Makete Integrated Rural Transport Project Sobe A d the seategy by which rural transport problems were to be tacklod at the b The ingress of many conventional road transport project in Africa led some engers the beginning of the 1980 westom Panania presented the opportunity to try a new approach. And he help in improving the availability of transport within the remote Makete District of sout the wwwept of integrated rural transport' was adopted in the task of examining the transport needs of the naral households in the district. The objective was to reduce the time and effort needed to obtain access to essential goods and services through an improved rural transport system. The underlying assumption was that the time saved would be used instead for activities that would improve the social and economic development of the communities. The Makete Integrated Rural Transport Project (MIRTP) started in help of the Tanzanian government. 1985 with financial support from the Swiss Development .
Makete Integrated Rural Transport Project Sobe A d the seategy by which rural transport problems were to be tacklod at the b The ingress of many conventional road transport project in Africa led some engers the beginning of the 1980 westom Panania presented the opportunity to try a new approach. And he help in improving the availability of transport within the remote Makete District of sout the wwwept of integrated rural transport' was adopted in the task of examining the transport needs of the naral households in the district. The objective was to reduce the time and effort needed to obtain access to essential goods and services through an improved rural transport system. The underlying assumption was that the time saved would be used instead for activities that would improve the social and economic development of the communities. The Makete Integrated Rural Transport Project (MIRTP) started in help of the Tanzanian government. 1985 with financial support from the Swiss Development Corporation and was co-ordinated with the Section B When the project began, Makete District was virtually totally isolated during the rainy season. The regional read was in such bad shape that access to the main towns was impossible for about three months of the year Road traffic was extremely rare within the district, and alternative means of transport were restricted to dorikeys in the north of the district. People relied primarily on the paths, which were slippery and dangerous during the rains. Before solutions could be proposed, the problems had to be understood. Little was known about the transport demands of the rural households, so Phase 1, between December 1985 and December 1987, focused on research. The socio-economic survey of more than 400 households in the district indicated that a household in Makete spent, on average, seven hours a day on transporting themselves and their goods, a figure which seemed extreme but which has also been obtained in surveys in other rural areas in Africa Interesting facts regarding transport were found: 95% was on foot; 80% was within the locality, and 70% was related to the collection of water and firewood and travelling to grinding mills. Section C Having determined the main transport needs, possible solutions were identified which might reduce the time and burden. During Phase II, from January to February 1991, a number of approaches were implemented in an effort to improve mobility and access to transport. An improvement of the road network was considered necessary to ensure the import and export of goods to the district. These improvements were carried out using methods that were heavily dependent on labour In addition to the improvement of roads, these methods provided training in the operation of a mechanical workshop and bus and truck services. However, the difference from the conventional approach was that this time consideration was given to local transport needs outside the road network Most goods were transported along the paths that provide short-cuts up and down the hillsides, but the paths were a real safety risk and made the journey on foot even more arduous. It made sense to improve the paths by building steps, handrails and footbridges, It was uncommon to find means of transport that were more efficient than walking but less technologically adva advanced than motor vehicles. The use of bicycles was constrained by their high cost and the lack of available spare parts. Oxen were not used at all but donkeys were used by a few households in the northem part of the district. MIRTP focused on what would be most appropriate for the inhabitants of Makete in terms of what was available, how much they could afford and what they wes willing to accept.
Tor Alter careful confideration, the project chase the promotion of donkeyskyt bipele and the godation of a freally manufacturable wheellaw At the end of Phase it, it was clear that the selected approaches to Makete's traponom bad different degrees of accon Phase III, from March 1991 to March 1993, focused on th femere and erotionalisation of these activities Section D The ad inprovements and accompanying maintenance systern had helped make the disc avessible throughend the year Posential goods from outside the district had become toore a available at the market, and prices did not fluctuate as much as they had done before Paths and secondary roads were improved only at the request of communities who were willing participate in construction arsd maintenance. However the improved paths impressed the members and requests for assistance greatly increased soon after only a few improvements had been complet The efforts to improve the efficiency of the existing transport services were not very successful because most of the motorised vehicles in the district broke down and there were no resources to mpair them. Even the introduction of low-cost means of transport was difficult because of the pers poverty of the district. The locally manufactured wheelbarrows were still too expensive for all but a few of the households. Modifications to the original design by local carpenters cut production time and costs. Other local carpenters have been trained in the new design so that they can respond to requests. Nevertheles, a locally produced wooden wheelbarrow which costs around 5000T shillings (less than US$20) in Makete, and is about one quarter the cost of a metal wheelbarrow, still too expensive for most people. Donkeys, which were imported to the district, have become more common and contribute, in particular to the transportation of crops