Rough transcriptof Week 4 contributions
- Available in the original at https://dgroups.org/worldbank/gatnet/discussions/9bfb75a5
- Corrections Suggestions for improvement to firstname.lastname@example.org
1 email@example.com on November 22
Gatnet postings for Week 4: 23-30 November 2015. Discussion leader Priyanthi Fernando
2 Priyanthi Fernando on November 23
Dear members of GATNET Greetings from Doha airport!!!!!!
A little disappointed that Peter and Hans’ contributions didn’t inspire
more contributions from those who have yet to share their experiences in
this discussion – so a reminder that there is still time to do so.
Also an apology, I need to do a little bit of work pulling the ideas
generated into a researchable questions – and have not been able to do that
because I have been travelling this week.
So till I get my act together, we look forward to hearing from you!
3 firstname.lastname@example.org on November 24
Dear Friends, all 213 of you in 48 countries spread literally all over this gasping planet,
I would like to join my voice to Hans’s this morning when he asks us to take a bit of time and show Pri how much we appreciate her unselfish initiative to bring us together to swap stories about the difficulties and barrier faced by women and girls in rural areas who all too often are silently exploited (I would underline both of those words) as mute carriers of wood, water and produce, at great cost to each of them personally and to society as a whole. And all the more so since there is much that if we put our heads together we can do about it. If we look and listen. And share our stories.
A number of the good stories and observations that I have read over these last weeks have brought new thoughts and awarenesses to my mind. The list is quite long, but let me cite just one small observation that came out of one report: namely that it is extremely important for women (more so than men) to know the exact time of their arrival back home, for all the reasons we can figure out once we have that small thought in our heads. And you know the way it is with ideas, one small such unexpected observation engages us and our minds begin to work more faciley and creatively on our challenging topic.
So please, tell us more stories, tell us more about your work, your hopes and your needs in the topic area that Pri has chosen for us to explore together.
One final wrinkle you may wish to consider. In order to try to bring in more people in more places who share our concerns we set up an informal Facebook page some time back at https://www.facebook.com/groups/gatnet/ which serves two I think useful functions. The first is to expand our reader and participant base here on Dgroups. But hardly less important it gives us a place where we can also easily share images and photographs which can also carry important messages. You can see the library as it exists thus far at https://www.facebook.com/groups/gatnet/photos/It is only just getting underway, but there are already several dozens of pictures which also tell a story about women, girls, transport and the future we can make in rural areas and cities of the developing world.
Kind regards from France,
4 Hans Mhalila on November 24
As Priyanthi has pointed out, I also wonder, what has happened during the week past and beginning this week? H ow can we continue sharing without discussion of emerging issues from the practice of different experiences in the world, especially Africa, where mainstreaming gender equity in rural transport is a big issue? Let us continue to share stories! Hans
5 email@example.com on November 24
In the context of Nepal, the gender and social inclusion policy exists for all types of local infrastructure projects managed by local government. (Local Infrastructure Development Policy 2004 – article 7.8 –http://www.dolidar.gov.np/wp-content/uploads/2013/01/LocalInfrastructureDevelopmentPolicy2061-EN1.pdf). This is also applied for rural transport sector (local roads, trial bridges, local roads bridge) as it lies within the jurisdictions of the local (village and district governments).
The gender and social inclusion policy in rural transport sector is developed around 2009/10 (please see attached documents). The drivers of this policy is mainly with the experiences of the donor funded projects DRSP (SDC), DRILP (SDC/ADB), RAP( DFIF), RRRSDP (DFID/ADB/SDC). Follow-up GESI in Transport sector wide policy was also prepared.2. It is mainly the donor funded programmes where these are mainstreamed and reported and monitored well.
When it comes to government’s own projects, I am sure there are lots of challenges in monitoring and reporting while translating policies into practice. While the DP funded projects have specific resources (human and financial) to monitor them while, Government alone does not have it and they see this as their constraint to do it. I do not see the GESI desks/focal persons in the district development committees^’ offices.
3. Again, in terms of challenges – I would say the will at the level of Government officials (at districts and local governments level who are currently officiating local bodies, no elected representation there), to have it implemented. There is also a political mechanism for advisory roles in the districts ad villages in the absence of local elected representatives, who should have political will to do so. If both of this is there, the required resources can be allocated to implement and monitor it. Other is the capacity on how to report and monitor – the qualitative aspect of it. E.g. Local bodies have to spend at least 35% of the capital budget to be spent for the direct benefit of women and children, they have to have 33% representation of women in all infrastructure committees managed by communities – sometimes in the districts, they report that this is happening, but when we check/monitor how it is happening – the situation looks different.
