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Découvrons les défis de Kaédi, ville intermédiaire de Mauritanie, en compagnie d'Abou Cisse, premier adjoint au Maire. Explorerons son artisanat textile, les enjeux climatiques des inondations, les initiatives de la Mairie et la participation citoyenne. < Back Kaédi face aux défis : Entre inondations et développement durable" Abou Cisse Abou Cisse, premier maire adjoint de Kaédi en Mauritanie, décrit sa ville comme agro-pastorale et un centre de l'industrie de peinture. Kaédi fait face à de graves problèmes d'inondations, d'assainissement et d'aménagement territorial. Les inondations récentes ont causé d'importants dégâts, déplaçant des populations et détruisant des habitations. La commune, incapable de résoudre ces problèmes avec ses propres ressources, a sollicité l'aide de partenaires techniques et financiers ainsi que de l'État, qui a répondu en envoyant le génie militaire. La stratégie actuelle inclut une approche participative, écoutant et intégrant les solutions des citoyens et experts pour développer une politique d'urbanisation durable, visant un développement intégré et solidaire de Kaédi.

< Back What would the architecture of African cities look like without western influence? Vincent Tshomba European colonialism has significantly impacted African architecture, leading to the disappearance of traditional architecture and the adoption of urban designs. This research aims to challenge the idea that African traditional architecture could have stood on its own without European influence. Colonization was driven by economic, humanitarian, prestige, and strategic reasons, with the exploitation of minerals and slavery promoting Western superiority. Postcolonial African locations and institutions often fall victim to stereotypes and inferiority, leading to a loss of identity and creativity. This dependence on Western architectural styles has led to the belief that African culture and architecture cannot be sustained independently. The town hall in Cape Town, built in 1905, is an example of European-inspired architecture in South Africa. It is an exact copy of traditional English town halls, with most materials, fixtures, and fittings imported from Europe. The town hall's large carillon, imported from England, reflects colonial domination and erases South Africa's traditional identity. Fassil Demissie believes that colonization has emphasized European superiority and perpetuated the idea of inferiority. Post-colonization has also led to Africans believing in their inferiority to Europeans. The reason why European colonialism is at the heart of this research is simply be-because it provoked the most effective changes. These changes did not just introduce new ways of life, but they also changed the national languages in most parts of Africa. Over the past two hundred years, there have been significant alterations in the African built environment, and traditional architecture began to disappear further in villages, making way for urban architecture. There is a feeling that African culture and architecture have become disconnected through colonialism. traditional African architecture represented a simple culture that was not very boastful of its riches. However, as the need for technology grew during the colonial period, the connection between both culture and architecture greatly diminished in favor of Manhattan-like architecture. This is another aspect of colonialism that this research hopes to challenge - whether African traditional architecture could have stood on its own, without European influence. It is already known that African architecture, in Ethiopia and Zimbabwe, was a great force in architecture globally, in the early centuries, therefore questioning whether colonialism helped or disturbed the development of African traditional architecture. Colonization stands at the heart of what is now a reformed Africa. The reason why colonization had to take place is down to four simple reasons which are economic, humanitarian, prestige, and strategic. It is important to remember that every single aspect of colonization has hugely influenced the way the rest of the world, and in particular Western culture, perceives Africans and their culture. Raw materials such as cotton were of great interest to colonists who saw an opportunity to boost their economies. The exploitation of minerals in Africa created extraordinary wealth for colonizing countries. Investors saw an opportunity to make personal fortunes by financing the establishment of the colonies. Through colonization came slavery, which provided cheap labor and increased profits and consequently boosted the wealth of the colonizer. The fact that many Africans were enslaved in the process seemed to show that Africans are inferior, and Westerners are superior, and this is a trend that still lingers. What colonization has done is set a standard of living that is considered normal, and due to poverty, many postcolonial African locations, as well as institutions, do not fit this category, and therefore they are not in the norms of European standards. Consequently, they fall victim to the inferiority that leads to stereotypes. However, the question stands, do Africans need to live by European standards, or can they be proud of their own heritage? An essay written by David Washburn further emphasized this view, as he acknowledged the impact of colonization by stating, “To name the world is to 'understand' it, to know it and to have control over it" (David Washburn, 1997) - this was a statement made regarding Europeans being the founders of the name Africa and shows how colonialism insinuates superiority over its colonies. Motsoko Pheko describes the condition of Africa as, “Torn away from his past, propelled into a universe fashioned from outside that suppresses his values, and dumbfounded by a cultural invasion that marginalizes him. The African is today the deformed image of others." (Motsoko Pheko, 2012). This statement shows that Africans are losing their identity by emulating their colonizers. By constantly emulating a different culture, one becomes completely dependent on it, and therefore the original history and creativity that should have stood by themselves, are lost. It is this dependence that has allowed westerners to believe that African culture and architecture cannot be sustained on their own. This is a stereotype that has been passed down for centuries, to believe that Africans are incapable of building an urban, contemporary city without the helping hand of the West and China. When the West and the Chinese get involved in the construction of African cities, it is not to accommodate the rich culture and existing architecture, it is simply a copy-and-paste design of what is known to be perfect, and that is Western architectural styles. Architecture in South Africa has been heavily inspired by European ideology and culture. A very good example of this architectural imitation is the town hall building in Cape Town. The town hall in Cape Town represents a great turning point in South African history. It was on the balcony of this building that Nelson Mandela delivered his first public speech after his release from prison. There are several aspects of this piece of architecture that show its European roots, and the interesting thing about the design is that none of it reflects South Africa or its people. It is in fact an almost exact copy of any traditional town hall seen in England. The town hall was built in 1905 by an architectural company called Reid and Green. It is located on the grand parade, which is the main public square in Cape Town, with the railway station within walking distance. The building was built in the Italian Renaissance style, which is not a style that celebrates South Africa’s culture or represents its habitants in any way. The Renaissance architectural period took place between the 15th and 17th centuries in various European regions, to revive and develop many elements of ancient Greek and Roman culture. This architectural style was imported to South Africa and does not honor South African Heritage. It is possible to say that a vast part of Cape Town tells a European story rather than a South African one. It is therefore not an example of South African architecture, but rather an imposed architectural style that is very different from South Africa’s traditional architecture. An interesting point regarding Cape Town city hall is the way it was designed. Not only is it European-styled architecture, but most of the building’s materials, fixtures, and fittings were imported from Europe to give it a completely European feel. The town hall has thirty-nine impressive bells, which makes it the largest carillon in South Africa. However, these bells were also imported from Loughborough in England by a company called Taylors Bell Foundry which is the largest working bell foundry in the world. This is another aspect of this architecture that shows colonial domination and how it has partly erased South Africa’s traditional identity. This view is also a view shared by Fassil Demissie, as he says, “Colonial architecture and urbanism carved its way through space, ordering and classifying the built environment while projecting the authority of European powers across South Africa in the name of science and progress.