< 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

Lomé, the capital and largest city of Togo, is uniquely positioned as the only capital city in the world that borders another nation—Ghana. Situated on the Gulf of Guinea, Lomé serves as the economic and administrative hub of Togo, with its bustling port playing a critical role in the country's economy. The city is known for its vibrant markets, especially the Grand Marché, a colorful epicenter of Togolese commerce and culture. Lomé also features a mix of colonial architecture and modern buildings, reflecting its history and development. The city's coastline is lined with palm-fringed beaches, making it a picturesque location for both residents and visitors. Lomé-Togo Lomé, the capital and largest city of Togo, is uniquely positioned as the only capital city in the world that borders another nation—Ghana. Situated on the Gulf of Guinea, Lomé serves as the economic and administrative hub of Togo, with its bustling port playing a critical role in the country's economy. The city is known for its vibrant markets, especially the Grand Marché, a colorful epicenter of Togolese commerce and culture. Lomé also features a mix of colonial architecture and modern buildings, reflecting its history and development. The city's coastline is lined with palm-fringed beaches, making it a picturesque location for both residents and visitors.

Africa Innovation Network est ravi de participer au forum organisé par Le Grdr et ses partenaires sur les trajectoires des villes du fleuve Sénégal. < Back AIN au forum, quelles trajectoires pour les villes du fleuve Sénégal ? Africa Innovation Network est ravi de participer au forum organisé par Le Grdr et ses partenaires sur les trajectoires des villes du fleuve Sénégal. Africa Innovation Network est ravi de participer au forum organisé par Le Grdr et ses partenaires sur les trajectoires des villes du fleuve Sénégal. Rejoignez-nous du 12 au 14 décembre 2023 à l’hôtel Sindoné à Saint Louis au Sénégal pour explorer l'avenir de Kayes, Kaédi et Bakel. Nous y animerons deux tables rondes pour Plonger dans les enjeux de l'urbanisation ouest-africaine et des villes intermédiaires au Sahel, et Explorez les opportunités des villes intermédiaires de la moyenne vallée du fleuve Sénégal. Le Grdr et ses partenaires organisent leur forum « Quelles trajectoires pour les villes du fleuve Sénégal ? Regards sur Kayes, Kaédi et Bakel » , qui se tiendra les 12, 13 et 14 décembre 2023 à l’hôtel Sindoné à Saint Louis au Sénégal. (uniquement sur invitation). Au cœur des échanges : L a Moyenne Vallée du Fleuve Sénégal connaît depuis les années 1970, une croissance démographique soutenue et une urbanisation rapide. Ces petites et moyennes villes, qualifiées de «villes intermédiaires », sont confrontées à des défis majeurs en matière de transformation des territoires et des sociétés dans un contexte de changements climatiques et de de tensions sociales et sécuritaires. En phase de densification et d’urbanisation, elles doivent s’adapter en permanence pour répondre aux besoins des populations. Ce forum a pour but d’ i nformer et communiquer sur les enjeux des villes intermédiaires auprès des acteurs publics, privés et de la société civile ici et là-bas, de valoriser et mettre en lumière les potentialités des villes intermédiaires de la moyenne vallée du fleuve et de co-construire une communauté d’acteurs opérationnels et académiques autour des villes intermédiaires et de leurs enjeux afin de travailler dans une dynamique de recherche - action. Le forum s’organisera entre des temps de débats sous forme de de table ronde, des ateliers de présentation/immersion dans les villes et des présentations d’initiatives qui contribuent à construire la ville et la faire vivre au quotidien. Une soirée spéciale sera également organisée Le vernissage de l ’exposition photographique : Bakel , Kaédi et Kayes : des villes en mouvement sur le fleuve Sénégal (ouverte à tous et toutes, à l’espace Kawsara, quai Roume, île de Saint Louis, du 12 au 26 décembre 2023). Cette exposition a pour ambition de restituer et d’illustrer les dynamiques et mécanismes de la transition urbaine au Sahel tels qu’ils sont ressortis lors de la démarche de diagnostic participatif prospectif mise en œuvre dans le cadre du travail du Grdr. Previous Next

Yaoundé, Cameroon's political capital is one of the two most important cities in the country and is experiencing rapid population growth and spatial expansion. With a population estimated at more than 3.5 million inhabitants, the city has a metropolitan dynamic reinforced by its status as a political capital. This series resorts the energy of Yaoundé, as well as its spatial configuration between modern and precarious housing. Yaoundé-Cameroon Yaoundé, Cameroon's political capital is one of the two most important cities in the country and is experiencing rapid population growth and spatial expansion. With a population estimated at more than 3.5 million inhabitants, the city has a metropolitan dynamic reinforced by its status as a political capital. This series resorts the energy of Yaoundé, as well as its spatial configuration between modern and precarious housing.