Some defend that the ‘’targeted fund went to build roads and women also use roads’’ – does that really mean GESI mainstreaming ? Same goes with representation of women and excluded (in numbers, they are fine), however, what is not understood is how well these representatives given the space for making key decisions. This is what is missing – how to qualitatively monitor the results and at the same time, develop smart indicators for that.
Thanks and regards, Jun
6 Paul Starkey on November 24
In response to the request for more stories, I would like to expand on the ideas shared by Peter Njenga, relating to surveys carried out by an IFRTD team in Cameroun, Kenya and Tanzania. As Peter noted, these were largely anecdotal observations: insights the researchers gained from interviews and discussions, rather than statistically-significant survey results.
In all three countries, the rapid expansion of motorcycle taxis has made them the most important form of transport on many low-volume rural roads. However, they seem to be invariably operated by men (often young men). The researchers did not hear of any women operators of rural motorcycle taxis.
In countries where motorcycles and motor scooters are common, women often drive them in urban areas, but it is very unusual for women to be operators of motorcycle taxis (the example of women operators of three-wheelers in Kathmandu is unusual and was an urban initiative).
In the rural surveys in Africa, while women and men liked the lower prices of rural taxis, minibuses or buses, these were generally infrequent or unavailable on the small roads that connected villages to the small market towns (where there are important services). Therefore, women rated motorcycle taxis highly, even for travel to peri-natal facilities – their reliable availability was more important than the disadvantages of higher price, lower safety and possible discomfort.
In the surveys, the majority of motorcycle taxis passengers were men: was this a cultural gender issue? Yes and no. The researchers concluded the lower use by women was a gender issue, but due to women’s lower access to available money, rather than any cultural taboos. In general, women opted for safer transport options, when this was possible: and men generally responded appropriately: women were more likely to be in the middle of an over-crowded vehicle, with men more likely to be hanging on to the edges.
However, women in Tanzania raised some fascinating insights into the safety of rural motorcycle taxis. They argued that it was better to travel with two women passengers on a motorcycle, as they felt more secure and jointly it was easier to ‘enforce’ safe driving speeds and practices (with poor driver behaviour thought to be responsible for many motorcycle crashes). They also objected to the official ‘one passenger only’ rule as women were often responsible for trips with children, sick people, elderly relatives or people with disability.
As the main ‘caring’ gender, they were responsible for helping others to travel to clinics or other facilities, and when motorcycle taxis were the main mode of transport, a woman often had to travel with another person, holding them safely. With two passengers on a motorcycle, the cost is lower, per passenger, and (according to women interviewed) it can be safer too.
7 Priyanthi Fernando on November 24
Thank you Jun for your post and the documents that I have now loaded into the GATNET library! So it seems that we now have TWO countries, one in Asia (Nepal) and one in Africa (Tanzania) where gender has been
mainstreamed into transport policy or rural/local transport policy..
Are there others out there?
It would seem from the documentation (see GATNET library for a link to the
Tanzania Transport Policy) that the guidelines for Nepal are much more
detailed than for Tanzania, but Hans has also suggested some indicators in
his post that can be used to monitor whether this mainstreaming has indeed
been translated into practice. I wondered whether the implementation of
the policy suffered in Tanzania because it did not come with the kind of
guidelines that Jun shared. How useful do you think those documents are?
It is a sad indictment when gender mainstreaming has to be a donor driven
agenda and not generated by equity concerns within the countries
themselves. And yes, donor funded projects may have the resources for
monitoring that governments do not.
I am wondering whether there are examples of women’s organisations (either
government or civil society) monitoring transport investments from a gender
perspective? Can we not get the women’s organisations, the women’s
ministries, the women activists involved? to monitor and to act as a
any thoughts? experiences?
8 Priyanthi Fernando on November 24
Just thought I’d make a separate comment on the information that Paul
Starkey shared, that added to what Peter Njenga had talked about earlier.
The stories themselves are interesting and their lack of ‘statistical
significance’ does not in anyway diminish their value – given that
qualitative research is an accepted method of investigation.