“ (Fassil Demissie, n.d.) This quote clearly shows his position regarding the impact of colonization in South Africa. The West aims to unify Europe and South Africa in a way that only glorifies its superiority in the name of colonialism. The biggest problem with colonization, as already established in this research, is the idea of one being superior to another. However, the biggest issue now remaining is the effect of post-colonization. Since Westerners have sought to establish their importance and superiority over Africans for years, Africans began to believe in their own inferiority to Europeans ( www.newobserveronline.com , 2013). A personal, four-week observation was carried out in an orphanage in Uganda that emphasizes this theory. In this orphanage, there were eleven white volunteers and one black volunteer. The interesting thing about this observation was the fact that the children were intrigued by white skin. Their assumption was that every white volunteer was very wealthy, and as a result, the children began begging for presents on an almost weekly basis. It was no secret that they admired Western culture more than their own. During an interview with a Ugandan teenager at the orphanage, it became obvious that their biggest dream was to live in Europe and experience European culture. This observation was crucial as it shows young children idealizing the prospect of being Europeans from an early age. These children dressed and behaved like Westerners, and this is, without doubt, an effect of colonization. Certain Africans, like the children at the orphanage, have accepted the stereotype of having an inferior culture and architecture compared to that of Westerners, and that is a huge problem in need of eradication. In order to get a different perspective and validity on this issue, a question was passed out to a group of fifty architecture students in Kampala University, in the capital of Uganda. The questionnaire simply asked the students to write in brief how much impact Western culture has had on their own architectural practice. One particular response stood out which said, “I get my inspiration mostly from previous famous and current European architects because they provide the best contemporary architecture that not many Africans can do, especially here in Uganda.” This response validates the point raised in the argument, that not only have Africans accepted the stereotypes that brand them as inferior, but they have also accepted that their own architecture is weak compared to Western designs. Cape town city hall This is also a view shared by Tom Burell, as he says in his book, “Why, despite our apparent strength, intelligence, and resourcefulness do we continue to lag behind and languish in so many aspects of American life?” (Tom Burell 2010, p.13) The same concern is also raised by Oluwaseun Idowu. In his blog, he says, “Our race has been so stigmatized with being inferior that it has affected our mentalities and perceptions about ourselves. We strongly believe that anything foreign is very superior to what we produce or what exists here in the continent.” (Oluwaseun Idowu, 2013) This quote emphasizes the effect of post-colonialism, and the way it has not only impacted the way Africans are perceived around the world but has also impacted the way Africans see themselves. They believe that their culture and intellectual ability are not to a high standard. This mentality has given support to the traditional stereotypes that the current, Western generation has in mind when mentioning Africa. The important thing here for Africans to understand is that Westerners have capitalized on their own culture and did not seek to change it in any way. Instead, they made it appealing and celebrated it on a daily basis. This is the approach that Africans must take regarding their culture and architecture, which is a heritage to be proud of. “What African architecture could look like without western influence?” Firstly, it’s important to understand the previous great African architecture, and with that understanding, we begin to get a clear picture of what uninterrupted African architecture could look like. So, this section will briefly study the Kingdom of Aksum now known as Ethiopia as the basis for imagining African futuristic architecture. This section not only seeks to disprove stereotypes and the idea of architectural inferiority but also seeks to show how African architecture could look when we take into consideration what has previously been established. The results of this chapter should therefore resurrect the confidence that was lost through many years of believing the opposite. The Kingdom of Aksum which existed approximately between the years 100-940 AD was an important trading nation in an area now known as Northern Ethiopia. Located in the north-eastern portion of Ethiopia, the Kingdom of Aksum sat on a high plateau, 7200 ft above sea level, and during the first century, the Kingdom of Aksum traded actively on the Red Sea coast. The Kingdom of Aksum began to rapidly rise in the early centuries of its existence by trading its vast agricultural resources, and gold and ivory, throughout the Red Sea network, through the port of Adulis, which was then transported to the Roman Empire. After becoming the first major empire to convert to Christianity, the Kingdom of Aksum, along with the Roman Empire, became even more powerful, which made it an even more respectable nation in the early centuries. It has become clear that this African nation was muchly respected, and was seen as an important nation, in contrast to what has been thought of any African nation. Clear that early Aksumite architecture was advanced for its time, and this is a massive contrast to what is known as traditional African architecture. When talking about traditional architecture in Africa, it is almost automatic to think of mud huts and straw shelters. Interpretation of Afrocentric Architecture, Vincent Tshomba 2020 Although it is indeed true that this form of architecture does exist, it is equally important to point out the early modern architecture that was just as good, if not better, than the European architecture of that time. This architecture only begs the question of whether colonialism was the best thing for a country that was already progressing without European influence. The Kingdom of Aksum presents some fantastic architecture, as supported by Kris Hirst, who says, “in Aksum itself, impressive structures were built,” (Kris Hirst, n.d.). It is unfortunate that Aksumite architecture is unknown to many people, and as Stuart Munro-Hay mentions in his book, “In most of the recent, general histories of Africa or of the Roman world, Aksum is either not mentioned at all, or is noted in brief summaries culled from earlier works” (Stuart Monru-Hay, 1991 pp.6). It is evident that the world is not aware of this brilliant, African architecture, which is a problem, because it leaves people with a poor image of European-colonized Africa. With this understanding, let's try to imagine what futuristic African architecture could look like. The first idea was to imagine a building that would relate