45134 The World Bank 1818 H Street N.W. (202) 473-3482 INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT Washington, D.C. 20433 Cable Address: INTBAFRAD INTERNATIONAL DEVELOPMENT ASSOCIATION U.S.A. Cable Address: INDEVAS TRANSPORT PERFORMANCE AND RESULTS MEASUREMENT REPORT OF A CONSULTATIVE WORKSHOP WITH AFRICAN STAKEHOLDERS, 12-14th JUNE, 2006 Mt Amanzi Resort, Hartbeespoort, South Africa. Prepared by Peter Njenga, IFRTD Table of Contents 1.0 INTRODUCTION 3 1.1 Planned Outcomes 3 2.0 OVERVIEW TRANSPORT RESULTS AND IMPACT MEASUREMENT INITIATIVE 4 2.1 The Results Measurement Framework. 5 2.2 Integrating social, governance and environmental dimensions 6 3.0 OVERVIEW OF KEY TRANSPORT POLICY PRIORITIES. 6 3.1 Perceived weaknesses in existing national transport data systems 7 4.0 RURAL ACCESS MEASUREMENT 7 4.1 Rural Access Index 7 4.2 Application of Headline Indicators 9 5.0 INTEGRATED MOBILITY AND ACCESS IN SOUTH AFRICA. 9 6.0 A GENDER SENSITIVE APPROACH TO TRANSPORT INDICATORS 10 7.0 NATIONAL HOUSEHOLD AND TRAVEL SURVEY, RSA 10 7.1 Introduction 10 7.2 Methodology 11 7.3 Tentative results and issues arising 11 8.0 CONCLUSIONS AND ISSUES ARISING FROM THE WORKSHOP. 12 8.1 Conclusion 12 8.2 Recommendations 12 8.3 Immediate actions for attention by TUDTR, DoT, UNECA and IFRTD should include: 13 LIST OF TABLES Table 1: Examples of Transport data included in World Development Indicators Report 5 Table 2: Headlinne Indicators 7 Table 3: Rural Acess Index from Selected African Countries. 8 Table 4: Link between Headline Indicators and MDGs 9 LIST OF ANNEXES Annex 1: Programme 14 Annex 2: List of Participants 16 2 1.0 INTRODUCTION This is a report of a consultative workshop on Transport Sector Results and Impact Measurement, held in Mt Amanzi, Hartbeespoort, South Africa. The workshop was organized through a partnership involving the World Bank's Transport and Urban Department, Transport Unit [TUDTR], the South Africa Department of Transport [DoT], the International Forum for Rural Transport and Development [IFRTD] and the Agence d'Exécution des Travaux d'Intérêt Public [AGETIP]. The workshop is a continuation of stakeholders consultations spearheaded by the World Bank's TUDTR, aimed at broadening awareness of the Transport Results initiative as well as making a stronger case for results-based transport sector policies at national, regional and international levels. The workshop was attended by 25 stakeholders from 6 African Countries, and 5 regional and International agencies working in the transport sector. Just like a similar workshop held in Nairobi in June 2004, the discussions were held in the spirit of consultations, sharing and learning. As such, no formal country or institutional policy positions were debated or adopted at the workshop. The presentations made at the workshop do not necessarily represent a comprehensive view of a country's or an institutions position; rather, they are intended to give an indicative view of what generally exists. In broad terms, the workshop provided an opportunity for a more detailed exploration of the availability and necessity of transport travel data; a survey of existing methodologies; and transport travel data a review of the institutional and resource constraints facing data collection. This was underpinned by presentations on the Rural Access Index, South Africa's Household Travel Survey and the Integrated Rural Mobility and Access Programme of the World Bank. The importance of a better understanding of gender travel data was strongly underscored in the meeting. For purpose of brevity, this report does not attempt to summarize the many insightful presentations made. However, to the extent that all presentation enriched overall dialogue, we do hope that the main thrusts of the discussions have been captured. The various presentations have been issued separately as annexes to this report. Countries and Institutions represented South Africa Kenya Uganda Tanzania Nigeria Senegal IFRTD World Bank, Washington D.C. East and Central Africa Trade Competitiveness Hub United Nations Economic Commission for Africa [UN-ECA] Northern Corridor Transit Transport Coordination Authority [NC-TTCA] 1.1 Planned Outcomes 3 Outcome 1: Overview of current key transport policy priorities among represented countries and institutions and current means by which progress is measured. This output had the following components: · An assessment of current and perceived future requirements for statistical information and key gaps; · Key sources of transport sector statistics and how they are made available to users; · Organizational aspects, including how the data is managed, human resource policies; and strengths, weaknesses, opportunities and constraints; · The quality of statistics and how they are produced (methods and procedures, use of international standards, constraints and problems) and processed, analyzed and archived Outcome 2: Identify a joint partnership to be executed in `willing' countries, called Africa's Household Travel Survey Initiative 2.0 OVERVIEW TRANSPORT