I am more intrigued by whether all good transport researchers, women and
men, incorporate gender issues into the design of their research
questions? is this the same for both rural transport services research?
and rural infrastructure research?
I know there are a number of researchers, knowledge managers in this group
– so will be interested to hear from you.
ReCAP is essentially a research community of practice – so would also be
interested to hear from members of that community how gender is
mainstreamed into the work that ReCAP commissions…
9 firstname.lastname@example.org on November 25
I am doing a Phd Study on “alleviating Rural Poverty through Community Transport Infrastructure Development in Zambia”. I have developed some research questions and they did not adequately cover the issue of Gender Main Streaming.
So you have given me some food for thought I would like to fully incorporate this aspect in my research. I will be interested in getting some more ideas on this issue. I would like to get segregated data(women, men, children on the impact of CTI development in other countries and this can be integrated in the main development agenda of the country.
10 email@example.com on November 25
The Transport Policy for Zambia of 2002 did not address the issue of Gender Main Streaming adequately, see attached copy for your comments.
However, The Government of the Republic of Zambia, is reviewing the policy and a new one we be in place next year and it will address the issues of Gender Main Streaming in more detail.
11 Barney Muckle on November 25
I would like to add some comments to those of Paul and Peter about
motorcycle taxis. The first thing is that they cannot be used without
some means of access via a mobile as they do not come unless ordered.
In the last decade or so mobiles have become so common and networks
Having just carried out an hour’s conversation with two users I was
amassed to learn of the organisation existing country wide in Kenya.
Firstly a few technical aspects of their popularity. The first is that
they need a single track only like a person, bicycle or donkey which enables them to travel
where other vehicles from 3 or 4 wheeled ‘tuks’ to 4WD Land rovers
are unable to travel. The driver and his (her) passengers have
developed believable skills in navigating difficult stretches.
Organisation – After the initial ‘free for all’ with many disputes
over territory the Government establish a system which is in operation
over the whole country.
It depends on riders in an area forming a group which is registered
with the Community Development Association where the details of each
member are recorded. Each group has a chairperson and treasurer with a
bank account while there are some lady members but somewhat
indistinguishable from the men due to the clothing. The local police
have a record of groups and members and check their clothing and
Each group is self governing with a high standard of discipline. The
rules allow you to carry someone from the Center HQ but you must
travel back empty. The center is placed near two mataru or 14 seat
taxis stop from either direction so very convenient for those going
into the rural area off tarmac. Each group member has a number and
records are kept to distribute evenly the work.
If someone wants to go beyond the next section they can choose to have
the vehicle wait and pay or it returns but must be empty and you then
take a local vehicle back home. Cheaters are all known and mobiled to
HQ . All members pay to join and choose their own limit of members.
Each member pays about Ksh 500 or US$5 per month as medical expenses
in case of accident unfortunately too common.
Free operators exist but apart from goods only wives and children can
be carried and ID’s are needed. All transactions are carried out by
the famous MPESA system on the mobile which has had an amazing effect
in reducing transport costs.
The other thing is the level of ingenuity in carrying goods. I
recently bought a 1000 litre
plastic water tank and expected to have to pay for a small 1200 cc
Datsun pick up which are very scarce. The seller said ‘Wait a
minute’ and along came a motor cycle. Can you imagine what you wouldfitted across the poles at the rear. He climbed on and drove home
It took little time for mechanics to understand the workings and now
there are spares or if not the mobile will, via MPESA, have them
brought and paid for in two hours from Nairobi.
I could ramble on but would like comments.
12 Peter Njenga on November 25
This is just a bit of the current discussion, but it is linked to an issue raised Priyanthi earlier – Should gender mainstreaming be transformative? Thought I would throw in a question of the extent to which gender issues are integrated into the training curricula of various transport disciplines?
I know many disciplines offer gender courses at the moment, but what are the current trends? Gender training that is fully integrated into the curriculum, or is it being done as a stand- alone subject? Any good practices on this? Any audits?
Related to this, is enough being done to encourage women in transport professions? Are there specific ways in which more resources could be ramped up to support capacity building on gender in a sustained way?
13 Hans Mhalila on November 25
Tanzania had an opportunity to a transformation approach to gender equity mainstreaming in rural transport. At the pilot level of VTTP this seemed obvious especially with the empowerment model of Morogoro District. The best practice was done and was well conceived by the study team. Will make the document available tomorrow.
