ACCESSIBILITY PLANNING TOOLS

Useful accessibility planning tools Integrated rural accessibility planning (IRAP) Comprehensive planning approach which puts all ways of improving access on the same footing Accessibility planning: defines an indicator of isolation which enables the planner to define the core network

IRAP: what it is Maps patterns of isolation in a community, using surveys of household travel needs and problems Defines a hierarchy of actions to reduce it such as Road improvements Improving tracks and footpaths Improved transport services/IMT promotion Relocating clinics and basic services Sets priorities based on cost-effectiveness indices Integrated Rural Accessibility Planning (IRAP) is a tool for local level planners using surveys and collaborative analysis, the pattern of isolation of a community and hence derive a hierarchy of actions to be taken to reduce it. It is particularly useful in that roads just one way among others of enhancing mobility not an end in themselves. Road improvements are a possibility, as are improving tracks and footpaths for local trips and to provide basic access to help people to get from village to motor roads. Public transport services may be poor or too expensive so supporting intermediate means of transport (IMT) as well as proposing improvements to conventional transport services could complement or replace road improvements. Finally, rather then embarking on costly road investments, relocating clinics and other basic services so as to reduce time spent in travel could be a better solution. Measures can be prioritised by their cost-effectiveness relative to indices of accessibility, preferably set nationally to ensure equity among regions. IRAP is most pertinent for setting priorities within networks where the simple cost-benefit trade-offs normally used to set priorities for roads where motor traffic is significant cannot be used: that is, for paths, tracks and very low-volume motor roads. nvestment in the motorable network is not ignored, since IRAP will indicate the need for them at the community level. However, local residents are not the only users of these roads so decisions about improving them must integrate further information about travel demand. IRAP is a complex tool to apply and requires structured local training. if local participation in execution and analysis, on which this approach is centred, is to be effective. It involves household surveys, subsequently processed electronically to provide travel patterns. It also involves extensive mapping, of transport infrastructure, topography and the spatial distribution of settlements and services. Finally, the two must be brought together to define and evaluate improvement programmes. It must be emphasised that IRAP is a decision tool which cuts across many rural sectors, health, water, sanitation, education. It provides not only recommendations about transport infrastructure but also may propose investment in relocating or adding rural services such as schools, clinics, wells and others so as to make them more accessible. In the context of poverty reduction initiatives it provides a tool for accurate targeting of isolation. Successfully implementation requires collaboration among ministries active in rural areas. It is best applied within local decentralised structures, where it can be learned, applied and integrated for expansion to adjacent areas.  

IRAP: how it is done Collect data using household surveys Process data Present accessibility situation: existing transport and travel and access problems, Process data Set up computerised database Analyse and map accessibility planning information Produce tables, graphs, maps and overlays and identify solutions Hold workshops to validate results and explore priorities and solutions Produce area accessibility profile to compare theoretical access problems with those perceived by the population Set accessibility targets Formulate and prioritise interventions and harmonize with higher level ones for implementation Da Data collection (step 1) is the first exercise. Enumerators hold interviews with key-informants of target villages in the district, using a questionnaire that contains questions on accessibility in all sectors, like drinking water, agricultural marketing, health, education, etc. It collects data on the existing transport, travel and access problems and prioritizes possible interventions for improvement. Data Processing (step 2) involves data encoding and processing into a computerized database. Data Analysis (step 3) of the encoded data will lead to specific information on access in all sectors. The information can be grouped for different administrative levels. Tables and graphs help the users to interpret the results. Mapping (step 4) assists visualization of the accessibility situation. Combining maps and overlays of different sectors will help to identify the best possible solutions to achieve integrated and cost effective access interventions. Validation workshops (step 5) are held to verify the data analysis output and to formulate and discuss the access problems and priorities and to identify interventions with the representativesta Processing (   Compilation of Access Profiles (step 6) is done following collection of the access information after verification in the workshops. The combinations of the output from the analysis and the maps form a profile of the accessibility of an area. An Area Accessibility Profile will include ranked villages and VDCs for each sector. The Profile furthermore provides descriptive information on facilities and services. The most urgent accessibility problems, as perceived by the people themselves, are listed. Preliminary solutions suggested by the villagers are also mentioned. The “objective” numerical (access) ranking is compared to the more subjective, perceived problems and proposed interventions. Setting Accessibility Targets (step 7) is the next step in the process. Having identified accessibility problems in each sector and cross sectorally, realistic targets and objectives at local level are defined. Prioritization and Formulation of Interventions (step 8) is the next logical step in addressing accessibility needs at both area and district level. The district authorities can pro-actively formulate proposals or alternatives to village proposals that go beyond the scope of individual villages or VDCs. It is now possible to relate this assessment to district and sector targets. Implementation (step 9) is the stage in which the proposed interventions (projects), identified in the Prioritization Process, are included in the overall district development projects and ready for implementation. IRAP in Malawi is introduced as a tool that can enhance and complement the District Development Planning System. Integration of the IRAP contributes to having a participatory method to assess the needs of the rural population. Planning becomes more effective and efficient. Monitoring and Evaluation (step 10) is the final step in the IRAP cycle. Feedback is required to improve the effectiveness of all steps and the results of interventions have to be assessed