to its origins, simply by using clay as a construction method. This is the same method that was used to build the great mosque of Djenné in Mali, which gave a starting point for reimagining the African architecture of the future. This method of construction can be seen throughout Africa, especially in most villages. Without Western influence, African architecture would have further developed the use of rammed earth, as it was already the main method in ancient Africa. The material is known to be environmentally friendly and has a minimal carbon footprint, which is exactly what modern architecture is looking for today. The material used has greatly influenced the result, which has irregular organic forms that almost mimic the African way of life. There is nothing regular about pure African architecture, and this design seeks to follow that concept with its irregular forms. It is obvious that without Western influence, African architecture would have a unique identity, and the cities would be in harmony with nature. Beautiful architecture is subjective, but identity is as unique as DNA. This artwork highlights the importance of finding one's identity through architecture. A building can speak for itself and describe its inhabitants with few words. The question is: can we look at a building and identify its origins? Architecture plays an essential role in how we perceive cultures, and the idea is to reimagine an Africa built with a strong sense of heritage, with the aim of evoking emotions and a sense of joy at the authenticity of the work that can take us all back to our childhood. So this is what African architecture would look like without Western influence. It would have its own identity that is undoubtedly recognizable around the world with its organic forms and sense of nature at the heart of every design. Without Western influence, African architecture would not be as generic, with some buildings looking more and more like Western cities. Ultimately, the best way to describe what African architecture might have been without Western influence, and identity would be more important. The architecture would be able to stand on its own and represent its people much better than a typical modern skyscraper can. It would contain modern technology, but without the typical materials and design style that can easily confuse an African city with a Western city. Finally, African architecture will instill a sense of pride that will lead to the creation of other great African architecture. Interpretation of Afrocentric Architecture, Vincent Tshomba 2020 The purpose of this research was to examine and look at whether colonialism has helped African culture and architecture. In order to achieve this, it was important to look at the impact of colonialism. This was very significant as the evidence allowed me to analyze some of the problems that came with colonialism. As mentioned already in this Research, colonialism has created a certain type of stereotype against African culture and architecture. This then gave room to tackle these stereotypes and disprove them. Previous Next

< 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 Habitat semi-durable pour personnes déplacées internes Ahmadou Doukona Haman Le projet d’abris en sac de terre et de pierre s’inscrit dans une approche de résilience, d’écoconstruction et d’autoconstruction. Pendant longtemps, l’abri d’urgence a été associé à la tente plastique, malgré les pollutions qu’elle génère : transport et logistique liés à son importation, puis déchets plastiques mal gérés en fin de vie. La construction que nous avons mise en place est inspirée d’une construction appelée « super adobe » faite en boudins de sable. Ici, la construction utilise les matériaux les plus accessibles (pierre, terre, tiges de mil, paille), associés à des plastiques recyclés. Ces plastiques sont les sacs vides des denrées alimentaires fréquemment disponibles dans les villes et villages de la région et les bouteilles plastiques qui, elles, sont transformées. Les bénéficiaires premières de ce projet sont les personnes déplacées internes de Mouhour dans le département du Mayo-Tsanaga à l’Extrême-Nord Cameroun. Ces dernières ont été contraintes de fuir leur village d’origine pour trouver refuge à Mouhour à cause des attaques de Boko Haram. Ainsi, cette construction est développée avec l’apport des associations humanitaires de la localité et vient résoudre la problématique systémique due au manque de logements. Le projet permet aux PDI de construire eux-mêmes leur logement en incluant des pratiques constructives propres à leurs cultures et en participant à la dépollution due aux plastiques. Mouhour, laboratoire de construction solidaire et low-tech La conjoncture mondiale montre une forte hausse du nombre de personnes déplacées internes. Selon le journal Grid de 2024, « le nombre total de personnes vivant en situation de déplacement interne a augmenté de 51 pour cent au cours des cinq dernières années, record de 75,9 millions de personnes dans 116 pays à la fin de l’année 2023 ». Une situation qui dure depuis plusieurs années, mais aussi allant grandissante à cause de la situation sécuritaire qui se dégrade de plus en plus dans le monde. Et quelquefois à cause de la problématique du changement climatique avec les inondations, les tsunamis, les sécheresses extrêmes, etc. Quoique n’étant pas la raison la plus importante, la question de la sécurité financière et de la recherche du bien-être induit aussi des déplacements des personnes. Depuis les années 2014, plusieurs points frontaliers dans des pays comme le Cameroun, le Nigeria et le Tchad sont attaqués par les adeptes de la secte Boko Haram. En 2023, plusieurs attaques dans le village Magoumaz dans le département du Mayo-Tsanaga au Cameroun ont été subies, ce qui imposa le déplacement de plusieurs centaines de personnes qui se réfugient à Mouhour près de la ville de Mokolo. Dans le cadre de notre projet de construction, il est question des personnes déplacées à cause des conflits armés orchestrés par Boko Haram. Certes, depuis plusieurs années, la question d’abris pour déplacés ou réfugiés est traitée par les organisations non gouvernementales avec des stratégies qui portent beaucoup de fruits. Mais nous voulons ici apporter des idées pour arriver à parfaire ce travail avec des solutions résilientes qui pourront permettre la réduction des trafics internationaux et l’utilisation accrue des matières plastiques reconnues polluantes. La solution proposée est aussi liée à la question de l’accès très limité à l’eau dans la localité. Cela ne permet donc pas de construire avec les techniques typiquement traditionnelles comme le pisé ou les briques de terre crue. Car ces constructions nécessitent beaucoup d’eau. Les personnes déplacées internes de Mouhour (bénéficiaires) de ce projet sont les principaux acteurs de cette architecture que nous voulons mettre en place. L’idée initiale découle du besoin de mettre en place une construction qui puisse permettre une résilience à la fois matérielle et technique. Avec l’appui de l’association ARDHU et de l’UNICEF, nous avons mené une première phase de test de cette construction en sacs de terre et de pierre. La construction en sac de terre découle des pratiques militaires pour trouver des abris rapidement et aussi pour bien être protégés. Ce qui progressivement sera transformé en construction en boudins de sable. De l’étude au chantier : la méthodologie d’un habitat résilient La méthodologie s’articule en plusieurs étapes dans la conception; La première étape est l’analyse. Une analyse du contexte géographique, de la disponibilité des matériaux, des besoins réels des communautés et des constructions endogènes de cette localité. En suite vient la co-conception avec des ateliers réunissant les PDI, les acteurs humanitaires (UNHCR, CDHC), les associations (ARDHU, WOMEN’S OFFICE) et les professionnelles de la construction pour les réflexions sur les solutions résilientes et autoconstructibles par les PDI elles-mêmes ; c’est ici que sont nées les idées de construction low-tech sur lesquelles se base ce projet. Enfin, la mise en place de la construction. La construction en sac de terre et de pierre découle de la construction en boudin de sable. En Afrique, les