However efforts to integrate the model during up-scaling was not neatly captured. This is evidenced by how gender is briefly tackled in the Local Government Transport Program 2008-2012.
I suggest that, gender equity is a right from the trans formative point of view. As such, in addition to policy, Gender equity law need to be in place for the sector. The law will elaborate how resources are allocated and responsibility distributed for gender equity, for instance in local infrastructure contracting process, minimum access to water point, for instance, the policy says a maximum standard is 400 Meters from the household.
This should be legally protected to enforce demand for accountability. Look at the weakness of indicators for measuring of gender equity in the LGTP, as LGTP was used as a guideline to local government in preparing their transport projects plans, budget and operational aspects of maintenance. In Tanzania, we had a D-group under the IFRTD, this was a community of practice with interest in Rural transport. I am not sure if it still exists.
Transformation is the creation and change of a whole new form, function or structure. To transform is to create something new that has never existed before and could not be predicted from the past. Transformation is a “change” in mindset. It is based on learning a system of profound knowledge and taking actions based on leading with knowledge and courage.
14 Holy Ralimamy on November 26
I am Holy Ralimamy from NGO Lalana based in Madagascar which is a French speaking country. I hope you don’t mind if I express myself in French.
NGO Lalana : what we mean by gender mainstreaming, and why it is important for the rural transport sector (Part 1)
* For a serviceable machine translation into English, please click to https://www.facebook.com/groups/gatnet/permalink/970467173024282/ – and go to bottom of page.
L’expérience de Lalana en matière d’intégration du genre dans le transport réside dans la mise en œuvre des programmes d’actions sociales en accompagnement des travaux routiers sur la RN2 et sur la RN6. Bien que les routes réhabilitées soient classées nationales, les zones desservies et les bénéficiaires des actions se trouvent en général dans des Communes rurales.
L’intégration du genre dans ces programmes a commencé par l’identification de tous les usagers des routes, non seulement par sexe, mais également selon leurs catégories, de bien cerner leurs situations au cas par cas, et de trouver avec eux les possibilités de collaboration qui peuvent répondre à la fois aux objectifs de l’action, à savoir la préservation du patrimoine routier et de ses environs immédiats, et résoudre leurs problèmes.
En général, on a trouvé 3 grandes catégories d’usagers de la route :
– LES RIVERAINS :
les écoliers (filles et garçons)
les petits commerçants (hommes et femmes vendant des produits artisanaux, des produits locaux, et tenant des gargotes et épiceries),
les travailleuses de sexe (jeunes filles et femmes chefs de ménage)
les agriculteurs (hommes et femmes) dont les champs se trouvent aux bords des routes,
et tous ceux qui se rendent régulièrement aux places de marché (enfants, jeunes femmes et hommes), soit pour vendre, pour se ravitailler, ou pour s’informer.
– LES TRANSPORTEURS : ce sont essentiellement des camionneurs et des chauffeurs de taxis brousses. Ce sont tous des hommes, mais leurs métiers présentent des particularités.
– ET LES VOYAGEURS : les touristes, les vacanciers, et les particuliers.
Ces différentes catégories de gens ont des problèmes et besoins spécifiques qu’il faut tenir compte dans la mise en œuvre des actions d’accompagnement aux travaux routiers.
Les transporteurs s’arrêtent le long de la route pour se restaurer et pour se reposer. Il leur fallait des aires de stationnement pour ne pas gêner la circulation.
Les petits commerçants ont à la fois besoin d’une bonne visibilité pour favoriser leurs commerces, mais aussi de sécurité. Ils ont besoin des emplacements à la fois sécurisés et facilement accessibles. Des placettes ont été aménagées pour eux, où il est possible de se stationner, où on a mis des plaques indicatives, et qui préservent la route et mettent en sécurité et les vendeurs, et leurs clients.
Les travailleuses de sexe qui répondent aux besoins des camionneurs surtout, ont besoin d’être informés sur les risques et dangers liés à leur métier, notamment sur la transmission des infections sexuellement transmissibles et du VIH/SIDA.
Les femmes chefs de ménage, qui sont très nombreuses dans la zone, ont besoin de travailler pour briser le cercle vicieux dans lequel elles se trouvent : la prostitution engendre des grossesses non désirées qui donnent des charges supplémentaires. Elles ont été formées et appuyées pour monter et gérer des activités génératrices de revenus.