RESULTS AND IMPACT MEASUREMENT INITIATIVE The initiative is led by the Transport Unit (TUDTR) on behalf of the World Bank's Transport Sector Board as a component of the Infrastructure Action Plan [IAP] which was launched in July 2003. The IAP includes significant objectives to help countries strengthen their capacity to collect and analyse data that could help in the planning, management, monitoring and evaluation of the performance and impacts of infrastructure interventions. The purpose of the Transport Results initiative is to help improve the management of the transport sector and to recognize and measure its impact. The performance indicators cover all aspects of the sector and they are underpinned by definitions of core measures for each of the main transport sub-sectors, namely roads, railways, air travel, waterways, ports as well as transport and trade Since the inception of this initiative, global data sets for transport have been improving in coverage and quality. For example, the World Development Indicators now includes many transport sector data sets. The data sets are assembled by specialist organizations such as: · World Health Organisation: Data on road traffic injuries and deaths · UN Habitat: urban transport · International Road Federation: roads and traffic data (World Road Statistics) · GTZ: fuel prices (International Fuel Prices) · Union International des Chemins de Fer: Rail sub-sector data · International Civil Aviation Organisation: Air transport The data sets are based on primary information obtained from those countries which are responsive. The main challenge is to sustain these data sets, making sure that they are consistent and updated regularly, the quality is improved and the coverage extended 4 Table 1: Examples of Transport data included in World Development Indicators report Urban environment ­ Transport services Work trips by public Road total network transportation Travel time to work Paved Traffic and congestion Freight Haulage Motor Vehicles Passenger Carriage Passenger cars Rail Route Length Two wheelers Passenger carriage Road traffic Freight haulage Fuel : Super price Container traffic Diesel price Air Flight departure Health Passenger carriage Road Traffic Mortality Freight Haulage Ports Port container traffic 2.1 The Results Measurement Framework. The TUDTR initiative focuses on all the transport sub-sectors, namely, · Road transport · Railways · Air: inland & international · Water: inland & coastal · Seaports · Trade logistics · Urban transport Freight and passenger transport are part of the key measures. Social inclusion and environmental dimensions are also incorporated. The framework for measuring transport results is being established at three inter-linked levels. · Headline Indicators: are relevant for national and international policy makers who may not necessarily be transport people. They provide a summary overview of a country's transport situation around 5 key headlines, namely, Rural Access, Urban mobility, Road Condition, Trade Logistics and Modal Share · Diagnostic Framework: These operate at sectoral level. They provide a national overview of state of the transport sector. The initial set of indicators have been proposed within the following framework: o Accessibility o Affordability o Quality o Efficiency o Finance o Government and institutions o Environment and social impacts. · Core measures: This operates at sub-sectoral level, and provides the basis for construction of the diagnostics and headline indicators 5 2.2 Integrating social, governance and environmental dimensions Social and environmental issues are increasingly important measures of performance in various sectors. Below are examples of how these issues can be addressed. Social Impact Indicators: They include the following elements · Inclusion ­ Incorporate key statistics disaggregated (by gender, age, ability etc) so as to identify and monitor transport needs of these segments of the population · Universal Access: (elderly, disabled etc): ­ Legislating for a legal requirement to assess the particular transport needs of different segments of the population (e.g. people with disability) and to plan and implement in such a way as to meet their needs. · Employment Standards within the transport sectors Environmental Impact Indicators: These incorporate such issues as: · Climate:Greenhouse Gases, Atmospheric pollution, gas and particulate emissions · Efficiency: System efficiency; power efficiency; fuel type · Land use: Urban sprawl; land use for transport networks; impact on adjacent land Governance indicators: Institutions and Processes. Includes · Regulation ­ Public Service Obligation ­ Tariffs and cost recovery ­ Service quality and safety ­ Security · Service delivery ­ Passenger / freight ­ Formal ­ public / private ­ Informal / Own account · Infrastructure management ­ Ownership ­ Operation and maintenance 4.0 OVERVIEW OF KEY TRANSPORT POLICY PRIORITIES: PERSPECTIVES FROM PARTICIPANTS Country presentations identified several legitimate and often very important