Recommendations from the TEST Networkand UNEP Share the Road Policy Dialogue

Towards Sustainable Transportin Sub-Saharan Africa

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Introduction

Over sixty stakeholders from the Sub-Saharan African region gathered in Nairobi,Kenya at the UNEP Headquarters from 25th-26th June 2013, for the ‘Transport andEnvironment Science Technology’ (TEST) Network and UNEP Share the Road(StR) Policy Dialogue. The stakeholders comprised both policy makers andtechnical experts from 13 Sub-Saharan African (SSA) countries: Benin,Burundi, Côte d’Ivoire, Ethiopia, Kenya, Rwanda, Senegal, South Africa,Tanzania, Togo, Uganda, Zambia, and Zimbabwe.

1 http://www.citac.com/index.php/citac-global.html2 http://www.marketsandmarkets.com/PressReleases/fleet-management-systems.asp predict growth from $10.91 billion in 2013 to $30.45 billion by 2018, at a Com

pound Annual Growth Rate of 22.8 per cent3 Avi Silverman, 2013, Presentation of the FIA at the TEST-StR Policy dialogue meeting, 20-21 June 2013, UNEP, Nairobi, Kenya4 http://www.who.int/quantifying_ehimpacts/countryprofiles/en/ Environmental burden of disease: Country profiles: Eastern Africa: 9,700; Middle Africa: 10,300;

Southern Africa:1,400; Western Africa: 27,7005 http://www.who.int/violence_injury_prevention/road_safety_status/2013/en/index.html. Data on accidents: number of traffic-related deaths per 100,000 people:

Eastern and Middle Africa: 21; SSA: 25; Western Africa: 28; Southern Africa: 31.6 Data on traffic congestion and its cost are rare in SSA. An estimate in 1999 for Dakar calculated an annual loss of 3.4 per cent of the GDP.

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The Issues

Africa has the fastest growing population and highest urbanization rate of any region in the world and in comingdecades will experience increasing negative impacts from the expected growth in transport demand and highmotorization rates, unless sustainable transport systems are put in place.

• Africa’s vehicle fleets have grown between 5% (Southern Africa) and 67% (Western Africa) from2007-2010; CITAC1 has forecast for 2020 a 57-60 per cent increase in energy consumption, mostly due to transportfleet growth. A recent MarketsandMarkets2 report says the fleet management market is expected to almost triplebetween 2013 and 2018. Africa’s emissions from the transport sector have grown 50% since 1990 – 2nd fastestgrowing source of emissions in the world after Asia3. This will increase health effects and climate change impacts. TheWHO report on the environmental burden of disease in 2008 estimated for SSA 49,100 premature deaths per yeardue to outdoor air pollution4;

• Africa has fewer than 3% of the world’s motor vehicles, but more than 11% of global road fatalities, 43% of transportrelated deaths occur among pedestrians and cyclists. According to the WHO Global Status Report on Road Safety(2013), road transport related deaths are growing and overtaking or being of similar magnitude to deaths frommajor diseases such as tuberculosis, cholera, leprosy, hepatitis and malaria5. Most SSA countries have no policies toprotect pedestrians and cyclists from accidents let alone financial or social incentives to encourage non-motorisedtransport (NMT). More than half of the African population have no option but to walk for access to jobs and services;and,

• Major cities in sub-Saharan Africa are facing severe traffic congestion as the demand for individual motorizedtransport increases. This has a major economic impact on the economy due to cost of fuel and time spent in trafficjams. This affects both passenger and freight transport. Road congestion in SSA is mainly due to vehicle fleet growth,poor transport planning and management, insufficient public transport, and deficiency in road infrastructure and lackof maintenance6.

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7 EURIST / BMU Report “Sustainable Transport after Rio+20: Institutionalisation of a UN High Level Panel on Transport – and the Role of Germany”, Hamburg 20138 Presentation by Michael Replogle to Rio+20 Learning Event: “Assessing Sustainable Transport in the Context of a Green Economy”, June 18, 2012.