Les écoliers ont eu des difficultés à se rendre à l’école, surtout pendant la période de pluie. Un petit pont et leur sentier ont été aménagés pour faciliter leur marche quotidienne vers l’école.
Il est fréquent dans les zones rurales que les bords de route servent de place de marché faute d’infrastructure adéquate. Ce qui entrave la circulation, et peut être source d’accidents de la route. La mise en place des infrastructures communautaires (places de marché et bornes fontaines) protège les riverains (notamment les femmes et enfants) des accidents de la route et répond à des besoins pratiques.
L’importance de l’intégration du genre réside dans la spécification de toutes les parties prenantes au projet, qui amène à l’identification de leurs besoins spécifiques selon leur genre, et d’entreprendre des actions particulières à leur intention. L’intégration du genre accroit l’efficacité des actions sociales d’accompagnement mises en œuvre par le projet.
* See Translation: please click to https://www.facebook.com/groups/gatnet/permalink/970467173024282/
15 Priyanthi Fernando on November 26
* * * Gender equity mainstreaming is trans-formative by design .It involves
development of new relationship between women and men. It involves deep
questioning of old values and expression on new values. It also involves
creative development of new types of structures expressing these values. As
such approaches which contribute to transformation for gender equity in
rural transport access have to among other things require;
-Support to constant struggle within the movement to reflect on personal
and organizational life.
-Trying creative new experiments
-Getting rid of authoritarian structures
-Developing self management and active participation at all levels
-Keeping open communication with community grassroots individuals and
-Building cooperation networks among village councils and civic groups with
As such, Morogoro VTTP empowerment adopted a trans-formative approach, that
was not neatly captured during preparation of national up scaling through
Local Government Transport Program sent to you yesterday.as you can read
to the attached best practice report for IMTs I mt and small infrastructure.
On Wednesday, November 25, 2015 10:47 PM, Gatnet – Gender and Transport
Community of Practice <admin.GATNET@dgroups.org
16 Hans Mhalila on November 27
Dear all, I have realized that, Peter Njenga has a basic question on how do we approach gender equity issues in transformation of rural transport development. Mainstreaming gender equity in rural transport is not different from the demand to mainstream gender equity in other sectors. The key issue is that in any effort to eliminate poverty, gender should be one of the criteria to eliminate discrimination.
The Convention on Elimination of all forms of Discrimination against women(CEDAW) of 1978, is a key reference document for any one putting an effort to implement gender equity. It is an international requirement that has been adopted by many governments including Tanzania. It is in my opinion to ask, that how much discretion is allowed for planners and decision makers to include or not include gender issues at the point of final decision making on priority activities and related budget allocation? For people who have already learn on gender equity and are already in the service of the public, is it not their obligation to make use of acquired gender equality knowledge to ensure they conduct planning and decision making with gender equity perspective? Is it not lack of planning and decision making codes of conduct and ethics that keep discrimination in the provision of rural transport/local development services?
I understand that Gender mainstreaming is already one of the element in many curricular of Institutes of Development Studies. Development studies again, has gender equity and equality as one of its teaching discipline. It is my thinking that, while knowledge and political infrastructure is already there in place for instance in Tanzania, where 30% of special seats of parliamentarians are reserved for women and likewise at local government level ,a trans-formative approach is lacking legal and ethical enforcement for planners and decision makers to comply for gender performance planning and budgeting. UN Women introduced Gender Responsive Budgeting (GRB) as a key approach to promote gender equity in development at all levels of government and local government sectors. Is there curiosity among planners and decision makers to learn how to planning and budget with gender equity? To learn how to monitor change of women and men relations in rural transport phenomena. Please visit UNWomen website.www.unwomen.org.to learn more on Gender Equitable Local Development GELD, and GRB.
17 Eric Britton on November 27
Thank You Eric for your pleasant feedback.
About the segment 2 : stories from participants experiences of where gender mainstreaming has worked in the transport sector or where it has not, here is the Lalana recent experience. (Sorry to write in French)
* For translation and phtotos go tohttps://www.facebook.com/groups/gatnet/permalink/970980962972903/ (Translation link at the bottom of the page.)
En général, la démarche adoptée par Lalana dans le processus d’intégration du genre aux actions entreprises consiste dans la première phase à informer toutes les parties prenantes concernées, et dans la seconde phase à les intégrer dans le processus de prise de décision, avant de les faire participer à l’exécution des travaux proprement dits.
