< Back The Pedestrian's Plight: Walking as an inconvenient mobility option in Abuja Mohammed Lawal Shaibu In Abuja, Nigeria's capital, walking is a common mode of transportation, yet the city's design and policies make it inconvenient and unsafe for pedestrians, particularly for marginalized groups like the poor, disabled, elderly, and children. The city's car-centric planning, including separate land use zones and limited public transportation, forces residents to rely on cars to access essential services. To improve walkability, Abuja must prioritize mixed land use, increase intersection density, establish functional public transit, enhance streetscapes, and enact pedestrian-friendly policies. Understanding the factors affecting walkability, such as land use, urban compactness, circulation, public transit, streetscape, and management policies, is crucial. Implementing measures to enhance walkability not only improves urban mobility but also promotes equity and inclusivity. Despite its challenges, Abuja has the potential to become more walkable through proactive urban planning, policy enforcement, and community engagement, ultimately leading to a more sustainable and inclusive city. Like many other African cities, walking is a primary mode of transport for most trips in Abuja, Nigeria’s capital city. However, the conditions for walking are inconvenient due to the character or state of the city’s land use plan, urban compactness, circulation plan, streetscape, and urban management policies. This excludes social groups such as the poor, disabled, aged, and children from enjoying urban mobility and requires urban citizens to own or use a car to fully access their rights to the city. In order to enhance walking conditions, the city needs to reduce its car dependency by addressing the factors that improve walkability. These include embracing mixed-uses for urban compactness and diversity as opposed to separating residential from non-residential land uses, promoting high intersection densities to reduce travel distances and offer multiple route choice, ensuring functionality in public transportation, enhancing the quality of the street, and introducing pedestrian-friendly urban policies. Research-based efforts to emphasise the urgent need for inclusive and sustainable urban mobility in Abuja should be echoed and applied in practice to improve the lives of people who live and work in the city. Aerial landscape view of Abuja City Business District, by Tayvay on shutterstock_1439458676 "Walking, but not walkable: just another African city." Before the development of Abuja, every city that existed in Nigeria had been formed – even as a small town – by socio-economic forces like markets and culture. As Bertaud (2018) puts it, such cities had their original order without design before the intervention of physical development plans. Abuja is different; it is the first city in Nigeria that was developed from scratch in line with a master plan. Its original order followed a blueprint designed between 1976 and 1979. In the preface of his influential book, Cities for People, Gehl (2010) assert that city planning during that period (from the 1960s to 2000s) was problematic because it largely ignored the human scale, manifesting drastic consequences that would not be recognized until much later. Abuja’s planning was no different; it largely followed western car-centric patterns that require the urban population to own or use a car in order to fully interact with the city (Shaibu & Adebayo, 2022). In African cities, over 70% of the urban population walk as a primary transport mode to access essential services, much higher than the global average of about 40% (UNEP & UNHSP, 2022). While this is often for a lack of choice, it implies that African cities are essentially walking cities despite the car-centric urban patterns in cities like Abuja and unfavourable and dangerous walking conditions in other Sub-Saharan African cities (Halias, 2020). It is therefore essential for such cities to rethink their approach to urban planning and management by prioritising walking (and cycling) as a convenient urban mobility option. To do this, existing features and elements in Abuja that make walking inconvenient for the pedestrian should be improved through urban planning decisions. These have been repeatedly stated in different mediums to emphasise the urgent need to pursue sustainable urban mobility for the city (Nigerian Urbanism, 2023; Shaibu, 2022; Shaibu & Adebayo, 2022). Aerial view of downtown Abuja, Nigeria, by Leandry Jieutsa from an image taken from Google Earth 2022 "Abuja must understand car-dependency and walkability, then drive towards the latter." Car-dependency and walkability can be said to be inversely proportional. Quite a number of progressive cities have made efforts at reversing car dependency – a situation when reliance on private vehicles is high because it is the most favoured and convenient form of urban transport. This is typically done through the introduction of multiple means, elements, or factors that support and encourage non-private car transport such as walking, cycling, and public transportation by making them safe and convenient, thus fostering walkability. To prioritise walking in Abuja, it is important that the key factors that determine its level of car-dependency or walkability are understood. Dan Burden, one of the most popular figures in the walkability movement globally, listed eleven (11) factors that affect walkability; they are the location of facilities, adequacy of walkways, connectivity, street orientation, density, street speeds, aesthetics, land use, affordability, and neighbourhood schools (Burden, 1992). Several other authors have developed similar lists with overlapping elements that apply to Abuja. Lived and practical urban planning experience in the city, as well as literature review on walkability, suggest that the factors most relevant to Abuja are its land use plan, urban compactness, circulation plan, public transportation systems, urban streetscape design, and urban management laws/policies. Abuja’s land use plan distributes primary facilities for commerce (retail shops and neighbourhood markets), education (nursery, primary, and secondary schools), employment (office buildings), health (primary health centres and clinics), and recreation (children’s playgrounds and other parks) separately from residents, affecting proximity, connectedness, and urban compactness. This makes residents have to travel longer distances to access the services within those facilities. Its circulation plan within districts mostly follow curvilinear and cul-de-sac patterns, while cross-intersections that offer more route choices and shorter walking distances are highly discouraged. The city has no functional public transport system in operation after a ban of mini-buses in 2013, a collapse of the replacement urban mass transport scheme with metro buses in 2018, and a discontinuation of the city’s only urban rail line in 2020 after just two functional years. Most of the city’s streets lack elements like street furnishing, signages, and paved uninterrupted sidewalks that make up complete streets. Lastly, urban management policies such as the closure of pedestrian access to commercial lots as a traffic management solution worsens the pedestrian’s plight. "Aiding the pedestrian’s plight is inclusive planning." The separate distribution of facilities, curvilinear road network, absence of public transportation, incomplete streetscapes, and short-sighted urban policies in Abuja imply that the life of an urban resident who does not have or cannot use a private car is made infinitely more difficult. Such residents fall into four main social groups that are excluded from fully enjoying convenient urban mobility. These are the poor (who cannot afford private cars), the disabled (who are wheelchair bound or blind and require help from able-bodied persons), the aged (who are not advised to drive after a certain age, could be wheelchair bound, and find harsh vehicle noises unfriendly), and children (who are not allowed to drive and at high risk of pedestrian injury and death). Enhancing walkability in Abuja is therefore about equity and inclusivity which are important sustainable development principles that accord high consideration to disadvantaged people. Abuja, by macdavis-johnson on unsplash, November 2021 "Still, the people are walking. Help them walk better." Despite the realities of Abuja, walking remains common for first and last mile intermodal transport especially in parts of the city where commercial motorcycles (okada) and tricycles (keke-NAPEP) are not allowed to operate. Abuja needs to intentionally enhance the highlighted factors that affect its walkability so as to make walking better by improving safety and convenience for pedestrians. The primary way to achieve this as emphasised by Jacobs (1961) is to plan land uses within walking distances of each other through mixed uses for more compact and diverse cities. Abuja needs to ensure that detailed plans for districts yet to be developed have sufficient provision for mixed-use plots within neighbourhoods. The current practice of allowing different kinds of uses along a mixed-use corridor, yet separate uses for every plot along that corridor, is a flawed approach. Instead, mixed use plots should allow different uses on different floor levels or different areas within one plot provided that the uses are compatible and complementary. Within already developed districts, particularly in Phase I of the city, efforts should be put towards densification through mutually beneficial partnerships between current property holders and housing developers as was historically applied in the Athens polikatoikias system (O'Sullivan, 2020). Densification of Abuja’s urban core will present other socio-economic benefits such as improved tax base per land area, better utilisation of existing infrastructure, and allowance for community parks with potential for increased social capital. It is also necessary to address the disinclination to cross-intersections in neighbourhood designs. The conventional grid street pattern that is prominent in cities like Barcelona, Chicago, and New York is considered to best facilitate walking because of its high intersection density which offers more route choices and shorter walking distances (Campoli, 2012). With such a pattern, pedestrians are more likely to walk along a straight line, have three possible directions to go on approaching an intersection, and can permeate through city blocks more frequently. Radial circulation patterns in historic African towns and cities also have high intersection densities with primary streets running to the central palace, market, and religious centre and circling secondary streets that repeatedly cross the primary streets at increasing radii. However, as early as from the university level, urban and regional planning students are sternly taught to avoid cross-intersections in their plans and designs, an ideology that is carried on to professional practice. The reason for this is that such intersections are considered to offer longer waiting time for vehicles to cross or turn and more possible vehicular conflict/collision points. Having established that they are better for pedestrians but arguably not as favourable to the vehicle, the discouragement of cross-intersections displays a glaring illustration of car-centric planning that pursues convenience for the vehicle at the expense of convenience for the pedestrian. Furthermore, Abuja is in desperate need of public transportation systems to intermediate the pedestrian’s