Project initiatives must encompass participatory methods to clearly establish the likely benefits, costs, usage patterns, gender issues and the technical, social and economic constraints to transport technologies. Even then, rapid adoption cannot be assured: many interacting factors influence adoption.

An innovative and 'spontaneous' use of a cycle trailer in the Czech Repbulic.

Widespread innovation but disappointing adoption

Some transport technologies have been launched with much enthusiasm, but adoption has not been as rapid as anticipated. Some people have blamed disappointing adoption on inappropriate technologies. Some have criticised the marketing and promotion systems. In some situations it appears there were insufficient time and resources to rapidly achieve a critical mass of users. Cycle trailers provide examples of such disappointing project progress. In many countries, innovative people have made and used cycle-trailers. Some have been one-off solutions to an individual's problems. Some have been developed and manufactured by entrepreneurs. In recent years, projects have promoted their use and manufacture in several countries including Ghana, India, Kenya, Sri Lanka and Tanzania. In all cases, the trailers seemed technically capable, but their adoption was less than planned, even when credit was made available. Although the advantages and disadvantages of cycle trailers are well known, there is no consensus about why cycle trailers have not been more popular. It is not clear  whether cycle trailers will ever become common.
Photo: Woman with a wooden cycle trailer in China

Cycle rickshaws and cycle trailers

Cycle rickshaws and cycle trailers increase the weight and volume of loads carried by a cyclist. Cycle trailers are detachable, allowing the bicycle to be used for personal transport. Both technologies are

• heavy to pull when laden
• expensive (the trailer element doubles the price)
• difficult to manoeuvre along village paths
• much more complicated than a bicycle when loads are small

Basic cycle rickshaws are much more common: millions are used in South Asia. 'Improved' cycle trailers have yet to become widely used. 'Improved' cycle rickshaws have also yet to become widely used. Is there a problem: if so is it the appropriateness of the technology, the promotional systems or simply the time-span of project initiatives?

Participative processes but disappointing adoption: cycle trailers in Sri Lanka

Sri Lanka has over two million bicycles in use. ITDG Sri Lanka has been promoting cycle trailers for ten years, but there is little optimism about their widespread adoption. This is despite a participatory and inclusive methodology involving NGOs and small-scale manufacturers in disadvantaged rural areas. Five cycle trailer prototypes were introduced to Sri Lanka in 1990. Small-scale workshops were assisted to produce them. In 1994, a project was initiated to bring 800 trailers into use. The project identified potential constraints to adoption including economic problems (low incomes, low agricultural production, lack of credit) and socio-cultural factors (expectations of public transport services and desire for prestigious products). The project worked through small NGOs responsible for promotion and credit. Marketing and advertising strategies were implemented. Bicycle retailers were linked to the small-scale workshops. By 1999, only 400 cycle trailers had been made but the five NGOs and 16 small manufacturers continue trailer promotion. ITDG Sri Lanka is convinced that disadvantaged rural families can use cycle trailers to gain real social and economic benefits. The slow uptake is not understood but there seems little economic demand. It is unclear whether 'mainstream' adoption can be achieved through small workshops or large-scale manufacture.
Photo: An ITDG-promoted cycle trailer in Sri Lanka