< Back Un (re)développement urbain accéléré pour des lieux habitables the Urban Fabric Initiative Florent Chiappero, Sarah Lecourt, Bea Varnai Urban Fabric Initiatives (UFI) sont des projets à petite échelle d'amélioration des espaces publics et des infrastructures communautaires, co-conçus et produits par les citoyens et les parties prenantes urbaines. Mis en œuvre parallèlement à des programmes de développement urbain à grande échelle financés par l'Agence Française de Développement (AFD), les UFI visent à expérimenter, promouvoir et développer des approches et des outils inclusifs, participatifs et agiles pour améliorer la qualité et l'appropriation locale des projets urbains. Les UFI placent les communautés d'utilisateurs et les résidents au centre de la prise de décision, de la gestion et de la conception, en accordant une attention particulière aux groupes d'utilisateurs et d'habitants les plus vulnérables. Depuis 2018, les UFI ont été mises en œuvre en Tunisie, à Ouagadougou, à Dakar, à Abidjan et à Nairobi. Le programme vise à reproduire l'approche participative et le dialogue multi-acteurs, aboutissant à la transformation de quelques sites et espaces dans chaque ville des UFI, à une échelle plus large. Les UFI cherchent à contribuer à un changement durable des processus de prise de décision et de gouvernance concernant les projets urbains, en établissant de nouvelles normes pour les autorités locales et nationales. Les Urban Fabric Initiatives (UFI) sont des projets de revalorisation de l'espace public et d'infrastructures communautaires à petite échelle, co-conçus et co-produits par les citoyens et les acteurs urbains (autorités publiques locales et nationales, prestataires de services, acteurs économiques locaux...). Ils sont mis en œuvre parallèlement et en coordination avec des programmes de (re)développement urbain de plus grande envergure financés par l'Agence française de développement (AFD), et s'inspirent des approches de développement urbain participatif et de " placemaking ". Initiées par l'AFD, les UFI ont pour objectif d'expérimenter, de promouvoir et de développer des approches et des outils inclusifs, participatifs et agiles pour améliorer la qualité et l'appropriation locale des projets urbains. Les UFIs placent les communautés d'usagers et les habitants au centre de la prise de décision, de la gestion et de la conception, avec une attention particulière envers les groupes d'usagers et d'habitants les plus vulnérables. Les UFI cherchent à démontrer au niveau local et à petite échelle que l'urbanisme participatif et multi-acteurs est possible et efficace, dans le but de contribuer à faire évoluer les pratiques de développement urbain et à améliorer la qualité des espaces urbains pour tous. Les UFI sont mises en œuvre depuis 2018 dans deux villes de Tunisie (Tunis et Gabès), à Ouagadougou (Burkina Faso), Dakar (Sénégal), Abidjan (Côte d'Ivoire) et Nairobi (Kenya). Chacune d'entre elles est déployée par des coordinateurs locaux d'UFI - organisations de la société civile, ONG, centres de recherche et/ou studios d'architecture - ancrés dans le contexte local et rompus aux processus participatifs, en partenariat avec les autorités locales. Les futurs UFI devraient émerger en parallèle des projets de (re)développement urbain financés par l'AFD dans une variété de villes africaines et au-delà (Asie et Amérique latine). Pikine, in the suburb of Dakar: a community lauching on site, PUO 2021 Dans la mesure où ils visent à transformer durablement les paysages urbains, les projets de (re)développement urbain, de mobilité et d'infrastructure sont confrontés à différents défis et difficultés. En raison des diverses questions à prendre en compte, il faut souvent du temps pour les lancer et les mettre en œuvre ; dans certains cas, les infrastructures primaires, telles que les nouvelles voies de transport, ne sont pas intégrées au tissu urbain local environnant. Dans d'autres, les infrastructures sociales financées par des fonds publics ne sont pas conçues en collaboration avec les (futurs) utilisateurs et résidents, et pourraient ne pas répondre aux besoins locaux et ne pas s'adapter aux pratiques existantes. En