9 GTZ. Transport and Climate Change. Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities. Module 5e. Authors: H. Dalkmann, C. Brannigan.http://www2.gtz.de/wbf/library/detail.asp?number=6399.

As a consequence of the issues presented above, Africancountries should aim at developing sustainable transportsystems7. Unfortunately, according to the UN Commissionfor Sustainable Development (CSD) there is no generallyaccepted definition of sustainable transport.

A preliminary definition was suggested by Litman & Replogle8:

As a consequence of this definition, the following fiveareas need to be addressed to achieve sustainabletransport, whilst providing environmental, social andeconomic benefits.

“Sustainable transport enablesaccess to goods and services thatsupport equitable developmentwhile limiting short and longterm adverse consequencesfor environmental, social andeconomic services and systems.”

(i) Accessibility:Increase in equitable accessibility resulting from sustainable transport options (publictransport, walking and cycling) for all users, including the disadvantaged;

(ii) Road safety:Reducing fatalities, injuries and property damage related to road accidents;

(iii) Environment:Cleaner environment, less air pollution, less greenhouse gas (GHG) emissions, less noise;

(iv) Health:Reducing human risk of diseases due to air pollution leading to lower health care costs

(v) Traffic flow management:Reduced congestion, time spent, and fuel consumption in traffic jams - include costreduction for businesses and public services, promoting economic development.

Further benefits ofsustainable transportcan be inferredfrom the livelihoodsframework inAppendix 1.

In order to achievesustainable transportthere is need for anintegrated approach –harmonizing initiativeson road safety, trafficflow, air and noisepollution and climatechange; includinginterdisciplinary scienceand technical know-how, implemented atvarious levels of policymaking from local viaprovincial to nationaland internationalscales.

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The TEST Network UNEP StR Policy Dialogue

The two-day policy dialogue focussed on the implications of the TEST Network andUNEP’s StR programme’s findings for existing regional co-operation and nationalmanagement plans concerning transport issues. The objectives of the policy dialoguewere to draw concrete recommendations on how the priority challenges for sustainabletransport can be incorporated into the national and regional policy making processes inSub-Saharan Africa; analyse lessons learnt, and enhance capacity through south-southcooperation.

There are significant aspects in common between UNEP’s StR and TEST Network activitiesin terms of the recognition of problems to be addressed in sustainable transport such as:

• Accessibility needs to key services (food, water, schools, health clinics etc.) andemployment through an affordable, efficient, safe and equitable transportsystem;

• Adverse environmental impacts of motorized transport;

• Road safety implications of current transport modes including NMT; and

• Issues surrounding investment in infrastructure, public transport, NMT, publicawareness raising of transport mode choices, and access to finance these issues.

The commonalities of, and differences between, the TEST Network and the StR initiativeare depicted in Figure 1.

Output of thePolicy Dialogue

The meeting constituted a majorstep forward as it combined severalinterdisciplinary issues that are oftendiscussed separately: road safety,traffic flow, air pollution and climatechange. Participants discussed andagreed on a set of recommendations,described below, which represent amulti-layered analysis of concerns,which would benefit from furtherdialogue and action at sub-SaharanAfrica’s regional level; ensuringcollaboration for regional issuesand lesson learning throughSouth-South cooperation.

The aim of the TEST policy dialogue was to reach an Agreement onwhether (and how) the priority challenges for sustainable transportidentified by the TEST network might be fed into the national andregional policy making processes in sub-Saharan Africa.

The objectives of the UNEP StR policy dialogue were to exploreprogress made by partners in developing sound non-motorizedtransport (NMT) policy and practice; and to consider future policyneeds, specifically in relation to road safety.

To explore where future opportunities exist for a closer collaborationbetween the TEST Network and UNEP’s StR Programme relating tosustainable transport in SSA countries.

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Aims

Figure 1: Comparison of commonalities and differences between TEST Network approach and the Share the Road Project.