Dans le cadre de la mise en œuvre d’un projet d’éducation citoyenne visant à renforcer le sens de responsabilité des citoyens et la redevabilité des dirigeants, l’ONG Lalana s’est attelé à mettre en place une procédure de dialogue pérenne entre eux afin de rendre le processus de développement des Communes rurales bénéficiaires plus inclusif.
L’élaboration du plan communal de développement a servi comme champ d’application effective de la procédure de dialogue qui vient d’être mise en place. Après avoir listé tous les pistes et sentiers existants, ils ont défini ensemble leur degré d’importance en vu de leur classement (route intercommunale, communale, route inter quartier, route de quartier).
En attendant l’établissement des registres des routes, on a procédé à l’initiation des groupes cibles aux notions et techniques de base des travaux d’entretien routiers à travers des chantiers école. Bien que le projet s’est adressé principalement aux hommes pour ce faire, des femmes se sont également portées volontaires : elles ont voulu apprendre et participer aux travaux.
Sur les 152 participants provenant de 7 Communes, on a recensé 127 hommes et 25 femmes, soit un taux de représentativité de 16%. La formation a duré 4 jours dont une journée de formation théorique, et trois jours de formation sur le tas (des travaux pratiques dirigés).
Les femmes ont pris part effectif à toutes les activités réalisées : formation théorique et travaux pratiques sur le terrain. Selon les formateurs, les femmes sont plus motivées que les hommes. En fait, pour les hommes, effectuer des travaux routiers relève de l’ordinaire, tandis que pour les femmes, elles se sentent avantagées de pouvoir bénéficier d’une telle initiative. Bien que le rendement moyen des femmes soit légèrement inférieur à celui des hommes, leur travail est beaucoup plus soigné. En effet, elles ont moins de force de bras, mais sont plus consciencieuses et sérieuses que les hommes.
Les photos ci-joints nous permettent d’apprécier la participation des femmes aux chantiers écoles sur les travaux d’entretien routiers.
photo 1 : formation théorique sur la gestion et l’organisation de chantier
photo 2 : consolidation de fossé par fascinage
photo 3 : point à temps en terre par compactage manuel
Il est à noter que les Communes bénéficiaires de cette action se trouvent toutes dans des zones enclavées pendant la période de pluies, et que de ce fait, les habitants sont très sensibles aux travaux routiers.
Bref, depuis l’élaboration du Plan Communal de Transport, jusqu’à la réalisation des travaux d’entretien, les femmes ont toujours été présentes et actives : elles ont pris part aux dialogues locaux et communaux, et elles veulent également être présentes et actives durant la phase des travaux d’entretien.
Dans d’autres projets, Lalana a travaillé dans la promotion des moyens intermédiaires de transport (MIT) en ayant procédé à une discrimination positive pour favoriser l’accès des femmes aux moyens de transport, et pour qu’elles puissent en prendre le contrôle à terme. Nous n’avons pas encore de mauvaises expériences en matière d’intégration du genre dans le secteur de la route et du transport.
See Translation –
18 Eric Britton on November 27
Message de Vero Razafintsalama, Présidente de l’ONG Lalana,
Je vous remercie pour votre message. Vous pouvez contacter Holy Ralimamy à l’adresse firstname.lastname@example.org. Les contributions que vous avez reçues de Holy proviennent de l’ensemble de l’équipe de l’ONG Lalana (www.lalana.org), et nous avons chargé Holy de participer à cette discussion lancée par Priyanthi. C’est juste pour préciser qu’en plus de Holy, d’autres membres de l’équipe peuvent aussi répondre à vos questions sur nos actions concernant le lien entre le genre et le transport, ou le lien du transport avec le développement.
Cordialement, Vero Razafintsalama
19 Eric Britton on November 28
(Please forgive the quality of this rapid translation. I do hope that it is sufficiently clear to answer most if not all of your questions about this fine project.)
About the Part 2 : stories from participants experiences of where gender mainstreaming has worked in the transport sector or where it has not, here is the Lalana recent experience. (Sorry to write it in French)
In general, the approach adopted by Lalana in the integration process of the kind actions undertaken in the first phase is to inform all stakeholders, and in the second phase to integrate them into the process of decision making before involving them in the execution of the work itself.
In the implementation of part of a civic education project to strengthen the sense of responsibility of citizens and the accountability of leaders, the NGO Lalana has been working to establish a permanent dialogue process between them to make the development process more inclusive of rural communes beneficiaries.