conséquence, le potentiel de transformation positive des projets de développement urbain peut être entravé par leur échelle et le manque d'appropriation par les communautés locales (résidents et utilisateurs finaux des projets). À plus long terme, l'impact sociétal et économique positif des infrastructures et des services urbains ne répondant pas de manière satisfaisante aux besoins locaux, et qui sont moins appropriés par les communautés d'utilisateurs, sera amoindri et les coûts de maintenance augmenteront. Consciente de certaines de ces lacunes, l'Agence française de développement (AFD) a mis en place les Initiatives pour la fabrique urbaine (IFU) afin de développer des approches participatives, inclusives et expérimentales parallèlement à des projets de (re)développement urbain à grande échelle. Avant de devenir un programme multi-pays à part entière, l'approche UFI a débuté sous forme de pilotes à Ouagadougou et Tunis en 2018. Ces pilotes ont exploré de nouvelles façons de concevoir des infrastructures sociales, à travers une approche ascendante en vue d’améliorer l'acceptabilité et la durabilité des investissements publics dans les infrastructures urbaines, ainsi que de répondre à un besoin d'action urgent. Devant le succès des premières expérimentations d'UFI à Ouagadougou et Tunis, l'AFD a décidé d'étendre l'initiative à d'autres villes (où elle soutient des programmes de développement urbain), et de confier la conception et la gestion des UFI émergentes à des ONG, des organisations civiques, des studios d'architecture et des centres de recherche. L'opportunité de financer une UFI, mise en œuvre en partenariat avec les autorités locales, est discutée avec les acteurs publics locaux. Chaque UFI a une durée d'environ 2 ans (potentiellement prolongeable pour une période supplémentaire de 2 ans), pendant laquelle elle transforme et active divers sites. En Tunisie, à Abidjan et à Nairobi, les UFI sont déployées en parallèle des programmes de rénovation urbaine financés par l'AFD et portés par les agences nationales (selon le contexte, le ministère de la construction ou du développement urbain et de la rénovation urbaine) et les autorités locales. Grâce à des approches de co-conception, les espaces restants des projets de rénovation urbaine sont revalorisés pour un usage communautaire ou des utilisations potentielles futures qui sont identifiées dans les cas où le projet de réaménagement urbain n'est pas encore mis en œuvre. Les méthodes de co-conception engagent les communautés dans les processus de décision, menant à la transformation de leurs quartiers et permettant aux autorités et aux agences sectorielles de mieux comprendre les besoins locaux. À Ouagadougou, les espaces réservés par les autorités municipales pour la construction d'infrastructures sociales et culturelles sont temporairement transformés et aménagés afin de tester les utilisations futures et d'adapter les infrastructures aux besoins et désirs réels de la population. A Dakar, l'UFI valorise les terrains résiduels issus des projets de mobilité urbaine (Train Express Régional et Bus Rapid Transit) qui transforment durablement le visage de nombreux quartiers de Dakar, notamment de sa périphérie. Les aires de jeux, les espaces multifonctionnels, les installations de loisirs et de sports, ainsi que les espaces publics résultant des UFI, n'ont pas seulement un impact immédiat sur la vie des communautés locales, mais contribuent également à transformer le processus par lequel les transformations urbaines ont lieu à une échelle plus large, au niveau du projet urbain. Pikine: a co-designed public space, Studio-Bainem 2021 L'urbanisme participatif, la co-conception, le "placemaking", l'urbanisme tactique et temporaire ne sont pas nouveaux dans le développement urbain. Ces approches sont pratiquées depuis que les gens créent des lieux et construisent des villes. Parfois, elles ont été formalisées et structurées, en coordination avec les acteurs et décideurs urbains publics et privés et la société civile. Dans d'autres cas, et pour la majorité des contextes du Sud global, beaucoup de processus qui sous-tendent le "tissu urbain collectif" résultent de la