0100,0100,0100 Times New Roman1{ }2  TahomaRURAL TRANSPORT SERVICES E-MAIL DISCUSSION Summary of week 3: Strategies for High Density Situations 1. Introduction Week 3 turned its attention to strategies for improving Rural Transport Services in “High Density” contexts. The main economic, social and demographic features of high-density situations and the character of transport services typical in this context had been presented as background reading to the discussion. In general, the relatively high population density, and a vibrant exchange economy exerts a significant demand for transport services. Thus, the potential for different niche markets in transport is high, and so are the opportunities for private sector innovation and adoption of different types of transport technologies and services. Despite existence of favorable conditions in these situations, problems exist. Typically, these include inadequate planning and regulation leading to poor safety record, overcrowding, congestion pollution etc. Furthermore, Intermediate Means of Transport are seldom included in the planning framework and tend to be marginalized by larger road users. The question posted by the authors in week 3 was – given that various conditions have allowed transport services to develop and diversify by “spontaneous” private sector means, what strategies can be used to improve RTS in the high -density contexts? A list of 8 possible strategies was presented, and participants were invited to evaluate, comment and contribute additional suggestions on to the list. From the discussion, we have been able to distil 4 areas that participants have called attention to. Again, at the end of the summary, and in keeping to the structure of weeks 1 and 2, we present some points for further reflection, based on the week’s contributions. 2. Summary of the week 1. Catalyzing conditions for private sector RTS: Although high density conditions are characterized by relatively better opportunities for private sector driven transport services, (as compared to low-density situations), a number of conditions may still constrain growth and expansion of transport services. Key areas that may require intervention in order to trigger-off the critical mass include (a) creation of a minimum level of transport infrastructure: only when this is in place will the private sector be interested in provision of RTS; (b)linkages between manufacturers of IMTs and components’ supply networks; (c)availability of credit to manufacturers and operators/users of transport services: the importance of this varies from one environment to another: examples from Colombia and Zambia served to illustrate the contextual differences in the role of credit, which needs to be analyzed on a case by case basis; (d)differences in entrepreneurial culture were indicated as a significant factors in the development of RTS even in high-density contexts. This was indicated as a potential area for capacity development. 2.Regulatory environment: A strong, proactive regulatory environment, that supports the role of the private sector, but safeguards the environment and the interests of the poor should be developed. It was noted that with proper planning, problems associated with different patterns of transport development can be anticipated, and legislation developed in a participatory way, to deal with them before they become too complex. It was indicated for example, that often, governments might allow importation of particular types of vehicles without proper regulation on pollution control; only later will they prepare regulatory schemes, the enforcement of which is expensive and often impractical. In the high-density contexts, IMTs are particularly vulnerable to risks wrought by bigger road users. 3.An integrated planning approach: A case was made for integrated planning solutions to competing demands for access to social amenities, economic opportunities and to goods and services. An example was given of a model that is attempting to optimize synergies between communication services, passenger transport and freight transport (including storage/bulking services). Key aspects of the model suggested are related to developing an optimal mix of investments in the location/siting of services, provision of minimum infrastructure and transport services. This in general is not dissimilar to the Integrated Rural Access Planning (IRAP) approach proposed as a strategy in the background paper. 4.Support to community management of transport services: Although unqualified success stories of community managed transport services were not forthcoming, anecdotal examples were given to indicate the need to further explore this in a mores systematic way. The example of the Community Bus Service from Sri Lanka indicates the social value that a community based service can add. As a business enterprise, a variety of factors can influence success of a community management approach. For example, while employing commercial principles at the community level may be important for sustainability, it may alienate the sense of social ownership. On the other hand, sustainability may depend on other factors, for example, whether or not the service can be operated economically and if not, whether subsidies are available. In general, this discussion seemed to highlight the divergent views in regard to whether a community service is to be assessed on the basis of social value or immediate return to capital. 3. Week’s reflection. “High-density” generally present a less serious challenge than a low- density set-up. The existence of “critical mass” can be equated to what the neo-classical economist, W.W. Rostow, characterized as the stage with “conditions for take-off” to self sustaining development. With the right conditions, it is assumed that the private sector would respond to the variety of transport needs in such high- density situations. Evidence so far indicates that regulatory authorities in developing countries are often ill equipped to deal with highly dynamic conditions (high- density contexts are invariably characterized by a burgeoning informal sector and footloose economic activities); in such cases authorities seem to invariably oscillate between inaction and high-handedness. In this context, the transport system that develops is often chaotic, unplanned and its (legal) status is uncertain. Two issues for stakeholder participation seem important for reflection in high-density contexts. These relate to (i) having a stakeholder framework for designing a locally acceptable transport system and the necessary regulatory framework (ii) identification of groups that are (likely to remain) disadvantaged by existing conditions and devising a way of servicing their need equitably and efficiently. Peter Njenga 3rd November 2000 Nairobi.