long-distance trips. This implies that residents can walk (or cycle) from their starting destination to a nearby public transport station (e.g., bus stop), use the system to commute, and then walk to their final destination. Public transport systems are beneficial for cities as they minimize traffic congestion, pollution emissions, and energy consumption per traveler. Abuja, by oussama obeid on shutterstock, september 2023 The city has struggled with public transport over the past decade due to poor planning, maintenance, and financial constraints. Nonetheless, a lack of metro buses, at the very least, is inexcusable for a capital city of Abuja’s caliber. The city is currently dependent on private salon cars for public transport with overcrowding and physical struggle at popular pick-up/drop-off points. Sidewalks and their accompanying elements such as signs, furniture, landscaped strips, etc. are crucial to the walking experience. They should not be perceived as future add-ons for streets where the common practice in Abuja, mostly outside the urban core, is to pave drive lanes first and await interventions years in future. This leaves a lot of streets lacking those crucial elements that encourage people to walk and make walking more pleasant. Moreso, where such sidewalks are existing, efforts should be made to address interruptions such as reckless car parking, obstructive driveways into plots, and open refuse dumping. Lastly, policies that favour pedestrians and minimise car dependency should be enforced in the urban management of Abuja. Such policies should be derived following extensive and in-depth studies on the city’s physical and socio-economic urban context as well as case studies from successful policies in other cities around the world. "Abuja has the capacity to foster walkability if it decides to." Abuja is a unique African city because its development originally followed a masterplan, albeit a car-centric one. Yet, it is similar to many other African cities with regards to the high levels of walking The paradox is that despite the city’s car-centric plan, walking remains a primary urban transport mode and, therefore, efforts towards enhancing the walking experience through improved convenience and safety for the pedestrian should be intensified. The city’s land use plan, circulation plan, public transport functionality, streetscape, and urban management policies are critical factors that require intervention to reduce the city’s car-dependency and improve walkability. The current pedestrian-unfriendly state of these factors should not portray Abuja in bad light. They are instead an indication of the possibilities for more inclusive and sustainable urban mobility which can be achieved through an improvement in urban planning teaching, ideology, and practice as well as improved policy making at a city-level. To achieve these, urban planners and other stakeholders in academia and practice should grab every opportunity to help the city (and its decision-makers) understand where it falls short and why it needs to sit up. Resources such as the compilation of good practices that can inspire government actions and decisions to retain, protect, and enable people that walk and cycle in Africa are highly recommended (UNEP & UNHSP, 2022). What is Abuja waiting for? Abuja, by oussama obeid on shutterstock Previous Next

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

Foumban is a city located in the west region of Cameroon, with a population of 83,522. It is a major town for the Bamoun people and is home to a museum of traditional arts and culture. This series presents some shots of this museum as well as the urban landscape of the city. Foumban-Cameroon Foumban is a city located in the west region of Cameroon, with a population of 83,522. It is a major town for the Bamoun people and is home to a museum of traditional arts and culture. This series presents some shots of this museum as well as the urban landscape of the city.

< Back Digitizing Aguda/Afro Brazilian architecture heritage of Porto-Novo Benin through LIDAR scanning & social participation H. Killion Mokwete This study explores the use of LIDAR scanning and community engagement in the digital documentation of Aguda/Afro Brazilian architecture in Benin, as a vital component of the preservation of historically significant structures that face imminent demolition. Researchers from Northeastern University are working together on the project with local research partners from The African Heritage School-EPA in Porto-Novo. A small but significant digital database is developing as a result of several field studies, oral interviews, and digital scanning processes. This digital database is an essential component of a proof of concept pilot project that aims to create region-wide digital documentation and will involve collaborating with students and other local researchers to identify, catalog, and conserve Africa’s local building heritage. This pilot project is envisaged as a test case for potential expansion to other cultural regions with similar heritage buildings such as Togo, Nigeria, Cameroon and Côte d’Ivoire where local partnerships are being developed. Digital tools and social participation are key to preserving postcolonial architectural heritage in Benin According to the United Nations Educational, Scientific and Cultural Organization (UNESCO), the African continent has some 98 designated World Heritage Sites (cultural) and more than half of these can be found in 35 Sub-Saharan African countries. However, many of these sites in Africa (a total number of 93, in 2018) are placed on the List of World Heritage in danger due to threats from extractive processes (mineral and oil exploration), armed conflict, acts of terrorism, climate change, poaching, and uncontrolled rural and urban expansions. Grande Mosque, Porto-Novo, Benin, by odysseesdarchitectures Most heritage buildings in Sub-Saharan Africa can be organized in three categories: pre-colonization (traditional), colonial and post-colonial. These eras provide a base socio economic and historical context which marks events and activities that shaped the urban morphology, geo-social landscape of much of the Africa continent and that of the global South. Traditional era of Sub-Saharan African building heritage can be defined as the period during which feudal African tribes and regions self-ruled and built varying vernacular structures dictated by socio economic status and means of production for each cultural region. The Colonial era in Africa can be defined as the period between the first colonization of an Africa Kingdom by the Dutch in the 16th Century when they colonized parts of the cultural regions of the modern day Ghana (Gold Coast). The colonization period saw the partitioning of African cultural regions into territorial boundaries defined by colonizers interests and colonial structures. The introduced colonial building typologies and urban morphology of urban centers included religions such as churches & cathedrals, trading centers, castles etc. The Post-Colonial era can be defined as the period after decolonization and independence of Sub-Saharan African countries. During this period, independence governmental buildings and other structures were built to signify new beginnings and future aspirations. The Great Mosque of Djenne, Part of Africa’s remaining building heritage that is a UNESCO Protected heritage site photo by zibaloo In this essay, we use culturally-significant sites in the West African nation of Benin as a case study to examine the ways in which digital tools, digital archiving platforms and local social participation may be leveraged to preserve cultural heritage building sites in African postcolonial societies. The focus is on the on the architectural heritage (between traditional and colonial) of the Aguda people and investigate the new ways of leveraging technology towards building heritage preservation, education and local empowerment through social participation. The Aguda of the Bight of Benin is a community composed the descendants of the Portuguese traders who settled in the region in the 1700s; the descendants of the Brazilian traders who came soon after; and the descendants of the retornados, i.e., former slaves who settled in this area upon their return from Brazil. The retornados, researchers put their numbers at anywhere from 3,000 to 8,000 were originally from a vast sub-region of western Africa, but upon their return, they settled mainly on the coast between Lagos, Nigeria and Anehó, Togo. Afro-Brazilian architecture in Porto-Novo reflects Aguda influence, yet faces neglect, limited preservation efforts, and climate threats. The Aguda’s influence in Benin’s urban morphology is best found in the City of Porto-Novo, where new typology of building style based on villa & manor designs of Brazil was mixed in with local vernacular to create a style popularly known as the Afro-Brazilian architecture style. This style is exemplified by building on generally two floors, with regular shapes, large verandahs on both sides of buildings with arcades, bays decorated with rich roman-like lintels and usually wooden shutters. The Afro-Brazilians returnees constituted artisans, cabinet makers, bricklayer’s/master builders, tailors, traders, carpenters and other trade skills. In 1897 in Lagos, there were 96 males registered with 6 cabinet makers, 11 bricklayers and builders, builders and master builders, 9 tailors and 21 carpenters, 24 traders and 17 clerks. 23 percent of the Afro-Brazilian populations were carpenters. Carpentry and bricklaying remain the main occupation of some of the Brazilian returnees. Afro- Brazilian houses are in a state of disrepair and suffer from neglect. The necessity for conservation and the salience of cultural heritage is mainly advocated by architects with limited resources towards rehabilitation and preservation. Typical private residence Afro-Brazilian (Sobrados) features two storey dwelling with clay ornate facades, decorated windows, balconies & doors with clay molding, breezeways (open source) Although some steps are being taken to protect heritage sites, Heritage protection in Porto-Novo, with a great successful example of the rehabilitation of the Vodoun sites across Porto-Novo by The Ouadada Cultural Centre) there is still not sufficient resources to undertake a comprehensive rehabilitation of all sites. The lack of resources organizations and advocacy towards building heritage also presents a diminishing role of local community in participating in defining their heritage assets and therefore loss of continuity across generation’s institutional memory. Furthermore, limited legal frameworks such laws towards heritage preservation for pre-development impact assessments make it easy for developers to prefer demolishing without any prior assessments. Benin, like most Sub-Saharan African countries, lacks accessible digitized databases and archive institutions with more African heritage archives being held in foreign institutions such as European, American and Australian universities and museums. The current work being undertaken by the (École du Patrimoine Africain (African Heritage School) lacks scaling opportunities and funding partnerships. Climate change impacts such as higher temperatures, worsening floods, threaten to condemn some African landmarks. There is no comprehensive data on the total number of African heritage spots at risk, but research co-led by Simpson on coastal sites found that 56 locations are already facing flooding and erosion exacerbated by rising sea levels. In Benin, the Aguda architecture buildings due to the material nature are quickly