road Network High-level rural roads Implementation Phase . . . - _ - .... ... - -- - Road infrastructure Facilities siting Transport service Income raising Development Target (including RTTP) 160000 140000 120000 Km. 100000 80000 60000 RT- 40000 20000 0 1999 2002 2007 2010 Year 35% - Classification of Roads - Management - Financing * Outcome - Policy not implemented * Ineffective framework * Macro-economic changes * Lack of funding - Overall Review 170 Rural Travel and Transport Program ROAD VISION 2000 * Effective framework for management by the Year 2000 - Federal Roads - State Roads - Local Government Roads - Community Roads ROAD VISION 2000 ... * National Roads Board - Chambers of Commerce - Road Transport Owners Association - Road Transport Workers Association - Nigerian Society of Engineers - Federal Ministry of Works and Transport - Federal Ministry of Transport - Federal Ministry of Finance - National Planning Commission 171 14th Coordinating Committee Meeting ROAD VISION 2000 ... E Objectives of Vision 2000 - Bring all roads in Nigeria to good and fair condition in 10 years starting from Year _ ~2000 U. ROAD VISION 2000 * National Targets - Priority Networks (carries a minimum of 30 vehicles per day) 53,250 km - Urban and Township Roads 22,500 km - Local Government Roads 30,000 km - Rural Roads 40,000 km - Private Roads 6,000 km 172 Rural Travel and Transport Program FUNDING * Petroleum pump price * Tolls . Transit charges * Axle load charges * Licensing fees (part) FOCUS ON RTT * Raise level of understanding * Formulation of a comprehensive policy * Redress relative RTT neglect * Improve income generation m Alleviate poverty * Why? * 70% of the national population live in the rural areas * Responsible for 33% of GDP * 83% of the poorest of the poor live in rural areas 173 14th Coordinating Committee Meeting ACTIVITIES OF RTTP * RTTP Studies - Provide framework for policy implementation - Development of efficient and affordable travel and transport modes * Types of Study - Case study to identify needs and travel modes - Preparation of transport strategy and implementation plan I ACTIVITIES OF RTTP ... * Study Areas - Three agro-ecological zones * Zone 1: North-West, North-Central and North-East * Zone 2: South-East and South-South - Zone 3: South-West * Workshop - National workshop to be held in March 2000 on * issues and options 174 Rural Travel and Transport Program OUTCOME * * COMPREHENSIVE RTT POLICY LEARNING PROCESS * Information Sharing 175 14th Coordinating Commiffee Meeting SENEGAL Elaboration d'une Strategie Nationale De Transport Rural CONTEXTE Le Sen6gal, engage depuis plusieurs ann6es dans une politique de reforme et de developpement du secteur du transport, reconnalt le r6le crucial d'un systeme de transport. efficace dans la stimu- lation du developpement 6conomique et social. A partir de 1990, le Gouvernement a mis en ceuvre un Programme d'Ajustement Sectoriel des Transports (PAST )qui vient de s'achever et qui a eu comme principaux resultats: * La reforme de la gestion pour une baisse des couits de transport * La restauration des capacites des infrastructures de transport I1 a d6veloppe le concept de programme Prioritaire en concentrant les investissements dans la partie structurante jugee prioritaire du reseau national. Aujourd'Hui, le Deuxieme Projet Sectoriel des Transports ( PST II ) en cours prend en consideration aussi bien les acquis et les insuffisances du PAST que le nouvel environnement caracterise par le renforcement de la politique de d6centralisation et la reduction de la pauvrete, notamment en milieu rural, qui constitue l'objectif prioritaire de la politique de l'Etat. PRESENTATION DE LA COMPOSANTE TRANSPORT RURAL Au lendemain de l'ind6pendance, le Sen6gal s'est lance dans un vaste programme de construc- tions de pistes avec l'appui de ses partenaires au developpement et qui a necessite un important effort financier. Malgr6 l'importance de ces moyens mis en ceuvre, les solutions jusqu'ici adopt6es n'ont pas permis une prise en charge satisfaisante des besoins sociaux et des gains de productivit6 significatifs dans le transport des produits agricoles. En fin de compte, ces mauvaises conditions posent des obstades majeurs a l'int6gration des populations rurales a l'6conomie et a l'am6lioration de leurs conditions d'existence. Face a cette situation, la necessit6 d'une reorientation de la politique des transports afin qu'elle reponde a la totalite des besoins de transport des collectivites rurales, s'impose. Cela exige qu'on aborde les problemes du transport rural d'une maniere plus globales, au qui prend en compte aussi bien les infrastructures de transport, les moyens et services de transport que l'acces aux services de base et aux 6quipements. C'estpourquoi le S6n6gals'est dot6 d'une composante transport rural dans le cadre du Deuxine Projet Sectoriel des Transports pour d6velopper une politique et une strategie natiofiale de trans- 176 Rural Travel and Transport Program port rural devant servir de cadre d'action a tout programme de transport en milieu rural. Un certain nombre de contraintes ont 6te identifiees par les etudes realisees dans le cadre de la pr6paration de cette composante parmi lesquelles ont peut citer principalement la faiblesse des capacit6s de planification, de programmation et de gestion des acteurs aussi bien publics que prives, Y'insuffisance des moyens financiers, l'absence de concertation dans la definition des priorites et l'utilisation de standards de construction inappropries. Le processus de formulation de la strategie vise la promotion de la collectivite locale responsable, representative, dotee de ressources, et capable d'etre le moteur du developpement local. Les collectivites locales doivent etre capables d'assumer leur responsabilite dans l'identification, la selection, la gestion des infrastructures rurales avec au besoin le soutien des structures de l'tkat, ou du secteur prive. Les 6tudes prevues ont WS realisees a travers des cadres de concertation ( seminaires et ateliers de restitution ) regroupant les elus locaux, les populations, le secteur prive, l'administration et les partenaires au developpement. L'objectif de la strategie est de favoriser l'articulation harmonieuse et compl6mentaire des collectivite locales, du secteur prive, de la societe civile et des structures gouvernementales. ELABORATION DrUNE STRATEGIE NATIONALE DE TRANSPORT RURAL AU SENEGAL Contexte 1. Premiere Lettre de Politique Sectoriel des Transports . Resultats * Am6lioration de la gestion par une implication du secteur prive * Restauration de la capacit6 du reseau routier 2. Nouvel environnement * Devaluation du franc Cfa * Renforcement de la politique de d6centralisation * Lutte contre la pauvrete Deuxieme Lettre de Politique Sectoriel des Transports 177 14th Coordinating Committee Meeting PRESENTATION DE LA COMPOSANTE TRANSPORT RURAL Problemes * Absence d'une politique nationale pour servir de cadre d'interventions des differents acteurs * Absence de definition claire des responsabilites des acteurs * Mecanisme de financement inadaptes * Concentration des efforts sur l'infrastructure routiere * Standards de construction inadapt6s * Manque de donnees pour une meilleure gestion du secteur Objectifs specifiques de la composante transport rural: Formulation d'une politique et d'une strat6gie nationale de transport rural devant servir de cadre d'action aux futurs programmes de transport rural au Senegal: * Amhlioration de la planification, du financement, de la conception, de la construction et de la maintenance des infrastructures de transport rural * Amelioration des moyens de transport * Renforcement des capacit6s de gestion des communaut6s rurales et promotion du d6veloppement participatif durable. 178 Rural Travel and Transport Program ACTIONS REALISEES Probleme clefs Actions realisees Visibilit6 sur la situation - etude sur les aspects institutionnels, de financement et de du TR au Senegal planification actuel du TR -etude des aspects techniques du TR -etude sur la d6veloppement des moyens de transport en milieu rural -Mise en place d'un comite de pilotage Implication des parties prenantes -Organisation d'ateliers regionaux de restitution Prise en compte de l'aspect genre Etude sur le genre et TR au Senegal dans le TR Promotion d'un reseau de -Actions pilotes d'utilisation de la strategie d'amenagement par transport rural durable niveau de service et d'6limination des points critiques -elaboration des TDR sur l'utilisation des methodes HIMO dans les pistes rurales. Politique nationale et de cadre Elaboration et validation par le Gvt du cadre d'orientation de la d'intervention des differents Lettre de Politique de Transport Rural acteurs 179 14th Coordinating Committee Meeting CADRE D'ORIENTATION STRATEGIQUE Reseau a la charge de l'Etat Desenclavement des communautes rurales: * L'Etat assure le developpement et la gestion du r6seau routier jusqu'au niveau des chefs lieu des communautes rurales et eventuellement des liaisons entre les chefs lieux des communaut6s rurales; Gestion de ce reseau * Tous les itineraires de ce reseau feront l'objet d'un dassement au titre du reseau de l'Etat au fur et a mesure de leur r6habilitation; * La priorit6 en matiere d'investissement sur ce reseau est donnee au d6sendavement des communautes rurales qui font l'objet d'un support dans le domaine de la programmation et de la gestion de leurs infrastructures; * La programmation des investissements sur ce r6seau est effectuee en etroite collaboration avec les Communaut6ts Rurales; * Le financement de l'entretien de ce reseau est assure au travers du Fonds Routier; * La mise en ceuvre des programmes d'investissement et d'entretien sur ce reseau est assur6e par l'Etat qui peut deleguer tout ou partie de ses missions de maitrise d'ouvrage et de maltrise d'ceuvre; * Lorsque les regions telles que definies dans le code de la decentralisation seront mises en place et disposeront des capacit6s necessaires, elles pourront se voir transfererla maitrise d'ouvrage d'une partie de ce r6seau, qui sera assortie du transfert de la partie des ressources du Fonds routier necessaire a son entretien; Reseau communautaire D6sendavement intra-communautaire: * Les communaut6s rurales assurent le developpement et la gestion du r6seau routier situe sur le territoire de la communaute rurale, y compris les routes et pistes de production qui n'ont pas un caractere prive, sauf exception justifiee par des consid6rations economiques ou sociales; -Les niveaux d'amenagement des itineraires du reseau communautaire souhaitables et possibles devront resulter, sur le r6seau communautaire, d'un compromis entre les besoins 180 Rural Travel and Transport Program exprim6s par les populations en matiere de niveau de service et les contraintes en terme de capacite d'entretien et de gestion decentralis6e et, sur le reseau de desenclavement, des possibilites de financement des investissements et de 1'entretien routier assur6 par Y'Etat. Gestion de ce reseau * La programmation des investissements sur ce reseau est effectu6e par les Communautes Rurales dans le cadre des Plans Locaux de Developpement (PLD) et des Programmes d'Investissement Annuels (PIA); les itineraires seront retenus au titre du programme en ten- ant compte de: (a) la capacite de financement de l'entretien routier par les communaut6s, (b) la faisabilite des m6canismes de mise en ceuvre des programmes d'entretien, et (c) la continuit6 du reseau par rapport au reseau dasse de l'Etat; * Le financement de l'entretien de ces pistes est assur6 par les commuunaut6s rurales directement ou au travers de structures agreees par elles; * Les communaut6s rurales peuvent ben6ficier de subventions annuelles de l'Etat pour 1'entretien de certains itineraires de leur reseau; * La mise en couvre des prograrmmes d'investissement et d'entretien sur ce reseau est assuree par la CommunauteRurale qui peut de1eguer tout ou partiedeses missions demafitrsed'ouvrageet demnafthise d'ceuvre; * Lorsque le financement des investissements est assure avec la participation de l'Etat, la coommunaut6 rurale peut etre requise, en fonction de ses competences, de deleguer tout ou partie de ses missions de maitrise d'ouvrage et de maitrise d'ceuvre a une entit6 publique ou privee agre6e par l'Etat; * Tous les itin6raires de ce reseau feront l'objet, au fur et a mesure de leur rehabilitation, d'un dassement au titre du reseau de la Communaute Rurale apres, si ncessaire, son declassement du reseau de l'Etat et d'un transfert a la Communaute rurale conformement au Code de la decentralisation; * L'Etat assure le suivi de la mise en ceuvre des programmes d'investissement et d'entretien qui font 'objet d'une participation ou d'une subvention. Une evaluation des performances des mecanismes et des resultats de la strategie sera effectuee periodiquement et la strategie sera ajust6e en consequence. 