fabrication quotidienne de la ville, et de processus relativement spontanés et non réglementés. En Afrique notamment, le tissu urbain est principalement le résultat des efforts d'un large éventail d'acteurs non étatiques, y compris les citoyens et les travailleurs informels : à titre d'exemple, au Sénégal, 80% des logements sont construits par des processus d'auto-assistance (développés par les usagers), 53,3% du commerce local est constitué de vente ambulante, et 42% du PIB national est créé dans le secteur informel qui emploie 80% de la population. Pikine, in the suburb of Dakar: a community diagnosis workshop on the «Penc’Mobile», Studio-Bainem 2021 Depuis peu, les décideurs politiques et les professionnels de la ville sont de plus en plus disposés non seulement à reconnaître les efforts de ce que l'on appelait la création de villes "informelles", mais aussi à tirer des enseignements de ces pratiques. En particulier, étant donné que la transformation participative, tactique et temporaire de l'espace urbain, mise en œuvre de bas en haut, est souvent frugale (rentable) et répond aux besoins concrets et immédiats des communautés urbaines. Les UFI sont un exemple de la volonté d'introduire des approches plus agiles et ascendantes dans les pratiques institutionnelles de développement urbain. Leur particularité est d'ouvrir - avant, pendant et après la mise en œuvre de projets de (re)développement urbain menés par le secteur public - une voie pour la coproduction d'espaces publics, d'infrastructures communautaires, d'équipements sociaux impliquant toutes les parties prenantes : autorités locales et nationales, communautés d'usagers, résidents, acteurs économiques locaux et agences sectorielles. L'espoir est de reproduire à plus grande échelle l'approche participative et le dialogue multipartite qui ont abouti à la transformation de quelques sites et espaces dans chaque ville de l'UFI : en transformant les pratiques d'urbanisme, en renforçant la confiance mutuelle entre les communautés et les autorités publiques, et en expérimentant non seulement des approches plus participatives et inclusives de l'urbanisme, mais aussi en introduisant des utilisations plus durables des ressources (matériaux de construction durables, énergie solaire pour l'éclairage public, gestion des déchets et économie circulaire) et en générant des impacts positifs pour l'économie locale (formation professionnelle, activités génératrices de revenus). Les processus expérimentaux mis en œuvre dans chaque UFI visent donc à contribuer à une conversation plus large sur le développement urbain durable et participatif. Depuis 2018, les UFI ont mis à niveau 25 sites à travers cinq villes, (5 à Dakar, 7 à Ouagadougou, 9 en Tunisie, 4 à Abidjan) : il s’agit de 141 microprojets dirigés par les communautés sur ces sites, et pour lesquels 2 outils mobiles d'engagement communautaire ont été développés. 3 à 5 sites supplémentaires sont prévus pour une mise à niveau dirigée par les communautés dans le cadre de l'UFI. Ce dernier est en cours de lancement à Nairobi. A titre d'exemple, à Ouagadougou, 15 000 personnes ont directement bénéficié d’un projet d’amélioration des équipements de loisirs et de services, qualité de vie, réduction des risques environnementaux et sanitaires. Ce nombre comprend les personnes qui utilisent hebdomadairement les équipements sur les sites d'intervention (2 000), celles qui ont participé à un ou plusieurs ateliers et formations de l'UFI (3 000), les bénéficiaires des microprojets menés par les OSC (7 000) et les participants aux événements culturels et sportifs (3 000 athlètes, artistes, techniciens). Les bénéficiaires indirects comprennent les habitants des quartiers touchés par les projets de l'UFI, et s'élèvent à plusieurs centaines de milliers de personnes pour les 5 UFI en cours. Les UFI impliquent particulièrement les populations et groupes vulnérables - tels que les femmes, les enfants et les jeunes, les personnes handicapées qui voient leurs besoins pris en compte dans le processus de conception et bénéficient d'un accès amélioré - et divers types de parties prenantes : communautés d'utilisateurs et leurs leaders, autorités locales - 4 à Dakar, 3 à Ouaga, 2 en Tunisie, 3 à Abidjan, 1 au Kenya -, autorités nationales, y compris les prestataires de services et divers ministères, donateurs et organisations internationales, leaders religieux et communautaires. En outre, les bénéficiaires comprennent des artisans, des leaders communautaires féminins et masculins qui ont été formés aux techniques de construction (durable), à la gestion administrative et financière des OSC/OBC, ainsi qu’à l'entretien des sites. Pikine, in the suburb of Dakar: a children workshop with a model of the neighbourhood, Studio-Bainem 2021 En fournissant une plateforme pour des activités génératrices de revenus (comme des stands de nourriture, des cours de gym) et en contractualisant avec des artisans locaux, les UFI contribuent à renforcer l'économie locale et l'esprit d'entreprise local. Parmi les effets externes positifs observés et signalés par les communautés bénéficiaires et les opérateurs du projet, on peut citer : la transformation des pratiques de gouvernance urbaine, la diffusion d'approches nouvelles et transférables en vue d'un développement urbain plus durable et équitable, l'amélioration de la résilience urbaine, le renforcement de l'économie locale et le changement des récits urbains (des lieux défavorisés). Les UFI sont des projets d'amélioration des espaces publics et d'infrastructures communautaires à petite échelle, co-conçus et coproduits par les habitants et les acteurs urbains en parallèle des projets de (ré)aménagement urbain financés par l'AFD. Depuis sa création initiée par l'AFD en 2018, les UFI ont été développés dans cinq villes africaines et se traduisent par l'amélioration de 25 espaces publics et d'équipements sociaux, situés majoritairement dans des quartiers défavorisés. Le processus de conception participative et inclusive de la mise à niveau et des transformations urbaines dans le cadre des UFI a également amélioré l'inclusion des populations marginalisées, les besoins des personnes vulnérables étant pris en compte non seulement dans la conception, mais aussi dans la mise en œuvre et la gouvernance des espaces et des équipements. Il est important de noter que les UFI cherchent à contribuer à un changement durable dans les processus de prise de décision et de gouvernance concernant les projets urbains : les communautés d'utilisateurs s'engagent dans un dialogue avec les fournisseurs de services publics et les autorités aux niveaux national et local afin de co-définir la conception, l'accès et l'entretien des installations publiques et sociales, et de sécuriser les espaces ouverts pour un usage public. Les UFI établissent de nouvelles normes pour les autorités locales et nationales qui sont de plus en plus ouvertes à la participation civique dans le domaine public. Les UFI instaurent la confiance et les conditions de coexistence et de coproduction entre les autorités locales/nationales et les résidents, les communautés d'utilisateurs (ayant des intérêts récréatifs et économiques différents), les personnes âgées et les enfants, les hommes et les femmes, etc. Compte tenu du succès de l'expérimentation initiale de l'UFI, le programme s'est organiquement étendu à cinq comtés, avec deux autres UFI bientôt lancées à Antananarivo et Monrovia, et a déclenché des collaborations avec le programme d'espace public d'ONU-Habitat, des réseaux d'activistes et de praticiens urbains tels que le Center for African Public Space et le Placemaking network. Previous Next

Africityshoot is a collection of photos of African cities to share the warmth, beauty, energy and vibrancy of cities on the continent. Discover the dynamics at work in African cities through unique shots of different cities taken by actors committed to the sustainable transformation of the continent's territories. Africityshoot Africityshoot is a collection of photos of African cities to share the warmth, beauty, energy and vibrancy of cities on the continent. Discover the dynamics at work in African cities through unique shots of different cities taken by actors committed to the sustainable transformation of the continent's territories. These images are to be used for non-commercial purposes.