The development of the municipal development plan served as a field of effective implementation of the dialogue process that has just been set up. After listing all the tracks and existing trails, they set all their importance in view of their classification (intermunicipal road, communal, inter-district road, district road).
Pending the establishment of road records, we proceeded with the initiation of target groups with basic concepts and techniques of road maintenance through school projects. Although the project addressed mainly men, women have also volunteered: they wanted to learn and participate.
Of the 152 participants from 7 municipalities, there were 127 men and 25 women, a gender representation rate of 16%. The training lasted four days with one day of theoretical training, and three days of training on the job (practical tutorials).
Women took part in all activities: theoretical and practical work on the ground. According to the trainers, the women are more motivated than the men. In fact, for me, performing road work is very ordinary, while the women feel advantaged to benefit from such an initiative. Although the average gross output of women is slightly lower than that of men, their work is much more polished. Indeed, they may have less arm strength, but they are more serious and conscientious than men.
Photos accompanying allow us to appreciate the participation of women in school projects on road maintenance.
photo 1: theoretical training on management and construction organization
Photo 2: ditch consolidation fascine
Photo 3: earth time point manual compaction
It should be noted that the beneficiaries of this action are all located in isolated areas during the rainy season, and therefore the people are very sensitive to road works.
In short, since the development of the Municipal Transport Plan until the completion of maintenance work, women have always been present and active; they took part in local and municipal dialogues, and they also want to be present and active during the phase of maintenance.
In other projects, Lalana worked in the promotion of intermediate means of transport (MIT) by implementing affirmative action to promote women’s access to means of transport, and for them to take control in term. We did not even bad experiences in mainstreaming gender in the road and transport sector.
20 email@example.com on November 28
Requesting for translation to English, some of us could be missing on an important contribution here
Woment in Logistics and Transport-Uganda
2015-11-27 15:51 GMT+03:00 Eric Britton <firstname.lastname@example.org>:
> Thank You Eric for your pleasant feed back.
> About the segment 2 : stories from participants experiences of where
> gender mainstreaming has worked in the transport sector or where it has
> not, here is the Lalana recent experience. (Sorry to write in French)
> * For translation and phtotos go to
> (Translation link at the bottom of the page.)
> See Translation –
21 email@example.com on November 28
Dear Friends and Colleagues,
As you have surely noticed thanks to Pri’s excellent November initiative to encourage us to exchange stories and perspectives under the broad heading of Gender Mainstreaming in the Rural Transport sector, we have together literally breathed new life into this forum. And I am convinced that this is no one-time event, but rather the beginning of a new stage of exchange and active collaboration on the extremely important matters that bring us here.
But in the meantime, may we ask you this? To confirm your interest in following and perhaps from time to time participating in the exchanges, would you be so kind at to send a very short email to firstname.lastname@example.org, in which you identify:
Organization – with URL if available
Telephone if available (and if available, Skype)
Today we are 215 women and men who care (46 of whom have joined since the November Dialogue got under way), living and working in more than fifty countries, on all continents. If you turn to our map at https://dgroups.org/worldbank/gatnet/members/overview you will quickly see our coverage of the world map thus far. Strength in numbers.
22 Priyanthi Fernando on November 30
Can assure you that I am trying to bring this discussion to a close – by pulling together some ideas for further research. This means I am running over the messages – felt that we have talked enough about the ideas that Sonomi Tanaka of the Asian Development Bank raises.
Please read the paras below and let us know what you think! Do we have a case for more gender sensitive monitoring and evaluation? and how can we encourage greater buy in from transport practitioners so that equity issues are no longer just an ‘add-on’?
No doubt that over the past decade, gender mainstreaming in transport has gained more legitimate space than in the past in the form of toolkits and project designs focusing on women’s access, affordability, personal security, safety, or employment opportunities in the sector. ADB also supported some public works ministries to adopt gender mainstreaming guidelines in some countries (e.g. Nepal, Lao PDR).
But the real challenge has been to keep the momentum going, ensure sustained interest and ownership by the governments and the private sector (such as contractors and transport operators), and ensure the intended gender-inclusive project designs take place during the project implementation. Incentives and accountability for results are crucial.
