Search Results

< Back Innovative partnerships for inclusive mobility Judith Owigar & Debashish Battacherjee UN-Habitat is pioneering innovative partnerships with local start-ups to tackle urban mobility challenges, focusing on developing and implementing electric mobility solutions. By leveraging the agility and local insight of these start-ups, UN-Habitat aims to catalyze the e-mobility ecosystem across Africa, exemplified by its collaboration with Ampersand Rwanda in Kigali to develop electric motorcycles and train women as moto-taxi drivers, enhancing income and gender inclusivity. These initiatives underscore the importance of adopting locally relevant solutions and fostering collaborative efforts between global organizations, local start-ups, and governments. They highlight the transformative potential of electric mobility in improving urban transport, creating green jobs, and advancing gender equality in the workforce. Moreover, the role of universities and research institutions in innovating urban mobility solutions is emphasized, as seen in the University of Nairobi's Mobility Accelerator. These efforts contribute significantly to achieving SDGs 11 and 17, showcasing the critical role of innovative partnerships in sustainable urban development. As UN-Habitat seeks to adopt locally relevant approaches to tackle urban challenges, it has developed innovative and strategic partnerships with local start-ups that are agile and can quickly respond to rapidly changing urban environments with an understanding of the local context and an appreciation of sustainable mobility principles. To this end, UN-Habitat is supporting start-ups in several cities across the world to develop and implement electric mobility solutions that are catalysing developments across the E-mobility ecosystem in Africa. In Kigali, for example, UN-Habitat is working with Ampersand Rwanda that is developing electric motorcycles. In addition to this, in collaboration with other project partners, Ampersand is training young women to drive electric motorcycle taxis as an income-generating activity. UN-Habitat has seen the value of seeking innovation outside of its boundaries by engaging with start-ups and stakeholders who would not ordinarily partner with such a large organization. By combining UN-Habitat’s experience working on sustainable mobility, it’s extensive working relationship with local governments and its global partners, start-ups are provided with an institutional framework to work with local government to bring their innovative solutions to address local urban mobility challenges. These innovative partnerships enable UN-Habitat to achieve SDG 11: Make cities inclusive, safe, resilient, and sustainable, and SDG 17: Strengthen the means of implementation and revitalize the Global Partnership for Sustainable Development. Innovative solutions to address mobility challenges are quickly emerging in Africa. The application of data sciences has helped to map mobility patterns, leap-frogging the time-taking travel demand and origin-destination studies that were conventionally used in the transportation sector. The results have been used to develop plans for modern Bus Rapid Transit Systems in cities such as Nairobi and Kampala and have the potential to bring together large numbers of informal transport operators to consider strategies for consolidating and modernizing their operations. Furthermore, Africa can harness the abundant potential of its increasingly cost-competitive renewable energy, pointing to the increasing relevance of electric mobility solutions. Already, power generation and transmission companies in Kenya such as KenGen and Kenya Power are rolling out EV charging stations for example. The need for innovations to address urban mobility challenges highlights the important role that universities and research institutions can play in improving urban mobility. The University of Nairobi, with assistance from UN-Habitat and the GIZ Transformative Urban Mobility Initiative, developed a Mobility Accelerator, a hub for transport and mobility innovations, and positioned itself as a facilitator for the development of new concepts of electric, connected, and shared mobility. One early result following the establishment of the accelerator, for example, has been the development of a prototype of a commercial electric vehicle by an entrepreneur (Auto-Truck Kenya) who was approached to train technicians to convert conventional Internal Combustion Engine tuk-tuks project to electric vehicles operational in Mombasa, and much later in Dar es Salaam, thus showcasing the uptake of new solutions and creation of job opportunities. A graduate of the Ampersand Electric-motorcycle taxi training program 2022 Ampersand Rwanda Under an EU-supported project (SOLUTIONSPlus), UN-Habitat is supporting start-ups in several cities across the world to develop and implement e-mobility solutions that also create jobs along the E-mobility value chain. In Kigali, for example, electric motorcycles are being developed by a startup called Ampersand Rwanda. Simultaneously, women are also being trained to drive electric motorcycle taxis to support their income-generating activities. In Dar-es-Salaam, prototypes of electric three-wheelers have been developed in collaboration with the Dar Rapid Transit Agency, and when deployed, these vehicles will serve as feeders to the Bus Rapid Transit (BRT) system, easing mobility for people for first and last-mile connectivity. These examples not only illustrate how mobility in cities can be improved but also how a new and green industry of manufacturing and operating electric vehicles can be created. Electrification bears some transformative potential as it creates an environment for new business models or conditions to access vehicles, and brings in new stakeholders such as assemblers, manufacturers, clearing and forwarding companies, electric vehicle waste recyclers, charging infrastructure providers, battery swapping partners, and requires new skills and corresponding job positions at various phases of the supply chain: design; production and assembly phase; charging or swapping; maintenance and repairs; software development. As women are getting increasingly economically active in sub-Saharan African countries – there is a sharp increase in the number of households having a female household head from 30% in 1989 to 60% in 2011 (Priya Uteng, et al., 2021), it is becoming vital to ensure that mobility barriers do not stop progress made in advancing equality and empowerment in the workforce. Using the momentum of transitioning to electric vehicles can offer the opportunity to re-think the place and experience of women in transport. Identifying the challenge of the under-representation of women in the transport sector, SOLUTIONSplus partners in Rwanda decided to integrate a strong gender focus in the deployment of supported electric mobility solutions. UN-Habitat, The Urban Electric Mobility Initiative (UEMI), the City of Kigali together with GIZ Rwanda and Ampersand Rwanda jointly implement an electric mobility project to facilitate the inclusion of women as moto-taxi drivers in Kigali. The project, implemented by Ampersand, developed several components to create enabling conditions for selected women: ad-hoc driving training, financial support to access electric motorcycles at a reduced price, analysis of conditions for previous successful gender-inclusive projects, and research to understand barriers faced by women to provide transport services. Ensuring these enabling conditions led to a driving test success rate of 69%, much higher than previous gender-inclusive projects. 24 electric motorcycles were handed over to the women, who joined the moto-taxi industry. Continuous monitoring of their activities and barriers faced by women will enable scaling up gender-inclusive e-mobility efforts in the long run. The SOLUTIONSplus project in Kigali aimed to train a cohort of women to become moto-taxi drivers and equip them with electric motorcycle taxis. This pilot intends to reach a deeper understanding of enabling factors and barriers for women to become transport workers, to be replicated at a wider scale if successful. This demonstration action supports electric last-mile connectivity while providing a partnership framework for institutional cooperation for the uptake of electric mobility among women working in transport, and the electrification of paratransit public transport in an African context. Promoting electric two-wheelers providing feeder services to the public transport system takes the form of electric motorcycle taxis, an electric bike-share system, and electric kick-scooters. This demonstration project in Kigali is further supported with capacity-building activities, peer-to-peer exchange, and site visits, the development of a Mobility-as-a-Service app, urban design proposals, a master plan for e-bus charging in the city, and policy and financial recommendations to scale. An engineer in the Ampersand Workshop. E-mobility offers multiple job opportunities across the Electric Vehicle Value Chain 2022 Ampersand Rwanda The project in Kigali offered some lessons on providing gender-inclusive e-mobility solutions in the paratransit sector in Africa. Below are some key highlights: project implementers who may take the form of start-ups, government, or NGOs need to take the time to understand the respective contexts, especially with a specific focus on how women perceive and interact with the chosen form of mobility or technology, in order to design locally relevant and sustainable initiatives. 2. When carrying out the program or initiative a key focus should be placed in the selection criteria where all partners are aware that small cohorts are best to understand and respond to the specific needs of the women. The environment where the women are carrying out the program activities needs to offer both physical and psychological safety where there are open channels to report any incidences or matters of concern. A key component of increasing the pipeline of women working in the transport sector will include working with stakeholders in the transport sector to come up with structures that will encourage women to be retained within the sector. The graduates of the gender inclusive e-mobility project 2022Ampersand Rwanda In addition to this, it was recognized that creating a community of women working in the transport sector through an Association or a cooperative would provide a place where women in the sector can come up with their own initiatives to address their challenges and successfully engage with industry stakeholders to improve conditions for women working in the sector and also improve conditions for women travelers in the respective city. The final key highlight of this initiative involves disseminating the lessons learned to encourage peer learning among stakeholders in the mobility sector on the topics of gender inclusion, paratransit electrification, and the adoption of electric mobility. While initiating, consolidating, and extending these innovative partnerships there needs to be a healthy measure of trust, patience, and due diligence among all the parties since such partnerships are mostly new and uncharted for the partners involved. Due to the fact that most such partnerships initially start off as pilots, a number of things need to be agreed prior to commencing the project: the purpose of the project, each party’s expectations clearly expectations, the project duration, the respective roles, the expected outcomes, and dispute resolution mechanisms to maintain a positive working relationship during and after the pilot. Finally, on both sides, there needs to be ample optimism and organizational support since the nature of such partnerships are challenging as they involve very different partners with different ways of operating who are co-developing and co-implementing a common project. For global organizations exploring innovative partnerships with start-ups the following 3 principles can guide these collaborations. An intrapreneurial mindset within the organization that encourages proactiveness, innovation, and a willingness to take a cautious amount of risk to pursue a partnership with a dissimilar entity such as a start-up. A collaborative mindset that is open to modifying the approach without changing the purpose of the project in case feedback from the innovative project calls for it. A local approach with a global mindset so as to customize the innovative approach to the respective local context. The handover of e-bikes at the Ampersand Rwanda Offices 2022 Ampersand Rwanda Previous Next