IMT Individula Motorised TransportNMT Non Motorised TransportGHGs Greenhouse GasesPTb Public TransportTS Transport SystemsTT Transport Technology

Green StROrange TESTGreen and Orange StrR and TEST

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Recommendations to the researchers, policy makers andpractitioner communities

In accordance with the outcomes of the TEST and StR networks (see Appendix II) and the various international agreementsand initiatives relevant to sustainable transport (see Appendix III), the policy dialogue participants recommend that thefollowing issues be recognised and incorporated within approaches to transport development efforts in SSA:

(i) Informing the decision making process

a. Make sure that sustainable transport is part of Sustainable Development Goals and a post 2015 agenda;

b. Highlight the recommendations in all relevant Ministerial events;

c. Work to get sustainable transport recognised as a key issue by donors.

d. Sensitize key stakeholders to multiple benefits of sustainable transport with respect to road safety, traffic flowmanagement , air pollution, noise, and GHG emissions, especially in social environment and economic terms(with background that NMT is often overlooked even by funders);

e. Explore different conditions for progress towards sustainable transport across African countries, creating tools andguidelines to help individual countries meet sustainable transport requirements;

f. Guide policy development towards an integrated approach to sustainable transport;

g. Link up key stakeholders and sectors for more sustainable transport planning – embedding issues in existingframeworks where possible;

h. Promote better sharing of urban spaces for all road users including pedestrians and cyclists; and specifically withregard to improving gender equity;

i. Prioritise land-use and transport integration rather than ad hoc investments.

(ii) Knowledge generation and sharing

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a. Define ‘Sustainable Transport’ in the African context;

b. Increase promotion of TEST and StR and improvenetworking between these and other relevant initiativesincluding international normative debates and enhancedcollaboration in sharing lessons learnt and thedevelopment of tools;

c. Enhanced awareness raising and ‘ownership’ of thesustainable transport issues across stakeholder groups;including multi-ministerial approaches.

d. Enhanced engagement of stakeholders to provide broadsupport for sustainable NMT infrastructure;

e. Improve training and education on NMT and its role in integrated transport (targeting Government institutions(such as police, land-use planners, traffic managers), health care workers etc.) to include champions, involvelocal people, training the trainers approach, field visits and use of existing education programmes to promotesustainable transport;

f. Encourage donor recognition of the importance of NMT within their RIO+20 voluntary commitment and anunderstanding of how NMT contributes to sustainable transport;

g. Better regulation and enforcement of policies for sustainable transport (for example, maintenance of roadinfrastructure, speed limits, seat belt use, wearing of helmets);

h. Application of the ‘Avoid-Shift-Improve’ concept in the African context.

a1. Development of an appropriate set of indicatorsfor sustainable transportin Africa;

a2. Development of a monitoring and evaluationsystem based on this set of indicators (need tounderstand links between sustainable transportand development indicators);

a3. Development of a knowledge base of transportinstitutions, activities (including research)and impacts to be made available to all SSAcountries;

a4. Enhancement of capacityfor the development of integrated databasemanagement systems.

Box 1:Additional issues relevant for TEST

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(iii)Sustainable Financing

a. Capitalize on synergies of embedding sustainable transport issues in existing policy across all relevant sectors;

b. Thorough understanding of transport funding options;

c. Linkages of an integrated approach to sustainable transport to international climate financing initiatives andframeworks, such as Clean Development Mechanism (CDM), Global Environment Facility (GEF), NationallyAppropriate Mitigation Actions (NAMAs);

d. Ensure that UNEP reports the findings of this meeting to the African Union and other relevant bodies at Ministeriallevel to promote an integrated approach to sustainable transport and its financing using initiatives such as TEST+Network and UNEP’s StR programme.

e. Promote recommendations to African Development Bank, World Bank and other international funding bodies,and work to get transport recognised as a key issue;

f. Funding principles to reflect concept of accessibility through sustainable transport;

g. Paradigm shift in funding: from infrastructure to integrated sustainable transport concepts – application of theAvoid-Shift-Improve approach;

h. Adoption and the scaling up of proven sustainable transport solutions;

i. All transport funding should be based on transport-related sustainability criteria as soon as possible;

j. Awareness raising in donor agencies and their partner countries;

k. Transport data: support for the establishment of harmonised minimum datasets, standards and guidelines;

l. Encourage additional options/conditions for donor aid e.g. embedding financing sustainable transport innational priorities.