reasons behind their governments' desire to capture transport data. The Performance measurement in the transport sector is based on key national or international policy objectives. Common overarching policy objectives among countries and institutions represented at the workshop can be summarized as follows: · Poverty reduction: For example, South Africa's White paper identified key knowledge gaps regarding the transport needs of deep rural areas, where poverty is highest. · Wealth creation and employment generation. For example, Kenya's Economic Recovery Strategy [ERS] recognizes the need for all sectors including transport to measure its contribution to wealth and employment creation. · Trade and Market access · Economic Empowerment Within the transport sector itself, policies reflect the following general policy concerns: · Transport cost reduction · Regional trade and integration · Integration of remote areas within a country · Access for people in poor urban neighborhoods and remote rural areas. 6 · Affordability · Reliability · Frequency · Efficiency. Technical and cutting areas of transport policy interest include: · Inclusion [Gender, disability and elderly] · Environment · HIV/AIDS · ICTs · Land-use planning · Occupational Health and Safety · Governance · Transport Safety · Transport Security 3.1 Perceived weaknesses in existing national transport data systems · Inadequate coverage of data across all policy priorities. Some priorities are only partially covered in data collection · Lack of standardized framework across countries and agencies · Lack of gender disaggregated methods at the macro-level · How to monitor social benefits of transport projects · Lack of well defined service levels as a basis for monitoring. · Data not collected on a regular basis/not updated regularly. · Inadequate resources provided for data collection and management Organizational weaknesses identified include: · Lack of cross-sectoral coordination · Lack of harmonized framework for collecting data across the sub-sectors and agencies · Lack of centralized data-base at national and local levels · Current emphasis on Sector Wide Approaches [SWAps] limits data integration. · Limited financial support and capacity development · Lack of technical skills · Disconnect between policy and makers and technocrats · Data collected by different sub-sectors in different formats. 4.0 RURAL ACCESS MEASUREMENT 4.1 Rural Access Index For the purpose of anchoring discussions on the Household Travel Survey, some time was spent in discussing the Rural Access Index. Table 2: Headline Indicators Rural access proportion of the rural population within 2 km of an all-season road Urban mobility Mean time for the journey to work (urban households) Road condition Condition of main road network (% of network in `good' and `fair' condition) Trade logistics Composite index comprising: inventory, transit, customs, handling (time + cost) Modal share Balance between main sub-sectors for: Passengers, freight, finance. 7 As seen from the table Access Index is measured as the proportion of the rural population within 2 km of an all-season road. The Rural Access Index was adopted in principle in 2003, and by 2004, rural access had been measured for 30 IDA countries. In August 2005, a time/distance survey was completed in Tanzania. The index allows inter-country comparisons and helps pinpoint countries with serious access challenges. Table 3 below shows results collected from a number of African countries. In general, sub-Saharan Africa [SSA] has the highest access problems followed by Middle-East and North Africa, followed by Latin America and the Caribbean Table 3: Country % of population within 2 km of all seasoned road · Benin 32 · Burkina Faso 25 · Burundi 19 · Cameroon 20 · Chad 5 · Ethiopia 17 · Ghana 44 · Gambia 77 · Guinea 22 · Kenya 44 · Madagascar 25 · Malawi 38 · Mali 37 · Niger 52 · Nigeria (8 States) 47 · Tanzania 38 · Zambia 51 [All subject to confirmation] Source would be useful including year of publication or year data was collected Data for calculating The Rural Access Index can be collected through household surveys. It is also integrated with other indexes used for poverty reduction measurement surveys such as time ­ budget information in addition to household expenditure data. The Indicator has a number of challenges such as: - Time/distance perceptions of people being interviewed. For example, In Tanzania, a household survey was carried that combined notions of distance and time. The survey showed huge disparities between the perception of distance and actual distance. However, there was a closer confluence between time perception and actual measured time. - Promoting in-country ownership and ensuring routine inclusion in household travel surveys. - It is not well linked to access affordable transport services 8 - A decision to separate rural index and urban rather than have a composite national index was based on the notion of the importance of rural development in most IDA countries. However it does not reflect regional disparities within a country. In some countries it now been applied for resource allocation at the provincial level. 