0100,0100,0100Times New RomanWeek 3: Strategies for ‘high-density’ situations Characteristics of ‘high-density’ situations While continuing to recognise the continuum of actual conditions, our attention this week turns to the ‘high density’ scenario (see the previously circulated table: Three contrasting rural transport situations). Such ‘high-density’ rural transport situations tend to be associated with peri-urban areas, and are most obvious around markets. In Africa, relatively high density transport can be seen in most peri-urban areas, and in fertile areas with high populations (close to rivers, in ‘rice-bowls’ and ‘groundnut basins’). Much of North Africa and the Nile valley exhibits such characteristics, as do many fertile rural areas in South and Southeast Asia. In Latin America, such concentration are again mainly visible in the peri- urban areas, and places with fertile soils and/or significant employment options. These ‘high-density’ situations are generally in areas with medium to high rural populations, where there is little available land. Agriculture, which may well involve irrigation, involves significant ‘cash crop’ elements, with marketing systems established. There are many different rural services (local workshops, suppliers, traders) and non-agriculture income is quite important (trading, processing, manufacturing, services, etc). Overall, cash flows and transport demand fluctuate, but not with extreme seasonality. These areas tend to have adequate transport infrastructure (not good but better than the remoter areas). Transport services (which are mainly in the private sector) have achieved a ‘critical mass’ and it is quite easy to buy, repair and maintain a wide range of motorise and non-motorised transport devices. Processes of innovation and adoption can be rapid, affected by relatively high economic activity, availability of key materials and rapid information exchange. Intermediate means of transport (including bicycles, motorcycles and animal carts are widespread and relatively affordable. There is a high diversity of transport technologies, motorised and non-motorised. Motorised transport services (pick-ups, mini-busses, busses and lorries) are quite available and of low to medium cost. Conventional transport technologies (including vans and cycle technologies) may be modified for special purposes. The transport situation seems quite efficient and stable, but there are significant problems. Vehicles are frequently overcrowded and overloaded, and the safety record is poor. The situation may appear anarchic, with little transport coordination, no clear legal framework and/or enforcement systems. There may be road congestion and/or pollution. Intermediate means of transport are seldom included in any planning or organisational framework, and they tend to be marginalised by larger road vehicles. Users of four-wheel (and above) motorised vehicles become frustrated by smaller vehicles and endeavour to have them prohibited. What strategies? In this scenario, the various economic conditions have allowed transport services to develop and diversity, probably by ‘spontaneous’ private-sector means. What can be done to improve the rural transport services in such areas? This is now up to e-mail discussion group members to suggest and debate ideas, but among the options could be the following (naturally, some options appropriate to ‘low density’ situations will also apply here): Participative planning processes and empowerment Inclusive, participative techniques involving all stakeholders to develop appropriate rural transport strategies, plans and actions. Integrated Rural Transport Planning (IRAP) and management incorporating gender analysis Training in the whole sector, including safety, welfare and vehicle maintenance Regulatory framework, including safety and welfare Where required, reform of transport services sector (strategies, liberalisation, taxes and duties) public-private partnerships, competitive tenders for routes and/or areas). Legislation and enforcement for safety (of drivers, passengers, pedestrians, other road users) in consultation with all interest groups. Enforcement relating to vehicle loads, condition, speed, lighting, etc Regulation for fair competition Animal welfare legislation (in consultation with users and NGOs) Improve infrastructure Route planning Special routes/lanes for slow-moving vehicles (eg, cycles, animal carts) Road spot improvements Improve traffic control Junctions, lane discipline, traffic calming Crossing points for people, animals and slow vehicles Promote technologies Where appropriate, promote alternative technologies for increased transport efficiency, safety, passenger comfort and/or lower pollution. Consider disadvantaged groups Address gender inequalities in rural transport, including access to information, capital, credit, cash incomes, profitable transport activities and participation in planning. Address problems of transport for disabled people and other special interest groups Stimulate local initiatives Encourage stakeholders to develop local actions, to be implemented by private, public and/or NGO concerns and partnerships. Share information Encourage stakeholder-involvement in self-critical monitoring and objective evaluation of all transport initiatives. Through active networking at national, regional and international levels, share lessons and ideas and ensure greater understanding at all levels of factors influencing the use, efficiency, social value and economic benefits of rural transport services. What do you think?