Future Steps

a. Explore available funding opportunities from e.g.

• US$175 Billion Sustainable Transport Commitment by MDBs;

• Determine opportunities for transport funding under other agendas e.g. CDM, NAMAs;

• Accra Declaration of the Ministerial Round Table Africa Road Safety Conference (2007) commitment that10% funding for all road sector projects be devoted to road safety initiatives;

• Exploration of private sector and/or philanthropic sources.

b. Find ways for achieving endorsement of this statement by policy makers and ensure the steps indicated areacceptable to Ministers.

c. At International level, take messages from this statement to the Sustainable Development Process, especiallyrelated to road safety.

d. TEST Network and Share the Road will endeavour to address these issues within their work plans,see Appendix IV:

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APPENDIX I

The livelihoods framework is a tool for better understanding of livelihoods, particularly the livelihoods of the poor. Theframework presents the main factors that affect people’s livelihoods, and typical relationships between these. With respectto transport its aim is to be used as a tool for planning and management of sustainable transport. The framework can helpmultidisciplinary stakeholders to engage in structured and coherent debate about the many transport-related factors thataffect livelihoods, their relative importance and the way in which they interact.

The livelihoods framework is concerned with people. It seeks to gain a realistic understanding of people’s resources and howthey endeavour to convert these assets into positive livelihood outcomes. The livelihoods pentagon (see Figure A1) lies atthe core of the livelihoods framework, presenting visually the interrelationships between the various assets. The shape of thepentagon can be used to show schematically the variation of people’s access to resources. The idea is that the centre pointof the pentagon, where the lines meet, represents zero access to resources while a position on the lines to the outer perimeterrepresents a nonzero access to resources. Depending on the magnitude of people’s access to the different resources thelivelihoods pentagon will take different (non regular) shapes. Further details can be found at the DFID website. (http://www.livelihoods.org/info/info_guidancesheets.html)

Figure A1: The Livelihoods Pentagon with the assets of natural, human, political, social and financial resources related tosustainable transport.

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APPENDIX II

Challenges reported by TEST countries (South Africa, Tanzania, Uganda, Zambia, Zimbabwe). Those challenges that areare recognised as key priorities in both the TEST network and UNEP’s StR programme.

Road Safety•

public awareness raisingcampaigns, training/refresher courses forroad users, especially motorcyclists (e.g.on use of helmets) and bus drivers, butalso passengers (use of seatbelts) andpedestrians.

increasedfunding for research, and enhancedcapacity for research in road safety.

•

including the better use of data on crashesrelated to drug use and unlicensed drivers;establishment of reliable road safetydatabases and carrying out training andresearch for enhanced data collection,analysis and interpretation for policy.

need for regular (e.g.annual) and effective inspection, with toughpenalties for law breakers.

monitoring andstrengthening of enforcement (e.g. by theelimination of corruption).

•

• regular road maintenance and better road signage.

• especially the development of a strategic Public Private Partnership (PPP)framework.

feasibility study on the implications of such technologies.

Traffic Flow Management• upgrading of poorly maintained roads and installation of modern traffic light

systems; building new bypasses, ring roads and feeder roads.

• the use of modern software and models;and for establishing a Transport Planning Unit.

including issues related to acquiring tripgeneration data and public transport data (volumes, utilization, routes and costs), statistics on mode choice,capacity building to improve standards of data collection (e.g. traffic flow indicators), and the establishment of acentralized database.

• e.g. through urban planning and mode integration.

• more investment/subsidies for public transport, bus rapid transit schemes, capacityenhancement and raising of public awareness of the benefits of mass transport.