181 A) 0 0 0. Cadre des interventions pour la gestion des routes communautaires g 0 MAITRE DE L'OUVRAGE MAITRE D'OEUVRE TRAVAUX FINANCEMENT A. NIvEAu COMMUNAUTAIRE: Actions sur le r6seau communautaire _ Conseil Rural Sur le r6seau communautaire: Sur le reseau communautaire: - Budget CR - Expressions des besoins (tous Entretien courant. - Entretien courant - Contribution usagers, ycnih tD travaux) sur les r6seaux CERP/DGRI/DTP/Secteur prive GIE villageois - Contribution population, ycnih communautaires - Subventions gouvernementales D6l6aue: Comite inter-villageois de developpement (CIVD) Assistant technique: CERP/DGRI/DTP B. NIvEAU REGIONAL: Appui aux actions sL r les reseaux communautaires de la r6gion Conseil Regional Surle r6seau communautaire: Sur/e r6seau communautaire: - PNIR - Harmonisation regionale des - Travaux neufs; - Travaux neufs; - Fonds de perbquation (FIAT) programmes communautaires - Entretien p6riodique. - Entretien p6riodique. - Cooperation d6centralisde - Expressions des besoins par rapport DGRI/DTP/Secteur prive PME, selection par suite d'appel d'offres au reseau classe; Delque : ARD/Secteur prive Assistant technique: DGRI/ DTP C. NIVEAU NATIONAL: Actions complement ires sur le reseau classe . _ Etat Sur le r6seau class6 imDliqu6: Sur le r6seau class6 im,liqu6: Fonds de la cooperation D6elegu : DTP Tous travaux. - Tous travaux. Fonds routier (CCFR ) DTP/Agence routiere Entreprises, PME, selection par suite d'appel d'offres 2 ycnih = Y compris les contributions en nature et les investissements humains Aiouter l'APCR et la DGRI au CCFR Rural Travel and Transport Program SOUTH AFRICA RTTP South Africa only joined the SSATP earlier this year and has therefore not officially participated in the RTTP previously. Rural development in South Africa has been targeted by the President as a very high priority for South Africa. The Office of the Deputy President has initiated an Integrated Rural Develop- ment Strategy Program. Initially this program will focus on the three provinces with the largest numbers of rural poor: the Eastern Cape, KwaZulu-Natal and the Northern Province. It will, however, gradually be expanded to cover all the provinces. The National Department of Transport recently initiated a Rural Transport Strategy Project. The project covers all aspects of rural transport infrastructure, ranging from footpaths and tracks to community access roads to the road network. It also covers all aspects of rural transport opera- tions including IMTs and private and public passenger and freight vehicles. The project will cover both passenger and freight transport. The project will be advised by a consultative committee which indudes all national departments involved in rural development and all the provincial departments of transport and/ or roads. Extensive consultation will take place with all spheres of government and across all functions to ensure that there is an integrated approach and that there is no duplication of efforts. Workshops with stakeholders will also form an important input to the project. The project is expected to be completed early in 2001. The output of the project will be a national rural transport strategy with action plans for its implementation. The provinces will then be encouraged to develop provincial rural transport strategies and action plans. Earlier this year, the National Roads Agency and the Department applied for funds from the Poverty Alleviation Programme for road upgrading and maintenance in the rural areas of the Eastern Cape and the Northern Province. These funds were approved. The programme focussed on providing poor communities with access and contributing to the quality of their lives through the provision of training and the development of skills. In the Eastern Cape, 57 projects on proclaimed provincial roads were identified as needing patch gravelling and drainage correction to bring them back into serviceable condition. In addition, 38 bridges and major stream crossings were selected as being critical to the road system. In the Northern Province, 127 drainage structures were selected as well as 43 regravelling projects covering 499 kilometres of the most critical access roads. The programme encourages employment creation through the use of labour-based methods of delivery, where possible, as well as the employment of SMMEs and training and empowerment of commurnities. Work on these projects will begin early in 2000. A number of successful bicycle projects have been run by the NGO Afribike. These projects have largely focussed on empowering women through providing them with bicycles, as well as 183 14th Coordinating Committee Meeting training them to cyde and to repair and maintain the bicycles. The projects have largely used second hand bicydes donated from other countries. Participants in the programmes have had to pay towards the costs of the courses. Together with the KwaZulu-Natal provincial Department of Transport, we are currently investigating the possibility of a rural scholar bicyde demonstration project. The major problems which rural transport in South Africa faces are: * a lack of funding for rural transport; and * a lack of capacity to implement projects in some rural areas. We hope to be able to address some of the problems through the rural transport strategy project. 184 Rural Travel and Transport Program TANZANIA Progress of the Rural Travel And Transport Program (RTTP) by Richard Musingi The United Republic of Tanzania (URT) an Easter n African Country sharing borders with 8 other countries: namely Kenya, Uganda, Rwanda, Burundi, the Democratic Republic of Congo, Zambia, Malawi and Mozambique, besides the Indian Ocean in the east. URT is a union between two former independent states of Tanganyika (now Mainland Tanzania) and Zanzibar. This report concerns Mainland Tanzania. Mainland Tanzania has a land of 881289 square kilometers. The estimated population (1999) is 30,000,000 people. The 1988 census showed that Tanzania Mainland had had 22,000,000 people of which 81 percent lived in the rural areas. Only 52 percent of these belong to the working class (i.e. between 15 - 64 years). Administratively, Tanzania Mainland is divided into 20 regions, 99 dis- tricts 2,356 wards and 10,191 villages. There are 114 Local Authorities which include 1 City Coun- cil, 12 Municipal Councils, 9 Town Councils and 92 District Councils. Poverty in Tanzania is a rural phenomenon. In 1997, according to World Bank, about 51 percent of Tanzanians live below the National poverty line. Of these 61 percent live in rural areas and 39 percent live in urban areas. Deliberate attempts are being made by the Government to completely eradicate poverty by the year 2025. The efforts made so far indude: * Formulation of a poverty eradication policy * Production of a poverty reduction strategy paper (PRSP) * Production of poverty and welfare monitoring indicators, and * Poverty eradication program under preparation Among the poverty indicators transport and communication is included where it is acknowl- edged that availability of transport and communication infrastructure accelerates economic de- velopment. Improving rural mobility and accessibility is therefore, part of the poverty reduction program. Whatever indicator is used, Tanzania is one of the poorest countries in the World. It's par capital income, at Tshs. 147,026 (equivalent to US$185) in 1997, is far below the US$1 per day per person poverty line. The GDP in 1997 was estimated to be Tshs. 4,281,600,000,000 equivalent to US$5,352,000,000. Agriculture, Forestry, Fishing and hunting contribute 50 percent of the GDR Transport and communication contribute 4 percent of the GDP. Improving the transport infra- structure will not only improve the percentage contribution to GDP of transport and communica- tion but also that of the agricultural sector. 185 14th Coordinating Committee Meeting Experience has proved that assigning the responsibility of the entire road network to one central Ministry has disadvantages that outweigh the advantages. The advantages include supe- rior technical capacity and better network coordination. The disadvantages include insufficient attention to local priorities and local consultation in planning. In addition, under the central Min- istry, the participation of the primary stakeholders in planning implementation, monitoring and evaluation and operation and management, which is critical for sustainability is usually neglected. In Tanzania the ownership and management of the trunk roads is the responsibility of the Ministry of Works (MoW). The urban and district roads are the responsibility of the Ministry Regional Administration and Local Government through the LAs. Management of the feeder roads is the responsibility of the LAs and Communities induding private and public institutions such as national parks. The state of the roads in the country is bad, due to among other reasons; inadequate funding for rehabilitation and maintenance, and also lack of a maintenance culture among the Tanzanian communities. The poor performance in roads maintenance and rehabilitation has also been attributed to poor co-ordination of the different roads programs in the country. However, following recent policy reforms adopted by the government, mainly involving the establishment of dedicated Road Fund, there has been considerable improvement in the rehabilitation and main- tenance or urban and district roads. The road network in Tanzania Mainland has an estimated length of about 85,000 km. The network consists of trunk roads of 10300 km, regional roads of 24,700 km, urban roads of 24,450, district roads of 20,000 km and feeder roads of 27,550 km. Only 5 percent of the road network is paved. The paved gravel roads comprise only 11 percent and the rest is earth road. It was estimated, in 1990, that, only about 15 percent of the trunk roads and 10 percent of the rural roads respectively were in good condition. The situation has, however, improved following the commencement of the Integrated Roads Program (IRP) as part of the Economic Recovery Program (ERP), And the establishment of the Road Tolls Fund. Records show that about 2,583 km of trunk roads and 3,753 km of regional roads have been rehabilitated. Poor road network condition suggests a high level of vulnerability to the economy. To bring the road network back to good condition, and to get it to play its required role in the economy a high level of efficiency and cost effectiveness is needed in utilizing resources made available by the government and donors for this task. This in turn requires a very high degree of co-ordination. There are a number of Rural Roads Programs being implemented by the government and donors in the districts. These programs include:- * The Road Tolls Fund programs * The Village Travel and Transport Program (VTTP) 186 Rural Travel and Transport Program * The road components in the Districts Rural Development Programs (DRDP) supported by other donors * The Road Sector Support Program (RSPS) supported by Denmark * The Roads Rehabilitation and Maintenance Program in Lindi and Mtwara supported by Fin- land. The coordination of these program is, however, still fragmented, both at the national and district levels. RURAL TRAVEL AND TRANSPORT SITUATION Improving rural travel and transport situation is crucial in facilitating poverty eradication and promoting broader economic and social development of the country. The vision is to have a good and well-maintained rural travel and transport sector that will benefit all Tanzanians. The 1988 census established that 81 percent of the country population live in rural areas and are engaged in agriculture. Currently, the agricultural sector is constrained by poor access to markets, market information, and agricultural inputs. Also, rural development as a whole s constrained by lack of access to social services such as education and health care. Therefore, activities that will improve access to agricultural inputs, to markets, to farms and social services will contribute significantly to the sustainable development of the nation. It has also been established that 80 percent of total time and 95 percent of total weight of goods transported in rural areas takes place within and around the village, and rarely in roads using vehides. The remaining proportions account for time traveled and load transported outside the village. This means that 80 percent of the travel and transport requirements of the rural com- munities take place on paths, tracks, trails mainly through walking, and head loading or back loading. The need to pay more attention on this 80 percent can not, therefore, be misplaced. In view of the foregoing, the use of intermediate means of transport (1M) in both urban and rural areas has gained momentum in recent times because the alternative, (mostly motorized trans- port) is expensive and beyond the reach of the poor households. The use of IMT eases the burden of transport that takes place through head loading, back loading and walking particularly by women and children. To ease the burden on women and children, the government is implementing the Village Travel and Transport Program (VTTP). This is being done on a pilot basis with the aim to improve rural travel and transport (RMT) through the use of the IMT as well as assisting villagers on im- proved ways to plan, finance and maintain community roads and IMT. IMTs that are targeted include, draft animals, wheelbarrows and handcarts, bicydes, cycle trailers, and tricycles. 187 14th Coordinating Committee Meeting RURAL TRAVEL AND TRANSPORT PROGRAMME (RTTP) The Government of Tanzania and the Sub-Saharan African Transport Program (SSATP) -a joint initiative of the WB and UN Economic Commission for Africa (UNECA) - entered into an agree- ment to jointly undertake services of process related activities aimed at improving the travel and transport situation of rural communities in Tanzania. The World Bank and several multilateral and bilateral donor agencies fund SSATP. SSATP is discharging its obligations under this agreement through its sub component - the RTTP. The PMO (now the MRALG) is mandated to discharge GoT obligations under the agreement and to execute the agreed Tanzania RTTP. Financial assistance is being made available by SSATP towards the implementation of the agreement on a grant basis. Activities under the agreement are focused on evolving policies and strategies and appropri- ate implementation and mechanism for: Promoting awareness of rural travels and transport issues; * Improving the planning, financing, provisioning and maintenance of rural transport infra- structure; * Improving rural transport services and mobility through adoption of appropriate technolo- gies to facilitate people and goods movement; and * Disseminating best practices within and from outside Tanzania. Towards the implementation of the agreement, the GoT: * Has established an inter Ministerial Working Committee for RTTP. * Needs to recruit a program coordinator On its part SSATP, through RTFTP has agreed to: * Providing funds for facilitating the work of the Working Comrnittee * The preparation and finalisation of the RTTP Programme Document (Prodoc) * Organising a National Workshop to be attended by relevant stakeholders asectors for ahieving consensus on the rural travel and transport issues in Tanzania and ways of addressing them, * Launching of the Tanzania RTTP * The employment of the Programme Co-ordinator and the overhead cost of the Programme Co-ordination Unit (PCU) within MRALG. * Funding of activities to be jointly agreed to with thr MRALG and consistent with the goals and ohbjectives of RTTP within the framework of a Tanzania 1RTTP country programme. 