< Back Influence of religion and beliefs in architecture Franklin Yemeli Religion and beliefs have significantly influenced the development of societies in Africa, particularly in the construction of monuments. Four such monuments are the Osun-Oshogbo Sacred Grove in Nigeria, the Rock-hewn Churches of Lalibela in Ethiopia, the Great Mosque of Djenné in Mali, and the Aksum or Axum in Ethiopia. The Osun-Oshogbo sacred forest, located in Nigeria, is a UNESCO World Heritage Site and a national monument, with numerous shrines, palaces, holy places, and worship places. The Rock-hewn Churches of Lalibela, built in the early 13th century, are considered the largest Christian site in Africa. The Great Mosque of Djenné, built in 1838, is considered the most prestigious monument in West Africa. The city of Aksum, located near Ethiopia's northern border, was the heart of ancient Ethiopia's Aksumite Empire and has been a UNESCO World Heritage Site since 1980. However, some monuments are threatened with extinction due to human factors such as conflicts or uncontrolled urbanization. Africa, the cradle of humankind! People often speak of it as a rich and fascinating continent, a land of natural and cultural diversity. And this is not just talking, because if you look closely, you will soon realize that this place is unique. From its breathtaking landscapes to the cultural practices and lifestyles of its people, this continent has much to seduce and inspire. However, one essential thing that is not talked about enough is the African monuments. They stand out because of their originality and, especially, the place they hold in the hearts of the local populations. Here, religion and beliefs have particularly influenced the development of societies and this is reflected in their buildings. Let’s discover together four of these monuments built by the local populations themselves and which still make the whole world dream. “Osun-Oshogbo Sacred Grove in Nigeria…” About 250 kilometers from Lagos, in the south of Nigeria, lies the town of Oshogbo, the capital of Osun State. On the outskirts of this town is one of the last surviving areas of the primary forest despite deforestation, the Osun Sacred Forest. It is crossed by the Osun River, which is very important to the local community. The state, the forest, and the river are named after the goddess Osun, a deity of the Yoruba pantheon who is believed to reside in the river. Throughout the year, tourists and pilgrims visit the river to pay homage to the goddess. The three “heads” of the Ogboni Shrine In the Osun-Oshogbo sacred forest, there are about 400 species of plants, more than half of which have medicinal properties. Amid this dense vegetation, numerous shrines, two palaces, five holy places, and nine places of worship have been laid out along the banks. Over the past four decades, numerous sculptures and works of art have been erected in honor of the goddess Osun. From the 1950s onwards, the forest’s history was marked by Suzanne Wenger, an Austrian adventurer and artist. After falling ill and being treated by a local herbalist, she married a Yoruba priest, adopted the local culture and devoted her time to restoring the shrines, defending the forest and the culture of the Yoruba, until she died in 2009. Together with local and foreign artists, Suzanne Wenger created the «New Sacred Art» movement in the early 1960s. Today, the modern sculptures they created stand side by side with the old traditional ones. These are intended to underline the sacredness of the place and to celebrate the deities. This restoration has given the place a new lease of life, making it a symbol of Yoruba identity beyond the country’s borders. Because of its sacred character, this forest is an important place for the community and its relationship with its deities. Indeed, regular worship services are held here, and every year festive processions are held to renew the mystical ties between the goddess and the people of Oshogbo, ensuring the preservation of the living cultural traditions of the Yoruba. The forest has been under the administrative control of the Osun State Government since 1990. Several measures have been put in place to prevent hunting, fishing, smuggling, logging and farming. After being declared a national monument in 1965 and upgraded in status in the 1990s, the forest was declared a UNESCO World Heritage Site in 2005. “The Rock-hewn Churches of Lalibela in Ethiopia…” Some 645 kilometres from the capital Addis Ababa, in what is now the Amhara region, lies the magnificent Lalibela. Perched on a mountainside, this monastic city is considered the largest Christian site in Africa. Its charm stems from the eleven rock-hewn churches built in the early 13th century by the order of King Gebre Mesqel Lalibela. Indeed, with the expansion of Islam, pilgrimages to the holy city were becoming increasingly difficult. King Lalibela, therefore, wanted to allow the Ethiopian Orthodox Christians to have their own Jerusalem on their land. Hence the names «Black Jerusalem» or «Ethiopian Jerusalem» are often attributed to this city. Its monolithic churches dug below ground level, several tens of metres deep, are not only an essential cultural asset for the community, but they have also helped to shape the landscape as it is today. They form two groups in addition to an isolated church. Bete Giyorgis ©Sailko To the northwest: Bete Debre Sina, Bete Mikael, Bete Gologota-Selassié, Bete Maryam, Bete Meskel and Bete Medhane Alem. To the southeast, about 300m from the first group: Bete Gebriel-Rufael, Bete Merqorewos, Bete Abba Libanos and Bete Amanuel. To the southwest: the solitary cross-shaped Bete Giyorgis. A network of tunnels and gorges carved into the rock connect all the churches. Other elements referring to the Bible have been included in the planning of the site over the years to reflect the authentic Jerusalem as much as possible. These include the Jordan River and Mount Sinai. Listed as a UNESCO World Heritage Site since 1978, the site has been attracting more and more people from different horizons either on pilgrimage or to dis-cover the place. Like all other heritage sites, these churches are threatened over time by natural constraints, some more than others. After the creation of shelters scaffolded and covered with corrugated iron sheets to protect them, UNESCO launched a competition in 2001 to design more aesthetic protection. In 2004, construction of the shelters designed by Italian architects Claudio Baldis-serri, Lorenzo Sarti and Aldo Aymonino began. However, these sloping roofs supported by gigantic metal pillars are not unanimously accepted, and for some people represent more of a danger than protection. “The Great Mosque of Djenné in Mali…” In the heart of the beautiful city of Djenné, listed as a UNESCO World Heritage Site since 1988, lies a jewel considered by many as the most prestigious monument in West Africa: The Great Mosque of Djenné. In addition to being the largest mud building in the world, it is considered to be the supreme representation of the Sudano-Sahelian architectural style. This particular style is characteristic of this region and makes the mosques in the Sahel very recognizable. But unlike the other mosques, the Great Mosque of Djenné was built in a place that had not previously hosted a religious building. It was built in 1238 by Sultan Koi Komboro on the site of his palace. After his conversion to Islam, he decided to demolish his palace and build a mosque in its place. The next sultan built the towers and the one after that, the surrounding wall. In 1819, the city was taken by Sékou Amadou, following a holy war. He decided to destroy the mosque built by Koi Komboro because it did not reflect the simple and uncluttered Islam he preached. He, therefore, built a more modest mosque and prevented access to the great mosque which, without maintenance, rapidly deteriorated under the action of the elements. When the French arrived years later, the mosque was in ruins. It is under this french occupation that the present building was built. It was built between 1906 and 1907 under the supervision of Ismaïla Traoré. The building was built on a platform of 85 m in length and 75 m in width with non-parallel sides. The platform is elevated 3 m above the natural ground level and is accessible thanks to six staircases that symbolize the passage from the profane to the sacred. The building has a maximum capacity of about 1000 people. Despite the apparent symmetry of the building, the facades are all different. Several elements contribute to making them sublime and authentic; in particular, the texture of the earthen material, the openings, the pilasters surmounted by cones, and above all the bundles of Rodier palm sticks which also serve as scaffolding during the plastering work. The eastern façade, facing Mecca, is the most ornate and monumental with its three imposing minarets. Inside the Great Mosque ©Juan Manuel Garcia The building has a roofed section supported by 90 huge pillars connected by ogival arches. The roof, which is 8 m above the lower floor, has 104 holes for lighting and ventilation of the interior spaces. An uncovered area at the rear is bordered on three sides by galleries. Every year, maintenance work is organized for this colossal and fragile jewel, to protect it before the arrival of the rains. The whole community takes part in the plastering work under the direction of the Djenné masons’ guild. The material used is a clever mixture of earth and water, with rice bran, shea butter, and baobab powder, made by the inhabitants themselves. This activity is accompanied by great festivities that are very important for the community. “Aksum or Axum in Ethiopia…” Located in a mountainous region near the northern border of Ethiopia, the city of Aksum was between the Ist and VIth centuries the heart of ancient Ethiopia, the Aksumite Empire. This Empire at the crossroads of three continents, Africa, Arabia, and the Greco-Roman world was more powerful than the Eastern Roman Empire and Persia. Axoum (Éthiopie) ©UNESCO_Francesco Bandarin Today, the old city of Aksum, a symbol of this former glory, is characterized by massive ruins dating from the Ist to the XIIIth century. These include monolithic obelisks, giant stelae, royal tombs, and ancient castles. The city, with its many archaeological sites, was declared a UNESCO World Heritage Site in 1980. Among the most important sites in the city is a large stelae park with tens of monolithic obelisks. These are among the largest man-made monoliths. The largest one still standing is over 23 meters high and has a beautiful engraved decoration. However, there was a 33 meters high one that is said to have collapsed during its installation. The broken pieces are still on the site. The inscriptions made in the stone were certainly not only of decorative value. They have proved to be of great importance to ancient historians. Some of them contain texts in three languages, Greek, Sabean and Geza, inscribed by King Ezana in the 4th century after Christ. In 1937, after the occupation of Ethiopia by Mussolini’s armies, one of the Aksum obelisks was removed from the site and taken to Italy as a war trophy. It was erected in Rome, in front of the building that housed the Italian Ministry of Africa until 1945 and which became the headquarters of the FAO in 1951. After committing to return it in 1947, Italy finally did so in 2005. This was followed by the reinstallation of the obelisk on its original site in 2008. Obelisks were used as tombs for the kings of old. Over time, many tombs have been excavated, some looted, others spared. Their contents are now preserved in the archaeological museums of Aksum and Addis Ababa. Another major site in the city is the Church of St. Mary of Zion, located near the large stelae park. It is one of the churches built after the introduction of Christianity in the 4th century after Christ and is supposed to house the Ark of the Covenant. It is a bit sad that such masterpieces are often ignored and it is even more worrying to learn that some of them are threatened with extinction. Indeed, alongside the list of Unesco World Heritage sites, there is the list of World Heritage in Danger. Several of these extraordinary sites around the world are already listed, threatened with extinction mainly by human factors such as conflicts or uncontrolled urbanization. The ancient city of Djenné has been on this list since 2016, as the insecurity in the region prevents the maintenance and protection of this jewel. On the other hand, climate change would also be a threat, as it would have a significant impact on the availability of quality mud for construction and maintenance work such as the Great Mosque. None of the other heritages mentioned above is included in this list, but the committee has discussed in the past the possibility of including Lalibela. Several of its monolithic churches are indeed in a state of severe deterioration. The good news is that these monuments are increasingly being considered, and steps are being taken to ensure that for a very long time to come they can continue to maintain the harmony of local societies, provide information on historical facts and ways of life, and above all inspire us with their majestic and lasting character. Previous Next