deteriorating due to heavy rains and flooding amongst others. A collaborative digital platform will preserve Benin’s architectural heritage by combining technology, local knowledge, and global partnerships The project’s conceptual framework for this research is centered on what is described by The Framework Convention on the Value of Cultural Heritage for Society (Council of Europe 2005) as ‘Heritage Community’ defined as “cultural heritage is a group of resources inherited from the past which people identify, independently of ownership, as a reflection and expression of their constantly evolving values, beliefs, knowledge and traditions. It includes all the aspects of the environment resulting from the interaction between people and places through time” . This new way of looking at heritage lays the foundations for redesigning relations between all the involved stakeholders. The proposed model for this project centers a partnership between researchers (local and international) and local community knowledge custodians through a social participation framework and leveraging technological tools towards documentation and curating of local building heritage physical and non physical cultural memory. By building on this collaborative platform framework, this research will leverage the following technologies and approaches: Modern 3D capture through LiDAR scanning and photogrammetry technology will be used to document the existing condition of heritage buildings and to create digital blueprints, enabling planners to prioritize preservation activities and furthering opportunities for future building renovations and reuse. Through centering community participation and storytelling, this research will activate community members’ role in celebrating unique cultural heritage embedded in their local built environment and defining and curating personalized building heritage narratives. Leica’s BLK360 Tripod LIDAR Scanner, BLK2FLY drone scanner, Infrared Temperature visualization, Onset Data loggers (Temperature & Humidity)Leica’s BLK360 Tripod LIDAR Scanner, BLK2FLY drone scanner, Infrared Temperature visualization, Onset Data loggers (Temperature & Humidity) By creating a locally hosted and searchable database of heritage buildings, this research will start the first-ever platform for an architectural heritage archive serving Benin and other sub-Saharan African countries. Creating three-dimensional digital models will enable community-based education and academic research opportunities focused on vernacular building methods, offering opportunities for virtual experiential connection, with focused outreach to the global African diaspora community seeking to connect and learn about African heritage. This innovative and interactive platform will be made accessible to local university partners (École du Patrimoine Africain (African Heritage School), who in turn will benefit from new opportunities for technical and socio-cultural teaching and research. The proposed platform will be based on a collaborative model, developed in partnership with local communities who are custodians of culturally significant architectural artifacts. Models, historical records, and local narratives about heritage sites can be shared with diverse local community members, leveraging local press, libraries, and municipal archives. There is a critical need for coordination and technical support from Northeastern University, where researchers and students will serve as partners with community-based organizations, bringing innovative tools for creating a multimedia digital archive, technical expertise, and cross-regional coordination to create and maintain the platform and to carry out ongoing research on traditional building practices and the cultural, historical, and technological significance of diverse architectural resources. A digital platform will document and preserve endangered heritage sites in Porto-Novo, Benin, using multimedia tools and local engagement The proposed digital platform will document heritage sites across sub-Saharan Africa using multimedia tools such as computer-aided drawings (CAD), photographic documentation, written narratives, audio storytelling, hand drawings, models, and other media. It will engage local communities by building their capacity to collect, preserve, and assess the social value of their built environment, fostering sustained participation in preservation activities. Additionally, the platform will serve as an educational resource, providing access to archival data on cultural heritage sites for researchers, educators, community planners, and citizens both locally and internationally. A proposal for a pilot project acting as a proof of concept for the broader research will be based in Benin, in the City of Porto-Novo in Benin and will analyze and document the cultural heritage building which is endangered through urbanization, neglect, climate change and other socio economic threats. Collaborating team: Dr. Franck Komlan Ogou, Dr. Jessica Parr,Dr. Patricia Davis, Bahare Sonaie-Movahed Previous Next

< Back Le fonds rotatif : un outil communautaire de cofinancement pour le développement des villes Pauline Leporcq, Bénédicte Hinschberger, Bea Varnai Le fonds rotatif pour la rénovation urbaine est un mécanisme de financement solidaire et inclusif, créé dans l’objectif d’apporter des réponses à un double défi : les revenus limités et l’exclusion bancaire des populations vulnérables des villes sénégalaises d’une part, et d’autre part le déficit d’infrastructures urbaines résilientes, d’habitat digne et d’accès aux services essentiels auquel elles sont confrontées. Cet outil de financement - porté par la FSH et son ONG d’appui technique, urbaSEN - s’inspire de la tontine, caisse d’épargne solidaire traditionnelle, dans laquelle cotise un groupe de personnes issues le plus souvent du même quartier. Les montants épargnés sont confiés à tour de rôle à chacun des membres du groupe, permettant d’améliorer l’économie familiale ou de réaliser des projets spécifiques. Le remboursement des moyens financiers mis à disposition se fait selon les modalités accordés par le groupe. En focalisant ce mécanisme sur les besoins liés à l’habitat et au cadre de vie, le fonds rotatif permet depuis 2015 aux populations vulnérables de bénéficier de prêts pour la réhabilitation de leurs logements et de co-financer des aménagements urbains. Le fonds est géré par la Fédération Sénégalaise des Habitants (FSH), réunissant des groupements d’épargne communautaire qui portent des projets de sensibilisation, de communication et de formation sur le droit au logement et à l’amélioration du cadre de vie depuis 2014. Aujourd’hui, la FSH se déploie dans toute la banlieue de Dakar, dans les régions de Thiès (2019), Louga (2019), Ziguinchor (2022) et de Fatick (2024) et réunit près de 18 000 membres. Le fonds rotatif autonomise les municipalités et les habitants du Sénégal, favorise la collaboration et améliore l'accès au financement pour le développement local La commune de Djiddah Thiaroye Kao située dans la banlieue de Dakar est composée majoritairement de quartiers spontanés et abrite plus de 160 000 habitants. L’habitat y est principalement auto-construit de manière incrémentale, le plus souvent avec des matériaux de faible qualité et une absence d’encadrement de professionnels qualifiés. Étant l’une des plus densément peuplée du pays, la commune fait face à de nombreux défis sociaux, économiques et environnementaux. Le déficit d’infrastructures d’eau et d’assainissement conduit à des problèmes de santé, aggravés par de fortes inondations. Sensibilisation avec un groupe sénégalais, Bénédicte Hinschberger 2022 Dans le contexte d’inondations particulièrement dévastatrices de la fin des années 2000, les habitants s’organisent pour apporter des solutions aux problématiques liées à l’habitat et au cadre de vie. Cette dynamique, appuyée par des professionnels issus de l'aménagement, la mobilisation sociale et la planification urbaine, permet d’engager le processus de restructuration urbaine de la commune, et donne naissance à la Fédération Sénégalaise des Habitants en 2014. Dès le début, une attention particulière est portée à l’accès au financement pour réaliser des aménagements, ouvrages et activités de renforcement pour les membres de la Fédération. C’est ce qui amènera à la création du fonds rotatif. A la même période (2013), l’Etat sénégalais lance l’Acte III de la décentralisation, qui délègue aux communes la gestion, l’organisation et la planification de leurs territoires. Mais ce transfert de compétences ne s’accompagne pas des moyens nécessaires pour organiser techniquement et financièrement la structuration des services communaux. Déjà en grandes difficultés, les communes peinent à mettre en œuvre l’Acte III, et donc à offrir aux habitants des services et des infrastructures de qualité dont ils ont grandement besoin pour améliorer leur cadre de vie. Les ressources financières des communes proviennent principalement des fonds de l’Etat (fonds d’équipement des collectivités locales, et fonds de dotation) disponibles auprès du Trésor Public. Cependant, leur gestion est collective pour l’ensemble des communes, ce qui rend très inégale l'accès aux ressources et complique le processus de décaissement des sommes préalablement budgétisées par les communes. De fait, la réactivité et la capacité d'agir des communes pour répondre aux besoins des populations locales sont limitées. Les ressources communales sont également alimentées par différentes taxes, mais ceci reste de l’ordre du résiduel et ne permet pas d’assurer une bonne gestion organisationnelle interne de la commune avec un budget prévisionnel annuel structuré et le recrutement de ressources humaines sur le long terme. Ainsi, le développement du fonds rotatif s’inscrit dans le contexte général de précarité financière des communes sénégalaises et du difficile accès des populations vulnérables aux outils de financement traditionnels. Il démontre la pertinence d’outils de financement citoyen accessibles au plus grand nombre, pour pallier la difficulté à mobiliser des ressources publiques locales, résultat d’un cadre juridique et institutionnel inadapté aux besoins réels des autorités locales et de leurs habitants. Le fonds constitue ainsi un vecteur de collaboration entre les habitants et les communes à travers la mobilisation d'un apport financier des habitants aux projets locaux. Il contribue ainsi à légitimer leur place dans la définition et la mise en œuvre de projets d'aménagements et de quartiers. Le fonds rotatif au Sénégal permet la réhabilitation des logements et des infrastructures par la communauté, améliorant la collaboration locale et les projets de développement cofinancés Le mécanisme du fonds rotatif est adossé à un dispositif d’accompagnement technique qui garantit la qualité des travaux et sa bonne utilisation : des technicien.nes réalisent un diagnostic du logement/du quartier/des ouvrages à rénover et accompagnent le ménage dans le choix des artisans et le suivi des travaux à l’échelle de la parcelle et du quartier. En effet, le fonds permet de financer la réhabilitation de l’habitat, le développement d’activités génératrices de revenus (AGR) par les groupes d’habitant.es, et la co-conception et co-construction d’ouvrages semi-collectifs d’eau et d’assainissement (puisards partagés entre quelques familles, branchements AEP) et d’aménagements publics de plus grande ampleur (drains, regards, pavages drainants, bassins, tampons, espaces verts et d'infiltration des eaux de pluie, etc.) A l’échelle de la commune de DTK qui compte plus de 100 groupements membres de la FSH, soit environ 3 000 personnes