188 Rural Travel and Transport Program The first seminar on rural travel and transport was held in May 1992. Representative of the relevant ministries, of donor agencies, Regional Development Directors and other government officials attended the seminar. The aim of the seminar was to assess the rural travel and transport situation in the country and to formulate a strategy to improve it. There were two key outputs: * Plans for a series of rural travel and transport pilot projects * Aworking committee on rural travel and transport was established to implement the recom- mendations. Conclusions of the seminar * Tanzania had committed herself to improving the rural travel and transport situation * Pilot projects on rural travel and transport should be conducted in several districts, and * These pilot projects would provide useful experiences on how the rural travel and transport program could be extended to the rest of the country. It was, further, decided that these pilot projects would * Start from the real needs of the household when planning for rural travel and transport, * Provide affordable Intermediate Means of Transport (IMT), * Involve various community groups in rural travel and transport planning. An outcome of the seminar was a prioritization study of the ten districts proposed as suitable for pilot travel and transport projects. The districts, which were prioritized according to high or low agricultural production, evidence of community participation in rural development projects on voluntary basis, and evidence of intensive use of IMT or the desire for introduction of IMT by communities in the districts. In October 1998, it was agreed to recruit a program coordinator (PC) for RTTP. The PC was then to prepare the RlTlP project document and funding and implementation of agreed activities could be effected thereafter. RTTP accounts (one foreign and one local) were opened within the PMO in the standard and Chartered Bank. The operations of RlTlTP moved from the PMO to MRALG with the birth of the latter. Unfortunately non-of the signatories of the RTTP accounts moved with the new Ministry to Dodoma. It is, therefore, required to transfer the Accounts from the PMO to MRALG and appoint new signatories. The recruitment of the PC has not yet been effected because there has been no firm commit- ment from the World Bank to fund the overheads of the PCU thereafter. However, the World Bank has deposited with Local Perspective Ltd. Tshs. 320,000/= towards the PC recruitment costs and short-listing of the candidates to be called for interview was done since 1998. The recruitment of the PC can be done anytime now and in fact we had agreed to do it in August but it had to be 189 14th Coordinating Committee Meeting postponed due to several working meeting that were conducted by the Ministry. In addition the World Bank financed two workshop in June, 1999. One was on RTlTP Policy and Policy Formulation and the other was on Gender and Transport. As a result of the first work- shop, a Rural Travel and Transport Policy was formulated. VILLAGE TRAVEL AND TRANSPORT PROGRAMME The Government of Tanzania formulated the Village Travel and Transport Program between 1992 and 1994 and incorporated it in the second Phase of the Integrated Roads Project (IRP II). In view of the fact that several districts and donor agenaes were expected to participate in the pilot projects of VTTP, a VTTP Co-ordination Unit was established in July, 1995 in the Ministry of Works. The unit was charged with the co-ordination of the VTTP activities in the pilot districts in order to increase chances of success. It should be noted that a decision to relocate the VTTP Coordination Unit from MOW to MRALG was reached during the 3rd Donors Meeting on VTTP held in Dar es Salaam on 13th November 1998. The overall objective of VTTP is to improve livelihood of people in the rural areas of Tanzania through making sustainable improvements in the rural travel and transport situation. The imme- diate objective is to empower communities to build capacity in development and maintenance of transport infrastructure (such as paths and tracks); promoting the use of appropriate intermediate means of transport; and increasing access of communities to selected services induding water, milling machines and fuel wood. The second imnmediate objective of the pilot projects of VTTP is to develop an effective approach and method for VTTP design and implementation that can be applied in other areas of Tanzania. The corner stones of VTTP are: * Self help by communities with government and donor assistance on technical issues and fi- nancing of materials which are not locally available or are beyond ability of villagers, and * Participation of stakeholders at all stages of planning, implementation to sustenance of inter- ventions. * The VTTP interventions are unique in that they depend on the priorities and strategies as identified by the villagers themselves. VTTP interventions are planned and implemented by participatory methods. There are now pilot VTTPs in seven districts. Each pilot VTTP is imple- mented through the LA with the District Executive Director (DED) as the overseer. VTTP activities include:- * Improvements to travel and transport infrastructure, and * Promotion of IMT and non-transport interventions e.g. grinding mills and water wells. 190 Rural Travel and Transport Program So far donor financing for VTTP have been secured for five pilot districts. These pilot districts indude: Morogor, Rufiji, Mbozi, Muheza and Masasi. IDA put in abeyance disbursement of funds for Iramba until the Ministry of Regional Admin- istration and Local Government informs IDA a framework describing how VTITP fits in the estab- lishment and functions of that Ministry. DFID have, also, suspended their support to Mbinga district. Individual districts prepare their development plans and budgets, covering various sectors, and submit the plans and budgets to MRALG for scrutiny to ensure that the activities are in line with the national policy framework and objectives, and that investment in the activities is justifi- able before approval. Thereafter, the districts implement their approved plans and MRALG re- mains with the responsibility of coordinating and monitoring implementation. * In the past, the government was participating directly in three among the VTTP interventions: transport infrastructure, water and forestry (hence fuel wood). Moreover, as regards transport infrastructure, the focus has been on conventional roads that are classified. In light of the emerging results from the implementation of VTI1, the need for govermnent involvement in improving rural accessibility has become evident hence the keenness to revitalize the VTTP approach. This is attributed to realization of the potential benefits of the VTTP approach such as: * Saving time and energy that the rural people use on travel and transport activities * Opening up income generating opportunities for the rural communities; and * Increasing accessibility to villages to facilitate economic activities. 191 14th Coordinating Committee Meeting Tanzania Rural Travel & Transport Programme Establish RTTP Co- 1. Prapare a Programme Workshop on the Committed Funding of the diffttion jUnst at the rod 1 ment preparation of the Programme and its Mnseillevel Programme Document was preparation conducted in June, 1999 $50,000 Recruit Co-ordinator and The Post of the Programme Programme and budget for supporting Staff Co-ordinator was the recruitment process advertised in November, and running of the PCU 1998 $150,000 Difficult to justify high road 1. Involve communities Awareness campaigns Campaign and awareness maintenance costs especially in VTTP costs $90,000 Programme districts 2. Develop participatory Advocacy of RTTP and Support to RTTP - PCU in Approaches in road implementation of VTTP Educating and training of maintenance activities which are being PRA and other participatory implemented on approaches participatory basis $50,000 3. Focus on Sustainable Pilot implementation on Support the efforts of the maintenance and spot activities in which the communities in sustainable improvement communities are the maintenance and spot owners and are fully improvement involved by using Road - Skill improvement $50,000 Fund Double Standard in Design a common Road Co-ordination is Support the establishment supporting road framework for supporting being done at the Ministry of road programmes co- maintenance requirements road maintenance level ordination Units at District level 40,000 Low Technical and 1. Prepare a Training and Training is done but is Support a training supervisory capacity at retraining programme for limited programme in RTTP areas District level District Engineers $50,000 2. Recruit District Engineer Recruitment is done but Training for up - grading to fill existing vacancies slow because of the in and skill improvement availability of Engineers $60,000 Lack of Policy and Strategy Prepare Policy and 1. Workshop on RTT Policy 1. Involve more for implementing RTTP Strategy conducted stakeholders in discussing 2. Policy on RTT drafted the policy $70,000 2. Policy on RTT drafted 2. Workshop on strategy for implementing the RTT Policy $50,000 Gender desegrated Prepare Programme on 1. Workshop on gender activities in RTTP how to desegregate gender and transport carried out. inadequate issues and activities in 2. Preparation of a gender RTTP and transport project under Support to the Gender and way Transport Project $100,000 Inadequate capacity for 1. Establish an Monitoring A general Monitoring and Technical Assistance implementation and and Evaluation Framework Evaluation Framework is Support $1,000,000 Monitoring being designed 2. Technical training in An M&E training Monitoring and Evaluation programme require $200,000 Poor Data base on Establish an Information Establishment of IMS on Transport Infrastructure Management System on Transport infrastructure in Transport Infrastructure VTTP areas $ 100,000 192 Rural Travel and Transport Program ZAMBIA RTTP Activities: 1999 * Developing of Programme of Action for RTTP in Zambia- Programme Docunant prepared. * Study on Institutional Stsrengthe for Feeder Road Management und rtaken * Monitoring Coordi tion of linpi entation of IMT Proj Vt ' *Networking with other iutions ir4olved in RTT is ues such asS etc. * Partici tion in ROADSIP CGo Meetings .. P ... . . . . .. ProgressfAchievements: 1 999 * Finalised of the Country RTTP Programme Document * Developing of capacity n the M through establishment of RTTP I Jnit and recruitment of PC and Nation unterp * Commence -0n--a'''eof a tivities under theIM IM Pro3ec., :. * Increa edawareness of the roleo UP in rural devel pment in general thro participation on ROAD' IP Steering Commlttee and SRP Project. * EstablishintofRTT7 National Steering Committee m 193 14th Coordinating Committee Meeting Main Challenges * As reported last year, the following still remain major challenges: * Resource Mobilisation/Flow of funds:The programme requires approx.. US $ 1.5 million over the next 3 yrs. Flow of funds for programme implementation needs to be improved. * Promotion and dissemination of RTTP Programme of Action. * Political/Continued govemment Commitment. 