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Air Pollutionneeds

assessments, sensitization of localauthorities, capacity building (includingprovision of study grants andscholarships), expansion of monitoringprogrammes, and upgrading andprocurement of monitoring equipment.

regulation and enforcement of vehicleemission standards (including forimported used vehicles) as well asimproving capacity, training andprocurement of the equipment required for emissions monitoring.

e.g. through emission inventories to better understandthe role of different types of vehicle and explore likely benefits of introducing cleaner fuels, banning import of oldvehicles, improved public transport etc.

• need for research into the development of integrated data systems; accessing health statistics fromhigh risk areas.

through advocacy, policies, taxes/subsidies, and research.

on the impact of sustainable transport initiatives.

Key elements and foci of the Share the Road (StR) initiative• In regions like Africa, the first region of focus for Share the Road, only a small fraction of the population own or have

access to a car. The development of road infrastructure however often neglects the needs of the majority of roadusers – pedestrians and cyclists. The overall goal of this initiative is to catalyse government and donor policies forsystematic investments in walking and cycling road infrastructure.

• Policy need recognition and development support: Share the Road is supporting countries to secure technical supportand resources to consider economic, social and environmental implications of NMT as a sustainable transport modewithin policy.

• Pilot Non-motorized Transport (NMT) roads and areas: Share the Road is supporting pilot NMT areas in Nairobi,Kampala and Kigali, through a mix of financial, technical and strategic means.

• Cross-stakeholder awareness and engagement: The programme has supported a number of diverse activities toengage a spectrum of stakeholders in understanding the objectives and importance of sustained investment inNMT facilities.

• Support tools: The tools support lesson learning and best practice and include:

• ‘Share the Road: Design Guidelines for Non-Motorised Transport in Africa’: These guidelines were produced in orderto provide a user friendly tool to help impart the principles of NMT design to multiple stakeholders. Their primaryaudience is mid-level municipal and central government civil servants.

• ‘NMT policy toolkit’: The lessons learnt from the ‘Share the Road’ case study countries provide an importantopportunity to formulate effective and practical tools to support additional countries in creating unique andcontextually specific urban NMT policies.

• ‘NMT Training module’: Capacity building is recognised as a need within countries starting to engage with thesustainable mobility agenda, including non-motorised transport. This module is targeting civil servants acrossMinistries, in order for the the issue to be adopt in a government wide context. The information is to be embedded inlocal institutions and hereby ensure that a sustainable body of information is built and housed ‘in-country’.

• ‘NMT planning policy brief for East Africa’: It is recognized that there is need to enhance factual data associated withNMT facility construction, maintenance and upgrade costings, in order to demonstrate the importance of includingNMT in planning, including integrated planning. This policy brief includes a costing focus (retrofit vs new buildinfrastructure etc.), as well as some inclusion of integrated planning issues.

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APPENDIX III

• Sub-Saharan Africa Transport Policy Program

The Sub-Saharan Africa Transport Policy Program (SSATP) is a partnership of 36 African countries, 8 regionaleconomic communities, 3 African institutions, and many national and international development partners, launchedin 1987. SSATP is putting the transport sector in the forefront of development by improved transport strategies, betterinfrastructure financing and maintenance and better logistics along its road and rail corridors.

• Declaration of Dakar (2001)

Regional conference on the phasing-out of leaded gasoline in sub-Saharan Africa

• Jinja Declaration (2001)

The First Pan African Bicycle Conference on the role of the bicycle in the 21st century.

• Ministerial Session of the Regional Conference on Better Air Quality in Sub-Saharan African Cities (2006)

o The need for further improvements in fuels (lower-sulphur fuels) and vehicles, (e.g. better maintenance).

o Increased vehicle traffic and imports of older vehicles.

o Use of highly polluting two-stroke engines (linked to poverty).

o Policy instruments encouraging cleaner fuels and vehicles.

• Accra Declaration of the Ministerial Round Table Africa Road Safety Conference (2007)

The Accra Declaration endorsed the report of the Commission for Global Road Safety and its principalrecommendations including the commitment of 10% of all road sector projects to road safety initiatives includingrating assessment, design and systems management.