sacs de terre sont souvent utilisés pour les murs de soutènement ou les terrasses de protection des routes contre les érosions en saison pluvieuse. Ici nous construisons une maison avec cette technique, ce qui permet la mise à l’abri rapide des PDI et surtout l’implication de celles-ci dans les constructions. Dans le but d’inciter à une résilience rapide. Avec cette méthode, on a la liberté du choix des formes de construction, même si les formes proposées se concentrent sur le circulaire. La première proposition est la construction unique avec des cloisonnements internes faits en tige de mil tissé. Maquette du projet réalisée dans l’atelier-laboratoire de l’École des Beaux-Arts Saint-Luc de Bruxelles. Il s’agit d’une version réduite du logement que nous créons. Cette maquette met en lumière le processus de construction, la solidité de la structure et le modèle d’aménagement spatial, tout en s’inscrivant dans la tradition de construction de l’Extrême-Nord du Cameroun. Photo : Ahmadou Doukona Haman La construction communautaire utilise des ressources recyclées et locales pour des logements résilients La mise en œuvre de la construction se résume en 3 parties. Premièrement le rassemblement des matériaux, pour avoir les sacs vides, la stratégie que nous avons mise en place et l’implication des commerçants des villes environnantes dans cette œuvre humanitaire. Une façon de lancer la philanthropie dans cette société. Les commerçants sont fréquemment en possession des sacs vides, alors après leur avoir expliqué le projet, nous avons mis en place un système de collecte des sacs vides. En même temps nous avons lancé la collecte des matériaux de remplissage (pierres et terre), et aussi les autres matériaux entrant dans la construction (la paille et les tiges du mil, les plastiques à recycler). Dans un second temps, nous avons lancé la construction du prototype avec la fondation. Une fouille en rigole de 20 à 30 cm de profondeur est réalisée pour accueillir une assise de sacs de pierre. À la suite, les extrusions sont exécutées avec une construction dans le style d’appareillage demi-sac respectant le même principe que l’appareillage à demi-brique. La toiture est faite des matériaux locaux traditionnellement utilisés pour la réalisation des toitures. Il s’agit en l’occurrence du bois, de la paille et surtout des tiges de mil, un matériau très spécial dans notre construction. Le dernier point de la construction de cet abri est la finition. C’est la phase de protection des structures et de l’embellissement. Les surfaces intérieures et extérieures sont badigeonnées de torchis pour protéger les sacs. L’innovation prend ses marques dans cette construction avec ses finitions. Il s’agit d’une cloison en tige de mil tissée. Cela est une amélioration de la technique traditionnelle qui utilise les tiges pour faire les toitures. Ici nous tissons en double couche les tiges de mil et nous utilisons cela pour la séparation des volumes. Les travaux de construction débutent sur le site de Mouhour. Le processus de construction, avec un travail à la chaîne, est mis en œuvre. Photo : Ahmadou Doukona Haman Le low-tech et la résilience communautaire en marche: Les PDI acteurs de l’amélioration de leurs abris Ils ont commencé à construire eux-mêmes un hangar de réunion dans le camp pour leurs échanges avec les ONG. En effet, ce projet a permis aussi l’ouverture à la philanthropie locale. Avec la dynamique de collecte des sacs auprès des commerçants, nous constatons que les personnes sont plus ouvertes pour apporter leur aide aux personnes déplacées internes. L’association ARDHU (Action pour le Respect des Droits de l’Homme et Dignité humaine) sera bien plus à l’aise pour les rencontres dans le camp de Mouhour. En effet, avec le hangar qui est en cours de finalisation, il sera plus facile de réunir les PDI dans un lieu pour les entretiens. Bien que le projet ait eu du succès auprès des personnes déplacées, il y a ici plusieurs défis à relever. Le camp de Mouhour, qui abrite environ 600 personnes, est largement délaissé par les ONG et reçoit peu d’aide. C’est ce que nous a décrit M. TCHANA Gildas, président de l’association ARDHU, et c’est grâce au financement CERF-UNICEF du projet « réponse d’urgence multifactorielle (WASH ; Nutrition et Protection de l’enfance) dans la région de l’Extrême-Nord » qu’ARDHU fait ses premiers pas dans l’aide aux personnes déplacées de Mouhour. Alors il est toujours très complexe d’accéder au minimum nécessaire pour la nutrition dans ce camp, ce qui nous a énormément ralenti dans la construction du premier prototypage. Les PDI avaient besoin de se nourrir et nous ne disposions pas d’un financement à cet effet et aucun autre d’ailleurs. Construction utilisant des sacs de terre et des pierres pour la partie extrudée. Un projet participatif qui, à ce stade, ouvre la voie à d’autres sites pour les personnes déplacées afin de résoudre le problème de la pénurie de logements. Et mise en place de pierres dans les interstices pour un revêtement d’argile léger. Photo d’Ahmadou Doukona Haman Après la phase d’incubation du 03 au 28 mai, nous avons constaté la satisfaction des PDI et l’envie de continuer ce projet. Bien que je sois actuellement en Belgique pour la finalisation de la formation en innovation sociale de l’ESA Saint Luc, nous sommes restés en contact avec les dirigeants des PDI et l’association ARDHU. Et aujourd’hui, après des accords de collaboration, nous orchestrons un nouveau déploiement sur le site de Mouhour pour la réalisation, des abris pour des familles nombreuses des PDI. Nous constatons qu’une case en sacs de terre et de pierre se construit en 6 à 11 jours, soit beaucoup plus rapidement qu’une construction en briques de terre, et avec une consommation d’eau bien moindre. Le logement que nous proposons est aussi plus sécurisé que les bâches plastiques qui périssent rapidement et induisent la pollution des sols communément utilisées par les ONG. Et, avec la mise en place du système de collecte des sacs près des commerçants, le coût de la construction reste uniquement lié à la toiture et à la main d’œuvre. D’où le coût bas. En somme, il est question de la mise en place d’une réponse en deux appuis à la problématique du manque de logement dans les camps pour personnes déplacées ou réfugiées. Il est question d’une part d’une technique de construction simple connue et écologique avec des matériaux très accessibles et d’autre part de la mise en place d’une philanthropie locale de proche en proche et de la résilience. Après la première phase d’incubation de ce projet, les retours sont positifs. Aujourd’hui en pleine recherche de financement avec nos collaborateurs, nous nous sommes donnés pour objectif de faire du camp de Mouhour le premier camp avec les constructions en sac de terre et de pierre avec des cloisons faites de tiges de mil tissées. Avec la dynamique de la philanthropie locale et la collaboration avec ARDHU, nous faisons un pas chaque jour. La version complète du magazine est accessible ici Télécharger l’article complet dakouna-magazine-african_cities_magazine_6_francais-20260118 .pdf Download PDF • 5.15MB Previous Next