194 Rural Travel and Transport Program ZIMBABWE Study on Rural Travel and Transport Program (RTTP) in Zaka, Rushinga and Chipinge Districts J. Mugabe, Ministry of Local Government and National Housing, Zimbabwe The "Transport Study in Three Districts of Zimbabwe" was commissioned by the Ministry of Transport and Energy, through fundingby the Swedish International Development Agency (SIDA). The Local Consultant, Mannock Management Consultants (Private) Limited, in Collaborationwith, and advisory support from the International Labor Organization, carried out the survey and tech- nical assistance in Rushinga, Zaka and Chipinge Districts. There is an increasing recognition that the present transport policy in Zimbabwe emphasizes the provision of and improvement of infrastructure for motorized transport. In rural areas most people live in isolation and poverty. Travel takes place in and around the community, and away from the road network. Therefore, policies and programs aimed at the provision of roads only will have a limited impact on solving rural access problems. The Terms of Reference for the study were to assess the travel and transport burden of rural population, and subsequently define recommen- dations at policy, planning and implementation level to address the rural access needs. The findings show that the rural travel and transport burden is very high. Household mem- bers spend a considerable amount of time and effort on meeting their basic subsistence needs which are food, water, fuel wood and shelter. Water collection appears to be the biggest burden. The efforts are physically heavy as head carries most of the loads. Women carry the brunt of the burden. In addition, households spend a lot of time and money to meet their social and economic needs in education, health and income generation as these opportunities are often located far from the homestead. For members of a household who spend so much time and effort in surviving and meeting the basic needs of life, participating in other social and economic activities more difficult. A number of recommendations are made which aim to reduce the travel and transport burden on rural house- holds by improving their access to social and economic services and opportunities, and thereby reducing the isolation that contributes to their poverty. These will also enable households, and women in particular, to devote more time to the well being of their families as well as on more productive activities. An important recommendation is to formulate and adopt a National Rural Transport Policy, which lays out strategies and provides a framework to address the travel and transport needs of the rural households. Furthermore, a number of recommendations are made to improve the planning of social services and facilitate a more efficient delivery of economic ser- vices. Withregard to local level access interventions, the provision of footpaths and river crossings and availability of Intermediate Means of Transport (IMTs) will greatly assist the rural household to improve their mobility. The Rural District Councils need to be equipped and able to liaise dosely with their rural constituents to prioritize, plan, interventions. 195 14th Coordinating Committee Meeting The Role Of Local Government In Rural Development The role of Ministry of Local Government and National Housing in rural development and urban development is threefold, namely consultative, coordinative and developmental. These roles are carried out through the lower structures and lower tiers of government, that is the urban and rural district councils. Capacity Building Program For Rural District Councils It has been recognized that local authorities especially the rural district councils lack capacity to perform their functions. By capacity, I refer to financial resources, equipment, skilled manpower, and the need to strengthen the institutions to enable them to carry out the functions that have been decentralized to them. Efforts are currently underway to build up the capacity of rural district councils to enable them to perform their functions in more effective, efficient, accountable way to enable them to perform their functions. A number of general conclusions can be drawn from the survey: * A house (averaging 5 persons) spends on average between 60 and 70 hours per week on traveling (this exdudes farm-related transport). * In addition 17 hours (average per week) is being spent on waiting at service points. * Women carry a disproportional amount of the burden (70 to 80 percent) * Although ownership levels of Intermediate Means of Transport are relatively high, the use of IMTs is low as compared to ownership levels. Information Dissemination If need be, conduct National Workshop and invite all interested stakeholders. Findings of this study should be disseminated on a wide scale among stakeholders to increase the level of under- standing about the travel and transport needs and access problems of rural Zimbabweans. Local Government and National Housing has got lower level structures that can be manipulated/ utilized to disseminate information to the grassroots or local communities. Other programs related to RTTP in Zimbabwe There must be an integrated approach to planning rural travel transport development since many stakeholders play a part in this area without forgetting the local community as the key player * Integrated Rural Water Supply and Sanitation (IRWSS) National Co-coordinating Unit housed in Ministry of Local Government and National Housing. * Rural District Councils Capacity Building Program (RDCCBP) implemented by the Ministry of Local Government and National Housing. * Rural Electrification Program run by Ministry of Transport and Energy. 196 Rural Travel and Transport Program * Poverty Alleviation being executed by Ministry of Labor and Social Welfare. * Communal Management for Indigenous Resources Program (CAMPFIRE) hosted by Ministry of Environment and Tourism, etc. Status of RTTP in Zimbabwe The Coordinating Group Committee for Rural Travel Transport Program met in Lome-Togo and Dar es Salaam in Tanzania in 1997 and 1998 respectively. The following were agreed upon * That Zimbabwe should identify the host ministry for the Program * Appoint a National Coordinator within the ranks of government of Zimbabwe (senior govern- ment official - Deputy Secretary Level). * Form a Steering Committee for RTTP in Zimbabwe, to facilitate the implementation of the program. * Appoint a Program Coordinator to be assisted with a Secretary or Form a Secretariat. * Stakeholders' Workshop to be held, to solidify interested parties of the programme to be implemented in Zimbabwe. Host Ministry The Ministry of Local Government and National Housing has agreed to host the RTTP . The RTTP has been transferred from Ministry of Transport and Energy to that of Local Government and National Housing. Local Government and National Housing have appointed Coordinator for the Program. (National Coordinator is a Deputy Secretary in the Department of Local Government Promotion and Ad- ministration). Steering Committee Rural Travel Transport Program Steering Committee has been formed and comprised of various interested stakeholders. Appointment of the Program Coordinator or Formation of a Secretariat This has not been done because the Committee was not in place. Hopefully now that there is a Steering Committee for RTTP we will move faster to see the program being implemented. 197 D 19' 8- 1999 1999- 2000 ACTIONS RETENUES EN NOV. CE QUI A ETE FAIT DEPUIS PROBLEMES ACTIONS RETENUES JUSQU'EN DEC 2000 INITIATIVES PROPRES APPUI DEMANDE > 98 RENCENCES EN 0 0 Mise en place d'un comite de Cr6ation d'une cellule technique et 0 * O coordination Mise en Olace d'un comite de pilotage Q Designation dun coordonnateur du 0 PTMRS f Organisation materielle _. Atelier sur la classification des Atelier pour la definition des standards et les Appui financier 2 routes rurales petits ouvraaes dart ruraux 0 Definition d'un concept HIMO Definition dun concept HIMO pour le Elaboration des TDR Appui technique et _ g Cameroun __financier _ : Realisation d'un projet d'application Voyage d'etudes au Ghana sur les C n HIMO (type Ghana) interets: ___ - participation communautaire et travaux HIMO _ - Systeme de gestion des routes V - Organisation institutionnelle Montage d'un programme de Ateliers de formation sur 1'entretien des routes TDR Appui financier D formation des PME et autres rurales acteurs _ __ _ _ __ __ lQ__ _ _ __ _ _ _ _ __ _ _ _ _ Vulgarisation des techniques HIMO Production des documents de reference Appui technique et financier Augmentation des Mise en ceuvre d'un Systeme d'Information Redaction du cahier de Appui financier carcacit6s de aestion Geographique pour les routes rurales charges Etude diagnostic sur le transport en Diagnostic sur le transport rural et plan TDR Appui technique et milieu rural _ d'action financier Seminaire sur l'introduction des Atelier national sur le transport rural TDR Financement MIT Etude diagnostic sur le transport fluvial Finalisation de la Etudes complementaires sur le transport TDR Appui financier strat6gie sur le tluvial_ _ __ Seminaire de restitution sur le transport transport fluvial fluvial avec appui de consultants Realisation d'un projet pilote de Preparation du projet pilote R6daction du document du vulgarisation des MIT proiet Atelier national d'internalisation de la Renforcement des Seminaires regionaux sur la mise en cauvre Appui financier SERR --__ ___ politiques de b SERR Mise en place d'un systAme de suivi- evaluation de la SERR Appui A la mise en ouvre du cadre juridique Plan dactions sectoriel sur la mise en ceuvre Redaction du rapport de la strategie nationale de lutte contre la pauvret6 Introduction du volet Genre dans le transport TDR sur le Diagnostic sur Appui technique et rural les probilmes des femmes financier et groupes defavorises dans le transport rural Seminaire sur 1'equite H/F dans le transport Organisation du seminaire Appui financier rural Integration de toutes les composantes du Finalisation du document Appui technique et transport rural de strategie sur le financier transport rural 0 E 1998 1999 IM ProDosed actions in What has been done since Current issues in December Needed actions up to December Own initiatives Support reciuired 0) 2 November 1998 then. 1999 2000 (L Feb 1999 Selection of Consulants for the March - April O Joined RTTP remaining three (3) studies and Holding of four (4) Regional 0. commencerment of studies. workshops to review findings of Ut May'99 studies and to provide input for the T. Guinea and Seneqal RTTP National Rural Transport Strategy. teams visited Ghana May Ghana joined the Guinea and Drafting and Review of the Rural Senegal teams on a study tour Transport Strategy. of Benin and Togo Xu June Firmed up decision to undertake Holding of National wrkshop to four (4) studies review and adopt the Draft National I..R Rural Transport Strategy. Finalised Terms of Reference (TOR) July - August Circulation of adopted Draft Strategy Launched study on Rural to Ministries for review and Transport service and Gender in comrrents. Ghana September June' 99 Presentation of Final Draft Strategy Introduced RTTP and RMI to to Cabinet other Technical organization outside the Ministry of Road and Transport (MRT) Sept' 99 Cameroon RTTP team visited Ghana. Oct' 99 Ghana's RTTP- National Launch. Nov'99 Shortlisted Consultants for 3 remaining studies Invited and received proposal from Consulants. Recorrmendation for the connposition of the Steering Committee submitted to MRT 1998 1999 Proposed actions in What has been done since Current issues in December Needed actions up to December Own iniiatives Support required November 1998 then. 1999 2000 o 0 Feb 1999 Selection of Consultants for the March - April 1. Joined RTTP remaining three (3) studies and Holding of four (4) Regional Decentralisation conmrncerrent of studies. vworkshops to reviewfindings of Of Routine May'99 studies and to provide input for the Maintenance to the Guinea and Senegal RTTP National Rural Transport Strategy. District. teams visited Ghana May ) Ghana joined the Guinea and Drafting and Review of the Rural 2. 0 Senegal tearrs on a study tour Transport Strategy. Evolving a system of of Benin and Togo road maintenance June prioritization in Firmed up decision to undertake Holding of National wvorkshop to consultation with four (4) studies review and adopt the Draft National communities and Rural Transport Strategy stakeholders 0 Finalised Terms of Reference (TOR) 3. Launched study on Rural July - August Promotion of the use of Transport service and Gender in Circulation of adopted Draft Strategy Labour based method in Ghana to Ministries for reviewand road ntce through coninents. development of small June' 99 entrepreneurs from the Introduced RTTP and RMI to September cormunities. other Technical organization Presentation of Final Draft Strategy outside the Ministry of Road and to Cabinet 4. Transport (MRT) Developed Maintenance Performance and Sept' 99 Budgeting System. Cameroon RTTP team visited Further studies on Gender and Ghana. Rural Transport Services. Oct' 99 Ghana's RTTP- National Launch US$ 10,000 needed for further studies on Gender and Rural Transport Services. Nov' 99 Shortlisted Consultants for 3 5. remaining studies Pilot study on Invited and received proposal Decentralisation from Consultants. G) Recommendation for the con-position of the Steering Committee submitted to MRT 0X - E 1998 1999 _ 2 Actions retenues en Novembre Qu'est-ce qul a t6 fait Probilmes recens6s en Decembre Actions retenues iusqu'en Initiatives propres Assistance requise tm 1998 deDuls ? 1999 D6cerbre 2000 0 L. * Organisation Ateliers Oui Regionaux. 0 Atelier . Atelier National pour Validation Projet Etudes: Appui partiel PTMR Q. * Atellr Natonal pour Lettre de Politique TR, et installation 0 Forum National Groupe Forum National - GUINEE " Production MIT (U Oui Mise en place base de Rencontre Forum Annule donnees S/Regionaux (Abidjan) ' Transport fluvial Actions Pilotes: Appui partiel PTMR tlU * Voyage Etude Abidjan Lacunes de connaissances sur (MIT- Peage) conditions actuelles de production de ' Amelioration de la mobilite Z ~~~~~~~~~~~~~~~~~~MIT dans uneGCRD * Etudes Developpement MIT A Promotion Genre et (Traction Animale) ~~~~~~Absence de base de donnees sur TR Transport (progfamme bicyclettes) 1 ~~~~~~~~(Traction Animale) Absence de de prise de conscience Actions Reseau: sur I' aspect Genre " Voyage d' Etudes Appui partiel PTMR (Sri Lanka ?) / Organisation Rencontre Forum S/Regionaux; Theme: Experience Guineenne d' integration TR dans cycle programmation des inv. pblcs Absence de methodologie pour Collaboration avec Sassakawa I'amelioration de la mobilite dans une Global, CRD (nature des delpacements, GTZ, BIT AfDB Types et standards des infrastructures, moyens de transport Formation: Appui partiel PTMR adaptes ap Forum regionaux Definition cadre concertation avec collectivites / Planification genre .' / Advocacy " Sensibilisation CVEPs sur Local TR. Vulqarisation: GFN - Guinee PTMR Film sur MIT / Organisation Foire Regionale sur MIT 1998 _ 1999 . ___ v Proposed actions in What has been done since Current issues in December Needed actions up to December Own initiatives Support required ; November 1998 then. _ 1999 2000 _ 0 Feb 1999 Selection of Consultants for the March -April 1. O Joined RTTP remaining three (3) studies and Holding of four (4) Regional Decentralisation commencement of studies. workshops to review findings of Of Routine May'99 studies and to provide input for the Maintenance to the Guinea and Seneqal RTTP National Rural Transport Strategy. District. teams visited Ghana May tQ Ghana joined the Guinea and Drafting and Review of the Rural 2. 