4.2 Application of Headline Indicators Helps link transport to the Millennium Development Goals (MDGs). Relevant to MDG 1, as well as 2 and 3 Table 4: Link between Headline Indicators and MDGs MDG Transport targets MDG 1 Targets: Rural Access to inputs and markets, Eradication of extreme poverty and hunger and generation of employment opportunities, improved by halving the proportion of rural population living beyond 2 km of an all-season road; The difference in average Transport Cost between Africa and Asia narrowed down by 50% MDG 2 + 3 Rural Accessand Urban Mobility improved to Universal primary education & gender eliminate constraints on the time which all equality children have to participate in education and to enable effective education to be delivered and reached safely MDG 4 + 5 Rural Accessand Urban Mobility improved for Child Health and Maternal Mortality reliable supply of inputs to health facilities, to provide affordable access for all households and to enable cost effective outreach health 5. INTEGRATED MOBILITY AND ACCESS IN SOUTH AFRICA. The Integrated Rural Mobility and Access Programme [IRMA] is being implemented by the Department of Transport, RSA. IRMA was in initiated in 2004, in recognition that 50% of the population of South Africa is rural, and 72 % of the people in the rural areas are poor, and are faced with inferior access to basic social services and economic mainstream. The programme focuses on public transport operations, travel demand management, modal integration/ feeder system, access roads, spatial connectivity, non-motorised transport infrastructure and coordinated freight movement. The programme also looks at transport subsidy options, grants and travel voucher system for social trips. The programme represents a shift from integrated planning to integrated delivery. The main delivery outcome of the programme is a local mobility network that is affordable and coordinated. Key outcomes include: All weather basic road access for all communities 9 § Mobilisation of a range of transport small and medium scale enterprises both in the service and infrastructure fields. § Collaboration & alignment with service delivery programmes in Health, Education, Agriculture, etc. § MainstreameduseofNMT&multi-purpose"LDVtype" vehicles § CoordinationofTransportservices § Consolidationofloadstothemarkets 6.0 A GENDER SENSITIVE APPROACH TO TRANSPORT INDICATORS Gender is increasingly gaining legitimacy in the transport sector. However, challenges of inter alia conceptual clarity, inadequate gender disaggregated data as well as methodological tools remain. Gender sensitive indicators are front-line instruments for assessing how well and by how much transport interventions promote women's empowerment, gender equality as well as equity. This, in turn, feeds into more effective planning, resource allocation and implementation. Sex Disaggregated Data Quantitative information collected on women and men individually. This includes information such as the number of female and male transport users, the number of women and men employed in road works etc. Whereas sex-disaggregated data is useful, by itself it is insufficient to establish to what extent interventions in the sector contribute towards gender equality and equity, as well as women's empowerment. Gender Disaggregated Data Information collected that indicates the gendered travel patterns, the gender transport needs and the differences in women and men's opportunities and capabilities to participate in, and benefit from transport developments. This information, which includes sex disaggregated data, is especially useful during gender analysis where it is easier to assess the impact of a transport policy, plan, programme or budget on women separately from its impact on women. Gender disaggregated data provides the basis for developing gender mainstreaming indicators for the sector. The Significance of a Gender Sensitive Approach § Gender disaggregated data is crucial in informing transport policy and practice § Empirical evidence is key in gender advocacy § Gender sensitive indicators help enforce compliance thus minimising "evaporation" of gender in practice. Current gaps on a gendered approach to transport data. § There is lack of a good body of empirical evidence showing gendered transport patterns and constraints. This was infact one of the suprising results of the South African Household Travel survey discussed in section 7, below. § Additionally, and related to the above point, there is a lack of monitoring mechanisms to present gendered travel needs and difference on a systematic basis. 