• Lusaka Agreement (2008) - Southern African Development Community (SADC) Regional Policy Framework onAir Pollution; Eastern Africa Regional Framework Agreement on Air Pollution (Nairobi Agreement-2008); andWest and Central Africa Regional Framework Agreement on Air Pollution (Abidjan Agreement – 2009) ministerialrecommendations can be summarized as:

Cleaner Fuels:

o Enact regulations to reduce sulphur levels in fuels,

o Complete the phase out of leaded gasoline; and phase out the use of other harmful metallic additives

o Enforce regulations against fuels not meeting current specifications

Cleaner Vehicles:

o Enact regulations to require that all second-hand vehicles should be equipped with a functional catalyticconverter;

o Establish minimum regionally agreed emission standards by 2012 for the different categories of motor vehicles asstringent as available fuel quality will allow;

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o Establish and enforce programmes onvehicle emission testing, inspection andmaintenance;

o Explore and adopt modern technologiesthat promote vehicle fuel efficiency andreduce emissions including:catalytic converters, diesel particle filterretrofits and low emission vehicles

o Ban the import of two-stroke motorcycleno later than 2012 and promote the use ofcleaner motorcycles (West Africa).

• East African Regional Workshop on LowSulphur Fuels (2012)

o Adoption of 50 ppm sulphur standard orbetter from 2012

o Regulatory bodies to ensure fuel quality is as per the approved standard

o Diversification of energy sources to cleaner sources such as CNG, LPG

o Heightened consumer awareness on the benefits of cleaner fuels and vehicles though media campaigns

o Adoption of cleaner vehicles technologies

o Review of regulations on vehicle age

o Strict enforcement of existing laws

o Enforcement of vehicle maintenance and inspection standards to improve road safety

o Integrated approach to urban transportation

o Regulate the importation of motor cycles

• Outcomes of the Intergovernmental Consultation on Clean Air Benefits and Near–term Climate Protection inAfrica (2012):

Action on reducing emissions from transport sources and diesel engines to promote the reduction in the emission ofthe short-lived climate pollutant black carbon as a constituent of particulate matter (PM

2.5).

• Environmentally Sustainable Transport (EST) Forum for Africa

The World Bank and other agencies, together with the Partnership on Sustainable, Low Carbon Transport (SloCAT)and other initiatives, are considering the establishment of an Environmentally Sustainable Transport (EST) Forum forAfrica similar to the EST Forum for Asia and the EST Forum for Latin America. SSA cities are now home to more than309 million people. Correspondingly, vehicle ownership and usage has dramatically increased in SSA, and it can bepredicted that approximately 11 million people are being added to SSA’s urban population annually over the nexttwo decades, further increasing transportation demand. The response envisaged so far is to construct more roadswithin and between cities to accommodate the growth in private motorization. Insufficient consideration is being givento a more comprehensive approach of realizing a multi-modal transport system that can effectively integrate health,environment, and poverty issues while promoting sustainable economic and social development. The EST Forum forAfrica will probably address these issues and help governments to find a way to implement a sustainable transportsystem in SSA.

• Dakar Declaration (2009) – International Transport Workers’ Federation (ITF)Fighting for Sustainable Transport, including the launching of a global campaign to promote public transport, and aprogramme of engagement by transport unions on the issue of climate change.

• Bellagio Declaration on Transportation and Climate Change (2009)

o Principle 1: Effective climate action is incomplete without addressing the overall system performance of thetransport sector.

o Principle 2: Climate action in the transport sector should recognize co-benefits

o Principle 3: More effective carbon finance mechanisms and associated procedures should catalyse sustainabletransport policies, programs and projects

• Bali Declaration (2013)

Bali Declaration on Vision Three ZEROs – Zero Congestion, Zero Pollution, and Zero Accidents towards NextGeneration Transport Systems in Asia

• Bogota Declaration (2011) – Sustainable transport objectives‘sustainable transport’ can be understood as “the provision of services and infrastructure for the mobility of people

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and goods needed for economic and social development and improved quality of life and competitiveness. Theseservices and transport infrastructure provide secure, reliable, economical, efficient, equitable and affordable accessto all, while mitigating the negative impacts on health and the environment locally and globally, in the short, mediumand long term without compromising the development of future generations.”