< 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

Financement, Foncier et Fiscalité sont pour lui au cœur de la production de logement au Cameroun < Back Les enjeux de la promotion immobilière au Cameroun M. MOUNGANG Blaise M. MOUNGANG Blaise, promoteur immobilier et Président de l'Association des Promoteurs Immobiliers du Cameroun, nous parle de l'état actuel de la promotion immobilière au Cameroun. Financement, Foncier et Fiscalité sont pour lui au cœur de la production de logement. https://www.youtube.com/watch?v=K54kh7mqmLM

< Back In Cape Town, South Africa, road and pedestrian safety remains a critical urban challenge Rashiq Fataar In Cape Town, South Africa, road and pedestrian safety remains a critical urban challenge. Nearly half of the city’s road traffic fatalities involve pedestrians; more than double the global average. To challenge road policy and promote safer streets, Our Future Cities, in collaboration with property developer Blok and artist Al Luke, introduced a public artwork at a pedestrian crossing in Sea Point. While easy to install, the intervention unveiled the tensions between conventional road regulations and creative, tactical approaches aimed at improving pedestrian experience. Initially the project faced legal and political resistance, with concerns that the artwork might distract drivers, outweighing its potential to highlight pedestrian safety. Despite initial concerns, in 2023, the artwork, entitled "Recollection," was painted directly on Sea Point Main Road by Al Luke of the creative duo Mrs. and Mr. Luke. The vibrant, colourful artwork - with bold lines and abstract shapes - draws attention to the pedestrian crossing and adds joy to space. Post-installation surveys showed strong public support: 90% endorsed the project, 83% said it raised safety awareness, and 83% felt safer using the crossing. What began as a symbolic gesture, in a legal “grey area”, has since sparked a ripple effect across Cape Town. These projects show a shift in city policy and public attitudes, highlighting a growing openness to creative, pedestrian-focused street design. Once seen as possibly illegal, the Sea Point crossing is now a catalyst for rethinking how South African cities design for equity, mobility, and joy. "Despite the dire state of pedestrian safety in South Africa, across many parts of the country walkability remains extremely poor, and pedestrians are consistently treated as an afterthought in urban design and transport planning" View looking down on Main Road in Seapoint, Cape Town, South Africa. December, 2023, Matthew Giffiths In 2023, a colourful public artwork was installed at a pedestrian crossing on Sea Point Main Road. Sea Point is a high-density urban neighbourhood and one of Cape Town’s most walkable precincts. However, even in this relatively walkable area, pedestrian safety is an issue. The artistic enhancement of the pedestrian crossing on Sea Point Main Road was aimed at drawing attention to the issue of pedestrian safety in Cape Town, and more broadly, South Africa. The issue is of particular importance as nearly half of all road traffic fatalities in the City of Cape Town involve pedestrians; this is more than double that of the global average. Despite the dire state of pedestrian safety in South Africa, across many parts of the country walkability remains extremely poor, and pedestrians are consistently treated as an afterthought in urban design and transport planning. The unconventional road safety intervention, installed by artist Luke Al, was well suited to Sea Point, as the suburb is one of Cape Town’s most densely populated areas. Despite high levels of pedestrian activity, the road design and regulations in Sea Point continue to prioritise vehicle flow over human safety and comfort. Stakeholders and everyday users of space include: - Children who travel long distances via public transport to attend schools in the area. - Elderly residents who run errands and access essential services. - Tourists and visitors, some of whom might be unfamiliar with local traffic dynamics. - Retail and office workers, who often rely on public transport and complete their journeys on foot. - Local businesses and property owners, who have an interest in making public space more inviting and accessible. This mix of permanent and transient users creates a dynamic urban space with a pressing need for safe, legible, and inclusive pedestrian infrastructure. However, stringent and outdated traffic laws, such as the National Road Traffic Act, often obstruct any attempt at creative, people-centred interventions in road space. The Road Traffic Act in particular restricts markings, signs, and installations on roads that might distract drivers, be confusing, or compromise safety. Well-meaning traffic engineers and public servants are also incredibly risk averse and tend to shy away from unconventional interventions. Without drastic action and with very limited room for innovation pedestrian deaths and injuries remain high while efforts at fostering safer urban environments are hindered. The Sea Point pedestrian crossing embodies the tension between car-centric “First World” regulations and the realities of a Global South urban context, where infrastructure often lags behind social needs. Cape Town, like many