< Back Abidjan: Repenser la mobilité par la planification, l’inclusion et le dialogue Dans cet entretien, Charlène Kouassi, Directrice de Movin’On Lab Africa, met en lumière les défis du système de transport urbain à Abidjan. Les coûts élevés de déplacement, résultant d'une offre non intégrée et d'un manque de subvention de l’État, poussent les usagers à des solutions alternatives telles que la marche. Les véhicules vieillissants et l'inégalité d'accès aux offres de mobilité soulignent l'urgence de solutions inclusives et immédiates. Les femmes, particulièrement touchées, nécessitent une conception de transport adaptée à leurs besoins. Pour améliorer la situation, Charlène préconise des dialogues réguliers avec les acteurs du secteur et une meilleure inclusion du transport artisanal dans les offres publiques. En parallèle, l'initiative Movin’On Lab Africa vise à promouvoir des pratiques durables et innovantes en matière de mobilité. Enfin, une planification urbaine adéquate, favorisant l'intermodalité et les modes de transport doux, s'avère cruciale pour transformer les villes africaines en espaces harmonieux, durables et accessibles à tous. La configuration actuelle du système de transport urbain à Abidjan pose des défis à plusieurs niveaux En 2019, la Banque mondiale estimait que le transport représente la troisième principale source de dépenses des ménages derrière la nourriture et le logement en Côte d’Ivoire. De plus, une amélioration de la mobilité à Abidjan de l’ordre de 20 % pourrait accroître la croissance économique du pays d’au moins 1%. Ce qui renforce davantage l’enjeu immense que représente la mobilité. Au-delà des aspects structurels liés au déficit de l’offre de transport formel par rapport à la demande, l’inclusion des personnes joue également un rôle prépondérant. “Se déplacer dans la ville d’Abidjan représente à peu près 40% des revenus d’un ménage moyen, ce qui représente une charge importante. Aujourd’hui l’offre ne permet pas de réduire drastiquement cette source de dépenses.” , affirme Charlène KOUASSI, Directrice de Movin’On Lab Africa. Ces coûts élevés de transport résultent d’une part de l’absence d’une offre intégrée réunissant l’ensemble des modes de transports suivant une logique d’intermodalité et d'interopérabilité. D’autre part, l’absence de subvention de l’Etat dans le secteur des transports complique l’accès aux services de transport dits formels pour tous. La plupart des usagers se voit ainsi contrainte de recourir à des solutions alternatives telles que la marche qui représente environ 40% des déplacements bien que dans un contexte où les voies piétonnes sont mal conçues, inadaptées, voire inexistantes. Au-delà de la marche, les modes de transport popilaires sont hautement plébiscités. Ceux-ci représentent environ 70% de l’offre de mobilité à Abidjan et sont les plus utilisés pour les déplacements motorisés constitués entre autres par les minibus (gbakas) et les taxis collectifs (woro-woro). Toutefois, l’inclusion financière dans ce secteur représente un défi majeur aussi bien pour les ménages, dans la mesure où la décomposition du trajet entraîne des coûts supplémentaires, ainsi que pour les transporteurs avec des revenus faibles, le manque de traçabilité, l’absence de couverture sociale, etc. L’accès aux véhicules de bonne qualité et à des prix abordables est également un enjeu important lorsqu’il s’agit de mobilité inclusive. Bien que le taux de motorisation soit faible, la majeure partie des véhicules constituant le parc automobile sont vieillissants et d’occasion issus de l’importation non soumis à des normes. En raison des revenus faibles des ménages, ceux-ci ne peuvent s’offrir un véhicule neuf et aux normes. Boulevard Abrogoua à côté de la mosquée du marché Adjamé à Abidjan, par AIN, décembre 2021 Le transport dit artisanal est également un important consommateur de ces véhicules de seconde main qui échappent aux normes de sécurité et de pollution entre autres. Pourtant, cette situation est contradictoire à la loi de 2017 fixant la limitation d’âge des véhicules d’occasion importés et affectés au transport public des personnes et des marchandises en Côte d’ivoire à cinq ans. Enfin, sur le plan territorial, les offres de mobilité sont inégalement distribuées, ce qui accentue la fracture spatiale. On observe un décalage entre la planification urbaine et la planification des systèmes mobilités. Les quartiers reculés et informels se retrouvent mal desservis avec des offres en transport qui se concentrent majoritairement sur les axes principaux. Plus loin, les politiques et stratégies de mobilité durable pensées pour la ville d’Abidjan et la plupart des villes africaines proposent des interventions sur le long terme (10 à 20 ans). Or, il urge de penser également des solutions pouvant d’une part, mobiliser des moyens techniques, humains et financiers sur le court terme, et d’autre part être mises en œuvre rapidement afin d’améliorer le quotidien des usagers. Bien que, des initiatives telles que l’aménagement des arrêts minutes pour les minibus à Abidjan, sur la commune de Yopougon, sont à encourager et à multiplier, quoiqu’elles restent insuffisantes. Les femmes sont malheureusement misent en marge dans le design de l’offre de transport La configuration de l’offre de transport actuelle à Abidjan place les personnes vulnérables au rang desquelles les femmes, en ligne de front face aux dangers liés aux services inadaptés des offres de mobilité existantes. En effet, que ce soit en termes de sécurité, avec l’absence d’éclairage public et de systèmes de surveillance ; ou en termes de confort, avec l’absence de commodités comme les aires de repos, les toilettes, etc., la conception des modes de transport ne prend pas en compte les besoins spécifiques et les vulnérabilités des femmes pour leur bien-être et leur épanouissement en matière de mobilité urbaine. Pourtant, en adressant ces questions, les systèmes de transport seraient inclusifs non seulement pour les femmes, mais profiteraient au bien-être de tous. “Quand on s'intéresse aux problématiques que vivent les femmes dans le transport, on se rend compte que ce sont des problématiques qui, si elles trouvaient une réponse adéquate, pourraient profiter à l'ensemble de la population” précise Charlène. Du point de vue des usages, les femmes sont les principales usagers du transport public et des espaces publics. Tandis que l’homme a un trajet beaucoup plus linéaire de type domicile-travail, les femmes par contre ont un trajet beaucoup plus dynamique domicile – travail – marché – école pour récupérer les enfants – etc. En dépit de cela, ces dynamiques de mobilités ne sont pas souvent traduites dans la plupart des études de transport. Cet écart de données sur le genre peut s’avérer pourtant crucial dans la planification, la conception et l’exploitation des infrastructures de transport. D’ailleurs, des initiatives telles que WomenMobilizeWomen travaillent à réduire ces écarts en organisant des campagnes de collecte de données de mobilité basées sur le genre. Promouvoir le dialogue et concilier avec l’informel pour une mobilité durable à Abidjan Transformer la mobilité urbaine implique de multiplier les cadres de concertation avec l’écosystème des acteurs de la mobilité au niveau local, incluant les institutions villageoises, les usagers, les entreprises, les start-ups, etc. Ceci afin de co-créer, à travers les échanges et le dialogue, des solutions innovantes, plus inclusives, particulièremennt pour les femmes mais aussi pour les groupes dits vulnérables tels que les personnes âgées, les personnes à mobilité réduites et les jeunes. “Bien que certains espaces de dialogue avec les transporteurs aient été mis sur pied, ceux-ci manquent de proactivité” souligne Charlène. Une approche plus efficace consisterait à instaurer des échanges beaucoup plus fréquents, idéalement chaque semaine, et à allouer des ressources de manière continue pour assurer leur bon déroulement. Cela favoriserait un suivi et une évaluation plus rigoureux en utilisant des critères de performance basés sur les retours d'expérience des transporteurs et des voyageurs. Dès lors, rendre la mobilité inclusive reviendra à intégrer le transport artisanal aux offres de transport public existantes. D’autant plus que l’offre actuelle ne représente qu’un faible pourcentage comparé au transport artisanal représentant près de 70% de l’offre globale. Cette inclusion passera notamment par, la formation et l’accompagnement des chauffeurs de Gbaka, de woro-woros, et de pinasses mais aussi par la maintenance ou le renouvellement de leur flotte. La digitalisation a permis l'essor des solutions digitales comme GO TAXI, MOJA RIDE et BIM BARA, YANGO et UBER, l’on assiste à l’émergence d’une palettes de services de mobilité à l’instar du transport à la demande ou encore de la professionnalisation du secteur des taxis compteurs. Ces solutions émergentes ont l’avantage d’offrir une meilleure inclusion financière aux transporteurs artisanaux. Grâce à des mécanismes de suivi de leurs revenus, d’octroi de récompenses selon leurs performances, de certification, etc., ceux-ci pourront avoir accès à de meilleures conditions de travail ainsi qu’aux services financiers. Movin’On Lab Africa, acteur engagé pour la promotion d’une mobilité durable et inclusive en Afrique L’initiative Movin’On Lab Africa, est un Think & Do Thank, dédié à la mobilité durable