Join us as we embark on this journey to uncover the transformative potential of digital technologies in shaping the future of African cities < Back Launch of the African Cities Magazine 5 Join us as we embark on this journey to uncover the transformative potential of digital technologies in shaping the future of African cities We are pleased to announce the commencement of the 5th edition of the African Cities Magazine. This edition will showcase a special feature dedicated to exploring the transformative potential of digital technologies in driving sustainable urban development across Africa. Through in-depth analysis and insightful interviews with industry pioneers, we aim to delve into the multifaceted dimensions of how digital tools are reshaping urban landscapes and fostering innovation. We invite submissions of research articles, project insights, and interviews focusing on the intersection of digital technologies and urban transformation. Articles may highlight concrete initiatives in African cities utilizing digital solutions to enhance quality of life, alongside critical analyses of the impact and challenges associated with these technological interventions. Additionally, we encourage contributions that spotlight local initiatives and innovative solutions offered by African start-ups, contributing to the digital evolution of urban spaces. While our special feature explores the dynamic realm of digital urbanism, our magazine remains committed to covering core topics such as African Architecture and Urban Heritage, Urban Planning Innovation, and Architecture Innovation. Furthermore, we continue to celebrate the rich diversity of cities through our section, Cities Pixels and Colors, welcoming submissions that capture the essence and vibrancy of urban landscapes through various artistic mediums. Join us as we embark on this journey to uncover the transformative potential of digital technologies in shaping the future of African cities, and contribute your insights to the discourse on sustainable urban development. Are you interested in being part of this edition? Share your interest here ain-concept_note_magazine_5-20240225 .pdf Download PDF • 4.30MB ain-concept_note_magazine_5_fr-20240225 .pdf Download PDF • 4.24MB CONTENT OF THIS 5TH EDITION SPECIAL FEATURE: The potential of digital technologies for urban transformation in Africa This section begins by exploring the opportunities and potential of digital technologies for sustainable urban development in Africa. As such, it includes articles on concrete projects in African cities that are using digital technologies to improve the quality of life of their citizens. Research articles analyzing the impact of these technologies and the challenges to their successful adoption will also be presented. In addition, a series of interviews will be conducted with change agents who are contributing to the digital transformation of territories, as well as a focus on local initiatives and African start-ups offering innovative solutions for African cities. Are you interested in being part of this edition? Share your interest here URBAN PLANNING INNOVATION How to make our cities more inclusive, resilient, and sustainable, and improve the quality of life of all citizens? That is the main purpose of Urban planning innovation. This section aims to promote best practices in terms of urban planning in Africa, like urban development projects, research, governance systems, local initiatives, etc. promoting resilient and sustainable development through innovative solutions. ARCHITECTURE INNOVATION The body of a city is the shelter of his soul. The purpose of this section is to promote original architectural solutions to facing cities’ challenges like climate change, housing for all, social inclusion, etc. This includes best practices, sustainable architecture projects, innovative know-how, and architectural techniques developed in the continent to improve the quality of life for all. AFRICA’S ARCHITECTURE AND URBAN HERITAGE This section aims to put on-the-spot beauty and efficiency of previous architecture and show up construction techniques, and modern projects made with vernacular techniques. CITIES PIXELS AND COLORS The purpose of the section Cities Pixels and Colors is to show the diversity and the singularity of the cities, especially in the African context. All the expression modes are welcome here to show the beauty of our cities. Photography, paintings, sketches, Illustrations, sculptures, etc. Are you interested in being part of this edition? Share your interest here https://forms.gle/C4FxCStYhf928GaeA Previous Next

AIN TEAM Leandry JIEUTSA FOUNDER in Hind REZOUK MEMBER Patrick SOMY MEMBER Franck HEUDJEU MEMBER Corianne RICE MEMBER Wijdane NADIFI MEMBER Joel Mukalay KIME MUKENA MEMBER

< Back Pedaling for Change: Cycling as a Catalyst for Sustainable Urban Mobility in Africa We delve into the challenges and initiatives surrounding urban mobility in Africa. As the continent experiences rapid urbanization, increasing traffic congestion, air pollution, and road accidents have become critical issues. However, a shift towards sustainable urban mobility is emerging, spearheaded by organizations like Critical Mass Nairobi, advocating for cycling as a viable transportation mode. Cyprine, the Executive Director, emphasizes the importance of infrastructure, policies, and changing cultural perceptions to promote cycling and walking. The lack of supportive policies and infrastructure, negative cultural perceptions of cycling, and gaps in education pose significant challenges. Collaborative efforts between civil societies, government bodies, and international organizations, like the Sustainable Mobility for Africa initiative, aim to address these challenges. Initiatives such as the Kisumu Sustainable Mobility Plan and the Nairobi Bike Train demonstrate innovative solutions, highlighting the importance of community engagement, partnerships, education, and policy support in fostering sustainable urban mobility in Africa. Urban mobility is a critical issue in Africa, where rapid urbanization and population growth have led to increased traffic congestion, air pollution, and road accidents. In 2023, an estimated 60% of Africans are living in urban areas, up from 40% in 2010. By 2050, Africa is expected to be home to 2.5 billion people – many of whom will live in cities where they will increasingly use motorized transport. The number of motor vehicles in Africa is also projected to increase significantly, from 100 million in 2023 to 400 million in 2050. This will lead to even more traffic congestion and air pollution, and will also make it more difficult for people to afford transportation. This unprecedented growth is putting a strain on urban transportation systems, and many African cities are struggling to keep up. However, there is also a growing movement towards sustainable urban mobility, driven by organizations such as Critical Mass Nairobi which is a nonprofit organization that has taken up the challenge of transforming our cities into safe, accessible, and liveable cities by using bicycles. They are a group of cyclists who are passionate about making a difference in their city. They believe that cycling is a sustainable, affordable, and healthy way to get around, and they are working to promote cycling as a viable transportation option in Nairobi. Every last Saturday of the month, Critical Mass Nairobi hosts a group ride through the streets of Nairobi. The rides are a way for cyclists to come together and raise awareness on the benefits of cycling. They are also a way to show motorists and pedestrians that cyclists deserve to share the road. Cyprine, the Executive Director of Critical Mass Nairobi, advocates for more sustainable urban mobility in Africa. “There are other modes of transport other than motorized transport out there that are better, healthier, good for the environment, good for the community and bring the community together,” she says. Additionally, governments and international organizations are increasingly recognizing the importance of sustainable urban mobility and investing in infrastructure and policies to support it. For example, In February 2021 the County Government of Kisumu and City of Kisumu launched the Kisumu Sustainable Mobility Plan (KSMP) . The mobility plan is a ten-year roadmap that aims to foster increased access for city residents by prioritizing walking, cycling, and public transport. Cyprine, who was part of the team that developed and adopted the KSMP, is proud of the work that has been done. She says, “ I am happy I was part of the team that supported the development and adoption of the Kisumu Sustainable Urban Mobility Plan.” Furthermore, the African Development Bank launched the Sustainable Mobility for Africa initiative, which aims to promote sustainable urban mobility across the continent through investments in infrastructure, policies, and capacity building. The initiative has a target of mobilizing $10 billion in investments by 2030. Several key challenges limit the transition toward sustainable mobility in African cities In many African cities, the infrastructure for cycling and walking is either non-existent or poorly maintained, making it difficult and unsafe for people to use these modes of transportation. For example, a 2019 study by the World Bank found that only 10% of African cities have dedicated bike lanes. “If we had better infrastructure, we would have so many bicycles including electric bicycles. This means that people with disabilities or the elderly would have an easier and safer way of moving around. So having good infrastructure goes without saying. Even scooters and other types of soft mobilities all need somewhere to be used, and infrastructure is the biggest barrier to using those modes of transport,” explains Cyprine. The lack of policies and regulations also makes it difficult for businesses and individuals to invest in sustainable transportation options. For example, a 2020 study by the African Development Bank found that only 20% of African countries have policies promoting cycling. Unfortunately, these existing policies remain inadequate in guaranteeing the safety of cyclists, thereby necessitating them to be revised and updated. “We do not have proper policies and laws that demand or advocate for sustainable mobility. Our policies and our laws are very vague when it comes to walking and cycling. So you find that when you try to push for walking and cycling infrastructure in certain places, our policies and laws do not really support us,” Cyprine says. Moreover, In some African cultures, there is a negative perception of cycling and walking. This can make it challenging to encourage people to use these modes of transportation, even when the infrastructure and policies are in place. For example, a 2018 study by the University of Nairobi found that 60% of Kenyans believe that cycling is a mode of transportation for poor people. “A lot of us Africans are brought up to believe that car ownership is the next best thing after you finish school. The yardstick for being successful is being a driver or owning a car. So a lot of us aspire to own cars. So that really has a direct impact on the way we live our lives,and the way our cities are designed, because now when urban planners and engineers go outside, they see more people in cars. But ideally, more people are walking, but because cars occupy a lot of space, it is assumed that we have a lot of cars” Cyprine adds. Cyprine also explains that there is a disparity between education and the reality of sustainable mobility, “When I was in school, we were not taught anything about sustainable mobility or even designing sustainable cities. I’ve also had a chance to look at the Civil Engineering curriculum and it also fails to capture anything on designing sustainable cities or sustainable mobility. So our curriculum is failing us. What the professionals are taught has a very big disconnect with what the reality on the ground is.” NGOs and civil society such as Critical Mass Nairobi have played a crucial role in addressing the challenges of sustainable urban mobility in Africa. “When we started organizing our social rides in 2014, we had barely 10 people, and