• United Nations Decade of Action for Road Safety 2011-2020

On 11 May 2010, the UN General Assembly launched the Decade of Action for Road Safety, with a goal tostabilize and then reduce the level of road traffic fatalities and injuries around the world by increasing activitiesconducted at the national, regional and global levels. In Sub-Saharan Africa (SSA) each year approximately196,000 people die and between 2.2 and 5.6 million people are injured due to road accidents Thus road trafficdeaths and injuries remain a major public health problem in SSA and threaten to prevent progress in human andeconomic development.

• Make Roads Safe.

Make Roads Safe is a global campaign, launched in 2006,calling for the prevention of road traffic-related deaths andinjuries. During the Decade of Action for Road Safety thecampaign is trying to make sure that politicians, institutions likethe World Bank, vehicle manufacturers and transport plannersput road safety first.

• Sustainable Development Goals (SDGs)

Within the next 3 years there will be fundamental decisions madeon global level, in particular with respect to transport as a SDG.

• Millennium Development Goals

From the eight Millennium Development Goals four are relevantfor sustainable transport:

1. Eradicating extreme poverty and hunger

3. Promoting gender equality and empowering women

4. Reducing child mortality rates

7. Ensuring environmental sustainability

• Transport Working Group (TWG) & the UN High Level Panel(HLP)

UN-DESA constituted a multi-stakeholder Technical WorkingGroup (TWG) to propose a plan on how to best convene thestakeholders on sustainable transport. ©

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APPENDIX IV

Work plan for the upgrade of the TEST Network and the Phase 2 of the StR Initiative

TEST+: Expand the TEST Network from the original five countries (South Africa, Tanzania, Uganda, Zambia andZimbabwe) to also include other SSA countries in a stepwise way (e.g. Benin, Burkina Faso, Burundi, Cameroon, IvoryCoast, Kenya, Rwanda, Senegal, and Togo) the total number to depend on available funding:

o To address the scientific and technological divide between SSA countries and the most industrialised countrieswith respect to sustainable transport;

o To strengthen transport-related Science, Technology and Innovation (STI) in SSA countries to enable creation,update and use of scientific knowledge. To enhance the use of transport-related STI as a key enabler for povertyreduction, growth and socio-economic development;

o To contribute to building and strengthening capacities in transport-related STI in SSA countries through thedevelopment of a Transport and Environment Science Technology Innovation (TEST+) Network of multipleinstitutions and stakeholders working in the transport, energy and environment sectors;

o TEST+ proposal submission - by the middle of 2014.

Share the Road: The workshop signifies the completion of the first phase of the programme; this phase demonstrateddemand for NMT infrastructure, primarily through policy support and support to pilot projects. The identification ofsuccesses and weaknesses of practices undertaken in phase 1 were a central outcome of the workshop; phase 2 willbuild on addressing these issues, specifically:

o The move from national operational to enhanced global and normative activities and deliverables; herebysupporting Sub Saharan efforts at a regional and global level. This will centre on financing issues; additionalstakeholder buy in; and a global political willingness to engage with the issues.

o Additional strengthening of Share the Road as a foundation resource for good practice in NMT policy; supportingthe move from pilots to NMT networks; enhancing buy in from across the region; and providing tools to impartlessons learnt from Share the Road phase 1.

Through the dual pronged approach described above, the programme will aim to address the issues recognised withinthe workshop; these issues will be incorporates within the programme in the following manner:

o (iiib) Explore available financing opportunities ( Ongoing))

o (ic),(iiid), (iiie), (iiif), (iiih), (iiiI) On going TA and capacity building towards sustainable fundraising buy in andpromotion (ongoing). (iii k) 2nd financing study/paper, which focuses on presenting Innovative, non-traditionaloptions for NMT financing (July 2014)

o (ie), (ig), & (iI) Guide policy development; policy toolkit (March 2014) and NMT planning: a policy brief (July2014).