Another challenge has been to overcome the never-disappearing assumption of “trickle-down” effect by the mainstream transport discourse. I may be wrong, but I see that the issues of narrowing unequal access and mobility still remain an “add-on” consideration. Certainly, more attention is now being paid to transport users and services (not just roads and highways). But not enough transport practicioners and policymakers have brought into this type of idea.
23 Hans Mhalila on November 30
I understand that it is possible that a lot have been done on mainstreaming gender equity in rural transport interventions considering the multidimensional nature of initiatives to reduce women wastage in time and effort. For instance, some may have been done through locating water supply closer to homes or milling machines closer to villages as a result of liberalization of the economy. In addition it is possible that demand for fuel wood has gone down as a result of use of energy efficient stoves or wood lot near household. It is also possible that, liberalized use of motorcycle for passenger transport has contributed to time saving by women and men.
It is also possible that Climate change has even worsened the situation of gender equity mainstreaming as a result of drought, causing nearby water source to dry up and making water availability costly for women, and eating up the earnings from income generation activities to purchase of water.
What can we do? Learning from UNWOmen (See Attached Facts and Figures) National Planning and Budget Program, it seems to me that, there is lack of defined Gender Equity performance accountability monitoring mechanism in all countries.
PRINCIPLES: Are human factors which drive the conduct of an agency/organization and function as a guide to the development and implementation of all policies and actions. Very often, an governments /local government principles are implicitly understood, but it can be helpful to explicitly state them.
Principles summarizes the operating philosophies or core values that will be utilized in fulfillment of the gender equity mainstreaming vision and mission .Thus principles are the bridge between where we are (Gender Equity mainstreaming Gap)and where we want to be(Gender Equity Fulfilled Mainstreaming Full filled.).
Case study: In Tanzania, in a project implementing Gender Equitable Local Development, implemented by UNCDF and UNWomen jointly with Government, (where I worked as a Technical Adviser to the Project),after a period of three years 2009-2012, it was finally agreed to have a training manual tailored to the specific situation of the local area. More significantly, after realizing how complex gender mainstreaming was,in terms of data availability, I designed a Gender Equity Mainstreaming Monitoring Tool for the Project. It is Annex 6: Gender EquityActivity Performance Monitoring and Assessment Report to the attached Manual
My suggestion for this tool was to create awareness through putting in place a tracking and monitoring system that monitor and report progress on implementing goals and objectives of trans-formative gender equity mainstreaming in-terms of resource budgets, actual resource allocation by gender and output achieved for each gender including impact.
To this discussion group I then suggest that we can use the GENDER EQUITY MONITORING TOOL as a principle to monitor gender equity mainstreaming outcome for every activity and learn on transformation emerging in the rural transport sector travel and transport characteristics. I wanted to share this tool in response to Ideas raised by Sonomi Tanaka on way forward to make rural transport show “trickle down” effect by a strategic Gender Equity Mainstreaming Monitoring Approach . Learn more on UNWomen Facts and Figures Attached information.
“It is not enough that we do our best, sometimes we have to do what’s required.” Sir Winston Churchill(1874-1965)
Facts and Figures.docx 15.0kB
24 email@example.com on December 1
Great! thanks for the translation, indeed an educative and a point of
on December 1
Thank you to Vero and Holy for the Lalana experiences. I wondered if women participated in the development of the Community infrastructure plans, and whether that had any impact of the priorities given to the different roads/paths? Priyanthi
26 Hans Mhalila on December 1
Good case study, thank you for your kindness to translate it.
Hans Mhalila Morogoro
27 María Gutiérrez on December 4
Dear Eric and Gatnet colleagues,
The ILO is pleased to share with you the attached Working Paper on “Public works programmes: A strategy for poverty alleviation. The gender dimension revisited in Employment Intensive Investment Programmes in 30 countries in Africa, Asia, Latin America and the Caribbean”.
The Employment Intensive Investment Programme, EIIP of the ILO developed an initial assessment in the 1990s and this document revisits both the strategy and the projects implemented during the last decade. It also reflects the field work developed in Madagascar and South Africa as primary sources of information. The consultancy was conducted by Nite Tanzarn under the technical backstopping of the Employment Intensive Investment Programme, in Geneva.
The document gives different examples of good practices and lessons learned along different stages of the project cycle and we hope it will contribute with the ongoing discussion.
I take this opportunity to thanks Priyanti for the great coordination of the discussion and wish you all nice holidays.
Maria Teresa Gutierrez
Gender Final_web version.pdf 0.1MB