now every month from 2017 we've been having close to 400 cyclists and over 10 people who are new, so that means it's only getting better and now when you go outside, we have, through the advocacy work that we've been doing, bike lanes that are coming up and being improved, ” says Cyprine. She adds, “We have now gone a step further to map all existing bike lanes in Nairobi and identifying and geolocating each and every barrier there is on those bike lanes. We did this because we want our demands to be backed by facts and data. Having this data will also help us make recommendations to the Government on how best to design cycling infrastructure moving forward.” Government authorities also have a crucial role to play in promoting sustainable urban mobility in Africa. “I really want to thank the Kenyan Urban Roads Authority and the Nairobi City County Government for what they're doing. They're constructing a lot of walkways all over the city. We believe it is only a matter of time before we also start having more bike lanes constructedI can definitely see Nairobi having more people walking and cycling. “ adds Cyprine. Collaboration and knowledge-sharing are essential for driving change in sustainable urban mobility Cyprine emphasizes the importance of partnerships and cross-sectoral collaboration, “We recently did a cross-pollination of critical masses between ourselves, Addis Ababa Abuja, Cape Town, Mombasa, Jinja and Kampala where we brought together all the critical masses in Africa and organized a ride on the World Bicycle Day. It was really good because we were able to share our individual experiences and also empower each other.” Cyprine highlights several innovative solutions for addressing the challenges of sustainable urban mobility in Africa such as their novel project, ‘The Nairobi Bike Train’. The Nairobi Bike Train is pegged on the concept of ‘safety in numbers’. Cyprine and her colleagues realized that there were hundreds of people who only cycled during the monthly rides organized by Critical Mass Nairobi. This meant that they were only cycling once a month. Other than getting people to cycle more as a group, the bike train concept is a way of encouraging people to use the bicycles for commuting. “We looked at the whole of Nairobi, mapped the main traffic corridors, and developed a time schedule and stops for those places. The bike train is meant for different neighborhoods, and people can be picked up along the road at different pick up points which we called ‘Bike-stops’. Today we have 7 successful bike trains with the largest bike train having 247 members,’’ she explains. Additionally, public-private partnerships can leverage the resources and expertise of both sectors to create sustainable mobility solutions. Community engagement is also essential for creating a sense of ownership and empowerment among users of sustainable mobility. Education and training are also critical for promoting sustainable urban mobility in Africa. Cyprine emphasizes the importance of educating people about the benefits of cycling and walking, as well as promoting a positive perception towards the same, “If we start instilling the knowledge that ownership of cars is not the next best thing, we could start making people fall in love with cycling more and walking more and make people understand that just because you are walking or cycling doesn't mean you are a poor man or you're just not able to afford a car.” Finally, policies and infrastructure are essential for creating a sustainable urban mobility ecosystem. Cyprine highlights the need for supportive policies and regulations. “The Government can also look at other incentives such as tax breaks or award system for those who use active mobility Additionally, infrastructure investments are needed to create safe and accessible routes for cycling and walking.” Previous Next

< Back A vision built from earth Leandry Jieutsa, Kairu Karega Nzinga Biegueng Mboup is an architect passionate about creating sustainable and climate-conscious structures for African cities. Mboup’s design philosophy is influenced by her pan-African upbringing. She studied regional modernism at the University of Pretoria, emphasizing climate-responsive design and passive design strategies. Mboup’s bioclimatic design approach prioritizes simple yet effective elements like building orientation, thermal massing, natural ventilation, and locally sourced materials for minimal environmental impact. She studied under Professor Lindsay Bremner in London, where she learned about the impact of human activities on the planet and the need for low-impact materials. This led her to establish the architectural practice Worofila in Dakar, focusing on integrating traditional building methods with modern technologies. Mboup’s commitment to bioclimatic design, using locally-sourced earth and biomaterials, is evident in her projects. Worofila also emphasizes collaboration and mutual respect, ensuring their designs are not only beautiful but also deeply rooted in local culture. "There is no reason why we should ever depend on the importation of anything...in order to build" architect Nzinga Biegueng Mboup declares. This unwavering belief in the power of local resources and ingenuity is at the heart of Mboup's inspiring architectural practice, one that beautifully merges contemporary design with a deep respect for African contexts and the environment. Nzinga Biegueng Mboup is an architect driven by a deep passion for creating sustainable and climate-conscious structures that cater to the unique needs of African cities. Her work is profoundly influenced by her pan-African upbringing. Born in Mozambique to parents of Senegalese and Cameroonian descent, and raised in South Africa, Mboup's diverse background informs her design philosophy. Growing up amidst the urban landscape of Maputo in the late 80s and early 90s, Mboup developed a fascination with cities and how they can bring people together. However, she also observed stark contrasts in infrastructure and living conditions across different African cities. As she explains, "I've always been preoccupied... through many various travels going on holidays in Cameroon and growing up in all these different environments and wondering how African cities could be better, especially once I started seeing the sort of obvious infrastructure issues..." . This realization sparked a desire within her to use her skills to improve living conditions. Nzinga Biegueng Mboup, Architect and cofounder of Worofila, © Festus Jackson-Davis Initially, Mboup considered pursuing urban planning. However, her family, particularly an uncle who was an engineer and contractor, encouraged her towards a more technical field. This perspective was informed by the realities of urban planning in Africa, where her family believed that true influence required political engagement. As Mboup recalls, they told her, "to be an urban planner in Africa is to be a politician. If you want to be an effective planner, you need to be in politics, because otherwise, none of your policies are actually going to carry any weight..." While a brief stint studying engineering in South Africa deepened her technical knowledge, Mboup yearned for a field that embraced both the analytical and the human aspects of design. "I missed the way in which architecture was able to integrate...human science like sociology, philosophy history, " she explains. Architecture, she discovered, was a "complete science" where creativity and social conscience could harmoniously converge. It was during her architectural studies in South Africa, against the backdrop of post-apartheid reconstruction, that Mboup's design philosophy truly began to take shape. At the University of Pretoria, she was exposed to the principles of "regional modernism," a school of thought championed by architects like Norman Eaton who sought to blend modernism with an understanding of local contexts and materials. "They tried to instill in us...an attention to design according to the climate," she explains, emphasizing the importance of climate-responsive design. This emphasis on adapting to local conditions was further amplified by South Africa's diverse climate, where design strategies shifted from the hot, arid interior to the more temperate coastal regions. This experience instilled in her a deep appreciation for passive design strategies – using the very elements of a place to create comfortable and sustainable structures. Mboup explains bioclimatic design as "taking into consideration the climate in order to create buildings that are responsive to the climate using passive design strategies and also using bio-based materials which you normally have in your locality" . This approach prioritizes simple yet effective design elements such as building orientation, thermal massing, natural ventilation, and the use of locally sourced materials to create comfortable living spaces with minimal environmental impact. Mboup's architectural journey then led her to London, where she encountered a new perspective on sustainability: the Anthropocene. Studying under Professor Lindsay Bremner, she grappled with the profound impact of human activities on the planet, especially our dependence on fossil fuels. This experience was a turning point, solidifying her commitment to designing with low-impact materials and minimizing the ecological footprint of her work. London also offered a serendipitous connection back to Africa. Mboup's tenure at Adjaye Associates marked a significant turning point in her professional development. Working on the International Finance Corporation (IFC) headquarters project in Dakar, she gained invaluable insights into large-scale architectural practices. "This experience reinforced my belief in the power of architecture to influence social and economic dynamics," she explains. It was here that she honed her skills and began to envision a practice that would prioritize sustainability and community engagement. Among the notable projects she has worked on is the Goethe-Institut designed by Francis Kéré, showcasing innovative earth construction techniques. "The biggest challenges often lie in changing perceptions about earth as a building material," she notes. Yet, the success of this project has demonstrated the aesthetic and functional potential of earth construction, garnering attention both locally and internationally.” Her collaboration with Kéré Architecture on the Goethe-Institut project exemplifies the power of partnership in sustainable design. "Working with a firm that shares a commitment to sustainability was incredibly enriching," she reflects. Driven by a deep desire to ground her practice in the realities of the African continent, Mboup established herself in Dakar, co-founding the architectural practice Worofila with Nicolas Rondet. Worofila, meaning "seven" in Bambara is the name of the street where the collective started, reflects Mboup's belief in architecture as a fundamental expression of a place and its people. "Worofila is not just a practice; it's a movement towards redefining how we approach architecture in Senegal," she asserts. The firm focuses on integrating traditional building methods with modern technologies, ensuring that their designs are both innovative and deeply rooted in local culture. Her commitment to bioclimatic design is evident in every project. "Using locally-sourced earth and biomaterials is essential for architecture in Senegal," she emphasizes. These materials not only reduce the carbon footprint of construction but also enhance the thermal performance of buildings, making them more comfortable for occupants. "I want to encourage architects to prioritize environmental stewardship in their work," she adds. This philosophy is beautifully embodied in one of Mboup's most personal projects: her own family home in Senegal. Constructed using compressed stabilized earth bricks (CSEB) made primarily from locally-sourced laterite, the house is a testament to Mboup's conviction in the aesthetic and functional potential of earth construction. This personal connection to the material is rooted in her family's history – her father, inspired by the earth architecture of Cameroon, had dreamt of building earth resorts in Senegal, even going so far as to have a manual brick press flown in for the endeavor. Mboup's commitment to using CSEB extends beyond its aesthetic appeal. It represents a conscious choice to utilize readily available materials, stimulate local economies, and reduce reliance on imported products. "There's an opportunity to develop an internal economy," she emphasizes, highlighting the ripple effect of choosing local resources. Worofila's work, however, goes beyond simply using earth as a building