IRAP: for and against For: Very cost-effective for rural areas because it is not road-centred Centred on local participation so more sustainable Solutions appropriate to local problems Against: Only applicable for quite small areas Heavy in skilled resources Can be difficult to integrate within regional or national programmes

IRAP : practical considerations

Basic access planning: what it is An easily applied tool to define and prioritize investment in core road networks It defines an accessibility objective like: most people should be within a reasonable walking distance of a road where motor transport is available (index such as 2km: long walks =less invstment) It can integrate poverty reduction by using diffential weighting for known « poverty pockets »

Basic access planning: inputs A map showing: Distribution of villages and populations Location of services The road network: type and condition; Two road condition surveys necessary: the first covering the entire network to provide information for core network definition; the second on the core network only to calculate work volumes and costs Community surveys to determine travel patterns and accessibility difficulties solvable by motor transport (also to obtain agreement on index) Participation at all levels (from politicians, through civil servants to the population) to orient data collection and guide choice of solutions Unit costs of rehabilitation and maintenance for typical road sections

Basic access planning: results Investments and annual maintenance costs for a prioritised and coherent core network Staged investment programme adapted to availability of investment and maintenance budgets

Accessibility planning: for and against Coherent and transparent investment plan in roads and tracks acceptable to almost everybody Can integrate economic evaluation tools if appropriate (traffic greater say than 30 vpd): normally rely on social cost-effectiveness indices Against: Not much: requires much more data collection and consultation than traditional feasibility studies of individual roads

Accessibility planning:practical considerations Maps and road inventory often not available or inaccurate: must often be corrected Make sure that survey teams are well-trained and supervised so that subjective evaluations are consistent Engineers want to do a better job than necessary so make sure they collect only what is necessary at each stage Rapidity is important so make sure that survey teams meet daily norms Leave time to write up results together daily Consult systematically at each stage: at the beginning to fix parameters; after first survey to align results on local realities; after core network definition to ensure it is acceptable; frequently during investment programme definition to confirm conformity with availability of financing

References: accessibility planning tools IRAP gateway Rural access index. Basic access introduction Integrated rural accessibility planning (IRAP) Introduction to IRAP Rural roads management tools guide.pdf Integrated Rural Accessibility Planning (IRAP) is a tool for local level planners to help them to capture, through surveys and collaborative analysis, the pattern of isolation of a community and hence derive a hierarchy of actions to be taken to reduce it. It is particularily useful in that roads are viewed as just one way among others of enhancing mobility rather than an end in themselves. Road improvements are a possibility, as are improving tracks and footpaths for local trips and to provide basic access to help people to get to motor roads. Public transport services may be poor or too expensive so supporting intermediate means of transport (IMT) as well as proposing improvements to conventional transport services could complement or replace road improvements. Finally, rather then embarking on costly road investments, relocating clinics and other basic services so as to reduce time spent in travel could be a better solution. Measures can be prioritised by their cost-effectiveness relative to indices of accessibility, preferably set nationally to ensure equity among regions. IRAP is most pertinent for setting priorities within networks where the simple cost-benefit trade-offs normally used to set priorities for roads where motor traffic is significant cannot be used: that is, for paths, tracks and very low-volume motor roads. Investment in the motorable network is not ignored, since IRAP will indicate the need for them at the community level. However, local residents are not the only users of these roads so decisions about improving them must integrate further information about travel demand. IRAP is a complex tool to apply and requires structured local training. if local participation in execution and analysis, on which this approach is centred, is to be effective. It involves household surveys, subsequently processed electronically to provide travel patterns. It also involves extensive mapping, of transport infrastructure, topography and the spatial distribution of settlements and services. Finally, the two must be brought together to define and evaluate improvement programmes. It must be emphasised that IRAP is a decision tool which cuts across many rural sectors, health, water, sanitation, education. It provides not only recommendations about transport infrastructure but also may propose investment in relocating or adding rural services such as schools, clinics, wells and others so as to make them more accessible. In the context of poverty reduction initiatives it provides a tool for accurate targeting of isolation. Successfully implementation requires collaboration among ministries active in rural areas. It is best applied within local decentralised structures, where it can be learned, applied and integrated for expansion to adjacent areas. For more detail on using IRAP, visit the IRTRD and gTKP sites