7.0 NATIONAL HOUSEHOLD AND TRAVEL SURVEY, RSA 7.1 Introduction Department of Transport commissioned a National Household and Travel Survey [NHTS] in June 2002. NHTS is generally a representative survey of the travel habits of individuals within households during a given period, such as a week or one day during the course of the week. An 10 NHTS is usually carried out by means of a Home Interview Survey [HIS] at a sample of households across the nation. The size of the sample generally determines the level of analysis and the inferences, which may be drawn about the travel characteristics of the population within the specific geographic unit. The South African National Household Travel Survey was undertaken because the Department of Transport and planning authorities throughout the country were having difficulties in obtaining information necessary to meet their planning and policy development needs. The main aim of the NHTS was therefore to help gain strategic insights into travel patterns and transport problems in South Africa, through collection of transport information on local travel habits, needs and attitudes about the performance and quality of existing transport system. The NHTS was steered by a committee consisting of representatives from universities, research organizations, operator organizations, government departments, municipal governments and Trade unions. The steering committee agreed on the following objectives of the survey. - To assist with the effective targeting of subsidies for public transport - To assist in identifying disadvantaged regions for investments in transport infrastructure - To measure the Key Performance Indicators [KPIs] for land passenger transport - To understand the transport needs and habits and/or behaviour of all households members at all times of day and for all purposes - To ascertain the cost of transport for individuals and households and to assess the extent to which they can afford to pay for mobility which is essential for their survival - To assess customer attitudes towards transport services, service providers and or quality of transport facilities which they are required to use - To measure existing car ownership levels and uses. - To understand the travel choices of different market segments - To determine the extent of accessibility to opportunities such as work, health facilities, education and markets for social interaction and all other social needs. 7.2 Methodology The design of the survey borrowed from previous surveys in South Africa and other parts of the world such as United Kingdom, Finland, the Netherlands and the USA. After initial pilot runs, the survey questions were limited to trip information to work and education. Aspects about other trips was obtained through questions about travel to services and amenities and use of public transport modes by all households members in the seven days preceding the survey The survey was based on a representative sample of 45,000 households covering nine provinces as well as every metropolitan and district municipality. Data collected included gender, age and race, level of education. Details were also obtained about the employment, occupation income of all households and perceptions towards existing transport infrastructure and services. 7.3 Tentative results and issues arising It is too early to outline any detailed response to the survey findings. Much further analysis is required in order to identify all the challenges. However, it can be stated that the known challenges include passenger subsidies, rising levels of congestion, and the low priority accorded to passenger transport by Treasury in the allocation of state revenue. Other challenges include the need to strengthen the integration of housing location and economic activity through spatial planning and improving mobility and accessibility in peri-urban and rural areas. The DoT in is in the process of engaging with stakeholders and commissioning research into the challenges 11 identified. There is intention to undertake further surveys in order to update knowledge on trends in the transport situation in South Africa. The NHTS will be represented every five years and attempts will be made to improve the scope of trip-making information. 12 8.0 CONCLUSIONS AND ISSUES ARISING FROM THE WORKSHOP. 8.1 Conclusion [i] Participants valued the dialogue and exchange of ideas afforded by the Transport Results Workshop. They recognized that there exists a strong push for transport data collection in Africa, also evidenced by previous recommendations made at the SSATP Bamako meeting in 2005, through G8 renewed commitments to collect meaningful data and the focus on the MDGs. [ii] Participants acknowledged the need to formalize consultations through a Community of Practice network that would exchange information through virtual means as well as an annual meeting. It was agreed that the network established through the workshop should be maintained in order to sustain the consultative process and work done on the transport results indicators. [iii] The need to help develop a common framework for data collection across different transport sub-sectors, agencies and countries was underscored. The framework would support the creation of common definitions, terminologies and measurement systems and enable coherence in reporting as well as facilitate