material. The practice places great emphasis on understanding the nuances of local construction practices and collaborating closely with local artisans. "There was a lot of pedagogy involved. There was a lot of knowledge transmission in the process of making," Mboup states. This approach, centered on mutual respect and shared learning, ensures that their designs are not only beautiful but also build upon existing skills and traditions. This dedication to collaboration was evident in Worofila's work on the Goethe Institute project in Dakar, where they collaborated with a construction company that had no prior experience building with earth. Through patient guidance and on-site knowledge sharing, the team achieved a level of craftsmanship that Mboup describes as "some of the most incredible bricklaying work" she had witnessed. Mboup's research projects, such as Dakarmorphose and Habiter Dakar, delve into the evolution of Dakar's urban and cultural landscape. "One of the most surprising findings was the resilience of traditional building practices amidst rapid urbanization," she shares. She was particularly struck by the presence of "remnants of the original...villages of the indigenous people," which challenged her understanding of the city's history and the layers of meaning embedded within its fabric. This realization highlighted the importance of understanding the historical and social context of a place before intervening, a principle that guides her practice to this day. "The goal is to understand the past to inform the future," she explains. Her research not only enriches her architectural practice but also serves as a bridge between academia and the community, fostering a dialogue about the role of architecture in shaping urban life. While mud bricks feature prominently in Worofila's portfolio, Mboup is acutely aware of its limitations, particularly in dense urban environments where space is often limited. "Using their CSEB makes sense in the city but unstabilized bricks such as adobes may be more suited to other environments in which you have space to make them and sun-dry them and as one has to protect the earthern walls by having overhanging roofs," she observes, acknowledging the need for alternative solutions in certain contexts. This realization has fueled Worofila’s current research, which focuses on exploring even lower-tech building materials and techniques – methods that are readily accessible, adaptable across various contexts, and require minimal specialized equipment. This shift represents a deepening of her commitment to democratizing sustainable architecture, making it a viable option for everyone, not just a select few. Mboup's latest endeavor, a project close to her heart, embodies this vision: a training center in the Thiès region, in a city with a rich history of ceramic production. This center will serve as a hub for disseminating knowledge about sustainable building practices, and empowering individuals with the skills to create environmentally sound and culturally relevant structures. "Our goal is really finding a way to democratize it and also teach people the very basic notion of good design principles," she asserts, highlighting the center's mission to make sustainable design accessible to all. The center's design, directly informed by Worofila’s ongoing research into low-tech building methods, will itself serve as a testament to the beauty and functionality of these techniques. By choosing city grappling with the decline of its traditional ceramic industry, Worofila’sproject aims to revitalize local craftsmanship and create new opportunities for a community whose skills are increasingly undervalued. The center, she hopes, will demonstrate that "We can, as Africans, live in environments that are produced by us and that are adapted to the way in which we live." Looking ahead, Nzinga sees both opportunities and challenges for architecture in Senegal and Africa. "The greatest opportunity lies in the growing awareness of sustainability among architects and clients alike," she notes. However, she also acknowledges the challenges posed by rapid urbanization and climate change. "We must be proactive in addressing these issues, ensuring that our designs are resilient and adaptable," she asserts. Through her work, she envisions contributing to an evolving architectural landscape that prioritizes resilience, sustainability, and cultural integrity. "Architecture is not just about buildings; it's about people and their stories," she concludes, embodying the spirit of a new generation of architects committed to making a difference. In Nzinga Biegueng Mboup, we find not just an architect but a passionate advocate for a sustainable future, one that honors the past while boldly stepping into the future. As she continues to inspire and educate, her contributions will undoubtedly leave a lasting impact on the architectural landscape of Africa. Previous Next

Tangier is a major city in northern Morocco with a population of about 1,850,000, and the city is currently undergoing rapid development and modernization. Stroll through the meanders of this beautiful city through this series to discover its colors, its magnificent medina and its port. Tangier-Morocco Tangier is a major city in northern Morocco with a population of about 1,850,000, and the city is currently undergoing rapid development and modernization. Stroll through the meanders of this beautiful city through this series to discover its colors, its magnificent medina and its port.

< Back On the Move: How Local Startups Are Redefining Urban Mobility in Africa In the realm of African urban mobility, the burgeoning number of cars projected to triple by 2050 poses formidable challenges, including strain on infrastructure, escalating congestion, and heightened carbon emissions. Addressing these issues requires innovative, localized solutions, a realm where African startups shine. Judith Adem Owigar, a UN Habitat mobility expert, asserts the pivotal role of startups in proffering context-specific solutions tailored to African cities' unique challenges. She highlights examples such as BasiGo, an electric bus company transforming Kenya's public transport, and WeTu, experimenting with electric motorcycles in rural areas. While acknowledging challenges such as funding constraints and limited data sharing, Judith advocates for collaboration, capacity building, and knowledge sharing among local innovators to fortify the sustainable mobility ecosystem. The potential of local innovators is a mine gold for African cities In Africa, urban mobility is a major challenge. The number of cars is expected to triple by 2050. This will put a strain on urban infrastructure and lead to increased congestion, air pollution, and carbon emissions. However, there is a growing movement of local innovators who are developing innovative solutions to these problems. “When we're looking at innovative approaches to deal with the sustainable mobility challenge, we need to look at localized solutions to address local challenges and to be very honest, one of the stakeholders that have a good eye on addressing these challenges are the startups,” said Judith Adem Owigar, a mobility expert at UN Habitat. Judith explains that “In many cases, African cities have different needs and challenges than other cities in other parts of the world. This means that imported solutions often do not work as well. Local innovators, on the other hand, are familiar with the local context and can develop solutions that are tailored to fit specific needs.” She also emphasizes that local innovators are small and agile, which means they can quickly adapt to address problems. They can iterate rapidly and test out different methods to address these challenges. Additionally, when you consider that global challenges are represented differently in local areas, we cannot simply copy and paste solutions from other parts of the world. The handover of e-bikes at the Ampersand Rwanda Offices African startups are pushing ahead to reshape urban mobility in Africa through collaboration and local-based solutions “One of the local startups that are contributing to inclusive mobility in Kenya is BasiGo, the electric bus company. I believe that they are changing the public transport sector in the country by enabling public transport operators to have access to electric buses by working with Matatu saccos and other operators are able to see the potential,” adds Judith. Judirh has also worked with WeTu, a social enterprise in Homa Bay, Kenya, that has been testing electric motorcycles in rural areas. “This is an interesting experiment because the challenges experienced when electric motorcycles in rural areas are different from those in urban areas. For example, the load that motorcycles are expected to carry in rural areas is much higher than in cities,” Adem adds. The tests conducted by WeTu have shown that electric motorcycles can be a viable option for transportation in rural areas. WeTu also found that electric motorcycles used in rural Kenya need to be stronger and tougher than those that are used in urban areas. This is because the roads in rural areas are often in poor condition. The tests conducted by WeTu will be valuable to other innovators who are developing electric motorcycles for rural areas. Kenyan startup -Autiotruck that has developed an electric 3-wheeler A further and robust collaboration between local innovators across the continent and larger organizations like UN Habitat is really important to transform urban mobility. One example is ‘SOLUTIONSplus’ a partnership that can help to scale up innovative electric mobility solutions and bring them to a wider audience. “As UN Habitat, we are positioning ourselves as the glue connecting the startups to the government by facilitating conversations between startups and government, and hosting stakeholder workshops where the startups can discuss different challenges that are affecting them and inviting government representatives to listen in to address them. This what we have been doing with our ‘SOLUTIONSplus’ project ,” highlights Judith . SOLUTIONSplus is a project that brings together cities, businesses, researchers, and other organizations to develop and implement innovative e-mobility solutions. The goal of the project is to help cities transition to low-carbon urban mobility. The project includes city-level demonstrations of different types of e-mobility solutions. These demonstrations are complemented by a comprehensive toolbox, capacity development activities, and replication activities. The project is currently being implemented in 10 cities: Hanoi, Pasig, Lalitpur/Kathmandu, Kigali, Dar es Salaam, Quito, Montevideo, Madrid, Nanjing, and Hamburg. Judith continues to emphasize the importance of collaborations “Organizations UN-Habitat need to work together with entrepreneurs, policymakers and academia. All these different stakeholders need to work together, we can’t leave anyone behind.We also need to work together with different financiers and guide governments to provide them with incentives to invest in this market.” In partnership with University of Nairobi C4D Lab, which is an incubator and accelerator for mobility startups, UN Habitat has been supporting startups in the mobility sector with funding, mentorship and access to policy makers through stakeholder workshops. Local Kenyan E-mobility Innovators Exhibiting at the UN Habitat Assembly 2023 Local innovators still face funding and capacities challenges in developing sustainable mobility solutions One of the biggest challenges local innovators face is lack of funding. "Access to funding and financing either from investors or from banking institutions is a challenge for many startups in rapidly urbanizing cities in Africa," says Judith. "Banks generally see this as a risky market, but it would be good if there were some kind of policy that would enable startups to access loans on preferential rates." Another challenge is the high cost of importing components for electric vehicles and other sustainable mobility technologies. "A lot of components that are needed for the assembly of different electric vehicles need to be imported and are highly taxed depending on the country," Judith said. This adds to the cost of these vehicles, making them less affordable for consumers. Lack of data is also a challenge. "There is a lack of data for what batteries work efficiently in the Africa, and what is the best motorcycle frame for the electric motorcycles in this market. There is limited data sharing within the ecosystem because it takes so much money for the for the startups to do this research as such most of them withhold that information,” she adds. Judith also emphasized the need for capacity building and knowledge sharing among local innovators. She believes that this can help to build a strong ecosystem of innovators who can work together to develop sustainable mobility solutions. “We need capacity building across the value chain. This is from the technicians to engineers to know what and how to build, to marketers to know what to sell. Like everybody needs to have a level of knowledge and knowledge sharing, ” she says. Despite the challenges, the work of local innovators is making a difference. By developing innovative solutions and challenging policy makers to develop contextually relevant policies, local innovators are helping to make sustainable mobility more affordable and accessible in Africa. Previous Next