0 Senegal teams on a study tour Transport Strategy. Evolving a system of of Benin and Togo road maintenance June prioritization in Firmed up decision to undertake Holding of National workshop to consultation with four (4) studies review and adopt the Draft National communities and Rural Transport Strategy stakeholders Finalised Terms of Reference (TOR) tD 3. Launched study on Rural July - August Promotion of the use of Transport service and Gender in Circulation of adopted Draft Strategy Labour based method in Ghana to Ministries for review and road mtce through comments. development of small June' 99 entrepreneurs from the Introduced RTTP and RMI to September communities. other Technical organization Presentation of Final Draft Strategy outside the Ministry of Road and to Cabinet 4. Transport (MRT) Developed Maintenance Performance and Sept' 99 Budgeting System. Cameroon RTTP team visited Further studies on Gender and Ghana. Rural Transport Services. Oct' 99 Ghana's RTTP - National Launch US$ 10,000 needed for further studies on Gender and Rural Transport Services. Nov' 99 Shortlisted Consultants for 3 5. remaining studies Pilot study on Invited and received proposal Decentralisation from Consultants. Recommendation for the composition of the Steering Committee submitted to MRT Co Q Co U, E I998 1999 , X E Proposed actions In November What has been done since Current issues In December Needed actions up to Own Initiatives Support required C14 0l 1998 then? 1999 December2000 0 L.. Continuous follow-up on RTT Policy on RTT included as part of Need to operationalise Official launch of MRTTP. Organise meetings and Financial resources. (L issues/policies by Steering Draft National Transport Policy. institutional framework. preparation of launch. t Committee. Meetings of Steering Committee O National Workshop held in held on quarterly basis. Implementation of Donor support. Q. December 1998 to validate Decentralisation Policy. (I) PRODOC as basis for further Actvate District structures. action. Hold Donor Meeting. PRODOC circulated to sector Strengthen collaboration with ic Sector Ministries to adopt RTT Ministres and stakeholders. Mobilisation of resources to MASAF, NRA, ROMARP, NGOs. Preparation of project proposals. Financial resources to finalise t( as priority in rural development implement interventions. proposals and implement programmes. Collaboration on ROMARP. Design manuals on RTI and Meetings, netwrking. interventions. > identify pilot districts. Decentralisation programme being implemented Conduct training programmes. Building capacity for Finalisation of proposals on pilot Actvate district structures. Financial resources/Technical implementing RTT activities projects on construction and Study tours. expertise. maintenance on RTI. Mobilise local expertise Draw up training programme Establish databank on RTT Inital study on establishment of Consolidate efforts on Engange consultants. Intemal collaboration. FinancialTechnical expertise. studies and disseminate databank completed. establishment of databank. experences. Establish databank. Commission study on Community Infrastructure Pilot CIDF. Development Fund. Implementation of IEC activibes to raise awareness on RTT Financial. issues. Design IEC strategy and action Mobilise local expertise. plan. Disseminate available Mainstream gender and information on RTT. transport issues. Publicise gender and transport FinancialTechnical Training Workshops. issues. IEC activities/Study tours. Prepare and implement training programme. 1998 1999 l Proposed actions in What has been done since Current Issues In December Needed actions up to Own | Support November 1998 then? 1999 December 20Q0 initiatives Required 1. Nigeria was not a i) RTTP Steering i) Creating necessary i) Draft final reports to be i) Submission of RTTP i) Funding for pilot o member Committee formed in awareness for RTTP submitted by case final draft policy schemes O June 1999, comprising ii) Continuation of on-going studies consultants and document to ii) Funding for case - department of Rural case studies and policy and the lead consultant in Government for studies on inland water Development of the strategy action plan December 1999 approval and adoption transportation needs for . Federal Min. of Agric. iii) Preparation of final draft ii) Final report to be i) Pilot schemes to Rivirne Communities - And Rural policy on RTTP submitted by case demonstrate the iii) Funding for Gender Development, Fed. Min. iv) National workshop on RTTP studies consultants and effective-ness of sensitive case studies, of Women Affairs, lead consultant at the RTTP with respect to cultural 0 Family Economic end of December 1999 ii) Case studies to and religious barriers 0 Advancement iii) Preparation and sub- address inland water on IMT's and RTI i Programme, Fed. Min mission of issues and transporta-tion needs iv) Institutional m of Works and Housing, optional document for the Riverine areas strengthening of Fed. Min. of Transport, (PRODOC) to be done of Nigeria Directorate of Rural 0 Fed. Min. of Finance, by the lead consul-tant in iii) Case studies to Development and other tD National Planning January 2000 address inland water relevant agencies Commission, Road iv) RTTP Steering transportation needs v) Grants for the CD vision 2000 Committee meet in for the rivirine areas of promotion of RTTP t ii) A briefing workshop was February 2000 to Nigeria mainte-nance culture held in August 1999, for prepare for National iv) Gender sensitive case vi) Funding for national t invited RTTP Workshop study with specific workshop on RTTP consultants preparation v) Workshop on RTTP reference to cultural vii) Assistance in Training for submission of policy and strategy to be and religious barriers and capacity building to proposal for case study held in March 2000 as it affects IMT's and ensure main-tenance and policy and strategy vi) Preparation and RTI and sustain-ability study production of workshop iii) Proposals invited from proceedings and final consultants for needs draft policy document studies and policy and vii) Formulation of strategy strategy studies in the for moving forward country iv) Three consultants for case studies and one lead consutant on policy and strategy studies selected and contract signed, and studies commenced in September 1999 v) Mid-term and inception reports submitted by case study consultants and the lead consultant z _~. tQ D -I -E 1998 1999 CD! | Proposed actions in What has been done Current issues in Needed actions up to Own initiatives Support required 2 November 1998 since then? December 1999 December 2000 Cadre institutionnel Finaiser la lettre de Organizer des Appui financier pour Q inanequat politique de transport ateliers pour la consultant et rural validation de la organization atelier Developer une strategie lettre de politique nationale de transport et la mise en place 0 rural d'un comite de pilotage Validation de la > Lettre de Politique ;- Manque de donnees Collecte de donnees par le GVT Consultant avec une pour identifier la Materiel informatique Z differenciation sur le demande genre Mise a disposition de locaux et de Campagne de personnels Appui financier pour Les question du sensibilisation d'appui un reportage televise ri-nre ne sont nas (Connrntipn dil Founiture de Infrastructures rurales Promotion utilization Agetip BIT non adaptees HIMO Projet de DAO adapte PNIR elimination des points critiques et gestion Mise en place decentralisee documentations Renforcement des capacities des acteurs dans planification et gestion des infr-Atrl frvt sr,, - 19 98 1999 ProDosed actions in What has been done Current issues in Needed actions uo to Own Support November 1998 since then? December 1999 December 2000 Initiatives Reauired 0 None * Initiated rural * Lack of a rural * Development of a Rural transport * Advisors for rural 0 transport strategy transport strategy rural typology to strategy: transport strategy project with links to identify different - Development of broader economic types of rural areas rural typology * Information sharing Poverty Alleviation and social policies - Household survey X Funds allocated to * Rural household Study of rural * Grant funding for 0 road and bridge * Allocation of surveys to development some pilot projects maintenance. funding for rural understand rural trends Programme transport needs - Funding strategy encouraged Co-ordination of labour-based * Lack of * Understanding rural development construction and coordination of rural development - Development of $ SMME rural activities trends GIS development * Pilot projects Ł * Lack of reliable * Pilot projects to including: Afribike bicycle data for planning feed into strategy - Rural scholar projects and decision- bicycle programme making * Capacity - Others to be development of identified as part of * Lack of gender local transport strategy focus forums and local * Capacity government development projects * Developing funding * Set up gender strategy for committee projects and institutional capacity building * Investigate means of coordination of rural activities * GIS to be developed_for_rural _ _ ___________ Co 0 :C _. E 1998 __ _ _ _ _ _ _ _ _1999 Proposed actions in What has been done Current issues in Needed actions up to Own Support I o November 1998 since then? December 1999 December 2000 Initiatives Recuired X. 1. Recruit PC * Process started * Candidates short * Finalise * Finalise the * Financing the t: listed and awaiting recruitment of the recruitment of the RTTP unit USD o interview PC PC 50,000 2. Open RTTP * Account opened * Account to be * Account to be * Ensure account is * N/A account made operational operational in operation after the recruitment of the PC 3. Establish a RTTP * Not vet established * To be established * Coordination unit * Provide the office * Fund the coordination unit after the PC is in to be established facilities procurement of the place equipment and operational costs _ _ _ _ _ _ _ _ _ _ _ _ _ USD 100 4. Workshop on * That is done in * Held in June 1999 * Follow up * Organize * Funding for the RTTP June 1999 workshops in workshops workshops USD programming VTTP districts 6.000 5. workshop on * Done in June 1999 * Held in June 1999 * Follow up * Organize * Funding for the gender and the workshops in workshops workshops USD transport VTTP districts ___ __ 6,000 7. Prepare RTTP * Initial steps taken * Process could be * Finalise drafted * Discuss document * Support project document * Consultant have continued project document with stakeholders documentation and been found dissemination costs USD50,000 _ 8. Prepare gender * Process has * Process to be * Finalise drafted * Discuss document * Support and the transport started continued project document with stakeholders documentation and programme dissemination document costs USD50.000 9. Formulation of * First draft ready * Further action * To be discussed * Organization * Funding of the RTTP policy awaits the with stakeholders workshops workshops USD finalization of Rural 50,000 Development Policy _ 10. Piloting VTTP in * Two more districts * Five districts * To cover the * Follow up with the * N/A seven districts were added piloting VTTP remainina four individual donors N .X 1998 1999 Proposed actions in What has been done Current issues in Needed actions up to Own Support 0 November 1998 since then? December 1999 December 2000 Initiatives Required _ 1. Launch Baseline * Uganda's Rural * Developing Rural * Baseline Study for * Provision of all * Financial and 0 Study for RTTP and Urban Roads Transport and RTTP funded and Study Reports Technical Support (Prepare Terms of overall Strategies Infrastructure completed * Preparation of for the way forward X Reference) developed Strategies from the * Workshops for Terms of on Rural Transport * Two Stakeholders' new Rural / Urban processing Rural / Reference Issues ( Workshops held n Roads Strategies Urban Roads * Mobilizing Local * Funding of two 0 Kampala * Low capacity for Strategies Govern-ments two Local Government * TOR and Budget dissemination of * Because of new Stakeholders and Stakeholders prepared and sent new Rural / Urban Strategies Rural Workshops to RTTP's Roads Strategies Transport White * Short term m Regional Office in * Processing White Paper to be Consultancies for 9 Harare in July Paper on emerging prepared processing new 1999 Rural / Urban Rural / Urban Roads Strategies Roads Strategies 2. Obtain RTTP * Feedback from * Rural Transport * Preparation of Status for Uganda RTTP's Regional Issues agreed in Background Office in Harare proposed White documents awaited Paper and Proaramme made 3. Liaise with RMI for * Liaison with RMI * Need to redefine * RTTP and RMI * Continued Co- * Shared information Awareness * Awareness placement of RTTP activities promoted operation with RMI Creation creation and RMI within and shared Workshops funds emerging objectives Strategies 4. Open-up RTTP * Contacts with * Rural travel issues * RTTP Office * Shared Office with * Support for RTTP Office in Kampala DFID, World Bank, be considered as opened in Kampala RMI space if Office (rent, basic GTZ and Danida Strategy Report is possible staff, operations, made ready etc.) * Lack