inter-country comparisons and benchmarking. It wasunderscored that resources are one of the key constraints to developing and managing comprehensive data based. A common data collection framework should emphasize the need to prioritize key data sets necessary to meet identified policy objectives. [iv] Having a common framework for data collection across countries would assist in assessment of progress towards meeting of MDGs. In 2005, African Ministers met under the auspices of SSATP and UNECA to commit themselves to policy directions that would enable the transport sector play a more effective role towards achievement of MDGs. It was suggested that the UNECA/SSATP partnership should facilitate development of a coherent sector results framework for Africa. [v] The workshop participants expressed an interest in taking a part in the institutionalizing of Household Travel Surveys in their countries. Senegal, Kenya, Tanzania and Uganda will be pursuing this at different levels (either project, regional, or national level). Household Travel Surveys can be undertaken as stand-alone activities or can be integrated into routine household surveys already underway in various countries. IFRTD, UNECA and TUDTR will look for ways in which they can facilitate progress in countries with interest in taking this forward. [vi] Based on its experience with its National Household Transport Survey (NHTS), the South African DoT expressed its interest in providing technical support to other African countries keen on developing their own national transport surveys. The DoT also proposed that participants join the Africa's Household TravelSurvey Initiative, a proposed partnership to be formed. One of the prirority actions to promote the partnership is to consult with relevant ministries such as Ministry of Transport or National Statistical Office. [vii] DoT in cooperation with IFRTD and TUDTR will announce and follow up on the outcomes of the workshop through their respective websites. 8.2 Recommendations Based on the South African national household survey experience, it was recommended that: Countries wishing to collect national transport data should look at their own data needs and policy priorities to develop their own survey questionnaire. Also, countries should begin 13 collecting data through a small-scale survey of 3,000-5,000 households that can be expanded over time if further data collection is needed. Transport household survey data collection should be undertaken in cooperation with national governments through line ministries and national statistics offices as much as possible in order to ensure ownership of the methodology and results as well as continuity of knowledge and building up of technical capacity within countries. 8.3 Immediate actions for attention by TUDTR, DoT, UNECA and IFRTD should include: A follow-up engagement with SSATP, especially representation in the Maseru meeting in October: - A strong coordination mechanism should be established to promote further work on transport performance and results measurement. This could be done through consultations on the SSATP Indicators Work. The involvement of high level stakeholders such as policymakers, government and senior officials could accelerate the incorporation of transport results indicators into transport policy. In this context, efforts should be made to present some of the outputs of the workshop in the SSATP Annual Meeting in Maseru, Lesotho, 28th October-3rd November. The South African Household Travel Survey could be one such input into the dialogue. The meeting should also be taken as an opportunity to raise awareness on the importance and necessity of transport results data collection and management. A possible session in the upcoming SSTAP meeting could include: · to raise awareness of transport results measurement for higher stakeholders · to foster common understanding of the strategic importance of national household survey in the light of result-based transport policy · to build the broad consensus for partnership on Africa's Household Travel Survey Initiative The facilitation and support of the institutionalization of the Household Travel Survey in selected countries. - Under the African's Household Travel Survey Initiative, candidate countries would be selected to conduct national household travelsurveys for data collection and diagnostic analysis on transport sector strategy. This process cannot be achieved without the countries' ownership and will require the institutional and technical support from DoT and TUDTR. It is recommended thatprogress of the initiative be monitored and shared through effective use of websites. 