rapidly urbanizing cities, faces the challenge of adapting formal rules and design principles to better serve its people. In this context, the Sea Point pedestrian crossing not only responded to an urgent need for improved pedestrian safety but also challenged the prevailing mindset in which various levels of government, business, and civil society respond to the challenges facing South Africa. Additionally, by showing that roads can be spaces for creative expression, safe places for pedestrians, and form part of the key social infrastructure in a neighbourhood, the Sea Point pedestrian crossing implicitly argues for flexible, humane, and responsive urban environments. "What made the Sea Point Pedestrian Crossing project unique was not only its creative response to the problem of pedestrian marginalisation, but also the strategic way it was implemented" View of pedestrian crossing in Seapoint after being painted. December, 2023, Matthew Giffiths The successful implementation of this project involved the commitment of an unusual coalition of public, private, and civic actors willing to challenge the norms of urban infrastructure in Cape Town, and South Africa. For at least the decade before 2023 (when the Sea Point crossing was installed) introducing art or colour near crossings was deemed both impossible and illegal by various city officials. However, with a new Mayor in 2021, came new possibilities. An ambitious local property developer, together with Our Future Cities, leveraged the change in leadership to collaborate with the Transport Department, the Roads and Stormwater Department, and the local Ward Councillor. Additional assistance was provided by the Mayor’s office to help navigate the bureaucratic resistance historically associated with any non-standard street interventions. The fact that the funding was provided by a private property developer with a vested interest in the area’s vibrancy and safety, and that the intervention came at no cost to the City, also helped make the project a reality. Despite initial resistance from the City’s Public Art and Safety divisions, the project’s proponents successfully made the case that creativity and safety are not mutually exclusive, but complementary. Crucially, the process wasn’t just top-down. Community members were surveyed both before and after the project’s installation, and a participatory approach ensured that the design was informed by local users’ needs and observations. The strategy focused on visibility and behaviour change, using vibrant street murals to draw attention to a high-risk crossing, and reframing pedestrian zones as spaces deserving of care and creative thought. The results from the Sea Point crossing have been significant and measurable. A post installation survey showed: 90% of respondents supported the project and its location, 83% felt the crossing raised awareness about pedestrian safety, 83% reported feeling more secure using the intersection, 89% believed similar crossings should be introduced citywide, 74% had previously observed safety hazards at the site, 64% still felt additional safety measures (like better lighting or signal timing) were needed. “These installations function more like public art than traditional road markings” An aerial view of one of the redesigned pedestrian crossings in Century City by Art·hub Visual Marketing These figures demonstrate not only improved perceptions of safety and usability but also a shift in public expectations about what is possible in the design of city streets. Another powerful outcome has been the project’s role as a catalyst. Its success inspired a wave of similar interventions across Cape Town, including installations in De Waterkant and Claremont, and private sector-led projects in Century City. Similar installations across the City indicated that creative street design is gaining legitimacy both institutionally and culturally. A standout example is the set of artistic pedestrian crossings installed in Century City, a major commercial and mixed-use district. While Century City has long cultivated a strong public art culture, through its murals and curated art trail, the crossings marked a new integration of functional infrastructure and creative expression. Inspired by global trends and projects like the Sea Point mural, the developers opted to place these installations on existing raised pedestrian humps in high-footfall areas, such as the transport interchange, where pedestrian presence was already expected and driving speeds were naturally lower. Unlike Sea Point, where regulatory hurdles were steep, the Century City crossings were developer-led and on private roads, allowing for greater design freedom. “These installations function more like public art than traditional road markings,” Natalie Du Preez, a representative of Century City explained. Public reception has been overwhelmingly positive. The installations quickly became the most liked and shared content on Century City’s social media platforms, and concerns about safety were minimal, with only one or two people raising mild concerns. Crucially, none of the crossings were placed on arterial roads, and locations were selected specifically because they already promoted cautious driving. This model reflects a different but complementary