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This book was written because at the time when Development Partners focus especially on rural mobility, it is worth trying to know how to achieve better aid effectiveness in rural transport. So far, most Development Partners and governments in SSA have relied on two overarching assumptions, which have led to massive road investments: (i) most households in rural areas in Africa are not connected to markets and therefore need a road passable for a truck (all the more as they are remote), (ii) roads with high level of service are crucial to achieve high economic impact. We demonstrate in this bo
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Based on extensive data collection in Uganda, this paper demonstrates that the rural access index, as defined today, should not be a government objective because the benefit of such investment is minimal, whereas achieving rural accessibility at less than 2 kilometers would require massive investments that are not sustainable. Taking into account the fact that plot size is limited on average to less than 1 hectare, a farmer's transport requirement is usually minimal and does not necessarily involve massive investments in infrastructure. This is because most farmers cannot fully load a truck or pay for this service and, even if productivity were to increase significantly, the production threshold would not be reached by most individual farmers. Therefore, in terms of public policy, maintenance of the existing rural roads rather than opening new roads should be given priority; the district feeder road allocation maintenance formula should be revised to take into account economic potential and, finally, policy makers should devote their attention to innovative marketing models from other countries where smallholder loads are consolidated through private-based consolidators.
Access roads --- Accessibility --- Affordable transport --- Means of transport --- Mode of transport --- Modes of transport --- Population density --- Road --- Road building --- Road conditions --- Road improvement --- Road network --- Road quality --- Roads --- Rural infrastructure --- Rural roads --- Transport --- Transport Economics, Policy and Planning --- Transportation --- Transportation costs --- Travel time
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Based on extensive data collection in Uganda, this paper demonstrates that the rural access index, as defined today, should not be a government objective because the benefit of such investment is minimal, whereas achieving rural accessibility at less than 2 kilometers would require massive investments that are not sustainable. Taking into account the fact that plot size is limited on average to less than 1 hectare, a farmer's transport requirement is usually minimal and does not necessarily involve massive investments in infrastructure. This is because most farmers cannot fully load a truck or pay for this service and, even if productivity were to increase significantly, the production threshold would not be reached by most individual farmers. Therefore, in terms of public policy, maintenance of the existing rural roads rather than opening new roads should be given priority; the district feeder road allocation maintenance formula should be revised to take into account economic potential and, finally, policy makers should devote their attention to innovative marketing models from other countries where smallholder loads are consolidated through private-based consolidators.
Access roads --- Accessibility --- Affordable transport --- Means of transport --- Mode of transport --- Modes of transport --- Population density --- Road --- Road building --- Road conditions --- Road improvement --- Road network --- Road quality --- Roads --- Rural infrastructure --- Rural roads --- Transport --- Transport Economics, Policy and Planning --- Transportation --- Transportation costs --- Travel time
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