of capacity in Local _______ _____ Governments 5. Study Tours to * Study Tour 15 * Study Tours as Study Tours to Financial Support for Zambia, Malawi, Tanzania to be programmed include Local Study Tours Mozambique and funded by Danida Government Tanzania _ _ _- C Qn CL Proposed actions 1998 1999 Proposed actions in What has been done Current issues in Needed actions up Own initiatives Support required 2 November 1998 since then? December 1999 to December 2000 X Policy Framework Policy Document Financial Resources Broad based local o and Review of Road completed. Review for implementation of level consultations Traffic Act of the Road traffic Act Activities under way. Information/database US 5,000.00 Pilot Studies and Pilot studies under Continued development on RTT X Demonstrations IMT undertaken government/Political issues. X~ under IMT project Demonstrations still commitment to RTT > being planned for. issues Development of legal US 15,000.00 framework for RTT Currently being Credit Facilities and planned for the Targeted sensitization Study Tours, US 15,000.00 Community coming year. of political leaders at workshops, etc Mobilization and IMT all levels Promotion Impact assessment US 30,000 Targeted sensitization Not undertaken study of Community of Political leaders at during the current Transport and all levels through year. Infrastructure Project Study Tours, demonstration and Gender Strategy US20,000 RTT interventions Development Study Regular Consultation Not undertaken Implementation of Capacity Building in meetings with Donors during 1999. recommendations of form of workshops, the Institutional training. Develop well defined Undertaken Strengthening Study and planned RTTP (U E N 1998 199 ;_ Proposed actions in What has been done Current issues in Needed actions up to Own initiatives Support required November 1998 _ since then? December 1999 December 2000 0 0 Capacity building for Not undertaken Coordinate TRL study 0 community on socio-economic X mobilization for impact of feeder roads planning, management. implementation and 3 financing Implement Pilot phase of 0 IMT Project 0 Meetings with donors Include gender Being considered Lack of a gender Consultations with Seminars with donors concerns in planning under IMT Project. policy donors on RTTP stages of Program of Action US 2,000.00 interventions. CD Harmonization of Policy 2 and Actions of RTTP related programs under ROADSIP. District level US 10,000 Establish Forum Groups workshops for RTT at district level. N o E 1 98 1999 I-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~c os Proposed actions What has been done Current issues in Needed actions up Own initiatives Support required o in November 1998 since then? December 1999 to December 2000 a. Identification of the Host Ministry Transfer of RTT RTTP Steering o host Ministry identified - Ministry of Programme from Min. Committee to meet U) Local Government of Transport and once bi-monthly. c and National Housing Energy to that of Local Government and National co Housing. (u > Formation of RTTP Formed Steering Committee National Co-ordinator Government of (Deputy Secretary in Zimbabwe. Appointment of the Done the Department of National Co- Local Government ordinator Promotion and (from Govt side). Administration: MLGNH). Not yet Appointment of the Funding - World Programme Co- Appointment of the Bank. ordinator. Programme Co- ordinator and establishment of a Form a Secretariat Secretariat still Not yet pending. Stakeholders Workshops to be held Stakeholders Workshop - National both at National, Workshop - National Level to be held by Provincial, District Funding Level. Not yet end of March 2000. and local community (grassroots level). .r~_ 1998 1999 _ _ _ _ _ _ _ _ Proposed actions What has been done Current issues in Needed actions up Own initiatives Support required e in November 1998 since then? December 1999 to December 2000 o 0 Study/Survey on Done Study finalized Review the current Funding. a RTTP in three initiatives in 3 Pilot a districts of Pilot project Districts. Zimbabwe: Zaka, implemented in 3 Rushinga and Districts Zaka, ED 0 Chipinge. Formed Rushinga and o Chipinge. Dissemination of Other fora to be Funding Information on the utilized in ED findings and disseminating recommendations of information e.g. the Study to all 57 Provincial Meetings districts of Zimbabwe on CBCC. Chiefs and by end of June. Headmen. Conference on Select further 3 Association of Rural Funding districts to focus on. District Councils. Situational Analysis. Stakeholder consultation. Plan of Action. Implementation. National Policy on Not yet National Policy on Secretariat to assist Rural Travel Rural, Travel Ministry of Transport Funding. Transport Transport to come up with the document. N Consultations on the D document. Stakeholder's comments _ incorporated into the 0 ________________ _______________ docum ent. 0 Rural Travel and Transport Program Conference Evaluation After the 14th Coordinating Committee Meeting of the RTTP, participants were asked to evalu- ate the event. The summary of the evaluations is attached hereto. The overall conclusion of the event by the participants was positive, with the following highlights: * Seminar arrangement and logistics were good, with the exception of the quality of transla- tion services; * The length of the meeting was appropriate; there was a marked preference for increasing group work, decreasing formal presentations and maintaining emphasis on field trips; * The overall outcome of the meeting was overwhelmingly deemed beneficial to the expected future work of the participants. * These highlights will be factored into the design of future RTTP events. 213 14th Coordinating Committee Meeting 14th Annual RTTP Coordinating Meeting - 1-3 December 1999 - Pretoria Evaluation Form Yourself: 1. Are you: O a RTTP representative? O A donor representative? O A partner organization representative? O Others? 2. Did you attend the 13rn Annual Coordinating meeting in Dar es Salaam? O Yes O No 3. Are you: 0 French-speaking? 0 English-speaking? Logistics 4. Were the accommodations satisfactory? EJYes ONo 5. Were the trip arrangements properly managed? OYes ONo 6. Was the conference center adequate? O Yes O No 7. Was the staff helpful in solving the problems you faced? OYes O No 8. How would you assess the quality of translation? O Good 0 Fair 0 Bad Form of the seminar 9. How was the duration of the seminar? 0 Too short 0 Ok 0 Too long? 10. Would you be in favor of increasing or decreasing the number of formal presentations? O Increase 0 Decrease 0 Same 11. Would you like more interaction group work? 0 More 0 Less 0 Same 12. What other form of discussion/interrelation between participants, if any, would you suggest? 13. Is the question of presentation/discussion language a concern to you? OYes ONo 14. If yes, how would you like to see this improved? 214 Rural Travel and Transport Program Content 1. To what extent did the meeting enhance your capacity to take stock of your past year work? O Not at all O A lttle O A lot. 2. How useful was the meeting to help you define a better action plan for the year ahead? O Not at all O A little O A lot. 3. To what extent did the meeting provide you with new ideas from other countries/experiences? O Notatall OAlittle QAlot. 4. To what extent did interacting with other participants help you in finding better solutions to your current problems? OJNotatall OAlittle [OAlot. 5. Will the field trips be helpful in your future work? a Yes O No 6. Did the meeting meet your expectations? O Yes O No 7. Please, explain: 8. As a whole, would you qualify the meeting as: O Beneficial? 0 Unnecessary? 0 Detrimental? Other comments: 215 14th Coordinating Committee Meeting 14eme Reunion Annuelle de Coordination du PTMR - 1-3 Decembre 1999 - Pretoria Formulaire d'Evaluation Informations personnelles Etes-vous: un representant PTMR? un representant d'un bailleurde fonds? un representant d'une organisation partenaire? Autres? Etiez-vous a la 14eme Reunion Annuelle de Coordination du PTMR a Dar es Salaam? O Oui O Non Etes-vous: O Francophone ? O Anglophone ? Logistique Les conditions d'accueil etaient-elles satisfaisantes ? O Oui l Non Votre transport a-t-il et6 bien organis6 ? O Oui O Non Le centre de conference etait-il approprie ? O Oui O Non Les membres de l'equipe vous ont-ils utilement aider a resoudre vos problemes sur place ? O Oui O Non Quel est votre appreciation de la qualite de la traduction ? O Bonne O Normale O Mauvaise Forme du seminaire Le seminaire etaft-il: O Trop long ? O Suffisamment long ? O Trop court ? Etes-vous en faveur d'une augmentation ou d'une diminution du nombre de presentations formelles ? O Augmentation O Diminution O Identique Prefereriez-vous plus ou moins de travaux de groupe ? E Plus E Moins E Identique Quel autre forme de discussion/echange entre les participants vous semble manquer ? La langue utilisee pour les presentations et discussions est-elle un probleme d'apres vous ? O Oui O Non Si Oui, comment pourrait-on ameliorer ceci ? 216 Rural Travel and Transport Program Fond Dans quelle mesure cette reunion a-t-elle ameliore votre capacite a faire le bilan de votre travail de I'annee passee ? O Pas du tout O Un peu a Beaucoup Quelle a te l'utilit de cette reunion dans la definition d'un meilleur plan d'action pour l'annee a venir ? O Pas du tout O Un peu O Beaucoup Dans quelle mesure cette reunion vous a-t-elle apporte des idees nouvelles en provenance d'autres pays ou d'autres experiences ? O Pas du tout 0 Un peu a Beaucoup Dans quelle mesure les echanges avec les autres participants vous ont-ils permis de trouver de meilleures solutions pour les problemes auxquels vous devez faire face ? O Pas du tout O Un peu a Beaucoup Les visites de terrain vous auront-elles ete utiles pour votre travail ? O Oui O Non La reunion a-t-elle ete au niveau de vos attentes ? O Oui O Non Pourriez-vous expliquer, s'il vous plait ? Dans son ensemble, qualifieriez-vous la reunion comme: 0 Benefique ? 0 Inutile? 0 Nuisible ? Autres commentaires: 217 14h R1TP & RMI COORDINATING COMMITTEE MEETING PARTICIPANTS LIST --__________________________ _ -DO NO RS NAME CONTACTED FAX REPORT ATTEND E-MAIL ADD., TEL. & FAX NUMBERS Adolehoume Amakoe YES YES Amakoe.adolehoume@inrets.fr 2 avenue Gal Malleret Joinville, SITRASS 94114 Arcueil Cedex, France T: 33 1 474 072 68 F: 33 1 454 756 06 Bijimer Joep YES YES j.bijimer@dru.minbuza.nl The Netherlands Ministry of Foreign Affairs F: 31 70 348 5956 Brinkmann Peter YES YES Peter.brinkmann@kfw.de Sector Policy Division, Postfach KfW 111141, 60046 Frankfurt, Germany T:49697431 3284 F: 4969 7431 3568 Curran Patrick YES YES Development Cooperation Division, Irish Aid Dept. of Foreign Affairs, 76-78 Harcourt St., Dublin 2, Ireland T: 353 1 478 0822 Extension 2408 F: 353 1 478 5938 Gerlache de Jean-Louis YES YES Brussels, Belgium Administration Generale de la Cooperation F: 32 2 519 0794 au D&veloppement NAME CONTACTED FAX REPORT A TTEND E-MAIL ADD., TEL. & FAX NUMBERS Gruning Klaus YES YES Construction & Transport Division, KfW Palmengertenstrasse 5-9 60325 Frankfurt, Germany T: 496974310 F: 49 69 7431 3568 Isotalo Jukko YES YES Overseas Projects Office FINNRA Opastinsilta 12, P.O. Box 33 SF- 00521, Helsinki, Finland Karlsson Lars YES YES Lars.karlsson@side.se Sveavagen 20, S-105 25 Stockholm, SIDA Sweden T: 46 8 698 5430 F: 46 8 698 5620 SIDA - Mozambique YES Gosta.wemer@sida.sc or Swedish Embassy, P.O. Box 338, Werner Gosta gwerner@virconn.com Maputo, Mozambique T: 258-1 490091/4 F: 258-1 492374/490056 Lanet Jean-Philippe YES YES Jplanet@isted.3ct.com Pole Route ISTED 1 bis, avenue de Villars, 75007. Paris, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _F rF r a n c Lotz YES YES NO Karl Marx Strasse 4-6 Bundesministerium fur wirtschaftliche D5300 Bonn 1, Germany Zusammenarbeit T: 49 228 5350 (BMZ) F: 49 228 535 3475 Metschies Gerhard YES YES P.O. Box 5180 Deutsche Geselleschaft fur Technische 65726 Eschborn, Germany Zusammenarbeit (GTZ) T: 49 61 96 79 16 12 F: 49 61 96 79 71 44 NAME CONTACTED FAX REPORT ATTEND E-MAIL ADD., TEL. & FAX NUMBERS Meunier Samuel YES YES Samuel meunier@diplomatie.fr DCT/ETC, 20 rue Monsieur, 75700 Ministere des Affaires etrangeres Paris 07 SP, France T: 331 53 69 31 95 F: 33 1 53 69 37 17 Morita Akira YES YES NO 4 - 1, Otemachi 1 - Chome, The Overseas Economic Cooperation Fund Chiyoda-ku, Tokyo 100-8144, Japan (OECF) T: 81 3 5218 3719 F: 81 3 5218 3973 Nyborg Poul YES YES Pounyb@um.dk Ministry of Foreign Affairs, 2 Asiatisk Danida Plads, DK-1448 Copenhagen, Denmark T: 45 33 92 02 05 F: 45 33 92 07 09 Olivero Gerard YES YES Gerard.olivero@cooperation.g Bureau des transports Ministbre des Affaires 6trang6res ouv.fr Secretariat d'etat A la Cooperation, Direction du Developpement, 20 rue Monsieur, 75700 Paris, France T: 33 1 474 072 68 F: 33 1 454 756 06 Python Roland YES YES YES Roland.python@deza.admin.c Water & Infrastructure Division, CH- Swiss Agency for Development & RMI h 3003 Bern, Room A1614, Cooperation (SDC) Freiburgerstrasse 130, Switzerland T: 41 31 32 309 44 F: 41 31 32 326 10/325 9357 NAME CONTACTED FAX REPORT ATTEND E-MAIL ADD., TEL. & FAX NUMBERS Thompson Bruce YES YES YES Johnbruce thompson@dg8 ce Transport Policy European Commission RMI c.be DG-VIII, European Commission, Rue de Geneve 12, B-1140 Brussels, Belgium T: 32 2 299 3067 F: 32 2 299 0603 Weth Wolfgang YES YES Wolfgang.weth@kfw.de Palmengertenstrasse 5-9 KfW 60325 Frankfurt, Germany T: 49 69 7431 2032 F:49697431 3568 SSATP: 14UI RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa INTERNATIONAL ORGANIZATIONS NAME CONTACTED FAX REPORT ATTEND EMAIL ADD., TEL. & FAX NUMBERS Abdulai Y. Seyyid YES YES NO P 0 Box 995, Parking 8, A-101 1, Vienna, OPEC Fund for International Development