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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:
<P>1. Participative planning processes and empowerment
<BR>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.
<P>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!!)
<P>2. Training:
<BR>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.
<P>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.
<P>3. Micro-credit and Income Generation
<BR>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.
<P><B>An example:</B> 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.
<P>4. Labour-based construction technology:
<BR>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:
<BR>a) Local people can get additional income generating opportunities,
which is a step towards poverty alleviation for them.
<BR>b) Skills learned by the local people during construction can be later
utilised for maintenance activities and other similar infrastructure works.
<P>5. Operation and Maintenance:
<BR>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:
<P>a) Ownership is to be well defined, since the owner should be
fully responsible for operation and maintenance
<BR>b) Maintenance concept is to be well formulated when planning any rural
transport infrastructure component and integrated right from the the planning
stage
<BR>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)
<P>These are some of the thoughts I would like to bring into. I am sorry
that it has become a bit longer. Sorry!!!
<P>Rajendra Aryal
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