fédérées, ce dispositif a permis la réhabilitation de 408 maisons et une cinquantaine de chantiers sont encore en cours auprès de différents bénéficiaires. De plus, à l’échelle du quartier, plusieurs ouvrages ont été réalisés dans une approche de co-conception entre les différentes parties prenantes (élus, points focaux de la commune, Office National de l’Assainissement (ONAS), techniciens, habitants). Au total - 3 arrêtoirs d’eau, 6 déversoirs raccordés au réseau existant, 445 mètres de canalisation, 6 regards circulaires, un caniveau superficiel muni d’un pavage drainant raccordé au système de drainage existant - ont été réalisés. Le total du budget des travaux de 35 605 962 CFA a été cofinancé par la commune (50 %), les habitants (5 %) et subventionné par le projet (45 %). Dans tout le Sénégal, ce sont plus de 1 000 maisons qui ont été réhabilitées, et près de 300 ouvrages communautaires. Le fonds rotatif autonomise les résidents, favorise le développement urbain participatif et inspire des initiatives similaires à travers l'Afrique de l'Ouest, renforçant la résilience et la collaboration Les ouvrages collectifs co-conçus et co-financés par les habitant.es traduisent concrètement dans l’espace public la portée du fonds rotatif en tant qu’outil de renforcement du pouvoir d’agir des habitant.es . Grâce à leur apport financier, ces dernier.es ne sont plus seulement bénéficiaires d’infrastructures réalisées par d’autres groupes d’acteurs, mais au cœur des processus de décision qui les définissent et les produisent. Les habitants participent au dialogue territorial qui permet de faire évoluer positivement et durablement la situation locale et les conditions de vie par un meilleur niveau d’équipement. De plus, la participation financière des habitant.es motive leur contribution à la bonne gestion et à la maintenance des ouvrages. Des modalités de gestion spécifiques sont ainsi définies pour chaque type d’ouvrage, impliquant les groupes d’habitants de la zone et visant à garantir leur pérennité. Bénéficiaire de la FSH Sénégal 2022 Crédit Equipe média urbaSEN Ces ouvrages mis en œuvre de manière participative sont le résultat d’une démarche intégrée - sociale, environnementale et financière - qui garantit leur réplicabilité à long terme. Celle-ci est accentuée par les activités de formation des artisans locaux qui sont mises en œuvre en lien avec les projets. Ces formations contribuent à une meilleure structuration du tissu économique local et à une amélioration de la qualité des ouvrages et des logements réalisés. Articulées à d’autres moyens de lutte contre les inondations (sensibilisation, messages d’information avant les pluies, réalisation d’ouvrages structurants de drainage par les acteurs publics), elles contribuent à augmenter effectivement la résilience des quartiers face au risque climatique. Récemment, cet outil de financement a inspiré d’autres fédérations d’habitants organisées dans la sous-région ouest-africaine. Des mécanismes similaires ont été développés au Burkina Faso (2021) et en Guinée Bissau (2023) et se déclinent selon les besoins et réalités locales. Actuellement, les représentants des fédérations de ces différents pays portent la volonté de se réunir en confédération sous-régionale avec leurs voisins afin de partager des savoirs, des outils et des méthodes innovantes de construction et de financement de la ville. Le fonds rotatif améliore les conditions de vie au Sénégal, en favorisant la finance communautaire et en favorisant la transparence entre les résidents et les autorités locales Par l’amélioration des conditions de vie d’environ 150 000 habitants du Sénégal, et 1 milliards de francs CFA de prêts accordés depuis 2015, le fonds rotatif a démontré sa pertinence en tant qu’outil financier pour l’amélioration du cadre de vie des populations défavorisées. Le portage “habitant” de l’outil et sa reconnaissance par les autorités locales assurent une appropriation forte et une démultiplication de son envergure grâce à la sensibilisation des habitants et la formation des communes dans l’élaboration de budgets participatifs pour appuyer ces dynamiques. L’ensemble de ces innovations renforcent la transparence et la confiance entre les acteurs publics locaux et les populations. Ainsi, le fonds rotatif s’inscrit comme un outil stratégique de plaidoyer pour la reconnaissance de la finance communautaire par les acteurs publics et les bailleurs internationaux et le renforcement de l’inclusion financière des populations. Previous Next

< Back Urban-Rural linkages at the center of urban policy agenda in Africa Grace GITHIRI, Inès Diurtionnel NGOUANOM, Antonio KIPYEGON Urban-rural linkages in Africa are a significant challenge, with rapid urbanization and rural-urban migration putting pressure on urban and peri-urban areas. UN-Habitat and partners implemented the "Leaving no space behind: strengthening urban-rural Linkages (URL) in Africa" project in four countries: Cameroon, Guinea, Nigeria (Niger State), and Tanzania (Zanzibar). The project aimed to enhance the capacities of policymakers and change agents at all levels to collect and use evidence for fostering cross-sectoral, multi-level frameworks, strategies, and action plans for integrated and inclusive territorial development. The project involved the development of context-specific normative toolkits, capacity-building sessions, technical dialogues, and advisory services to stakeholders. The project also provided an overall framework for the review of the National Urban Policy (NUP) for each country and in the data collection process at a local level. The project aimed to strengthen the synergies between urban and rural communities and spaces, promoting integrated territorial development and achieving global goals. Traditional approaches to planning and development viewed urban and rural areas as two separate entities creating a dichotomy between the two. In reality, the boundary between urban and rural areas is diffused, and the two are intertwined and connected in a functioning system of linkages that sustains the interactions between them. While urban growth might bring prosperity to many urban regions, the urban dividend is often not shared across the territory. In some countries, small and intermediary cities, which are a crucial link for integrated territorial development, find it difficult to define their roles in the contemporary economy; hence adversely suffering from uncontrolled growth, poverty, lower incomes, high youth unemployment rates, inward migration from rural areas and outmigration of mainly young and skilled. To address these urban-rural linkages challenges in the African context, UN-Habitat and partners implemented, the project “Leaving no space behind: strengthening urban-rural Linkages (URL) in Africa” in four countries: Cameroon, Guinea, Nigeria (Niger State), and Tanzania (Zanzibar) Funded by the United Nations Development Account this project supported the four countries to enhance their urban-rural linkages and bridge the urban-rural divide by enhancing the capacities of policymakers and change agents at all levels to collect and use evidence for fostering cross-sectoral, multi-level frameworks, strategies, and action plans for integrated and inclusive territorial development. Ensuring the entire project cycle was inclusive and participatory, UN-Habitat employed several delivery methods, including the development of context-specific normative toolkits and guides, national and subnational capacity-building sessions, technical dialogues as well as advisory services to a wide array of stakeholders, including government officials, academia, civil society and women and youth groups. The project implementation involved the creation of awareness along with capacity-building activities on the significance of strengthening URL. Through the awareness-raising activities, the countries were also able to define their priorities or key pressing issues towards functional and inclusive URL at the national and local levels. This was to provide an overall framework for the review of the National Urban Policy (NUP) for each country and in the data collection process at a local level respectively. In Africa, the urban-rural divide is a reality that participating countries must address. To be specific, rapid urbanization, due to rural-urban migration is placing enormous pressure on urban and peri-urban areas, including intermediary cities. Large cities and metropolitan areas are already experiencing urban sprawl and expanding their border to peri-urban areas, surrounding rural areas, and hinterlands. When expanding in such an unplanned manner, cities consume valuable (close by) agricultural land (in some cases) which could in turn affect food security and food systems in general. Similarly, fragile ecosystems are being transformed into urban land uses, impacting ecological resources such as waterways, fisheries, and forests. The 2017 report of the UN Economic Commission on Africa on “Urbanization and Industrialization for Africa’s Transformation” states that Africa's least urbanized countries are urbanizing fastest due to rural-urban migration, a phenomenon which still remains even as countries recover from the COVID-19 pandemic. However, unlike global trends, the urban-rural disparities in Africa do not seem to narrow with increasing urbanization. Low connectivity and insufficient infrastructure in rural areas widen these inequalities between urban and rural areas and since economic investment is often low, job opportunities remain few. The 2017 report of the UN Economic Commission on Africa states that “management of the rural-urban transition in a way that promotes equity is one of the major challenges facing policymakers in most African countries.” The situation in the project countries is no different, for example in Cameroon, rural-urban migration was defined as the main cause of urban sprawl. The reasons for migration as described above, specifically the search for better opportunities due to urban and rural disparities and inadequate infrastructural development. In Niger State, Nigeria, the inefficiencies of infrastructure, leading to a declining local economy, is one of the main contributors to poverty among rural populations. Connecting food producers to urban markets and enhancing the flows of goods, products, and information would improve the lives of the rural dwellers, and also promote urban food security. In Guinea Conakry, the poor connectivity of physical infrastructure, information transfer, and social connectivity cause a major development gap between rural and urban areas. The case in Zanzibar, Tanzania is no different; the poorest and least developed, low literacy levels and access to health care among other challenges being experienced, in rural areas. Faced with these challenges, the call to strengthen the synergies between urban and rural communities and spaces is pivotal towards integrated territorial development and achieving global goals. The project thus provided for the countries to define their priorities, gather data, review policy, and make recommendations for policy enhancements. UN-Habitat implemented the project using several delivery methods to ensure an inclusive, effective, and participatory approach. These include the development of innovative, contextspecific normative tools and guides, capacity development sessions as well as technical dialogues and advisory services. UN-Habitat coordinated activities at the regional level and offered normative tools for adoption in the country's contexts. The main activities in the field were over ten capacitybuilding workshops, data collection exercises at different locations, policy