< Back Reaping the Urban Dividend: Sustainable and Safe Urban Mobility in Africa Debashish Bhattacharjee and Stefanie Holzwarth Rapid urbanization in Africa brings both opportunities and challenges. While urban areas have seen significant economic growth, issues like traffic congestion, road crashes, and lack of safe transport hinder progress. The "Reclaiming Streets for Pedestrians and Cyclists in Africa" project aims to address these challenges. It promotes safer street designs, integrating walking and cycling infrastructure. Through capacity building and pilot initiatives in Kenya, Ethiopia, Mozambique, Guinea, and Rwanda, the project enhances road safety and urban mobility. By emphasizing pedestrian and cyclist safety in national road safety frameworks and facilitating regional collaboration, it paves the way for safer and more sustainable urban transport systems across Africa. The world’s most rapidly growing cities are in Africa. Since 1990, the number of cities in Africa has doubled and their cumulative population has increased by 500 million people , with one-third of Africa’s per capita GDP growth due to urbanisation . But, the full potential of urbanisation is yet to be realised. Among the underlying causes holding back the potential of the continent are the high levels of traffic congestion and road traffic crashes that occur in the region which is also linked with the lack of affordable, safe and convenient public transport and proper footpaths and bike-lanes As African cities grow and attract more people, there is an opportunity to shape them in more resource-efficient ways, that minimise travel and provide vibrant spaces for economic activities and social interaction, making them engines of social and economic development. This requires “a whole of society approach” led by the government but where business, civil society and academic institutions play crucial roles. Impactful “solutions” can be found in walking and cycling if put at the heart of policy and planning. Safe and vibrant streets can solve many challenges that African cities currently face and their implementation is usually at lower cost than the alternatives. By reviewing experiences from various cities and putting in place processes that build on successes from within the region, such a “learning from doing” approach can help Africa to make urbanisation work for the benefit of its people and for the planet. Intersection redesign in Quelimane Mozambique. 2022 UN-Habitat Africa’s urban population has tripled in size in little more than two decades since 1990 and its cities will gain over 900 million new residents by 2050, making Africa the most rapidly urbanizing region in the world . While one third of per capita, GDP growth has been attributed to urbanisation, the informal sector accounts for more than 80 % of jobs in African cities. The Covid 19 pandemic severely affected this sector decimating livelihoods of large sections of the population who have little or no support from social protection measures. In addition to putting in place social safety nets for the vulnerable, restoring and improving livelihoods for the large section of society who depend on informal sources of employment in cities should therefore be amongst the top priorities across the countries of the region. It is in this context that decent “urban mobility” should be seen as a key enabler for people to pursue livelihoods, access basic health and education services and engage in social interaction all contributing to building their resilience and capabilities particularly of those who are the most vulnerable. People in Dar es Salaam crossing over to the BRT station. 2018. Julius Mwelu - UN-Habitat Currently, Africa has the lowest emissions amongst the regions of the world. But emissions are rapidly increasing together with the growth in car ownership driven mainly by import of used vehicles from other regions . Transportation also is a large source of multiple pollutants and air pollution is now the second largest cause of death in Africa (1.1 million deaths in 2019 alone). In addition, road traffic crashes are a major cause of death and disability in the region. Globally, Africa accounts for 3% of registered vehicles but 20% of fatalities from road crashes. 261 pedestrians and 18 cyclists are killed in Africa every day. According to a World Bank report the total cost of fatalities and serious injuries in the region in 2016, amounted to $128 billion and 9% of GDP -the highest in the world . According to the WHO 2018 Global status report, only 11 African countries have design standards for pedestrians and cyclists. In the region, people spend on an average nearly one hour on walking and cycling – not by choice but due to a lack of other options . Public transport is largely informally operated in African cities with fleets comprising so called “minibus taxis” known by various names in different countries e.g matatus in Kenya and dala dalas in Tanzania. These operate in an erratic manner in responding to travel demand, with operators competing for passengers on the road and generally provide a poor level of service associated with road safety challenges. However, for the majority of people, this may be the only “public transport” option available. Moreover, based on data analysed by UN-Habitat from 138 African cities, only around 32% of people living in these cities can access convenient public transport services within a distance of 500m/ 1000m (depending on carrier capacity). A modern, efficient and safe multi-modal transport system, comprised of public transport accessible to people by a short and comfortable walk or bike ride should thus be a part of the vision of African cities to stem the huge drain on resources and boost their economies in addition to addressing the human tragedy and suffering caused by road traffic crashes. Cycling fighting his way on Nairobi roads. 2020. UN-Habitat A large majority of the African urban residents rely on walking and cycling, with data for many cities showing up to 50-70% of the transport trips. At the same time, the infrastructure for active mobility is often lacking or in poor condition, causing severe safety impacts for the urban population. This alarming situation is often compounded by the lack of integrated transport and urban planning practices, resulting in a priority towards car-oriented transport policies and practices and outdated street design standards with little reference to “complete streets” in urban areas. It is against this background that UN-Habitat is coordinating the “Reclaiming Streets for Pedestrians and Cyclists in Africa” project funded by the United Nations Road Safety Fund, and implemented in collaboration with the Institute for Transportation and Development Policy (ITDP). The project aims to significantly reduce road fatalities among the most vulnerable road users in the countries of Kenya, Ethiopia, Mozambique, Guinea and Rwanda. The project implements large-scale capacity building programmes on safe street designs, for instance in Kisumu, Kenya, where a Minecraft workshop (digital lego for urban design) was organized with local communities to identify their main proposals for better streets. These proposals were tested through a tactical urbanism intervention showcased at the Africities conference in 2022. Safe Routes to School Campaign in Mombasa 2023. Vipul Patel Through the provision of technical assistance, the “Reclaiming Streets” project also contributes to the implementation of pilot initiatives. Public spaces and footpaths that are better designed to safely accommodate rather than hinder street-vending and other such small businesses, can actually boost social activities, employment and potentially also land values. One pilot initiative supported by the “Reclaiming Streets” project is the Nairobi River Life Project, a joint initiative of the Kenyan Government, UN-Habitat and other partners. Under this initiative, opportunities are being developed for regenerating inner city neighbourhoods, supporting local economies, providing alternative connectivity through a network of green and public spaces and a safe network of walkways and bicycle paths, managing storm water, and creating water reservoirs and water parks. Participatory Minecraft workshop on Street Designs. Kisumu 2022. UN-habitat The “Reclaiming Streets” project furthermore assists countries in strengthening their national road safety frameworks for instance by emphasizing the need for safe walking and cycling in Mozambique’s National Road Safety Masterplan, or through its support to the development of Rwanda’s National Street Design Manual. Through regional dissemination of good practice, the project inspires countries across the continent to follow successful pathways towards safer mobility. Together with partners, the project contributed to the first Africa-wide convening for walking and cycling in Kigali, Rwanda. The Forum addressed the long-standing issues with walking and cycling on the continent and initiated the drafting of regional action plans. Lastly, the project also strengthens the collaboration with development banks and financiers and offers support for in providing NMT audits to externally financed mobility projects. As walking and cycling should be considered part of an integrated, multi-modal transport system, the project emphasizes the links with public transport in the context of transit-oriented development. Over the years, UN-Habitat has also assisted African cities in planning for modern public transport systems and provided expertise towards operational planning or corridor design in cities such Kampala, Nairobi, Addis Ababa, Kigali or Dar es Salaam. Road Safety Campaign in Mozambique 2022. UN-Habitat Safe and sustainable mobility is essential for economies to thrive in Africa. Improving accessibility and mobility for all is enabling more people, particularly women and those that were previously constrained by a variety of reasons, such as disabilities and poverty to participate in economic, social and cultural activities and access educational, health and other social services making cities more vibrant engines of economic growth and social development, while also restraining the growing emissions in the region. The Reclaiming Streets project is significantly reducing road fatalities in its partner cities by implementing safer streets for pedestrians and cyclists. Through tactical urbanism interventions and technical assistance for street designs, the project results in safer infrastructure for vulnerable road users while encouraging design features that slow down the speed of motorized transport. The project contributes to safer urban street designs under a complete streets approach, for instance in Rwanda at the Kinamba and Akabuga intersections, or in Ethiopia in 2 school areas in Addis Ababa. In collaboration with the local governments, the project assists during the implementation phase and will assess reductions in injuries/fatalities in a sample number of locations. Cyclist in Mozambique. 2022. UN-Habitat Previous Next

Nairobi is Kenya's capital, premier city, and one of Africa's most important cities. Nairobi is East Africa’s largest and most industrially diversified city with a population of about 5.0 million. The city has grown and transformed significantly in recent years, in large part due to real estate and retail developments that have reshaped the city’s built environment. This series illustrates the dynamics in place in this bustling capital of East Africa. Nairobi-Kenya Nairobi is Kenya's capital, premier city, and one of Africa's most important cities. Nairobi is East Africa’s largest and most industrially diversified city with a population of about 5.0 million. The city has grown and transformed significantly in recent years, in large part due to real estate and retail developments that have reshaped the city’s built environment. This series illustrates the dynamics in place in this bustling capital of East Africa.

