[rts] Week 2: Discussion

[Rajendra Aryal]

The topic of the discussion is in fact very interesting. I would like to
share some of my concerns, comments, and experience in some of the
topics as follows:

1. Participative planning processes and empowerment
We have been discussing on participation for already a long time. Again,
while talking on low-density situation, satekholders' involvment is
again a part of the participation. In short, I would like to say the
participation should combine local, regional and national level thinking
and force local decision-makers to recognise essential concepts, such as
ownership and sustainability and guide them to identify needs and
priorities as per available resources. A participatory and simplified
methodology has to be developed which the local stakeholders can largely
implement by themselves with less external support. Decisions are to be
made within the concerned stakeholders on the basis of a consensus,
respecting the views of a broader number of participants.

In many cases, the disadvantaged and the poorest of the poor are often
neglected in the planning process. It is indeed a difficult task to have
their strong presence during the planning process as well as
implementation, and operation and management. A mechanism has to be
carefully designed not to exclude them in the whole process (and it is
indeed a tough job!!)

2. Training:
The approach for rural transport development in low-density areas should
follow a rather demand-driven and bottom-up approach. In order to make
this approach work, proper training to all relevant actors is very
important. I am of the opinion that different types of training are
required for different levels of stakeholders. The training component
should comprise of theoretical as well as on-the-job training.  An
innovative approach with "demonstration" could be carried out
specifically for on-the-job training activities.

Our experience from Nepal says that training plays an important role in
rural transport sector. However, it is to be taken into account that the
training activities are to be carried out during the period when the
people have less to do in their farms. Moreover, it should be envisaged
that a gender-balanced approach is adopted thereby involving of both men
and women equally in the training. Gender issue is crucial  in the
training of local level politicians, community members as well as other
relevant stakeholders.

3. Micro-credit and Income Generation
The best way to promote micro-credit activities would be by social
mobilisation support. Good examples of social mobilization exists in
many countries, successfully run by the  NGOs. In rural transport
projects group mobilisation could be done and  portions of the wages
could be pooled into savings and loan fund at the group level.

An example: Labourers are organised into income generation groups, and
social awareness training is provided. The group members are asked to
contribute a percentage of their earning for deposit into a group saving
account. Members of the group can then take short-term loans from this
account for individual income-earning projects, subject to approval by
the group. Interest on the loan is “revolved” back into the saving fund.
Further the group, with the support and guidance of the NGO motivator
supervising the programme fixes priorities and policies of utilising the
fund. This motivator plays a catalytic role until the group becomes
capable to manage the scheme itself.

4. Labour-based construction technology:
Labour-based technology is undoubtedly the most economic choice for
rural transport development. Our experience says, local labour resource
is under-utilised during the agriculture slack period (in Nepal it is
generally from October to May). The farmers thus need to supplement
their income during this period often with seasonal migration. These
human resources can be properly utilised if the local people are
mobilised for construction activities during off-farm season. The major
advantages that can be achieved by labour-based method are:
a) Local people can get additional income generating opportunities,
which is a step towards poverty alleviation for them.
b) Skills learned by the local people during construction can be later
utilised for maintenance activities and other similar infrastructure
works.

5. Operation and Maintenance:
Promoting sustainable operation and maintenance technolgy plays always
major role in rural transport sector in those countries having limited
financial resources. In most of the developing countries the central
government is not even in a position to manage its national and urban
transport infratsructure. In such a case, the local governments and
communities need to address the issue of operation and mainatenance for
the long-term sustainability. Some of the issues I feel that need to be
taken care of are:

a) Ownership  is to be well defined, since the owner should be fully
responsible for operation and maintenance
b) Maintenance concept is to be well formulated when planning any rural
transport infrastructure component and integrated right from the the
planning stage
c) Local governments and communiites should pledge their commitment to
maintenance using resources that they themselves generate (it is
probably a vague statement and a discussion would be required especially
on the resource generation issue)

These are some of the thoughts I would like to bring into. I am sorry
that it has become a bit longer. Sorry!!!

Rajendra Aryal

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