reviews, and recommendations for enhancing the policy frameworks in the lens of urbanrural linkages. One unique aspect of the project is that it integrated inputs from technical experts and local communities or stakeholders to inform the policy review and recommendation process. Approximately 2500 people were engaged during the implementation of this project. The project not only gathered inputs for policies but the stakeholders involved had their capacities strengthened which will be replicated to others and in their daily work on urban-rural linkages. Data collection was also collected using digital tools such as Kobocollect which made data collection, analysis, and presentation quicker and relatively more accurate. The digital tool was not only innovative but also minimized the use of paper contributing to environmental conservation. The capacity-building workshops and related activities were also hybrid; both physical and online especially during COVID-19 restrictions allowing for continuity of project activities. In Cameroon, the project began by bringing together a country team which was composed of over 20 people from different sectors. They defined three priority issues that would be key in addressing urban-rural disparities. They are: improving road and transportation infrastructure; telecommunications infrastructures; Partnerships and financial services. Along with the definition of priorities, UN-Habitat worked with stakeholders such as government officials, civil society, and academia, to develop a report on the general challenges and state of urban-rural linkages in Cameroon. Similarly over thirteen policies, laws, and strategies were reviewed on the nature and extent to which they had addressed urban-rural linkages. The other related activities were data collection and six workshops on awareness, capacity building, and validation of project outcomes. In Zanzibar, Tanzania, the multi-stakeholder country team defined three priorities for strengthened urbanrural linkages. The priorities were: food security, social services, and infrastructural services. A URL situational report comprising the challenges and opportunities was developed, with the contribution of all stakeholders. Over 20 policies and strategies were also reviewed guiding the recommendations thereof. Data collection of both secondary and primary sources was conducted in the selected sites, including farms, marketplaces, and from community groups. To further enhance inclusivity and participation from all the five regions of Zanzibar, up to five workshops in the five regions were conducted to raise awareness on URL, enhance the participant's capacity as well as validate the project outcomes, attended by over 100 diverse participants. In Niger State, Nigeria, the project was implemented under the umbrella of the Niger State Urban Support Programme, which consisted of urban-rural linkages, state urban policy, and integrated development planning. The strengthening urban-rural linkages component was then integrated as a chapter in the Niger State urban policy, which was approved by the State Executive Council in June 2021, A multi-stakeholder team formulated to coordinate the project identified priority issues as infrastructure and human security. Similar to Zanzibar, the Niger State team conducted policy reviews, defined the gaps, and provided fitting recommendations to enhance urban-rural linkages. A report was also prepared on the status of URL in Niger State with specific examples of ongoing projects and initiatives by other partners and governments on rural electrification, rural road upgrading, and market studies. Through the project, a total of three workshops were conducted, which included training on data collection and validation workshops various consultative meetings along with the NUP development process. Guinea Conakry started with a stakeholder’s awareness workshop conducted in Conakry bringing together relevant stakeholders together to understand and discuss the relevance of urban-rural linkages. They also developed the status report on URL in Guinea along with a review of over ten relevant policies. Data collection was also collected to understand the three priorities identified as infrastructure, environmental issues, and economic activities. Four workshops were held in Conakry on awareness, capacity building, and validation of project outcomes. The urban policy process kicked off after the project closed, and a specific section on urban-rural linkages will be integrated with the policy document. The aim of the project was mainly to build the capacities of the stakeholders in the project countries towards enhancing urban-rural linkages and integrated territorial development through policies, and strategies among other frameworks. The projects were anchored in the project countries along with the urban policy process apart from Cameroon where the policy was already completed. The project saw several milestones reached and significant progress made in enhancing urban-rural linkages. Some of the progress made and results achieved include: Multisectoral country teams (national, and local) responsible for promoting and ensuring the consideration of urban-rural links in policies and strategies were set up and equipped through capacity-building activities and related project activities. They will thus continue playing a major role in advancing the agenda as ambassadors of urban-rural linkages initiatives in their works. The capacities of more than 2500 stakeholders in the government, private sector, academia, and civil society have been strengthened on what urban-rural linkages entail and why it is important including how local initiatives contribute to the agenda. This was not only through the capacity-building activities and data collection process but also through the reports developed that will be disseminated in the relevant languages in each project country In all four project countries, urban-rural linkages will form part of the national or sub-national (Zanzibar and Niger state) agendas having been integrated into the urban policies. In Niger state, a chapter dedicated to policy actions for managing urban-rural linkages was adopted. Urban policies form a key reference document for legislation, planning, and related strategies or projects whose benefits would be incremental at different governance levels. Another impact is that another project commenced as a multiplier effect benefitting Niger state and Cameroon with the main focus on food and transportation between urban and rural areas in the context of pandemics. This is through the University of Nairobi and partners, showing the emerging interest of academia to advance the topic of urban-rural linkages. The Project achieved its main objective is to advance the knowledge and capacities of urban-rural linkages in the context of African countries. The approach employed in the implementation of this project involved both experts and local stakeholders to collect evidence for policy enhancement. To engage these diverse stakeholders, context-specific normative tools were developed, core country teams trained, and the tools implemented. Through the various tools being piloted and adapted accordingly, the country reports were developed and shared with all stakeholders on the status of urban-rural linkages. The policies were then reviewed through the lenses of the emerging issues in the reports and recommendations developed. To contextualize and understand the situation further, study sites were identified, and data were collected in a defined functional area. The data collected provided an in-depth understanding of the nature, challenges, and opportunities of urban-rural linkages in specific contexts. The main results were a piloted toolkit that can be replicated in other country contexts, urban-rural linkages policy recommendations, and improved capacities of the stakeholders involved on ways of advancing the agenda post-project period. One of the lessons learned from this project which will be beneficial in future related projects or initiatives is the complex and broad yet context-specific nature of urbanrural linkages. The policy actions in each country are expected to lead to urban and rural food security, better connectivity and inclusive flows of commodities, people, services, and information, management of urban-rural migration, protection of the environment, and managed urban sprawl among other long-term benefits, for integrated and sustainable territorial development. Previous Next

< Back Abuja Urban Lab: collective action as a catalyst for transforming waste governance Vanessa Vovor The Abuja Urban Lab, launched in December 2023 by the Covenant of Mayors in Sub-Saharan Africa (CoM SSA), is an innovative initiative aimed at transforming waste management governance in Nigeria’s capital, Abuja. Co-funded by the European Union and the German Federal Ministry for Economic Cooperation and Development (BMZ), this CoM SSA project focuses on creating a sustainable and climate-responsive waste governance framework to address the environmental impacts of rapid urbanization and population growth. By engaging a diverse range of stakeholders—including local government bodies, academia, the private sector, civil society, youth groups, and traditional leaders—the Urban Lab facilitates collaborative solutions that incorporate local knowledge and innovative practices. This article explores the objectives, approach, and anticipated impact of the Abuja Urban Lab, highlighting its potential to serve as a model for other African cities facing similar challenges. Abuja’s rapid urbanization has led to waste management challenges, prompting collaborative solutions for urban resilience Solid waste disposal point, eAbor Photography for CoM SSA Abuja, as Nigeria’s first planned city and capital since 1991, has experienced rapid urbanization, leading to significant challenges in waste management, such as environmental degradation, illegal dumping and burning of waste, which exacerbate climate-related hazards such as flooding and pollution. The Abuja Municipal Area Council (AMAC), responsible for managing waste within its jurisdiction, struggles with inadequate infrastructure, financial constraints, and overlapping governance mandates with the Abuja Environmental Protection Board (AEPB). To address these challenges, AMAC, with the support of the Covenant of Mayors in Sub-Saharan Africa (CoM SSA), developed and launched its Sustainable Energy Access and Climate Action Plan (SEACAP) in 2022. The action plan sets ambitious targets for climate change mitigation and adaptation as well as access to sustainable energy, with a key focus on improving waste management as a critical component of enhancing urban resilience. A rapid assessment conducted in early 2023 by the African Centre for Cities, in collaboration with CoM SSA, identified critical waste management issues in Abuja, including inefficient landfill management, lack of waste flow specialization, and governance challenges. Recognizing the need for a coordinated and inclusive approach, AMAC selected the topic of waste governance as the Urban Lab’s central theme in April 2023 with inputs from a diverse group of stakeholders, including representatives from AMAC, AEPB, Nile University, Baze University, and other academic institutions in Abuja. The Abuja Urban Lab was subsequently established to foster collaboration among an even wider range of stakeholders to co-create innovative solutions for waste management that align with Nigeria’s Nationally Determined Contributions (NDCs) under the Paris Agreement. The Abuja Urban Lab employs a participatory, inclusive