In 2002, as part of the three-year action-research project “Improved Food Crop Marketing through Appropriate Transport for poor Farmers in Uganda”, a baseline study using both Participatory Rural Appraisals (PRA) and a questionnaire survey was carried out in nine sub-counties of Iganga, Kasese, and Katakwi districts. The baseline study assessed household livelihoods, focusing on ownership of means of transportation and other issues related to livelihoods assets, vulnerability context and livelihood strategies. A detailed analysis of cropping and marketing patterns was undertaken in view of the project context. The analysis of the rural transport system included human porterage, intermediate means of transportation (IMTs), motorised transport, road infrastructure, as well as institutions and support services. The baseline study highlighted the shortage of transportation means in rural communities. Bicycles are the main form of IMTs and one of the principal physical assets owned by farmers, particularly in districts with flat terrain. The lack of donkeys, donkey-carts, tractors and trailers, cars and pick-up trucks was evident among the households surveyed, while the ownership of bicycle-trailers and wheelbarrows is very limited. The use of oxen and ox-carts was mainly encountered in Katakwi. In most cases men own the household physical assets. Ownership by women only appears to become relatively more prevalent if there is a higher number of female-headed households, suggesting that only household heads own assets. Human porterage was found to be the most common mode of transport at community level in all three districts, and, unsurprisingly, farmers expressed a need for better availability of means of transportation. Although motorised forms of transport are used, farmers primarily use them for travel rather than transport purposes. In view of this, oxen, ox-carts, donkeys and donkey-carts, are being introduced and tested in rural communities in the three districts. Partnership arrangements between local organisations and farmer groups, as well as participatory monitoring by the latter, play an integral role in the project.

/pdf/rural-transport-and-livelihoods-in-uganda-nydy5u3on4.pdf

Rural transport and livelihoods in Uganda

Outputs 1. Biophysical, natural resource and socio-economic (demand and market-driven) opportunities and challenges within peoples’ agricultural systems identified and understood at various levels; 2 Interactions between systems components understood; 3. Peoples’ constraints, opportunities and demands identified and prioritised 4.Research relevance, efficiency, accountability and impact to clients increased

Understanding people, their livelihood systems, demands and impact of innovations to advance development

http://r4d.dfid.gov.uk/PDF/Outputs/R8114030402APPNDX9and10GoldenMilestoneWorkshop.pdf

Report of Golden Milestone Workshop in Iganga, 2-4 July 2003. Appendix 9-10

The aim of this paper is to estimate the reduction of CO2e emissions due to pedelecs partially replacing motorized vehicles in Uganda in five steps: (A) Pedelec and lithium-ion battery production; (B) Transport from the manufacturer in India to its destination in Uganda. (C) CO2e reduction due to pedelec use partially substituting motorized vehicles - passenger cars, boda-bodas and matatus. (D) The appropriate part of motorised vehicle emissions that should be credited to pedelecs partially replacing transport by these vehicles, increasing pedelec CO2e reduction. The last step (E) is to combine all these individual estimates to a conservative estimate of the net reduction of CO2e emissions due to pedelecs in Uganda. Two modal distributions are assumed for the partial replacement of motorised vehicles by pedelecs. Depending on the modal split the net CO2e reduction per year of one pedelec ranges between approximately 2.5 and 2.9 tonnes CO2e. 

Compensation of CO2e Emissions from Pedelecs Partially Replacing Motorized Vehicles in Uganda

The aim of this paper is to estimate the reduction of CO2e emissions due to pedelecs partially replacing motorized vehicles in Uganda in five steps: (A) Pedelec and lithium-ion battery production; (B) Transport from the manufacturer in India to its destination in Uganda. (C) CO2e reduction due to pedelec use partially substituting motorized vehicles - passenger cars, boda-bodas and matatus. (D) The appropriate part of motorised vehicle emissions that should be credited to pedelecs partially replacing transport by these vehicles, increasing pedelec CO2e reduction. The last step (E) is to combine all these individual estimates to a conservative estimate of the net reduction of CO2e emissions due to pedelecs in Uganda. Two modal distributions are assumed for the partial replacement of motorised vehicles by pedelecs. Depending on the modal split the net CO2e reduction per year of one pedelec ranges between approximately 2.5 and 2.9 tonnes CO2e.

Compensation of Co2e Emissions from Pedelecs Partially Replacing Motorized Vehicles in Uganda

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Rural transport and livelihoods in Uganda

Report of Golden Milestone Workshop in Iganga, 2-4 July 2003. Appendix 9-10