< Back Repenser Conakry à travers le prisme de la mobilité urbaine durable Sébastien Goethals Conakry, la capitale de la Guinée, fait face à des défis en matière de mobilité urbaine durable en raison de sa forme urbaine unique et de sa nature hyper centralisée. Avec une population de 2,7 millions d'habitants en 2020, la ville est en passe de doubler d'ici 2040. Son infrastructure est principalement utilisée pour des fonctions logistiques et minières, malgré un potentiel pour la mobilité urbaine. Le manque d'intermodalité et de gouvernance des transports contribue à l'immobilité urbaine et à la congestion. Les grandes tendances incluent la difficulté à décentraliser les fonctions politiques, économiques et industrielles, l'inefficacité des transports publics informels, la sous-utilisation des infrastructures ferroviaires et l'extension de l'agglomération urbaine loin des opportunités économiques. Une approche holistique et centrée sur les personnes en matière de mobilité urbaine peut aider à déclencher un modèle de développement urbain agile et inclusif pour Conakry. Le Plan de Transport Urbain de Conakry vise à résoudre les problèmes de mobilité en construisant une ville polycentrique et décentralisée avec un réseau de transport multimodal. Installée sur une étroite péninsule sur la côte atlantique, Conakry – capitale de la Guinée – possède l'une des formes urbaines les plus uniques et les plus difficiles du continent. La « ville linéaire d'Afrique » est une agglomération urbaine animée, façonnée et entourée par l'océan, les mangroves et la montagne Kakoulima, ne laissant plus de place pour une future expansion urbaine. Au fil des ans, Conakry s'est progressivement éloignée de son centre-ville original à Kaloum, situé à l'extrémité de la péninsule. La croissance spatiale de la capitale guinéenne a principalement été informelle et résulte d'une croissance démographique continue que la ville portuaire n'était pas prévue pour accueillir. Avec 2,7 millions d'habitants en 2020, la population de Conakry est en passe de doubler d'ici 2040. La ville reste « hyper centralisée », avec presque toutes les fonctions métropolitaines concentrées à Kaloum. Madina Market Area Alors que la ville-péninsule devient de plus en plus congestionnée, deux lignes ferroviaires traversent l'agglomération de Conakry, mais elles sont principalement utilisées pour des fonctions logistiques et minières, malgré l'opportunité qu'elles représentent pour libérer la mobilité urbaine pour les Conakrykas. La capacité municipale de gouvernance urbaine et de mise en œuvre de la planification stratégique étant encore très limitée, de nombreuses synergies entre transport et utilisation des sols restent invisibles aux yeux des décideurs locaux. Au-delà de l'approche classique de la planification des infrastructures de transport, cet article introduit comment une approche holistique et centrée sur les personnes en matière de mobilité urbaine peut déclencher un modèle de développement urbain agile et inclusif pour une ville africaine principalement façonnée par l'informalité. Conakry, la ville linéaire d'Afrique en quête de mobilité Depuis 1958, date de l'indépendance de la Guinée, la population urbaine de Conakry croît à un rythme annuel de 6 %, atteignant un peu moins de 3 millions d'habitants en 2020, avec une densité de 16 000 habitants/km². Une population urbaine très jeune – la moitié a moins de 20 ans – fait face rapidement à une pression démographique avec une densification bâtie limitée. L'urbanisation n'a pas été accompagnée de croissance économique ou de politiques urbaines coordonnées capables d'apporter des réponses appropriées à la croissance démographique. Kaloum reste le principal centre économique et politique de l'agglomération. Conakry-Guinea, Google earth 2022 La carte de Conakry parle d'elle-même : « une ville-péninsule linéaire et hyper centralisée », avec à son extrémité Kaloum, port et centre-ville, éloignée de l'agglomération. Alors que le centre-ville est façonné par une grille orthogonale dense, le reste de l'agglomération est principalement le résultat d'une urbanisation informelle, contenue entre des routes radiales et des « corniches » (plutôt que des avenues urbaines), des fronts de mer bâtis, des cours d'eau et deux lignes de chemin de fer convergentes dédiées au transport de fret, qui ont formé la carte mentale des navetteurs de Conakry se rendant tous les jours à Kaloum et au marché de Madina. La densité des rues de Conakry est donc l'une des plus faibles d'Afrique. Stratégiquement situé le long de l'autoroute Fidel Castro, le marché animé de Madina a étendu son empreinte au fil des ans loin de son espace initial. Dans les rues environnantes, une forte intensité d'activité humaine prospère, ressemblant à un laboratoire à ciel ouvert pour la mobilité urbaine… et la congestion. La logistique urbaine dépend fortement du transport par camions sortant du port situé à Kaloum, où les rues urbaines et les routes luttent contre la congestion et la sécurité routière qui asphyxient le centre-ville. La complexité de « l'immobilité urbaine » et de la congestion à Conakry réside dans le manque d'intermodalité et de gouvernance des transports. En même temps, de nombreuses opportunités pour les passagers et le fret ne sont pas exploitées en ce qui concerne les chemins de fer et les voies navigables. Plusieurs grandes tendances définissent la congestion actuelle de Conakry et la mobilité insoutenable : Malgré plusieurs tentatives, Conakry a du mal à décentraliser et à relocaliser ses fonctions politiques, économiques et industrielles en dehors de Kaloum et de Madina, laissant le reste de l'agglomération éloigné des opportunités ; Représentant 80 % des déplacements quotidiens, les piétons font face à un manque dramatique de marche à pied ; La densité des routes et des rues pavées est dramatiquement faible et conduit tous les flux de trafic vers les principales voies de circulation. Les routes principales et les intersections sont également les principaux espaces d'activité du marché ; Le transport public informel est inefficace et devient une source de congestion et d'insécurité, car les magbanas, taxis et moto-taxis n'ont pas d'arrêts dédiés ; Un système de transport public efficace et durable a peu de viabilité financière dans le contexte actuel. Les lignes de bus sans voies dédiées ne peuvent être attractives, et la plupart des Conakrykas préfèrent compter sur les taxis et les magbanas avec des itinéraires et des horaires plus flexibles. Cette situation a conduit à plusieurs reprises à la faillite de la compagnie de transport public (SOTRAGUI) ; Les deux-roues sont de plus en plus présents sur les routes de Conakry, avec une part de 30 à 50 % observée sur les principales artères de la ville ; L'infrastructure ferroviaire traversant la ville est sous-utilisée à la fois pour le trafic de passagers et de fret ; Malgré l'opportunité offerte par le chemin de fer, la plupart du trafic de fret sortant du port repose sur des camions circulant et se garant dans des rues qui ne peuvent pas absorber de tels véhicules, ce qui pose des problèmes de sécurité des piétons et des problèmes critiques de viabilité urbaine ; L'agglomération urbaine s'étend loin des opportunités économiques, entraînant de grands risques d'appauvrissement, bien que certaines opportunités de décentralisation du port et du marché à Kagbelen existent. Recréer une péninsule polycentrique, multipolaire et multimodale : Décentraliser, débloquer, reconnecter et diversifier l'espace urbain de Conakry De 2017 à 2019, le « Plan de transport urbain » de Conakry a été élaboré pour répondre à ces problèmes urgents de mobilité et a finalement été conçu comme un « plan de mobilité urbaine durable », ciblant les priorités selon leur faisabilité avec des échéances (2020 à 2040) et avec une approche à plusieurs échelles d'interventions à court et à long terme (zone métropolitaine, district, quartier, rue). CONAKRY URBAN MOBILITY PLAN Le plan a ensuite été reformulé en plans d'investissement quinquennaux qui identifient les synergies financières et pratiques entre les projets. Le plan propose une vision du développement urbain durable basée sur une ville linéaire polycentrique et décentralisée reconstruite le long d'un réseau de transport public multimodal, reposant principalement sur les chemins de fer et les routes existants où les populations urbaines et les activités économiques sont déjà en place. En associant les besoins urgents de Conakry en matière d'action et d'anticipation stratégique des défis de développement à long terme, le projet adopte une approche ascendante centrée sur les personnes, avec un plan directeur métropolitain liant transport de masse, logistique urbaine, marchabilité et développement orienté vers le transport. Construire progressivement un réseau de transport multimodal, en commençant par un service de train urbain amélioré sur