approach, engaging diverse stakeholders to co-create sustainable waste management solutions AMAC SEACAP Launch July 2022 Abuja CoM SSA The Abuja Urban Lab employs a deeply participatory and inclusive approach to tackle waste management challenges by convening stakeholders across various sectors. With Nile University of Nigeria serving as an anchor of the process, consultations with the public sector are held with not only the Abuja Municipal Area Council and Abuja Environmental Protection Board, but also with key subnational representatives and bodies of the Federal Capital Territory (FCT) such as the Mandate Secretary on Health and Environment, the Minister Senior Special Assistant on Environment and Waste Management, the Satellite Towns Development Agency, the Permanent Secretary on Health and Environment and the Abuja Metropolitan Management Council. Moreover, civil society organizations, such as the Association of Women Town Planners of Nigeria, play a crucial role in ensuring gender-sensitive planning and inclusivity. Youth groups, particularly those affiliated with local universities, contribute innovative ideas and fresh perspectives, while the private sector, represented by recycling companies, waste collectors and other environmental service providers, provides key insights integral to developing a circular economy in Abuja. The informal sector, including waste pickers and small-scale recyclers, is actively engaged to ensure their critical role in the waste management ecosystem is recognized and integrated into formal processes. Additionally, traditional rulers and community leaders are involved to raise awareness among local communities and incorporate cultural practices into waste management solutions. This comprehensive and inclusive model fosters a sense of ownership and collaboration, ensures cultural relevance, and integrates local knowledge into waste governance solutions. A significant milestone of the Urban Lab was the city-to-city exchange in May 2024, which facilitated a visit to Lagos for a group of Abuja Urban Lab stakeholders to learn from Lagos’s advanced waste management strategies. This exchange provided valuable insights into policy reforms, public-private partnerships, and inclusive governance models that can be adapted for Abuja. The Urban Lab continues to focus on strengthening stakeholder engagement, conducting in-depth policy reviews, and addressing governance challenges to develop practical and sustainable waste management strategies tailored to Abuja’s needs. The Abuja Urban Lab aims to transform the city’s waste management, enhancing environmental health, economic growth, and social inclusion The Abuja Urban Lab is anticipated to have a transformative impact on the city’s waste management system, contributing to environmental health, economic development, and social inclusion. By supporting the development of a more cohesive and inclusive waste governance structure, the Urban Lab aims to create an enabling environment for future sustainable infrastructure projects, such as waste valorization facilities. Through its inclusive stakeholder consultation process, the Lab is working to create strong policy recommendations aligned with international environmental standards. These efforts are expected to support the adoption of sustainable waste management practices across the city, contributing to Abuja’s long-term urban planning and development strategies. The CoM SSA Urban Lab’s emphasis on improving governance structures and fostering collaboration among diverse stakeholders—including government agencies, the private sector, civil society, and the informal sector—lays the foundation for future investments and innovations in waste management. The Lab’s emphasis on social inclusion ensures that all voices are heard, fostering a sense of ownership and accountability among participants. This coordinated approach is expected to support AMAC in achieving its SEACAP targets, including a 20% reduction in waste-related greenhouse gas emissions by 2030. The Abuja Urban Lab’s impact extends beyond environmental benefits, contributing to the overall resilience of Abuja’s urban environment and serving as a model for other African cities facing similar challenges. The Abuja Urban Lab provides a replicable model for sustainable waste management and climate resilience through stakeholder collaboration and long-term environmental goals The Abuja Urban Lab represents a significant advancement in addressing the intertwined challenges of waste management and climate resilience in Nigeria’s capital. Through its participatory approach and collaborative solutions, the CoM SSA Urban Lab is creating a blueprint for sustainable urban development that can be replicated in other African cities. The ongoing collaboration among stakeholders, including government bodies, academia, civil society, the private sector, and traditional leaders, ensures that the project not only meets its immediate goals but also contributes to long-term environmental sustainability and social equity in Abuja. After facilitating its Urban Lab approach in the capital, the Covenant of Mayors in Sub-Saharan Africa would remain a partner of choice for the city in the preparation of urban infrastructure projects to further enhance waste management efficiency. President of Women Town Planners Association of Nigeria and AMAC Head of Environement Abuja June 2024 CoM SSA Previous Next

Alé Badara SY promeut l'urbanisation adaptative au Sénégal, intégrant la communauté pour transformer les défis climatiques en opportunités économiques et créer des villes inclusives et durables. < Back Réinventer les villes Sénégalaises au carrefour de l'urbanisme inclusif et des opportunités économiques Alé Badara SY Alé Badara SY, expert en urbanisme et président d'un club de réflexion urbaine, souligne l'importance de s'adapter aux réalités territoriales au Sénégal pour répondre aux défis d'urbanisation, de changement climatique, et de logement. Il identifie la nécessité de projets d'infrastructure adaptatifs, un accès équitable au logement et renforce le leadership et la capacité de planification des acteurs locaux. Alé plaide pour une approche inclusive qui transforme les défis climatiques en opportunités économiques, insistant sur l'implication des communautés, en particulier des femmes et des jeunes, dans les processus de planification urbaine pour créer des villes durables et vivables. https://www.youtube.com/watch?v=g9iIfIqnszQ

< Back The potential of Artificial Intelligence for Africa The advent of artificial intelligence (AI) has the potential to transform African cities, but its successful integration requires a comprehensive understanding of its implications and the development of appropriate governance frameworks. The digital sector is set to grow by around $180 billion by 2030, with jobs in AI expected to grow by over 200% by 2025. AI has the potential to address challenges such as poverty, inequality, and limited access to essential services, such as improving healthcare outcomes, enhancing agricultural productivity, and optimizing urban infrastructure. AI governance, where AI ethics meet implementation through institutions and regulation, is crucial for upholding these values in the AI ecosystem. The Global Index on Responsible AI provides governments with baseline information on their country's AI activities, offering clear benchmarks for countries to ensure their citizens' rights are protected and promoted in the context of AI use. Responsible AI refers to the design, development, deployment, and governance of AI in a way that respects and protects all human rights and upholds the principles of AI ethics. “AI governance, the way in which I like to define and describe it, is where AI ethics meets implementation through institutions and regulation. So AI ethics are the values that should guide the use and development of artificial intelligence.” Rachel Adams, PhD, the Founder and CEO of the Global Center on AI Governance The advent of artificial intelligence (AI) has ushered in a new era of technological advancement, reshaping industries and societies worldwide. As AI continues to evolve, its potential to transform African cities is immense. However, the successful integration of AI requires a comprehensive understanding of its implications, as well as the development of appropriate governance frameworks. The digital sector is primed for immense growth, accounting for around $180 billion by 2030, set to increase as a consequence of the enactment of the African Continental Free Trade Area (AfCFTA). Jobs in AI are likely to grow by over 200% by 2025. AI’s potential is already being used to help detect cases of tuberculosis in Nigeria, combatting poachers in Malawi, and to prevent crop disease by Cashew farmers in Ghana. Further, a program run by the South African Department of Health, called ‘MomConnect’ uses AI chatbots and software to assist over 1.8 million mothers with pre- and post-natal care. AI can be broadly defined as the simulation of human intelligence in machines, enabling them to perform tasks that typically require human cognition. This includes learning, reasoning, problem-solving, perception, and language understanding. AI applications are diverse, ranging from natural language processing and computer vision to machine learning and robotics. In the African context, AI has the potential to address a wide range of challenges, including poverty, inequality, and limited access to essential services. For instance, AI-powered systems can be used to improve healthcare outcomes, enhance agricultural productivity, and optimize urban infrastructure. AI governance really should be about how we create rules and standards that can guide everybody within the AI ecosystem to ensure that we uphold these values as AI is designed, developed, used, governed and so forth. The Global Index on Responsible AI (GIRAI) is the first tool to set globally-relevant benchmarks for responsible AI and assess them in countries around the world. This study constitutes the largest global data collection on responsible AI to-date. In its first edition, the Global Index on Responsible AI covers 138 countries and jurisdictions, including 41 countries from Africa. “One of the most significant things about the Global Index on Responsible AI is it included data collected from 41 African countries and no study had ever been so comprehensive in assessing responsible AI or even just AI across so many African countries.” One of the key implications of the findings of the Global Index on Responsible AI for Africa is the need for increased investment in local AI capacity. By fostering a vibrant AI ecosystem, African countries can develop their own AI technologies and applications, reducing their dependence on foreign solutions. Additionally, the index highlights the importance of building a skilled workforce capable of harnessing the power of AI. Rachel stated that the Global Index on Responsible AI provides governments with baseline information on their country's responsible AI activities and commitments. She emphasized that AI is often multi-sectoral and requires a comprehensive understanding of government-wide efforts. The index offers clear benchmarks for countries to ensure that their citizens' rights are protected and promoted in the context of AI use. These benchmarks include guidelines on public procurement, building AI skills, implementing AI ethics principles, and having data protection laws and institutions. By conducting the index annually, governments can track their progress in AI adoption and its impact on their societies. “The Global Index on Responsible AI showed us that just