Macchi, PatriciaRaballand, GaëlMerotto, DinoPetracco, Carly2012-03-192012-03-192009-09-01https://hdl.handle.net/10986/4230Based on extensive data collection in Uganda, this paper demonstrates that the rural access index, as defined today, should not be a government objective because the benefit of such investment is minimal, whereas achieving rural accessibility at less than 2 kilometers would require massive investments that are not sustainable. Taking into account the fact that plot size is limited on average to less than 1 hectare, a farmer s transport requirement is usually minimal and does not necessarily involve massive investments in infrastructure. This is because most farmers cannot fully load a truck or pay for this service and, even if productivity were to increase significantly, the production threshold would not be reached by most individual farmers. Therefore, in terms of public policy, maintenance of the existing rural roads rather than opening new roads should be given priority; the district feeder road allocation maintenance formula should be revised to take into account economic potential and, finally, policy makers should devote their attention to innovative marketing models from other countries where smallholder loads are consolidated through private-based consolidators.CC BY 3.0 IGOACCESS ROADACCESS ROADSACCESS TO MARKETSACCESSIBILITYAFFORDABLE TRANSPORTAGRICULTURAL VALUEALTERNATIVE TRANSPORTANIMAL TRANSPORTAVAILABILITY OF TRANSPORTAVAILABILITY OF TRANSPORT SERVICESAVERAGE PRICEBICYCLEBICYCLESBIKESBITUMENBRIDGEBUSBUSESCARRIAGEWAYCARRYING CAPACITYCOMMODITY PRICESCOMMUNITY ROADSDISTRICT ROADDISTRICT ROADSDURABLE GOODSEARTH ROADECONOMIES OF SCALEEFFICIENT VEHICLEEFFICIENT VEHICLESELASTICITY OF DEMANDEQUATIONSEXPENDITUREEXPENDITURESEXPENDITURES ON ROADSEXPORT MARKETSFAIRFEEDER ROADFEEDER ROADSFINANCIAL BURDENFOOTPATHFOOTPATHSFRAMEWORKFREIGHTFREIGHT FLOWSFREIGHT TRANSPORTFUNDS FOR ROADSGPSGRADEGRAVELHANDCARTSHAULAGEHIGH TRANSPORTHIGH TRANSPORTATIONHIGHWAYHOUSEHOLD SURVEYSHUMAN TRANSPORTIMTINCOMEINTERMEDIATE MEANS OF TRANSPORTINTERNATIONAL MARKETINVENTORYINVESTMENT IN ROADSLANDSLIDESLOAD FACTORSLOADINGLOCAL AUTHORITIESLORRYLOW VOLUME ROADSLOW VOLUMES OF TRAFFICMAIN ROADMAIN ROADSMARKET ACCESSMARKET COMPETITIONMARKET CONDITIONSMARKET INFORMATIONMARKET INTEGRATIONMARKET POWERMARKET PRICEMARKET PRICESMARKET TOWNSMARKETINGMEANS OF TRANSPORTMECHANIZATIONMIDDLEMENMOBILITYMODE OF TRANSPORTMODE OF TRANSPORTATIONMODE OF TRAVELMODES OF TRANSPORTMOTOR VEHICLESMOTORCYCLEMOTORCYCLESMOUNTAINOUS TERRAINNATIONAL ROADSNATIONAL ROADS AUTHORITYNATIONAL TRANSPORTPACK ANIMALPASSENGERPASSENGER MOBILITYPAVED ROADSPERIODIC MAINTENANCEPERSONAL MOBILITYPOOR ROADPOPULATION DENSITYPRICE CHANGESPRICE ELASTICITYPRICE INCREASEPRODUCER PRICESPUBLIC TRANSPORTATIONPUBLIC WORKSPURCHASINGQUALITY OF TRANSPORTRECONSTRUCTIONREDUCTION IN TRIP LENGTHROADROAD ACCESSROAD BUILDINGROAD CONDITIONSROAD CONSTRUCTIONROAD FUNDROAD IMPROVEMENTROAD IMPROVEMENTSROAD INVESTMENTROAD INVESTMENTSROAD MAINTENANCEROAD MAINTENANCE FUNDROAD NETWORKROAD PLANNINGROAD QUALITYROAD SECTORROAD SYSTEMROADSROUTINE MAINTENANCERURAL ACCESSRURAL ACCESSIBILITYRURAL AREASRURAL HOUSEHOLDSRURAL INFRASTRUCTURERURAL ROADRURAL ROAD DENSITYRURAL ROAD INVESTMENTRURAL ROADSRURAL ROADS NETWORKRURAL TRANSPORTRURAL TRANSPORT POLICYSALESALESSEALINGSOILSSPEEDSUBSTITUTESUPPLIERSSUPPLY CHAINSURPLUSSURPLUSESTAXTAXISTRACKSTRAFFICTRANSPORTTRANSPORT COSTTRANSPORT COST SAVINGSTRANSPORT COSTSTRANSPORT DEMANDTRANSPORT IMPROVEMENTSTRANSPORT INFRASTRUCTURETRANSPORT MODETRANSPORT OPERATIONSTRANSPORT OPERATORSTRANSPORT PATTERNSTRANSPORT POLICYTRANSPORT PRICETRANSPORT REQUIREMENTSTRANSPORT RESEARCHTRANSPORT SERVICETRANSPORT SERVICESTRANSPORT TIMETRANSPORTATIONTRANSPORTATION COSTSTRANSPORTATION DATATRANSPORTATION SERVICESTRAVEL DISTANCETRAVEL TIMETRIPTRIP LENGTHTRUCK TRANSPORTTRUCKINGTRUCKSTRUNK ROADSTYPES OF ROADSURBAN ROADSVALUE OF TIMEVEHICLEVEHICLE COSTSVEHICLE TRANSPORTVEHICLE USEWALKINGWALKING DISTANCEWHOLESALERWHOLESALERSWorld Bank10.1596/1813-9450-5036