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o (iih), (iij) & (iil) Support to policy endorsement and implementation that is cross ministerial; through NMT trainingmodule (finalization of module December 2014).

o (ia), (id), (iik)Take messages from this statement to the Sustainable Development Process: UNEP to play a rolein SDG negotiations (September 2013); as well as give input into to the working group on sustainable transport(June 2014). Enhanced work with partners to help enable this.

o (id), (iiI) Enhanced civil society, initiation of a trial network and proposal of initial activities (March 2014)

o (iiic) UNEP and HABITAT Governing Council (June 2014)

o (iim) Avoid-Shift-Improve approach; UNEP TU wide (ongoing)

It can be inferred that continuing ‘TEST’ and ‘Share the Road’ work will engage national partners, and thereforerecommendations will receive direct follow up. Specific recommendations include:

TEST+:

o (I a&b) International level issues identified, such as the integration of transport as part ofSustainable Development Goals, to be followed up at the TEST ‘Way Forward’ workshop (October 2013).This workshop will include a ‘Follow up’ session discussing ways to implement the recommendations inpartner countries.

Share the Road:

o (id), (iiI) Enhanced civil society, initiation of a trial network and proposal of initial activities, Kenya andUganda (March 2014)

o (id,e,g,h,&i) Policy implementation pilot in Uganda; to be implemented in 3 districts

o (Ib) Achieving endorsement of this statement by policy makers at a high-level session during 2014

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Share the Road

FIA Foundation

UN Habitat

Faculty of Geo-information Science and Earth Observation(ITC), University of Twente

Kenya Urban Roads Authority (KURA)

Ministry of Transport and Infrastructure, Kenya

National Environment Management Authority (NEMA),Kenya

Ministry of Nairobi Metropolitan Development, Kenya

Kenya Institute for Public Policy Research and Analysis(KIPPRA)

Nairobi County Council (NCC), Kenya

Association for Safe International Road Travel (ASIRT),Kenya

Kenya Red Cross

National Road Safety Council, Kenya

Uvumbuzi, Kenya

Ministry of Works and Transport, Uganda

Kampala Capital City Authority (KCCA), Uganda

First African Bicycle Information Organisation (FABIO),Uganda

Rwanda Transport Development Authority (RTDA)

Ministry of Transport, Burundi

Proprete, Environnement et Sante, Burundi

TEST

EU African Caribbean and Pacific States Programme (EUACP)

University of Cape Town, South Africa

Ardhi University, Tanzania

Makerere University, Uganda

University of Zambia

University of Zimbabwe

European Institute of Sustainable Transport (EURIST)

Stockholm Environment Institute (SEI), Stockholm and UK

University of York, UK

FABIO, Uganda

Share the Road’ is a UNEP initiative, developed with theFIA Foundation for the Automobile and Society. It bringstogether the environment and safety agendas in the contextof urban transport in the developing world where themajority of people – those moving by foot or bicycle – aredisadvantaged on the road. The overall goal is to catalysepolicies in government and donor agencies for systematicinvestments in walking and cycling road infrastructure, linkedwith public transport systems.

Cover Photo © UNEP - StR

The Transport Environment Science and Technology(TEST) Network supports Sub-Saharan Africa (SSA)countries in formulating and implementing sustainabletransport policies which contribute to poverty reductionand sustainable economic development. It builds andenhances scientific and technological capacity to supportresearch, development and innovation and knowledgesharing in the area of traffic congestion, air pollution(including GHG and noise) and road safety. TheNetwork is funded by the EC African, Caribbean andPacific Group of States (ACP) Science and TechnologyProgramme.

Acknowledgements

The following organizations have contributed to the drafting of these recommendations:

© TEST - Dieter Schwela