en Afrique et qui promeut des bonnes pratiques et solutions innovantes à travers le continent. A cet égard, le Think Tank propose plusieurs pistes de réflexion sur les opportunités, challenges et défis à venir, etc. Différents canaux de communication sont utilisés à cet effet pour faire passer des messages clés, notamment : ateliers, conférences, podcasts, talkshow, etc. “Le rôle de Movin’On Lab Africa est de fédérer, autour d’un objectif commun, la création de valeur locale et la soutenabilité des systèmes de mobilité en Afrique” , affirme Charlene. L’objectif étant de mettre en place des communautés d’intérêt centrées sur des problématiques propres aux villes africaines à l’instar du transport artisanal. Une meilleure planification urbaine est un prérequis incontournable pour une meilleure planification des transports Dans le contexte des villes africaines et particulièrement de la ville d’Abidjan, la planification des transports doit encourager l'intermodalité avec la mise en place d'infrastructures dédiées favorisant les modes doux et la mobilité partagée. Cela contribuera à réduire significativement la congestion, la pollution sonore et atmosphérique. “Dans les cinq prochaines décennies, ma vision pour les villes africaines est finalement assez terre à terre. Des villes où il fait bon vivre, où la nature reprend sa place et où tradition et modernité cohabitent de façon harmonieuse. J'aspire à l'adoption de designs et de techniques architecturales intégrant des services de première nécessité, des espaces culturels et de loisirs accessibles à tous. Une ville où il y a une multitude d'offres de transports accessibles à tous.” conclut Charlène. Previous Next

< Back The implication of post-colonial urban growth in the development process of Zaria Urban area-Nigeria Idris Isah Iliyasu The rapid expansion of Nigerian cities in the post-colonial era has been characterised by uncoordinated growth, particularly in newly developed areas, despite initial efforts during colonial rule to implement formal planning regulations. This paper explores this phenomenon, contrasting contemporary urban expansion with the structured foundation of modern town planning established during the colonial period. Using Zaria, a historic city in Northern Nigeria, as a case study, it traces the city’s evolution from pre-colonial times to the present, highlighting the impact of weak public institutions and ineffective policies in fostering unregulated development. Zaria, originally one of the medieval Hausa cities, exhibits a tripartite urban structure shaped by pre-colonial, colonial, and post-colonial planning influences. The ancient walled city reflects traditional settlement patterns, while the colonial-era planning introduced distinct zones: the European Reservation Area, designed for British colonial officials, and native quarters for African settlers were both developed using modern, though distinct, planning approaches. However, since Nigeria’s independence in 1960, the city’s growth has been marked by uncontrolled sprawl on the peripheries of these planned areas, posing significant challenges to urban development. The study identifies weak land administration and informal land acquisition as primary drivers of this unregulated expansion, ultimately creating a paradox wherein the structured planning foundations of the colonial period have been undermined in the post-colonial era. Zaria’s urban evolution reflects the unravelling of colonial planning and the urgent need for inclusive governance Zaria’s new entrance to Emir’s Palace, by Shiraz Chakera on commons wikimedia The colonial period (1897–1960) marks a pivotal chapter in Nigeria’s urban planning history, marking the transition from indigenous spatial organisation to formalised planning introduced by British authorities. The era brought structure and institutional frameworks that reshaped Nigerian cities, including Zaria. However, this legacy has deteriorated post-independence, giving rise to widespread unregulated urban sprawl. This pattern, evident in many Nigerian cities, reflects a broader failure to sustain and adapt colonial planning frameworks to contemporary urban governance and population dynamics. The foundation of colonial planning in Nigeria was laid by policies like the 1917 Township Ordinance, which segregated urban areas along racial and administrative lines. It led to the development of Government Reserved Areas (GRAs) for Europeans and townships like Sabon Gari for non-indigenous residents. Though segregationist, these policies ensured some level of urban order and guided physical development. In contrast, post-independence cities are increasingly characterised by informality and haphazard expansion. This paper investigates Zaria’s physical development trajectory from pre-colonial times to the present, arguing that contemporary urban form reflects the gradual unravelling of structured planning systems initiated during colonial rule. The methodology for this study adopts a qualitative approach based on historical and spatial analysis using Maps. It utilises both secondary data from literature and primary data from field observations conducted in Zaria in December 2024. Secondary sources include academic works, colonial planning documents, and comparative studies from other British colonies, which inform the ideological and spatial frameworks of colonial urbanism. Primary data involved reconnaissance and structured site visits to key urban areas representing Zaria’s three development epochs: the pre-colonial walled city, colonial districts (Sabon Gari, Tudun Wada, etc.), and post-colonial extensions. A diachronic analytical lens is employed to trace how urban spatial patterns evolved under shifting political and socio-economic conditions. By triangulating literature and on-ground evidence, the research explores how colonial planning legacies have influenced Zaria’s urban morphology and the governance challenges associated with its post-independence growth. Transformation of Zaria Urban Area Pre-Colonial Period (11th Century – 1800s): Zaria, originally known as Zazzau, emerged as a prominent Hausa city-state in the 11th century. It later became part of the Sokoto Caliphate in 1808. Its urban structure is centred on the walled city (Birnin Zazzau), with radial roads from the Emir’s palace, markets, and Islamic institutions. Zaria played a key role in trans-Saharan trade and Islamic education. Colonial Period (1900–1960): British colonial rule introduced major spatial changes, including the indirect rule system and the establishment of Sabon Gari for southern Nigerian migrants. The introduction of the railway in 1912 further integrated Zaria into national trade networks. Western institutions like schools, churches, and healthcare facilities were introduced. The city was divided into segregated zones, such as the GRA, native areas, and institutional districts. Post-Independence Period (1960–1990s): Zaria’s post-independence growth was driven by the establishment of ABU and related migration. This period saw the development of new neighbourhoods and informal settlements, outpacing planning capacity. Limited industrialisation and inadequate infrastructure contributed to unregulated sprawl. Contemporary Period (2000–Present): Recent decades have seen explosive urban growth, especially in peri-urban areas. The city retains its dual character, with the traditional walled city and Sabon Gari performing distinct socio-cultural and economic functions. However, due to weak planning and development control enforcement, infrastructure deficits and slum proliferation are the main challenges. Colonial Urban Policies and Planning Instruments. British town planning in Nigeria was structured through laws like the 1904 Cantonment Proclamation and the 1917 Township Ordinance. These codified racial and ethnic segregation, especially in cities like Zaria. Sabon Gari housed southern migrants, Tudun Wada catered to non-indigenous northerners, and Samaru developed around ABU. Plan for Colonial Townships in Zaria (1918), Source-Urquhart 1918 Residential clusters in Zaria Urban Area as structured by the Colonial Town Planning Colonial Zaria was spatially divided into the following: The indigenous walled city (Birnin Zazzau), the