approach to the intervention in Sea Point. While the latter challenged municipal bureaucracy by embedding pedestrian advocacy in civic space, Century City leveraged private development capacity and a placemaking ethos to integrate art into already walkable zones. Together, these projects reveal a growing openness to creative pedestrian infrastructure, each shaped by its specific governance and spatial context. The Sea Point crossing, the first of its kind in Cape Town, played a pioneering role in shifting this mindset. Skeptics who once argued that colour or art near roads would "distract drivers" or pose safety risks began to reconsider their positions. The project helped reframe such designs from superficial decoration to tools for public communication, safety, and placemaking. Crucially, it then inspired other stakeholders across the city to follow suit. However, while the artwork enhanced visibility and sparked dialogue, physical elements like long signal waits, wide crossings, and lack of pedestrian islands still compromise safety, highlighting once more that interventions such as the Sea Point crossing must be part of a larger urban strategy. “The Sea Point Pedestrian Crossing project presents a blueprint for reimagining how African cities can approach pedestrian safety, public space, and urban infrastructure” By transforming a high-risk crossing into a bold visual statement, the project shifted perceptions of pedestrian safety and creative street design processes in the city. The project also bridged the often disconnected worlds of public art and transport planning, revealing that creative interventions can serve serious public purposes. For other urban actors across Africa, the lessons are clear. First, highly visual, public facing projects in prominent locations can generate pride, draw attention to under addressed urban issues, and lay the groundwork for more ambitious reforms. Second, building coalitions between government departments, councillors, artists, funders, and residents is essential in cities where regulatory inertia is strong. Third, small pilot interventions can become powerful tools for data gathering, community engagement, and collective action. The project also raises questions for future urban practice: How can cities embed pedestrian and community needs into formal infrastructure planning? What mechanisms are necessary to protect and expand creative public space? How do we ensure that public assets are designed with human dignity and safety at the centre? As African cities continue to urbanise, the Sea Point crossing challenges outdated planning norms and invites cities to treat streets as spaces for joy, advocacy, and visibility. Its message is clear: roads are public assets, and how we design them reflects who we value in our cities. The Our Future Cities team, Blok, and artist Al Luke posing at the painted crossing. December, 2023, Matthew Giffiths Get the full African Cities Magazine 6 Download the full article here rashiq-article-african_cities_magazine_6_english-20250826 .pdf Download PDF • 4.88MB Previous Next

Casablanca, is the largest city in Morocco and the country's economic and business center. Located on the Atlantic coast of the Chaouia plain in the central-western part of Morocco, the city has a population of about 3.71 million in the urban area, and over 4.27 million in the Greater Casablanca, making it the most populous city in the Maghreb region, and the eighth-largest in the Arab world. This series presents some iconic sites of the city and its urban atmosphere. Casablanca-Morocco Casablanca, is the largest city in Morocco and the country's economic and business center. Located on the Atlantic coast of the Chaouia plain in the central-western part of Morocco, the city has a population of about 3.71 million in the urban area, and over 4.27 million in the Greater Casablanca, making it the most populous city in the Maghreb region, and the eighth-largest in the Arab world. This series presents some iconic sites of the city and its urban atmosphere.

< 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 African Cities Magazine 4 October 31, 2023 This fourth edition of the magazine focuses on "Urban Mobility in Africa," a critical theme for rapidly transforming African cities and regions. Through interviews, it explores electric mobility, digital technology, cycling, public transport planning, social inclusion, and innovation. Experts discuss the need for accessible electric mobility, the potential of digital technology, and the importance of sustainable mobility. It also covers urban planning innovations in Madagascar, the African Cities Lab platform, profiles Mariam Issoufou Kamara, explores African architecture and urban heritage, and showcases stunning murals across the continent. A rich resource for urban development enthusiasts. Special feature: Urban mobility in African cities Portrait: Mariam Issoufou Kamara, Founder and principal Architect at atelier masōmī As much as architecture is an important tool for good, the opposite is also true, particularly in Africa, where it has been a tool of subjugation. Innovative practices of urban transformation based on participation, collective making, digital technologies, dialogue, art, design English version Version française Previous Next