Austria T: 43 1 51 56 40 F: 43 1 51 39 238 Al-Hamad Y. Abdelatif YES YES P.O. Box 10915 Arab Fund for Economic & Social Manama, Bahrain Development T: 965 484 4500 F: 965 481 5750 Andersson Karin (Ms.) YES Frp@virconn.com ILO/SIDA ILO/SIDA C/o SIDA, C.P. 4595, Maputo, She has informed us that she will be bringing Mozambique a colleague and will get back to us on that T: 258 1 475 045 F: 258 1 475 221 Tessem T. YES YES YES Asist@llosamat.Org.Z P.O. Box 210 ILO/ASIST w Harare, Zimbabwe T: 2634748344/6 F: 263 4 759 427 Ali-Nejadfard Fatemeh (Ms.) YES YES YES Nejadfard@ilo.org P.O. Box 210 ILO/ASIST Harare, Zimbabwe T: 263 4 748 344 / 6 F: 263 4 759 427 Fauveau YES YES Piarc@wanadoo.fr PIARC-World Road Association PIARC La Grande Arche, Parol Nord, niveau 8, Has asked Mr. Nazir Alli, Chief Executive 92055 LA DEFENSE CEDEX (France) Officer of the South African National Roads T: 33 1 47 96 81 21 Agency Ltd. To attend on his behalf. Mr. Alli F: 33 1 49 00 02 02 cannot attend but other name to be provided NAME CONTACTED FAX REPORT ATTEND E-MAIL ADD., TEL. & FAX NUMBERS Fernando Priyanthi (Ms.) YES YES YES Priyanthi.fernando@m International Forum for Rural Transport & Executive Secretary cmail.com Development (IFRTD), C/O Intermediate IFRTD Technology, 150 South Hampton Row, London WC1 B 5AL, United Kingdom T: 44 171 278 3670 F: 44 171 278 6880 Mike Noyes YES YES YES Noyes.mike@mcmail.c International Forum for Rural Transport & IFRTD om Development (IFRTD) c/o ITDG, New Premier Hse, 150 Southampton Row, London, WC1, U.K. T: 44 171 278 3670 F: 44171 278 6880 SSATP: 14"' RTTFP & RMI Coordinating Committee Meeting, Pretoria, South Africa Fritz Donald YES YES Dfritz@satcc.orgmailto; 2n Floor, Predio Marconi, Av. Martires de SATCC dfritz@satcc.org Inhaminga, 170, P.O. Box 2677, Maputo, Mozambique T: 258 1 302 195 F: 258 1 302 196 Kamga Thomas D. YES YES Sgudeac@camfido.gn. B.P. 969 UDEAC apc.org Bangue Republique Centrafricain T: 236 61 10 83 F: 236 61 21 35 Koumare Hachim YES YES Transport Policy Coordination & Tourism, UNECA P.O. Box 3005, Addis Ababa, Ethiopia T: 251 1 51 72 00 ext. 204 F: 251 1 51 03 91 NAME CONTACTED FAX REPORT A TTEND E-MAIL ADD., TEL. & FAX NUMBERS Mahmoud Kamal YES YES Badeadev@sudanet.n Programmes and Technical Assistance, Arab Bank for Economic Development in et Abdal-Rahman El-Mahdi St., P.O. Box Africa (Bedea) 2640, Khartoum 11111 Republic of the Sudan T: 249 11 773 709/646 F: 249 11 770 498/600 Munyabarenzi A. YES YES Transport & Communications, Lotti House COMESA - Cairo Road, P.O. Box 30051, 10101 Lusaka, Zambia T: 260 1 229 725/729 F: 260 1 225 107 Mushambi G. Tafadzwa YES YES Deceased. Transport & Infrastructure Development ESAMI No one else Sector, P.O. Box 3030, Arusha, Tanzania nominated T: 255 57 83 83 F: 255 57 82 85 Theodore Nkodo YES YES NO 01 B.P. 1387 African Development Bank Abidjan, Cote d'lvoire F: 225 21 63 73 Samuel Nnama YES YES NO Manager, Operations Support Services African Development Bank 01 B.P. 1387, Abidjan Cote d'Ivoire Contact: Field Office F: 225 44 1687 Ohiorenhouan John YES YES Policy & Regional Program Division, One UNDP United Nations Plaza, New Your, U.S.A. 10017 T: 212 906 5000 F: 212 371 4360 SSATP: 14'I RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa NAME CONTACTED FAX REPORT ATTEND E-MAIL ADD., TEL. & FAXNUMBERS Marwan Seifeddine YES YES NO Director, 0 & P - 2 Department Islamic Development Bank Islamic Development Bank P.O. Box 5925 Jeddah 21432, Saudi Arabia F: 966 2 637 4293 Reedy El Tarek YES YES P.O. Box 5925, Jeddah 21432, Saudi Islamic Development Bank Arabia T: 966 2 636 14 00 F: 966 1 464 74 50 Rizzo Mary-Anna YES YES YES M rizzo@yahoo.com Manager, Internation Programs, FHA, 400 Federal Highway Administration 71 St. S.W. Room 3325, Washington, D.c. 20590 T: 1 202 366 9631 F: 1 202 366 9626 Sesay John YES YES 6, King George V Road, P.M.B. 12745, ECOWAS Lagos, Nigeria T: 234 1 260 0860 - 8 F: 234 1 263 3935 Veen de Jan YES YES 4 Route des Morillons, CH - 1211 Geneva ILO 22, Switzerland T: 41 22 7996 111 F: 41 22 798 8685 Westerhuis M.W. YES YES 63 rue de Lausane International Roads Federation Geneva, Switzerland T: 41 22 731 7150 F: 41 22 731 7158 Yayi Boni YES YES West Africa Development Bank BOAD 68 Avenue de la Liberation, B.P. 1172, Lome, Togo T: 228 21 5906/4244 F: 228 21 5267 SSATP: 14' RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Rural Travel & Transport Program (RTTP) NAME I POSITION FAXED I CONFIRMED ATTEND EMAIL | ADD. TEL. & FAX NUMBERS I | | FAX REPORT CAMEROON VISA ASSISTANCE Essombe Naah Esther G. National YES YES YES Ptmr Coordinateurdu PTMR, Coordinator Ministere des Transports, Yaounde, Cameroon Field Office: T/F: 237 22 67 75 Etende Hippolyte Program YES YES YES Hippolyte Etende Coordinateur des Routes Coordinator Nkodo rurales Ministere des Travaux T: 237 22 01 30 F: 237 22 97 05 Jean Martin Etoundi Marie de la Commune de Ngomou Jean Paul Nchoankwi Representant de L'ONG SAILD CHAD VISA ASSISTANCE COTE D'IVOIRE _ _ _ _ _ _ _ Toure Alhassane Aminata YES YES YES Directeur National du Genie, Ministere del'Agriculture et de I'Elvage, Abidjan _ T: 224 220883 / 210631 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ FAX REPORT ETHIOPIA Leulseged Ageze Head YES YES YES Development Works Co- ordination Bureau, Regional Affairs Sector, Prime Minister's Office, P.O. Box 1031 Addis Ababa T: 251 55 20 44 ext. 263 F: 251 01 51 31 18 Mulugeta Demissie Geneme Program YES YES YES Ethiopian Roads Authority, Coordinator P.O. Box 1770, AddisAbaba, Ethiopia T: 251 51 69 62/15 66 03 F: 251 1 51 48 66 SSATP: 140' RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Shiferaw Wondim Chekole Head YES YES YES Fundraising & Donors Relation Division, Amhara Development Association (ADA) Liaison Office, Addis Ababa T: 156420/51 7886 F: 251 1 51 77 95 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD, TEL & FAX NUMBERS FAX REPORT Nahusenay Tesfamichael YES YES YES Ethiopian Roads Authority, Also attending RMI. Overall cost to be divided P.O. Box 1770, Addis Ababa equally between RTTP& RMI T:251 1 156603 F: 251 1 514 866 GHANA E. N. K. Ashong Coordinator YES YES YES Dfr@ghana.com Department of Feeder Roads, P.M.B. Ministries Post Office, Accra T: 233 21 668 314 F: 233 21 668317 Antwi C. D. Director YES YES Department of Feeder Roads, P.M.B. Ministries Post Office, Accra T: 233 21 668 314 F: 233 21 668317 Essilfie A.T. Coordinator YES YES YES Department of Feeder Roads, P.M.B. Ministries Post Office, Accra T: 233 21 668 314 F: 233 21 668317 Moses Kojo Robert Observer YES YES YES President Ghan Road Haulage Association, P.O. Box C. 0. 1414, Tema T: 233 22 204 986 F: 233 22 161 08 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD, TEL & FAX NUMBERS FAX REPORT Tawia Addo-Ashong Transport YES YES YES taddoashong@worldb The World Bank Resident Specialist ank.org Mission, 69, Dr. Iset Road, North Ridge Residential Area, Accra T: 233 21 229681 F: 233 21 227887 SSATP: 14"l RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Danso Henry Contact - The World Bank Resident Amacbruce@worldba Mission, 69, Dr. Iset Road, nk.org North Ridge Residential Area, Accra T: 233 21 229681 F: 233 21 227887 Antwi Collins GUINEA VISA ASSISTANCE Bah Alpha Coordinator YES YES YES Abah@worldbank.org RTTP Country Coordinator, Villa 46, Cite des Nations, B.P. 5406, Conakry T: 224 452 462 / 215 951 Camara Sanah YES YES YES Bnabbe@yahoo.fr Chef BTGR, KINDIA DNGR, MAE Conakry T: 224 210 631 MADAGASCAR VISA ASSISTANCE Rabemanantsoa Auguste Coordinator YES YES YES Ptmr - Mtp Minist&re des Travaux Publics, Cordonateur du PTMR Direction de la Gestion de I'Entretien Routier, Porte No. 412 Antananarivo, Madagascar T: 261 20 22 259 43 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD, TEL. & FAX NUMBERS FAX REPORT Ramarokoto Samimiadan A Daniel YES YES YES Sta@simicro.mg Presidente du Comite Technique de la reformed du service public, 2 Rue Rainitovo, Antsahavola, Antananarivo T: 261-20 22 216 28 F: 261-20 22 213 07 Raharison Pierre Coordinator YES YES YES Cciamtp@dts.mgmailt Ministere des Travaux Publics, o:cciamtp@dts.mg Direction de la Gestion de OR I'Entretien Routier, Porte No. 412 Ptmr - Mtp Antananarivo T: 261 20 22 259 46 F: 261 22 252 31 MALAWI Kantema Joe National YES YES YES Localgovt@malawi.ne Department of District & Local Coordinator t Govemment Adminstration, P. 0. Box 30312, Lilongwe 3, _____________________________. I_______ _____________ _______jT: 265 780 555/ 782227 SSATP: 14h RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa F: 265 780 242 Chibwana Arthur Christian Program YES YES YES Localgovt@malawi.ne Department of Local Coordinator t Administration, P.O. Box 30312, Lilongwe 3, T: 265 782 227 F: 265 780 242 NAME POSITION FAXED CONFIRMED A TTEND EMAIL ADD., TEL. & FAX NUMBERS FAX REPORT Guta Christopher W. Director General YES YES YES Mirtdcrmalawi.net Malawi Industrial Research & Technology Development Centre T: 265 623 805 / 912 F: 265 623 912 MOZAMBIQUE Chongo Natalia Maria (Ms.) FRP@vieconn.com ANE Administracao Nacional de Estradas Av. De Mocambique, No.1225 Caixa Postal 403 - Maputo T: 475 045 F: 475 221 NIGER VISA ASSISTANCE . Soufiane Magagi Habou Observer YES YES YES Poi@intrut.ne Directeur des Routes Rurales, Ministere de l'Envirnment des Infrastructures et des Transports, BP235 T: 227 72 21 57 F. 227 72 21 79 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL & FAX NUMBERS FAX REPORT .. .. NIGERIA Okeke E. 0. Director - Rural YES YES YES Federal Ministry of Agriculture Development & Rural Dev. Dept. of Rural Dev. Headqaurters, Area 11, Garki Abuja, Nigeria Contact: Field Office F: 234 9 234 5263 Nwaezike L. C. YES YES YES Dept. of Rural Dev., Federal Ministry of Agriculture & Rural Dev., Area 11, Garki, Abuja T: 09 234 2733 Adesina M. 0. YES YES YES Sshwed@infoweb.ab SSHWED Associates, N6- c.net 532c, Oyo Road, Mokola - SSATP: 14w" RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Ibadan, P.O. Box 1401, Ibadan T: 02-241 3450 F: 02-241 0358 Aji Goni Bukar Director YES YES YES N/A Administration, FEAP HQ, The Presidency, Olusegun Obasanjo Way, Wuse Zone 7 - Abuja T: 090 - 804 683 .__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ F : 0 9 - 5 2 3 9 1 7 2 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS ____ ___ ___ ___ ___ ___ ___ _ __FAX REPORT SENEGAL Thioye G. A. B. Coordinator YES YES YES elban~telecomplus.s Direction des Travaux, B.P. 240, Dakar, Ex Camp Lat-Dior, n Senegal T: 221 823 6807 or 221 633 3033 F: 221 823 8292 Aly Lo President YES YES YES N/A L'Association des Presidents de Canseil Rural du Senegal A Place Inst. Dakar BP3866 T: 221-8217002/ 8327525 F: 221-8238267 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS FAX REPORT SSATP: 14h RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Sarr Saliou YES YES YES Cncr@telecomplus.sn Conseil National de Concertation et de Cooperation des Ruraux (CNCR), Route du Front de Terre x Bourgulba prolongee lot No. 53 T: 221 827 5088 ______________ _________ _______________ ___________ _________________F: 221 832 11 01 SOUTH AFRICA Mashiri Mac YES CSIR Transportek Meiring Naude Road Brummeria, P.O. Box 395, Pretoria 0001 T: 27 12 841 2905 F: 27 12 841 3232 Mr. Thami Manyathi He is chief YES YES Manyatht@dotho.kznt Roads & Transportation director I.gov.za Planning T: +27 33 3558633 F: +27 33 3558076. TANZANIA Musingi Richard National YES YES YES Ministry of Regional Admin. & Coordinator Local Govt. P.O. Box 1923, Dodoma T: 255 61 22681 F: 255 61 22168 Mwasha Obed K. YES YES YES Ministry of Regional District Executive Director Administration and Local Govemment. T: 255 053 47303 F: 255 061 22168 Kimambo I. N. YES YES YES Kapsel@intafrica.com Kand Associates (KAPSEL) T: 255 51 115639 F: 255 51 114261 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL & FAX NUMBERS .____________________ FAX REPORT ZAMBIA Lubambo Peter Director - DISS YES YES YES Dept. of Infrastructure & Support Services, P.O. Box 50027, Lusaka, Zambia T: 260 1 253 643 F: 260 1 252 503 Mwiinga Billy Program YES YES YES Billy.mwiinga@endo Ministry of Local Govt. & Coordinator - amail.com Housing, P.O. Box 50027, RTTP Lusaka T: 260-1 251128 F: 260-1 251128 SSATP: 14ilI RTrP & RMI Coordinating Committee Meeting, Pretoria, South Africa Makota Cecilia Nonkulu National YES YES YES Women in Agriculture Coordinator T: 260-1 238 336 F: 260-1 238 336 ZIMBABWE Chakaipa S. National YES YES YES Deputy Secretary, Ministry of Coordinator Local Govemment & National Housing, Pvt. Bag 7706, Causeway, Harare Dengu Ebbie Regional Director YES YES YES ltech@samara.co.zw ITDG Southern Africa Box 1744, Harare T: 263-4 496745/ 496746 F: 263-4 496 041 Ndlovu Ms. YES YES YES Ministry of Local Govemment & National Housing, Pvt. Bag 7706, Causeway, Harare SSATP: 14"' RTFP & RMI Coordinating Committee Meeting, Pretoria, South Africa ROAD MANAGEMENT INITIATIVE _ F A1A NAME I POSITION FAXED CONFIRMED ATTEND EMAIL | ADD., TEL &FAXNUMBERS I I FAX REPORT I . ANGOLA Teixeira Antonio da Gama Lopes Coordinator YES YES YES INEA Rua Amilcar Cabral 35-3, Luanda, Angola T: 244 2 332828/ 391536 F: 244 2 335 754 De Barros Jose de Jesus Pedro Director YES YES YES Transnorte -EP Rodoviaria do Norte, Rua Major Kanhangulo No. 127, Luanda T: 244 2 311504/311783 F: 244 2 311504 CAMEROON Takam Jean-Marie Coordinator YES YES YES Jmtakam@iccnet.cm Ingenieur en Chef de Genie Civil, Ministbre des Travaux Publics, B.P. 14 309, Yaounde T: 237 23 31 70 F: 237 23 06 52 Oumarou Charge des YES YES YES Syndicat National des Private Sector Representative missions Transporteurs Routiers du Cameoun B.P. 1339 Doula Cameroon T: 237 433953 (cell) T: 237 307230 F: 237 433955 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD. TEL. & FAX NUMBERS FAX REPORT . CAPE VERDE VISA ASSISTANCE Eng. Eduardo Monteiro Lopes Observer YES YES YES Mit@mail.cvtelecom.c Director do Fundo Rodoviario, v Achada Santo Ant6nio - Praia T: 238 615703 C: 238 912509 F: 238 61 4822 Loyde Monteiro YES YES YES Loidem.