European/Government Reserved Area (GRA), Commercial/institutional zones, and Segregated townships (Sabon Gari, Tudun Wada, and Samaru). Township layout plans from 1914, 1918, and 1939 formalised land uses, road networks, and residential plots. GRAs featured spacious plots, buffer zones, polo grounds, and access to rail and road infrastructure. These components collectively established a blueprint of structured urban form with specialised land uses and ethnic-spatial organisation. Post-Colonial Urban Development and Contemporary Challenges. In the post-colonial era, Zaria’s urban development has become increasingly informal and unregulated. The city’s growth far exceeds the scope of its master plans. Approximately 70% of Zaria’s built-up area today consists of unplanned, often illegal developments. The contrast is stark: colonial areas like the GRA remain under-occupied but well-planned, as can be seen on the attached imagery below, while vast informal neighbourhoods accommodate most of the population. Infrastructure in these peri-urban zones often lacks access roads, potable water, drainage, and electricity. Planning authorities are often reactive rather than proactive, and zoning regulations are routinely violated or ignored. Consequently, the legacy of colonial planning, which for all its segregationist flaws, offered structured growth which has given way to chaotic expansion and spatial inequality. This trend highlights a planning paradox where older, colonial-era sections of the city are more systematically organized than the newer, post-independence extensions. This inverse development trajectory highlights the urgent need for revitalised planning institutions, inclusive urban governance, and investment in infrastructure and services. Zaria’s urban evolution illustrates a broader Nigerian and African dilemma: the erosion of structured colonial planning without sufficient replacement by effective post-independence urban governance. While colonial planning was exclusionary, it introduced spatial order and functional land use. The current challenge is to reconcile this legacy with inclusive, sustainable planning models that can effectively manage rapid urban growth. Addressing urban sprawl and restoring order to cities like Zaria requires strengthening planning institutions, updating urban regulations, enforcing development control and integrating indigenous knowledge systems. The future of Zaria’s urban landscape depends on how well historical insights are leveraged to shape modern urban policy and practice. Weak spatial governance and informal land tenure drive uncontrolled urban sprawl in zaria Uncontrolled urban sprawl is a growing concern in many post-colonial African cities, including Zaria, Nigeria. This phenomenon is widespread across both Francophone and Anglophone African countries, although it appears to be more prevalent in Francophone regions. The primary cause of this pattern is the dominance of informal land development, which significantly diverges from the structured urban planning principles inherited from colonial administrations, especially those influenced by British systems. Over the years, this form of unregulated urban growth has sparked numerous discussions among urban planners and the general public, indicating its longstanding recognition as a critical urban challenge. The core of the problem lies in two interrelated issues: land tenure and land development, both of which are poorly regulated due to weak institutional frameworks. These challenges fall under the broader concept of “spatial governance,” which refers to the institutional and administrative mechanisms that guide land use, urban planning, and development. Where spatial governance is strong, cities tend to develop in a more orderly and planned manner. Conversely, weak governance results in uncoordinated, high-density urban sprawl. Post-Colonial Land Tenure in Nigeria. A key piece of legislation shaping land tenure in Nigeria is the 1978 Land Use Act, which vests all land within a state in the custody of the State Governor. The Governor may issue statutory rights of occupancy for both urban and rural land, typically for 99 years. Local Governments, however, are limited to granting customary rights of occupancy in rural areas for only 30 years. While a formal landholder can apply for a Certificate of Occupancy (CoO) under government schemes or convert a customary title into a statutory one, the process remains bureaucratically cumbersome. As a result, most land is still accessed informally through customary tenure systems, which are less secure and often undocumented. This widespread informality means that most land is not subject to official planning controls, weakening the effectiveness of urban development strategies. Due to the weak institutional framework for effective Urban Planning in Zaria, the responsibility for land management and urban planning is divided among several institutions, including the Kaduna State Urban Planning and Development Authority (KASUPDA), Kaduna Geographical Information System Agency (KADGIS), the local governments of Zaria City and Sabon Gari, and the Ministry of Housing and Urban Development. Among these, KASUPDA holds the central mandate for enforcing planning regulations, managing land use, and coordinating physical development within a 20-kilometre radius of the city centre. KASUPDA was created in 1985 to replace earlier colonial-era planning authorities. It operates under various legal instruments, including the 1946 Northern Nigeria Town and Country Planning Law and the federal Urban and Regional Planning Law of 1992. These laws empower KASUPDA to implement Master Plans and other development plans tailored to different urban sectors, such as housing, infrastructure, and urban renewal. Despite its legal foundation, KASUPDA, as the apex urban planning and development enforcement agency in the state, faces significant challenges. Notably, Kaduna State has not formally adopted the 1992 federal planning law, which limits KASUPDA’s jurisdiction and effectiveness. This has created administrative ambiguities, jurisdictional overlap, and competition among institutions, particularly between KASUPDA and local governments. As a result, the authority lacks adequate financial and policy support, preventing it from controlling illegal developments or enforcing planning standards effectively. Adobe houses in the old part of Zaria source: traveladventures.com The consequences are far-reaching: despite its technical mandate, KASUPDA often finds itself sidelined, unable to prevent rapid land speculation, unauthorised construction, and chaotic urban growth. This situation is exacerbated by the institution’s limited capacity, both in terms of legal authority and operational resources. Implications for Urban Development: The implications of these governance failures are numerous and damaging. First, the informal nature of land acquisition makes it difficult for authorities to monitor development as it happens. Interventions often occur too late and tend to legitimise unapproved developments rather than rectify them. Attempts to enforce planning regulations, such as demolishing illegal buildings, frequently become politically and socially controversial. Second, the lack of institutional oversight allows for rampant, unregulated land subdivision by individuals, further perpetuating the cycle of unplanned urban growth. This creates disorganised development patterns that severely complicate the provision of essential infrastructure and services, such as roads, water supply, and green spaces. Newly developed areas quickly deteriorate into slum-like conditions due to these deficits. Third, informality also leads to a lack of documentation and record-keeping. Without accurate data on land ownership and land use, planning becomes guesswork. Authorities lack the necessary information to make strategic decisions or enforce zoning regulations effectively. Finally, the prevalence of informal land access encourages “auto-construction» individuals undertaking construction projects without reference to any formal planning schemes or oversight. This results in low-quality developments and increases the risk of environmental and structural hazards. Weak