and goods to market. Those who have bought donkeys mainly from richer households but, with an increased supply through local breeding, donkeys shou donkeys become more affordable. Meurwhile, local initiatives are promoting the renting out of the existing It should be noted, however that a donkey, which at 20,000 Tanzanian shillings costs less than a bicycle, is still an investment equal to an average household's income over half a year This clearly illustrates the need for supplementary measures if one wants to assist the rural poor Section E It would have been easy to criticise the MIRTPfor using in the early phases a'top-down'approach, in which decisions were made by experts and officials before being handed down to communities, but support and understanding of district authorities. was necessary to start the process from the level of the governmental authorities of the district. It would have been difficult to respond to the requests of villagers and other rural inhabitants without the Section F Today, nobody in the district argues about the importance of improved paths and inexpensive meani of transport. But this is the result of dedicated work over a long period, particularly from the officers in charge of community development. They played an essential role in raising awareness and interes among the rural communities. Makete District will act as a reference for future work The concept of integrated rural transport is now well established in Tanzania, where a major progra of rural transport is just about to start. The experiences from Makete will help in this initiative, and 50
Questions 31-35 Reading De the following statements agree with the claims of the writer in Reading Passage 37 In haars 31-35 on your answer sheet, write YES if the statement agrees with the claims of the writer NO NOT GIVEN if the statement contradicts the claims of the writer 31 if it is impossible to say what the writer thinks about this 32 MIRTP was divided into five phases. Prior to the start of MIRTP the Makete district was almost inaccessible 33 during the rainy season. Phase I of MIRTP consisted of a survey of household expenditure on transport. 34 requirement as outside the local area. 35 The survey concluded that one-fifth or 20% of the household transport MIRTP hoped to improve the movement of goods from Makete district to the country's capital.
Tor Alter careful confideration, the project chase the promotion of donkeyskyt bipele and the godation of a freally manufacturable wheellaw At the end of Phase it, it was clear that the selected approaches to Makete's traponom bad different degrees of accon Phase III, from March 1991 to March 1993, focused on th femere and erotionalisation of these activities Section D The ad inprovements and accompanying maintenance systern had helped make the disc avessible throughend the year Posential goods from outside the district had become toore a available at the market, and prices did not fluctuate as much as they had done before Paths and secondary roads were improved only at the request of communities who were willing participate in construction arsd maintenance. However the improved paths impressed the members and requests for assistance greatly increased soon after only a few improvements had been complet The efforts to improve the efficiency of the existing transport services were not very successful because most of the motorised vehicles in the district broke down and there were no resources to mpair them. Even the introduction of low-cost means of transport was difficult because of the pers poverty of the district. The locally manufactured wheelbarrows were still too expensive for all but a few of the households. Modifications to the original design by local carpenters cut production time and costs. Other local carpenters have been trained in the new design so that they can respond to requests. Nevertheles, a locally produced wooden wheelbarrow which costs around 5000T shillings (less than US$20) in Makete, and is about one quarter the cost of a metal wheelbarrow, still too expensive for most people. Donkeys, which were imported to the district, have become more common and contribute, in particular to the transportation of crops and goods to market. Those who have bought donkeys mainly from richer households but, with an increased supply through local breeding, donkeys shou donkeys become more affordable. Meurwhile, local initiatives are promoting the renting out of the existing It should be noted, however that a donkey, which at 20,000 Tanzanian shillings costs less than a bicycle, is still an investment equal to an average household's income over half a year This clearly illustrates the need for supplementary measures if one wants to assist the rural poor Section E It would have been easy to criticise the MIRTPfor using in the early phases a'top-down'approach, in which decisions were made by experts and officials before being handed down to communities, but support and understanding of district authorities. was necessary to start the process from the level of the governmental authorities of the district. It would have been difficult to respond to the requests of villagers and other rural inhabitants without the Section F Today, nobody in the district argues about the importance of improved paths and inexpensive meani of transport. But this is the result of dedicated work over a long period, particularly from the officers in charge of community development. They played an essential role in raising awareness and interes among the rural communities. Makete District will act as a reference for future work The concept of integrated rural transport is now well established in Tanzania, where a major progra of rural transport is just about to start. The experiences from Makete will help in this initiative, and 50
Questions 31-35 Reading De the following statements agree with the claims of the writer in Reading Passage 37 In haars 31-35 on your answer sheet, write YES if the statement agrees with the claims of the writer NO NOT GIVEN if the statement contradicts the claims of the writer 31 if it is impossible to say what the writer thinks about this 32 MIRTP was divided into five phases. Prior to the start of MIRTP the Makete district was almost inaccessible 33 during the rainy season. Phase I of MIRTP consisted of a survey of household expenditure on transport. 34 requirement as outside the local area. 35 The survey concluded that one-fifth or 20% of the household transport MIRTP hoped to improve the movement of goods from Makete district to the country's capital.