14 Annex 1: Programme TRANSPORT SECTOR PERFORMANCE AND IMPACT MEASUREMENT INDICATORS MT AMANZI, SOUTH AFRICA JUNE 12-14TH JUNE, 2006 Day 1: June 12. Session 1: Session 2: 10.30- Session 3: 11.00 -13.00 Session 4: Session 5 9.00-10.30 11.00 14.00-15.30 16.00-16.45 DESCRIPTION OF EXISTING BREAKOUT GROUPS PLENARY INTRODUCTORY BACKGROUND SITUATION Closer sharing of existing FEEDBACK Case studies from selected countries practices and institutions1 Welcome remarks ­ Overview of the [20 minutes for each presentation] Country/institutional DOT/IFRTD World Bank's presentations to continue in Synthesis of 9.00-9.15 am Transport Results Presentation: sample country case smaller groups policy/thematic Initiative studies priorities and key [Peter Roberts, · Kenya [Kenya Institute of Outputs: indicators Official Opening TUDTR, World Public Policy Analysis] · Capture key sectoral DOT Bank] · Northern Corridor Authority priorities in various 9.15-9.30 [Corridor observatory] countries 10.00-10.30 · Tanzania case study · Capture thematic priorities [20 minutes · Impact Monitoring [e.g., envt, poverty, presentation, 10 Framework ­ DOT South growth, safety, gender etc] minutes discussion] Africa · Collate/list all key indicators and measures in Introduction of The focus of presentations: use participants and Coffee/Tea Break v To highlight key country policy · Identify gaps in the articulation of 10.30-11.00 priorities in transport sector indicators used. expectations from the v Indicators/measures currently in · Organisational aspects workshop - use for prioritised policies including how data is Facilitator v Meansbywhichdataiscollected managed, and how v Whatarethestrengths? accessible it is for cross- Overview of v What are the gaps? sectoral planning. workshop process, objectives and outputs. Peter N. Housekeeping announcements - Laverne Agree programme 9.30-10.00 13.00-14.00: LUNCH 15.30-16.00:Tea/coffee 1 There will be not enough time to present all country/institutional case studies in plenary. Participants not selected to present in plenary will be able to give an overview of key issues from their country/institutions in breakout groups. 15 DAY 2: Session 1 Session 2 Session 3 Session 4 16.00-17.00 9.00-10.00 10.30-12.00 12.00-13.00. 14.00-15.30 Overview of the World Bank Strengthening transport Indicators initiative: Gender and sector data collection Transport data Some outputs of the Transport a] The why and how [a]Rural development a] Economic Indicators a] Planning, and managing a Results Initiative. of a gender sensitive programme ­ DOT [30 Framework for household travel survey and approach to transport minutes] Transport - DOT a population census Peter Roberts indicators: South Africa Statistical Nite Tanzarn b]South African Master Agency and DoT Plan ­ DOT [30 b] Indicators on minutes] Women in deep rural areas ­ RSA national Road 30 minutes presentation, 30 Agency 30 minutes minutes discussions [40 Minutes presentation, 30 presentation, 30 minutes discussions] 30 minutes for each [30 minutes presentation, 30 minutes discussions presentation, 30 minutes discussions] minutes discussions 10.00-10.30: Tea break 13.00-14.00: Lunch 15.30-16.00: 17.00hrs: End of day 2 Tea/Coffee 14 June 06 Session 1: Session 2: Session 3: Session 4: 9.00-10.00 10.00-10.30 11.00-12.30 12.30-13.00 Integration of transport data in household Implementation and surveys monitoring of agreed actions: Designing an Africa's § Who,How,When? Panel discussion chaired by World Bank: Household Travel Survey § Responses from § ResponsefromDOT [Julie Barbinard/Peter Roberts World Initiative: participants § Workshopclosure ­Marinke Van Bank's Transport and Social § Responses from World Riet, IFRTD responsibility programme.] Bank [Peter Roberts Any other country with experience on household travel survey [KIPPRA] 10.30-11.00: Tea/Coffee break a] Description of transport data currently captured in household surveys. b] Strengths and limitations. c] How collection analysis and use could be strengthened 16 Annex 2: List of Participants Name Institution and Country E-mailaddress Doris Segoale Dept of Transport [DOT], RSA SegoaleD@dot.gov.za Moeti Kgamanyale DOT, RSA Kgaman@dot.gov.za Alphonse Mwingira Ministry of Infrastructure Development, Tanzania Alphonce_mwingira@yahoo.com Laverne Dimitrov DOT, RSA DimitroL@dot.gov.za Peter Roberts World Bank TUDTR proberts@worldbank.org Ibnu A|nas Gaye AGETIP, Senegal igaye@agetip.sn Phila Magwaza DOT, RSA magwazap@dot.gov.za Silas Kanamugire ECA-Trade Hub, Nairobi skanamugire@ecatradehub.com Robert Tama Lisinge UNECA, Ethiopia tlisinge@uneca.org Jean Kizito Kabanguka Northern Corridor Authority Jkizito@ttcanc.org Eric Aligula KIPPRA, Kenya jairah@kippra.org Lan.W. Situma DOT, RSA situmal@dot.gov.za Tsukasa Hatorri World Bank, Transport Unit thattori@worldbank.org Ndlellenhie Zindela DOT, RSA zindelan@dot.gov.za Whity Maphakela DOT, RSA maphakew@dot..gov.za Mosima Brenda Statistics, RSA brendamo@statssa.gov.za Lilian Khumalo DOT RSA meyerl@dot.gov.za Nnditsheni Tshikalanga DOT, RSA TshikalN@gov.za Jonas Agwu Federal Road Safety Commission, Nigeria jonasagwu@yahoo.com Marinke van Riet IFRTD, London. Marinke@ifrtd.org Peter Njenga IFRTD, East and Southern Africa coordinator peter@ifrtd.org Nite Tanzarn Makerere university, Uganda ntanzarn@ss.mak.ac.ug Julie Babinard World Bank, TUDTR jbabinard@worldbank.org Elna Fourie National Roads Agency fourie@nra.co.za Dion Peterson Deparrtment of Transport 17