because you have a policy in place does not mean that you are ensuring that these technologies are governed in a way that is ethical, responsible, and protects human rights and democracy. So having a Policy alone - and policies are not binding - they just kind of demonstrate executive intent. They demonstrate that a government cares about this issue and recognizes its importance and will do a set of things.” Rachel continued to further state that they have a problem on the continent where they develop policies but lack the funding or capacity to implement them. She emphasized the need for active agencies within countries, such as oversight institutions, data protection authorities, human rights commissions, and sectoral level bodies, to understand the impact of AI on their sectors and adjust accordingly to ensure that societal values are not negatively impacted. Additionally, she highlighted the importance of networks of people, particularly civil society organizations, to be involved in this process. Global Index on Responsible AI: 2024 Scores Comprehensive, comparable, country-level data She continued by emphasizing the important role of universities and research communities in understanding the best ways to govern AI. She highlighted the lack of knowledge about the precise impacts of AI on African societies and economies, emphasizing the need for research to inform policy decisions. She also cautioned against implementing rigid government approaches similar to those in the European Union, which could hinder the growth of local innovators. Instead, she advocated for governance mechanisms that support the growth of local industries and do not impose excessive compliance costs. Additionally, Rachel stressed the importance of civil society in advocating for change, educating the public about AI, and ensuring that people's rights are protected. “The responsible design, deployment and governance of AI are proportionate to the purpose of its use and meet the technological needs of the individuals and societies it seeks to serve.” When it comes to tracking and measuring responsible AI, it’s important that it’s clearly defined. That means defining responsible AI through a human rights lens. Responsible AI refers to the design, development, deployment and governance of AI in a way that respects and protects all human rights and upholds the principles of AI ethics through every stage of the AI lifecycle and value chain. It requires all actors involved in the national AI ecosystem to take responsibility for the human, social and environmental impacts of their decisions. Rachel mentioned that South Africa had a low score for frameworks, indicating a lack of governance efforts. However, South Africa scored highest in government actions, demonstrating active involvement in AI development and safeguarding. Other countries with interesting AI policies include Senegal and Egypt, which focus on building local AI ecosystems and promoting international cooperation. While these countries have made progress in AI governance, the implementation of regulatory standards is still awaited. Rachel also mentioned her involvement in drafting the African Union Continental AI strategy, which aims to establish such standards for the continent. Regional average scores through the lens of pillars and dimensions “The African Observatory on Responsible AI serves as a valuable platform for knowledge sharing and collaboration on AI-related issues.” It brings together researchers, policymakers, and industry experts to discuss the potential of AI for the continent and address the challenges associated with its adoption. The African Observatory plays a crucial role in promoting the development of AI governance frameworks. By fostering dialogue and consensus among stakeholders, the Observatory can help to ensure that AI is used ethically and responsibly in Africa. Rachel mentioned that the African Observatory on Responsible AI is working to build the capacity of researchers across the continent in AI ethics. The Observatory is launching two certificate courses, one on AI and human rights in Africa with the University of Pretoria and another on African AI ethics and policy with the University of Cape Town. Additionally, they are working to raise the visibility of African voices and expertise in global AI debates and decision-making. “AI can play a significant role in addressing challenges related to Africa rapid urbanization and improving the quality of life for urban residents.” In terms of urban Infrastructure, AI can optimize traffic management, energy consumption, and waste collection. For instance, in Nairobi, AI-driven traffic management systems help reduce congestion by adjusting traffic light patterns in real-time. Similarly, in Cape Town, AI is used to monitor and manage energy consumption, leading to more efficient use of resources. In healthcare, AI-powered diagnostic tools and personalized medicine can improve healthcare access and outcomes. In Kenya, chatbots like SophieBot provide medical advice and information, making healthcare more accessible, especially in remote areas. In Nigeria, AI-driven platforms like Ubenwa use machine learning to detect birth asphyxia from a baby’s cry, potentially saving lives. In education, AI can personalize learning experiences and enhance educational outcomes. In South Africa, the Siyavula platform uses AI to provide personalized learning experiences in mathematics and science, helping students improve their understanding and performance. In financial Services, AI can enable more inclusive financial services and improve access to credit. In Ghana, AI-powered microlending apps like Fido use machine learning to assess creditworthiness and provide loans to individuals who might not have access to traditional banking services. “While the potential of AI for African cities is immense, there are several challenges that need to be addressed.” The lack of high-quality data can hinder the development and deployment of AI applications. Rachel stated that more data is needed and that existing data should be used more effectively. She emphasized the importance of data governance and data protection, noting that most African countries have data protection laws and authorities. She advocated for implementing these laws, capacitating oversight institutions, and informing people about their rights. Additionally, she highlighted the need to ensure responsible data collection practices and create a culture of data protection compliance and respect for personal data and emphasized that existing laws can address these issues rather than requiring new ones. Infrastructure limitations, such as insufficient internet connectivity and computing power, can constrain AI adoption. Additionally, talent shortages due to the scarcity of AI skills and expertise can limit the development and implementation of AI solutions. Ethical concerns also arise with the use of AI, particularly related to privacy, bias, and accountability. Rachel acknowledged that AI systems are often biased due to their reliance on Western data and worldviews. She emphasized the need to develop more representative data sets from African sources and to prioritize African-generated content in training these systems. Furthermore, she highlighted the importance of ensuring a fair and ethical supply chain for content and data generation, including intellectual property issues and worker protection. Adams stressed the importance of considering these factors when building capacities for more representative AI systems. Rachel Adams also expressed deep concern about the worsening of global inequality due to AI. She pointed out the bias and elitist nature of AI, which disproportionately benefits those with access to technology. To address these imbalances, Adams emphasized the need to ensure that AI does not exacerbate existing inequalities. She also voiced her concern about the lack of focus on structural inequality in AI research and governance. Adams underscored the critical role of governance in understanding and addressing these inequalities, particularly emphasizing the efforts of the Global Center on AI Governance. On AI colonization, Rachel acknowledged the question and mentioned her upcoming book, "The New Empire of AI: The Future of Global Inequality," which addresses the issue of AI colonization. She emphasized the need for regulations and guidelines to prevent exploitation by foreign AI firms and the importance of building local AI ecosystems. While acknowledging the presence of AI, she suggested that Africa should focus on building its own capacity to use AI for its own challenges rather than rejecting it entirely. She highlighted the existing talent and innovative AI applications in Africa that uphold African values and encouraged their support and promotion for a positive impact on African societies. “To overcome these challenges, African countries need to invest in data infrastructure, develop AI talent, and establish ethical guidelines for AI development and use. Additionally, international cooperation and knowledge sharing can play a crucial role in accelerating AI adoption in Africa.” Rachel continued to state that governments should primarily focus on regulating the emerging AI industry. She suggested that governments share their data with trusted partners through well-crafted public procurement or data sharing guidelines. While governments don't need to build AI themselves, they can share resources to enable locally appropriate AI development. She emphasized that AI should not be used as a solution for everything and highlighted the importance of considering when AI is the right solution and when it is not. Adams recommended that governments upskill their public servants and policymakers to make informed decisions about AI usage, ensuring ethical and responsible implementation. The Global Index on Responsible AI and the African Observatory on Responsible AI provide valuable insights into the potential of AI for African cities. By addressing the challenges and seizing the opportunities, African countries can harness the power of AI to improve the lives of their citizens and drive sustainable development. Rachel at REAIM Summit Previous Next

L'île de Gorée, située au large de la côte de Dakar, Sénégal, est un site emblématique marqué par son histoire poignante et son architecture unique. Connu principalement pour sa Maison des Esclaves, Gorée est un symbole poignant de la traite transatlantique des esclaves. Ses ruelles étroites et ses maisons colorées, souvent en pierre de basalte et aux toits rouges, témoignent de son passé colonial. L'urbanisme de l'île conserve un charme historique avec un aménagement qui maximise l'espace tout en préservant son patrimoine architectural. Gorée est aujourd'hui un centre culturel et mémoriel, attirant des visiteurs du monde entier pour ses musées, ses galeries d'art et ses vues spectaculaires sur l'océan Atlantique. Gorée-Senegal L'île de Gorée, située au large de la côte de Dakar, Sénégal, est un site emblématique marqué par son histoire poignante et son architecture unique. Connu principalement pour sa Maison des Esclaves, Gorée est un symbole poignant de la traite transatlantique des esclaves. Ses ruelles étroites et ses maisons colorées, souvent en pierre de basalte et aux toits rouges, témoignent de son passé colonial. L'urbanisme de l'île conserve un charme historique avec un aménagement qui maximise l'espace tout en préservant son patrimoine architectural. Gorée est aujourd'hui un centre culturel et mémoriel, attirant des visiteurs du monde entier pour ses musées, ses galeries d'art et ses vues spectaculaires sur l'océan Atlantique.