@hotmail.co Cvc- Construcos de Cabo m Verde Archada Grande, Apartado 242 - Praia Santiago T: 238 633 831 C: 238 912 756 F: 238 633 221 SSATP: 14"' RTTP & RMI Coordinating Coiuiiittee Meeting, Pretoria, South Africa ETHIOPIA Wolde-Gebriel Zaid Coordinator YES YES YES Ethiopian Roads Authority, P.O. Box 1770, Addis Ababa, Ethiopia T: 251 1 156 603 F: 251 1 514 866 Olana Luel Haile YES YES YES Road Fund Board Member GHANA Lamptey Joseph Coordinator YES YES YES Ministry of Roads & Transport, P.O. Box M38, Accra T: 233 21 665 143 F: 233 21 667 935 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS FAX REPORT Moses Robert YES YES YES Member, Ghana Road Fund Board, P.O. Box C.O. 1414, Tema-Ghana T: 233 022 20 4986 F: 233 221 6108 GUINEE Gueye Ahmadou YES YES YES Bnabbe@yahoo.fr Bureau de la Planification, Minist6re de I'Equipment et des Travaux Publics, Conakry, Guinde T: 224 41 18 11 F: 224 41 35 77 Souleyman Cisse President YES YES Bnabbe@yahoo.fr Union Nationale des Transporteurs de Guin6e Draure_Bah S. YES No information supplied on the registration form. Use the Resident Mission in Guinee to contact him. KENYA Butt Bervez Shahid Managing Director YES YES YES MCBC Ltd., P.O. Box 90167, I Chairman Mombasa T: 254-11 490714/6 F: 254-11 494090 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS I___ _ I_ _ FAX REPORT LESOTHO Masoabi John Taole Director YES YES YES Mowfcmu@lesoff.co.z Department of Planning a Ministry of Public Works & Transport. P.O. Box 20, Maseru T: 266 324 381 _F: 266 310 125 SSATP: 14"' RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Peko Poglako Remametsoe Executive YES YES YES Roadfund@adelfang. Road Fund, Road Fund He prefers to travel by road to Pretona. Secretary co.za Secretariat, 4"' Floor, New Post Should we reimburse him for Petrol? j Office, Maseru T: 09 266 331696 F: 09 266 321697 MADAGASCAR Ramaromanana Leon Coordinator YES YES YES Cciamtp@dts.mg Secretaire Permanent de la or Cellule IGR, Minist6re des paoermad@dts.mg Travaux Publics, Antananarivo Madagascar T: 261 20 22 358 34 F: 261 20 22 307 00 Rasoavahiny Justine YES YES YES sdpp.mtp@alto.mg Directeur du la planification et de la programmation, Ministere du Travaux Publics, B.P. 295 Antananarivo 101 T: 261 22 320 33 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS FAX REPORT Andriamitombo Emmanuel YES YES YES Sta@simicro.mg Dr Charge d'Etude du Comite Technique de la reformed du service public, 2 Rue Rainitovo, Antsahavola, Antananarivo T: 261-20 22 216 28 F: 261-20 22 213 07 Rasaoharimisa Ethel Jean YES YES YES Paoermad@dts.mg Ministere des travaux publics, Antananarivo T: 261 20 22 358 34 F: 261 20 22 307 00 MALAWI Makako Dauphin E. Coordinator YES YES YES Nra@eomw.net National Roads Authority, Pvt. Bag B346, Lilongwe 3 T: 265 722 418 / 021 F: 265 721 256 Matsimbe H. D. Shadreck Vice-Chairman YES YES YES National Roads Authority, Pvt. Bag B346, Lilongwe 3 T: 265 722 418/021 F: 265 721 256 SSATP: 14k" RTrP & RMI Coordinating Committee Meeting, Pretoria, South Africa NAME | POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. & FAX NUMBERS lN|M| FAX REPORT MOZAMBIQUE Mugunhe Atanasio Coordinator YES YES Mugunhe@zebra.ue Nati. Directorate of Roads and m.mz Bridges, Av. Mocambique, No. 1225, Maputo Mozambique T: 258 1 475 374 F: 259 1 475 533 NIGERIA Chairman of the Senate Committee YES YES Contact: Field Office Ms. J. Chukwuma-Nwachukwu F: 234 9 234 5267 President of the Federal Chamber of YES YES Contact: Field Office Commerce Ms. J. Chukwuma-Nwachukwu F: 234 9 234 5267 RWANDA Rugumire Patrick C. Coordinator YES YES YES Project Sectoral de Transport, Minister des Travaux Publicx, Transport & Communication, BP 24 Kigali T: 250 8301067 F: 250 77580 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD,, TEL, & FAX NUMBERS FAX REPORT Antoin Juru Munyakasi YES YES YES Secretaire General (Vice- President du F.E.R.) du Rwanda, B.P. 319 Kigali T: 250 83538 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _F__ _2F : 02 5 38 3 5 3 TANZANIA Lyatuu Willey A. Coordinator YES YES YES Rmitz@raha.com Ministry of Works, P.O. Box 9423, Dar es Salaam T: 255-51 137 437 F: 255-51 137 437 Mang'enya Rose Mrs. Chairperson YES YES YES Rmitz@raha.com Road Fund Board, clo Ministry of Works, P.O. Box 9423, Dar es Salaam T: 255 51 137437 F: 25551 137437 SSATP: 14"' RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD, TEL & FAX NUMBERS FAX REPORT TOGO Mawussime Akpovi Coordinator YES YES YES Directeur General Adjoint des TP, Direction Generale des TP, Minist6re des Mines De l'Equipment, de l'Energie et des Telecomunications, B.P. 335 Lomd T: 228 - 21 78 05 F: 228 - 21 68 12 Private Sector Representative YES YES UGANDA Musumba William Coordinator YES YES YES Twins@imul.com Ministry of Works, Housing & Comms. P.O. Box 10, Entebbe T: 256 41 320 125 F: 256 41 320135 Mwedde J. G. Engr. YES YES YES Deputy Director Road Agency Formation Unit, P.O. Box 10, Entebbe T: 256 41 232 803/7 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _F_ _2 56F; 42 6 4 1 12 1 66 6 NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL & FAX NUMBERS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ F A X R E P O R T_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ZAMBIA Jhala Raymond Coordinator YES YES YES Nrb@zamnet.zm Chairman, National Roads Board, P.O. Box 50695, Fairley Road, Lusaka T: 260 1 253145/250823 F: 260 1 253 154 Gananadha Executive YES YES YES Nrb@zamnet.zm National Roads Board Director/RMI P.O. Box 50695, Lusaka, Consultant T: 260 1 253145/250823 F: 260 1 253 154 Mwila J. D. YES YES National Roads Board P.O. Box 50695, Lusaka, T: 260 1 253145/250823 F: 260 1 253 154 ZIMBABWE _ _6__ _ _ _ _oor__Kaguvi_ _ _ Dangare F. Coordinator YES YES YES Zimrdcu@ 16' Floor, Kaguvi Bldg. Cnr. 4"' primenetzw.com St./Central Ave. T: 263-4 700991/702665 F: 263-4 700817 SSATP: 14"' RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa Davison G. Executive Officere YES YES Gerryda@cfu.co.zw Commercial Farmers Union, P.O. Box WGT 390, Westgate, Harare T: 263 4 309 800 F: 263 4 309 874 ADAR ADD___TL.___FA _NUMBER NAME POSITION FAXED CONFIRMED ATTEND EMAIL ADD., TEL. 8 FAX NUMBERS FAX REPORT Keita Gabone 15' Vice-President YES YES Directeur des Travaux Publics, VISA ASSISTANCE - MALI BP 1758, Bamako, Mali T: 223 224096 / 222902 F: 223 224096 NAME POSITION FAXED CONFIRMED A TTEND EMAIL ADD., TEL. & FAX NUMBERS FAX REPORT Nkili Bengone Jean-Paul 2" Vice-President YES YES Directeur Gbneral des Travaux VISA ASSISTANCE - GABON Publics, BP 49, Libreville, Gabon T: 241 763845/762934 F: 241773750 Randrianarisoa Richard Conseiller YES YES YES Sgmtp@dts.mg Secretaire General, Minstere des Travaux Publics et des Communications, BP 295, Antananarivo 101, Madagascar T: 261 2022 29551 / 2022 25834 F: 261 2022 34946/ 2022 30700 Olodo David Tele Conseiller YES YES Directeur des Routes et VISA ASSISTANCE - BENIN Ouvrages d'Art, Ministere des Travaux Publics et des Transports BP 351, Cotonou, Benin T: 229 313204 ._____________ F: 229 312851/310617 Gnonkonte Gnessoa Desire Secretaire YES YES YES Directeur des Routes et executif Voiries, BP V 95, Abidjan, Cote D'lvoire T: 225 329088/332729 .___________________________ ._______________________________ F: 225 329088 SSATP: 14e RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa RESOURCE PERSONS RTTP NAME POSITION CONTACTED CONFIRMED EMAIL ADD, TEL. & FAX HON A TTENDANCE NUMBERS Bamberger Michael, World Bank YES YES Mbamberger@worldbank or NO Bangoura Kiridi YES YES Bnabbe@yahoo.fr NO Permanent Secretary, Ministry of Territorial Administration & Decentralization, Guinea Mrs. Lulu Gwagwa Chief Executive Independent Development YES Officer Trust, South Africa Freeman Peter, CSIR YES Pfreeman@csir.co.za CSIR Transportek NO Meiring Naude Road Brummeria, P.O. Box 395 Pretoria 0001 South Africa. H.E. A. M. Omar YES NO The Minister of Transport Harvey Ministry of Transport South Affica NAME POSI TION CONTACTED CONFIRMED EMAIL ADD., TEL. & FAX HON A TTENDANCE NUMBERS Mbogori. E. YES YES MWENGO, 20 McChlery YES Executive Director, MWENGO Avenue, Eastlea, Hre Zimbabwe T: 263-4-721469 / 700090 F: 263-4-738310 Maramba Petronella Ms. YES YES GORPAS, 3 Alexander Court, I Bodle Ave, Eastlea, Harare T: 263-4-251230 F: 263-4-780019 Roberts Peter YES p-roberts@dfid. gtnet.uk 94 Victoria Street, London, NO Deputy Chief Engineering Advisor, DFID SW1 E 5JL, United Kingdom T: 44 171 917 0542 F: 44_171 917 0072 SSATP: 140' RTTP & RMI Coordinating Committee Meeting, Pretoria, Southl Africa NAME POSITION CONTACTED CONFIRMED EMAIL ADD. TEL & FAX HON A TTENDANCE NUMBERS Schelling Dieter, World Bank YES YES Dschelling@worldbank.org The World Bank Group NO T: 1-202 473 5722 F: 1-202 473 3223 Kaumbutho Pascal YES YES kendat@africaonline.co.ke KENDAT, P.O. Box 61441, YES Nairobi. Kenya T: 254-2-766939 F: 254-2-766939 Njenga Peter YES YES SNV, P.O. Box 303776, YES Nairobi, Kenya T: 254-2-573656 F: 254-2-573650 Ms. Olubanke King-Akerele Resident Coordinator YES YES UNDP NO of the UN System & P. O. Box 31966 UNDP Resident UN Common Premises Representative in Building, Zambia Alick Nkhata Road, Lusaka NAME POSITION CONTACTED CONFIRMED EMAIL ADD, TEL. e FAX HON A TTENDANCE NUMBERS Omar Fayez Resident Fomar@worldbank.org The World Bank NO Representative I " Floor, Pro Equity Court, 1250 Pretorius Street, Hatfield, Pretoria 0083, South Africa T: 27123423111 F: 27 12 342 5151 The Minister Responsible for Rural South Africa NO Development Winkelmann Peter Consultant YES pwinkelmann@bluewin.ch Landoltstrasse 85, CH 3007, ? Bern T: 41-31 372 15 43 F: 41-31 371 85 41 SSATP: 14th RTTP & RMI Coordinating Committee Meeting, Pretoria, South Africa RESOURCE PERSONS ROAD MANAGEMENT INITIATIVE NAME POSITION CONTACTED CONFIRMED EMAIL ADD TEL &FAX(NO HON. Archondo_Rodrigo_A TrENDANCE __ Archondo Rodrigo YES YES _ NO Asafo-Boakye J.B. YES YES Abpcnslt@ghana.co T: 233 21 773078 / 81 /93 YES Coetzee Sandra YES YES Scoetzee@satcc.org YES F ern iq ue L ouis Y E S Y E S S coetzee_satcc orgY ESN O Ghellab Karim- Pr6sident YES Ghellab@mtpnet.go Directeur des Routes et de la NO v.ma Circulation Routiere, Minist6re de I'Equipement, BP 6226, Rabats- Instituts, Morocco T: 212 771 3511 / 3378 H_E__Jean_Emile_Tsaranazy F: 212 771 3261 / 3259 HE. Jean Emile Tsaranazy YES YES Rmmtp@dts.mg Ministere des Travaux Publics, NO Ministere des Travaux Publics Antananarivo T: 261 2022 232 15 F: 261 2022 349 46 Bopoto T. Charles YES YES Zimrdcu@primenetz Ministry of Transport & Energy I w.com RDCU, 15' Fl. Kaguvi Building, Cnr. 4"h St./Central Ave., Harare T: 263-4 702 665 F: 263-4 702 665 Lanet Jean-Philipe Head of Roads YES YES www.isted.3ct.com ISTED, 1 bis, Avenue de Villars, YES Dept. or 75007, Paris iplanet@isted.3ct.co T: 33 01 44 18 63 93 ____ ___ ___ ____ ___ ___ _m F: 33 01 45 55 72 82 NAME POSI TION CONTACTED CONFIRMED EMAIL ADD. TEL. & FAX NO HON A TTENDANCE Maillot Jean YES YES Paoermad@dts.mg Chef de project, Ministere des Travaux YES Publics, B.P. 3332, Antananarivo T: 261 222 25834 F: 261 222 30700 Mitchell Malcom YES YES Mmitchell@csir.co.z T: 27 31 261 8161 YES a Msolomba Eric H. Emsolomba@satcc. T: 258 1 420214/46 NO org T: 258 1 427202/9177 Nyangaga Frank Coordinator YES YES Fnnyangaga@roads YES _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ n e t.g _q .k e_ _ _ _ _ Sullivan David YES lnterface@francenet T: 33 1 462 73000 / 682321425 YES .fr Sylte Ole YES YES Gicon@online.no _ _YES Mr. Joao Mabombo SSATP: 14"1' RTTP & RMI Coordinating Conuiittee Meeting, Pretoria, South Africa BANK STAFF NAME POSITION TRAVEL CONFIRMED EMAIL ADD., TEL. & FAX NUMBERS HOTEL ATTENDANCE ACCOMODATION Banjo George YES Gbanjo@worldban The World Bank Resident Mission, k.org Harare, Zimbabwe 5th Floor, Finsure House 84-86 Union Avenue Harare, Zimbabwe T: 263-4 729 611 .______________ _ _F: 263-4 708 659 Chimuka Ntombie YES Nchimuka@worldb The World Bank, ank.org Washington D.C. T: 1-202 473 2158 F: 1-202 473 8038 Desmarchelier Arnaud YES Adesmarchelier@w The World Bank orldbank.org Washington D.C. T: 1-202 458 9289 F: 1-202 473 8038 Geraldes Pedro YES Pgeraldes@worldb The World Bank ank.org Washington D.C. T: 1-202 473 9395 _____ _____ ____ F: 1-202 473 8326 Gualberto Lima Campos YES Gcampos@worldb The World Bank ank.org Washington D.C T: 1-202 458 7422 F: 1-202 473 8236 Gwata Tukisayi YES Gtukisayi@hotmail. The World Bank Resident Mission, com Harare, Zimbabwe T: 263-4 729 611 F: 263-4 708 659 NAME POSITION TRAVEL CONFIRMED EMAIL ADD., TEL. 8 FAX NUMBERS HOTEL .____ _ A TTENDANCE ACCOMODATION Hallgrimsson Snorri YES Shallgrimssion@w The World Bank orldbank.org Washington D.C T: 1-202 473 4997 .___________________________________________ F: 1-202 473 8038 Holste Susanne YES Sholste@worldban The World Bank k.org Washington D.C T: 1-202 473 2128 F: 1-202 473 8038 Plessis-Fraissard Maryvonne Yes The World Bank Washington D.C. T: 1-202 473 4314 F: 1-202 473 8038 SSATP: 14"' R1TP & RMI Coordinating Committce Mccting, Prctoria, South Africa Riverson John YES Jriverson@worldba The World Bank . nk.org Washington D.C. T: 1-202 473-4282 F: 1-202 473 8326 Siele Silue YES Ssilue@worldbank. The World Bank Resident Mission, org Abidjan, Cote d'ivoire T: 225 44 22 27 F: 225 44 16 87 Thiam Moctar YES Mthiam@worldban The World Bank L.Org Washington D.C T: 1-202 473 6900 F: 1-202 473 8038 Wetteland Thor YES Twetteland@world The World Bank bank.org Washington D.C T: 47333841 32 NAME POSITION TRAVEL CONFIRMED EMAIL ADD.. TEL. & FAX NUMBERS HOTEL ATTENDANCE ACCOMODATION Pretorius Jolanda YES Jpretorius@worldbank org SSATP: 14'h RTTP & RMI Coordinatinig Coniunittee Meeting, Pretoria, South Africa I t~~~~~~~~~~