post-colonial governance undermines structured urban planning in Nigeria The dynamics of informal urban expansion are commonly referred to as urban sprawl and are shaped by the interplay of economic, demographic, environmental, and spatial governance factors. The specific nature and pattern of this growth are influenced by how these forces manifest in a given context. Central to this discussion is the role of land and planning administration in determining whether such growth is integrated into formal planning frameworks or allowed to unfold in an unregulated manner. In the colonial period, as exemplified by the case of Zaria, institutional, legal, and administrative mechanisms for land and urban planning were notably effective. Authorities were able to designate areas for development, formalize and document land tenure, and prepare and implement layout plans for designated urban spaces. This created a structured approach to urban expansion that abandoned the planning legacy that had not been sustained in the post-colonial era, despite the availability of more human and material resources and a greater need for the principles of modern urban planning. This paper argues that the erosion of colonial town planning legacies is a widespread phenomenon across Nigerian cities. While the underlying causes are well understood, the efforts to reverse this decline have so far fallen short of what is required. A crucial first step in addressing this issue is acknowledging its existence and raising awareness, which is the objective that this paper seeks to achieve. The insights presented here should inform both urban planning practice and theory, particularly in the Nigerian context and in other regions facing similar challenges. Get the full African Cities Magazine 6 Download the full article here iliyasu-article-african_cities_magazine_6_english-20250826 .pdf Download PDF • 3.40MB 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

< Back The heritage wall Benin The Heritage Wall in Benin, created by the Association Sena Street Art (ASSART), aims to promote urban culture and make art accessible to all. ASSART, a cultural association, has initiated over 8,000 young people in various fields, including graffiti, photography, and urban dance. The wall aims to connect every African to their culture and identity, promoting the importance of connecting with their heritage. Produced as part of the festival effect graffiti organized by the Association Sena Street Art known by the acronym ASSART, the heritage wall is about the history of our beloved homeland Dahomey then and Benin now. The Heritage Wall relates the history of the peoples of Benin and Benin and brings out their perspectives. “Association Sena Street Art (ASSART)” Born from the idea of making art accessible to all through the promotion of urban culture; ASSART (Association Sèna Street Art) is an association of young artists engaged in various respective fields such as: graffiti, plastic arts, music, dance, photography, video, and digital arts. Registered as a cultural association under number 2018/2518/DEP-LIT/SG/SAG-ASSOC of November 28, 2018 ASSART works for the initiation, awareness, and development of youth through art and culture. ASSART fights for the influence of urban art in the public, institutional and cultural landscape of Benin through various initiatives; tours in different localities of Benin, awareness, initiation workshops, exhibitions, etc. The artists go to meet the people of Benin to share their knowledge and awareness, beautify and clean up their living environment. Since 2013, ASSART has held several annual and periodic events including the festival Effet graff and art training for the youth and awareness campaigns. Assart has initiated more than 8000 young people to drawing, urban art, photography, urban dance, including more than 2000 out of school and in reintegration. ASSART also has about forty volunteers devoted to the cause and ideals of the Association. “Every African must be connected to his culture” Our message is that every worthy son and daughter must be connected with his or her culture and identity. We have very rich, dense, diversified, authentic, and accentuated cultures and values that unfortunately are forgotten or seem to be more and more relegated to second place by the young generation. This does not honor us as such. No one can tell our story better than us and in our place. It is a pure aberration to see our story told by others under other skies without telling it as it should be. It is there that our works and graffiti make all the sense because they are realized in full cities and in direct contact with the populations. Our goal of making walls into open-air museums is only just beginning and we want to do more. Previous Next

Capture the best of urban innovation and transformation at the very heart of your city, through the prism of a photograph or short video. < Back "African Urban Visions" Contest Capture the best of urban innovation and transformation at the very heart of your city, through the prism of a photograph or short video. Participate to the "African Urban Visions" contest Calling all urban innovators! 📸🎥 Share the soul of your city's transformation in a snap or a short video. The contest aim is to catalyze the ingenuity and creativity of those involved in Africa's urban fabric , by inviting participants to capture the best of urban innovation and transformation at the very heart of their city , and to share their vision through the prism of a photograph or short video . Let your creativity capture the vibrant essence of Africa's urban evolution! 🏙️💡 Show us the magic through your lens. Deadline: 19 January 2024 All the details here 👉🏾 https://africancitieslab.org/en/contest/ Previous Next

El Hadji Diouf de Bakel évoque la participation citoyenne, défis en eau et assainissement, et vise la modernisation de sa ville. < Back Vers une Modernisation Participative: Défis et Aspirations de la Commune de Bakel EL Hadji Diouf Dans cette vidéo El Hadji Diouf, premier adjoint au maire de Bakel, décrit l'implication citoyenne dans la conception du budget communal et les défis principaux de la commune, notamment la gestion de l'eau, la mobilité urbaine, et l'assainissement. Il mentionne les progrès réalisés grâce au soutien de l'État et de la diaspora, mais souligne la nécessité d'améliorer le traitement des déchets et la gestion des inondations. El Hadji Diouf aspire à transformer Bakel en une commune moderne qui répond aux besoins fondamentaux des citoyens.

Douala is the largest city in Cameroon and its economic capital. It is Cameroon's economic hub, with an international airport and one of the biggest ports along the Atlantic coast of Africa. The City of Douala represents less than 5% of the territory of the Littoral Region, but contains 76% of its population and 82% of its urban population. In 2021, there were an estimated 3,793,363 inhabitants in the city. The average annual growth rate of Douala’s population over the last 40 years (1964-2005) has been +5.3% with projections estimating that this population will reach 6 million inhabitants by 2035. This series explores the urban ambulance of the City of Douala with its motorcycle taxis, its warmth, its openness to the Atlantic Ocean by the Wouri River and its architecture between modernism, traditional and informal. Douala-Cameroon Douala is the largest city in Cameroon and its economic capital. It is Cameroon's economic hub, with an international airport and one of the biggest ports along the Atlantic coast of Africa. The City of Douala represents less than 5% of the territory of the Littoral Region, but contains 76% of its population and 82% of its urban population. In 2021, there were an estimated 3,793,363 inhabitants in the city. The average annual growth rate of Douala’s population over the last 40 years (1964-2005) has been +5.3% with projections estimating that this population will reach 6 million inhabitants by 2035. This series explores the urban ambulance of the City of Douala with its motorcycle taxis, its warmth, its openness to the Atlantic Ocean by the Wouri River and its architecture between modernism, traditional and informal.

< 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