< Back Innovation at the service of community projects in Africa Yoel Mukalay Africa's rich architectural heritage is reflected in its ancient architecture, which has served African societies in various ways throughout history. However, the continent is also home to breathtaking sustainable designs, incorporating local culture and materials. Innovative architecture is being implemented throughout Africa to provide immediate solutions to communities, such as education, health, and water. For example, the "Women's Opportunity Centre" in Rwanda empowers women by reviving a lost Rwandan design tradition with circular forms. Education is also a key focus, with architects using traditional building techniques with modern engineering methods to create more structurally robust structures. The HIkma religious and secular complex in Niger uses Compressed Earth Bricks (CEB) made with laterite soil for a culture and education hub. Health is another area where innovative architecture is being implemented. The Emergency NGO Children's Surgical Hospital in Lake Victoria uses resources from earth, water, and the sun, with a photovoltaic roof that provides shade and uncovered walkways. The African continent is human to the human race and civilization, a civilization reflected in its ancient architecture. From the Pyradis in Egypt to the Nubian pyramids at Meroe to The ruin of the temple at Yeha, Ethiopia. Architecture has served African societies in multiple ways throughout history. In recent years, Africa is well known and depicted mainly on the humanitarian side by the mainstream media, blurring the rich architectural heritage the continent has brought to the world. However; the continent is home to breathtaking sustainable designs. The uniqueness of some buildings currently designed in Africa by various local as well as foreign architects, is the sustainable aspect of the building and the impact they have on local communities. Challenges Africa presents vary from a climate with an intense hit to acquiring necessary materials, yet the know-how of some remarkable architects have helped to design sustainable buildings which do respond directly to the local climate, the site, and make usage of local materials in including the local culture in the design. Taking inspiration and re-interpreting traditional and ancient local architecture, with contemporary methods and structure, the innovative architecture being implemented throughout the continent is providing immediate solutions to communities in Africa with easy access to basic services, such as education, health, water. “Empower local communities…” To illustrate the impact of the innovative architecture has on local women communities, the “Women’s Opportunity Centre’’ was designed by Sharon Davis Design, located in Katonza, Rwanda to empower one small community of women that dedicate their days to small subsistence farms, fetching freshwater, and scavenging wood for fuel. In the architect’s words, the design “revives a lost Rwandan design tradition with deep spatial and social layers. Its circular forms radiate outward, from intimate classrooms at the center of the site to a community space, farmer’s market, and the civic realm beyond. Women’s Opportunity Center_administration_buildings_2013_© Elizabeth Felicella The center’s circular structures are modeled after the historic King’s Palace in southern Rwanda, whose woven-reed dwellings were part of an indigenous tradition that the region had all but lost. The design draws on the delicacy of this vernacular Rwandan construction method with rounded, perforated brick walls that allow for passive cooling and solar shading, while maintaining a sense of privacy. Architects, in partnership with local companies, have been able to create water purification, biogas, and other sustainable systems that can be produced and maintained by the locals themselves. “Education for everyone…” The innovative architecture has not left behind the importance of education. On education, Nelson Mandela could say “Education is the most powerful weapon which you can use to change the world”. The parallel between what Mandela said and the poverty of many communities in Africa brings about crucial questions, such as how can architecture truly modify places and give children schools better conditions? Is it possible to give an architectural answer to very poor societies around the African Continent? Architects need to think about using architecture as a tool, even in places that lack money and building technologies, and Diébédo Francis Kéré is doing exactly that in Africa. Primary School in Gando_perspective_2001_© Siméon Duchoud In his home country, Burkina Faso, Diébédo Francis Kéré designed a primary school in Gando, in 2001, with a design reflecting an architectural style that combines traditional building techniques with modern engineering methods. The design for the Primary School has developed from a lengthy list of parameters including cost, climate, resource availability, and construction feasibility. In order to maximize results with the minimal resources available, a clay/mud hybrid construction was primarily used. These traditional clay-building techniques were modified and modernized in order to create a more structurally robust construction in the form of bricks. The clay bricks have the added advantage of being cheap, easy to produce, and also provide thermal protection against the hot climate. The roof of the Primary School has been pulled away from the learning space of the interior though, and a perforated clay ceiling with ample ventilation was introduced. This dry-stacked brick ceiling allows for maximum ventilation, pulling cool air in from the interior windows and releasing hot air out through the perforated ceiling. Startup_lion_campus_exterior_view01_2021_©kere_architecture In turn, the ecological footprint of the school is vastly reduced by alleviating the need for air-conditioning. The contribution of the entire community to build the school has been a step in the future with more possibilities, both for those who now have a decent building in which to learn (the school) and for those who now know how to build this building. “Architecture for culture and religion…” One of the well-known aspects of Africa is its religious diversity. Religious facilities can be used for more than spiritual purposes, but rather to pursue knowledge alongside religious practice. One living example is the HIkma, religious and secular complex. Designed by atelier Masomi + studio Chahar, the building complex is located Masomi in Dandaji, a village in the arid Western Niger with a young population of around 3000. HIKMA - A Religious and Secular Complex_Facade_2018_© James Wang The project is a culture and education hub where the secular and religious peacefully coexist to cultivate minds and strengthen the community. The new library provides books, a computer lab, and quiet study spaces to improve reading and vocabulary skills for the community and to increase graduation rates of a population with low literacy rates and high economic vulnerability. By involving women groups in the project, additional spaces for literacy, accounting courses, and workshops have been added. The new mosque engages women and the youth positively in addition to other spaces, as productive members of the community. The project introduces Compressed Earth Bricks (CEB) made with laterite soil found on-site; a new material in the area with the advantage of being lower maintenance than adobe, with similar thermal benefits. Most of the project materials are sourced from less than a 5km radius distance to the site, while the use of concrete is limited to structural elements such as columns and lintels. The thermal mass of the CEBs and natural ventilation keep indoor temperatures comfortable and remove the need for mechanical cooling. The effect is amplified with extensive planting throughout the site, using a drip irrigation system to help the vegetation thrive. The system dramatically lowers water consumption and will use an underground water reservoir that captures the rainy season’s downpours. “Architecture for health…” Women’s empowerment centers, better schools, culture, and education hubs, and many other facilities would have not served a sick and unhealthy society. “To be able to achieve the laudable goals (of preventing and treating HIV/AIDS), especially for us in sub-Saharan Africa, there is the need for us to invest in improving our weak health systems. The inadequate number of healthcare facilities in many of our countries is a major issue of concern.”John Dramani Mahama. To face the inadequate number of healthcare facilities, The Emergency NGO Children’s Surgical Hospital was designed by TAMassociati with Renzo Piano Building Workshop for Pediatric Surgery, at Lake Victoria, 35 Kilometers from Kampala. The Hospital is built by using resources of the earth, water, and the sun. A strong sustainable approach in design choices: load bearing walls with the rammed earth technique and a roof made from a suspended canopy structure supporting 3,700 square meters of photovoltaic panels. Children’s Surgical Hospital_Bird view_2021_©EMERGENCY_NGO Responding to the site’s topographical curves towards a nearby lake, the scheme’s walls and pathways form terraces on which the hospital itself stands. Stacked walls break the distinction between various zones to create a unity between the lake, park, and internal hospital environment, leading to “a spatial continuum between interior and exterior.” Born from the earth, the hospital gets its energy from the sun, with 9,800 square meters of photovoltaic panels ensuring the hospital has an autonomous electricity supply during the day. The photovoltaic roof “floats” above the building, also guaranteeing shade for the hospital and uncovered walkways. Africa has not only brought to the world a rich architectural heritage, the innovative architecture being implemented on the continent continues to pursue solutions to provide a better service to local communities by inspiring itself from the cultural history of the continent through sustainable and vernacular ways to truly modify places and give people better-living conditions and also answer to poor societies, not only in Africa, but all around the world. Previous Next

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