la voie ferrée existante et une première ligne de Bus Rapid Transit (BRT) : La première phase vise à restaurer la ligne CBK et à construire des voies ferrées parallèles de Kaloum à Simbaya ; En commençant par des voies de bus dédiées dans le centre historique de Kaloum, la première ligne BRT se connecte à la gare de Cosa via la Route Le Prince ; Le réseau multimodal commence avec 726 000 habitants à moins de 10 minutes à pied d'une station. Déconcentrer les fonctions gouvernementales, les programmes de logement, les commerces de détail et la logistique dans quatre sous-centres à usage mixte et praticables : Kaloum comme centre culturel et historique piétonnier, libérant de l'espace pour des projets de logement et des fronts de mer verts ; Koloma comme centre administratif à usage mixte et quartier d'affaires connecté au BRT ; Sonfonia Plateau comme un important pôle de transport public et un campus pour l'entrepreneuriat, l'éducation, le commerce et le logement ; Kagbelen comme un hub logistique national, un port sec et le nouveau marché principal de la ville, à l'interface entre Conakry et le reste de la Guinée. Réhabiliter et connecter les réseaux de rues urbaines inachevées et les artères secondaires à travers l'agglomération : Chaque rue existante de Conakry a été répertoriée et hiérarchisée pour définir comment les lignes directrices de conception peuvent être appliquées à chaque catégorie de rue ; Des corridors de transport non motorisé (NMT) et des voies vertes continues pour les piétons sont prévus à travers la ville en synergie avec d'autres projets de transport et la réhabilitation du front de mer. Transférer le transport de fret vers le chemin de fer et réorganiser la logistique urbaine pour améliorer la sécurité routière : Avec la multiplication des voies ferrées sur la ligne CBK, le tronc ferroviaire combine le trafic de fret, la logistique urbaine et le transport public sur un seul axe, conduisant au développement de multiples hubs logistiques et de nouveaux marchés ; Le port sec de Kagbelen et le hub logistique majeur soutiennent la déconcentration des activités du port en eau profonde et libèrent Kaloum et Madina de la congestion croissante du trafic, notamment des camions ; Avec le développement d'un marché plus grand près de Kagbelen, le marché de Madina peut se concentrer sur sa requalification et sa modernisation. L'accessibilité aux biens et aux activités commerciales devient plus équilibrée à travers la ville. Avec une capacité prévue de 235 600 passagers par jour et par direction, le réseau de transport en commun de masse multimodal peut porter la part des transports publics de 17 % à 41 % pour les transports motorisés et épargner un million de tonnes de CO2 à l'empreinte carbone annuelle de Conakry d'ici 2030. Au-delà de l'infrastructure, l'objectif principal du projet est de restaurer la ville en tant que catalyseur de synergies entre les personnes et l'espace, les passagers et le transport de fret, la logistique urbaine saine et les marchés de rue, le transport et la marchabilité, l'économie urbaine et la viabilité. Du gris au vert, la planification d'un tel réseau multimodal n'est que le point de départ d'un changement en matière de viabilité urbaine et de prospérité économique si des actions ciblées sont entreprises à l'échelle des rues et au sein des communautés. C'est pourquoi l'étude de planification a été accompagnée d'un projet pilote de rue à Kaloum, où des actions simples avec la participation du public créent un nouvel environnement, comme protéger les trottoirs du stationnement des voitures, convertir la rue en sens unique, planter des arbres et utiliser la tarification du stationnement pour réinvestir l'argent dans les espaces publics. Les stations de transit multimodal doivent être conçues comme des catalyseurs pour des espaces publics à échelle humaine, des interventions de modération du trafic et des environnements améliorés pour les marchés et les activités commerciales en plein air. Le plan souligne l'importance d'associer chaque investissement lié au transport (et aux infrastructures grises) à une part dédiée aux espaces verts, aux solutions fondées sur la nature et aux espaces piétonniers inclusifs. Par exemple, la zone de Sandervalia à Kaloum est redessinée en intégrant une voie de bus dédiée pilote avec une Rambla verte menant au front de mer sud du centre-ville. Le développement équitable orienté vers le transit (eTOD) autour des stations de chemin de fer et de BRT nécessite une approche socialement inclusive avec des lignes directrices de planification et de conception qui incluent une part de logements abordables, suffisamment d'espace pour des marchés couverts et en plein air, et suffisamment d'espace vert pour éviter les effets d'îlot de chaleur urbain qui affectent généralement la densité urbaine. Le quartier de Cosa est à la jonction entre une gare ferroviaire et une station BRT, le marché de Cosa et des terrains vacants entourant l'infrastructure ferroviaire. L'investissement coordonné permet des synergies pour des espaces publics intermédiaires, des liaisons piétonnes et des stations de taxis pour une complémentarité juste avec les transporteurs existants tels que les magbanas, taxis et moto-taxis. Alors que le chemin de fer et le BRT améliorent les trajets longue distance, les transporteurs locaux ont une nouvelle opportunité de se concentrer sur les rues secondaires et les quartiers qui nécessitent une meilleure connectivité avec le réseau principal. L'exemple de Cosa illustre à quel point il est essentiel de planifier et de concevoir en anticipation pour créer les conditions idéales pour qu'un écosystème de mobilité urbaine durable prospère dans une ville africaine. Cette approche de la gouvernance urbaine à plusieurs échelles est précisément le rôle d'une autorité de transport urbain et d'une agence de planification urbaine travaillant ensemble sur une vision commune. Intégrer la mobilité urbaine comme un lien sain entre les personnes et l'espace Libérer l'avenir de Conakry semble plus lié aux synergies entre les parties prenantes de la ville qu'aux solutions techniques et aux projets sectoriels seuls. Résoudre les problèmes d'utilisation des sols et de congestion du trafic soulève la question du type de viabilité et de mode de vie urbains que la capitale de la Guinée souhaite fondamentalement promouvoir et développer. Si l'investissement dans les transports publics est une opportunité pour ramener de véritables espaces publics praticables et multimodaux, il vaut la peine de briser les silos des projets sectoriels. La réhabilitation du chemin de fer est une occasion unique de construire la première autoroute piétonne d'Afrique, longue de 40 km, et de connecter les marchés en plein air les uns aux autres dans des conditions saines. Le transfert du trafic de fret de la route au rail éloigne des milliers de camions des rues de Conakry et rend l'infrastructure de transport en commun de masse plus réaliste à investir, rendant les rues et les routes plus sûres pour tous. L'amélioration des conditions de mobilité ne donne pas seulement de l'espace aux personnes, mais aussi aux solutions fondées sur la nature, aux espaces verts réduisant les îlots de chaleur urbains et aux espaces urbains résilients aux événements climatiques immédiats. Previous Next

< Back World cities day talk 2024 Conference November 9, 2023 Cameroon Rethinking urban development through transport and inclusive mobility The World Cities Day Talk (WCDT) is an annual event co-organized with the Nandhaa firm to celebrate World Cities Day. This event aims to provide a forum for discussion on the issues facing African cities and to raise awareness of urban development challenges in Africa. It also seeks to reflect on innovative solutions that can address the identified challenges. Thus, gathered around a key theme of sustainable urbanism in Africa, city stakeholders and professionals share their knowledge and experiences. The WCDT2023 was held on November 9, 2023, at the K Hotel in Douala, Cameroon, focusing on the theme of urban resilience. This edition took place in a context marked by the resurgence of disasters in Cameroonian cities (landslides, floods, etc.). The discussions aimed primarily to highlight the various stakeholders involved in building more resilient cities in Cameroon, the challenges they face, and the available action levers to overcome these challenges. Nearly 50 participants were engaged by the insights shared by distinguished professionals. Subsequently, the debate shifted to more cross-cutting topics contributing to urban resilience, such as land management and technological innovation. Online and/or in-person, the WCDT brings together numerous city stakeholders every year to discuss inclusive, resilient, and sustainable cities in Africa. Moreover, this event is also dedicated to the launch of the African Cities Magazine. Previous Next