{"id":6279,"date":"2024-06-18T11:17:32","date_gmt":"2024-06-18T09:17:32","guid":{"rendered":"https:\/\/ingenius.ecoledesponts.fr\/?p=6279"},"modified":"2024-06-18T11:17:52","modified_gmt":"2024-06-18T09:17:52","slug":"infrastructure-and-mobility-in-africa","status":"publish","type":"post","link":"https:\/\/ingenius.ecoledesponts.fr\/en\/articles\/infrastructure-and-mobility-in-africa\/","title":{"rendered":"Infrastructure and mobility in Africa"},"content":{"rendered":"\n\n\n

More roads for ever more vehicle traffic?<\/h2>\n\n\n\n

Roads are often the top priority for governments and funding agencies when it comes to mobility systems in African cities. Improving these essential infrastructures is a key issue for national economic development, user safety, reliable and accessible transport services, and so on. However, the race for road capacity is showing its limits everywhere: having more and wider roads inevitably leads to increases in car ownership and traffic volumes. African cities are no exception to this, whether they already have high levels of car ownership or not.<\/p>\n\n\n\n

\n
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Slow traffic on Nelson Mandela Boulevard (Cape Town, 2017)<\/strong>. In Cape Town, one of the African cities with the highest rate of car ownership, private cars accounted for 58% of home-to-work commutes in 2020. Nelson Mandela Boulevard is an urban highway that links the city center with the Port of Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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Traffic jam of heavy goods vehicles (Addis Ababa, 2017)<\/strong>. With annual GDP growth rates of between 8% and 10% over the 2000-2020 period, Ethiopia has one of Africa’s most dynamic economies. Transport infrastructure has benefited from substantial public investment, backed by considerable foreign debt. With very low but fast-growing car ownership (65 cars per 1,000 inhabitants in 2012), lorries and coaches still account for a massive proportion of traffic. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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A bridge to nowhere on the Foreshore Freeway (Cape Town, 2017).<\/strong> In the Waterfront District, a mecca for South African tourism, the construction of a new motorway was interrupted in the 1970s when funding dried up. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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Traffic at a standstill on Route du Front de Terre (Dakar, 2017<\/strong>). Just off the N1, in the immediate vicinity of the Dakar Vehicle Inspection Center, it is hard to know where parking ends and traffic begins. And yet, in 2015, private cars accounted for only 5% of daily journeys made by Dakar’s population. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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The evening commute in Johannesburg (Johannesburg, 2018).<\/strong> In Johannesburg, 44% of home-to-work journeys were made by private car in 2013. Here, evening commuting follows a highly centrifugal pattern, i.e. from the city center to the suburbs. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n<\/figure>\n\n\n\n

(Mini)buses like any other<\/h2>\n\n\n\n

In African cities, minibuses often provide the majority of daily transport, especially for the working classes. Structural adjustment policies, implemented after independence in many African countries in the 1960s under the influence of international institutions, generally led to the decline of public bus transport companies and a deterioration in infrastructure (road network and suburban trains where they existed). These developments paved the way for a massive expansion in minibus transport from the 1990s onwards in cities experiencing strong demographic growth and urban sprawl. These minibuses were usually operated on an informal, small-scale basis. However, the regulatory framework has been reformed and strengthened, and in a growing number of cities, they are now entered in the vehicle register, operate under an operating permit or route license, and pay taxes. In many cases, they may also be organized into powerful associations, unions or economic interest groups with decision-making powers (on investments or the allocation of operating licenses), demonstrate advanced forms of concentration of vehicle ownership, or even be incorporated businesses.<\/p>\n\n\n\n

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A tro-tro station at Kaneshie Market (Accra, 2017). <\/strong>Accra’s tro-tro minibuses take their name from their original fare of three pence (tro in Ga means three). The Accra Mobility collaborative project identified 315 tro-tro routes in Accra in 2015. Launched in 2007 in partnership with the World Bank, the Ghana Urban Transport Project has failed to set up a BRT (Bus Rapid Transit) system. GAPTE (Greater Accra Passenger Transport Executive), which was entrusted with this task in 2014, now operates a few formal bus routes alongside MMT (Metro Mass Transit). (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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Queue of “Blue Donkeys” a stone’s throw from the elevated light rail transit (LRT) in the background (Addis Ababa, 2017<\/strong>). Two light rail lines have been built in the Ethiopian capital, and government support has enabled the state-owned bus company Anbessa to continue operating and strengthen formal bus services. However, the popular blue and white minibuses continue to provide most of the traffic to the outskirts, here as a feeder to a light rail station in the city center. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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Minibus taxi stand on the roof of Central Station (Cape Town, 2017). <\/strong>In Cape Town, minibus taxis are just called “taxis”. They provide most of the service to the townships on the outskirts of Cape Town. In 2017, 137 minibus-taxi routes were recorded and mapped for the first time in Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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Bus and minibus lane on the N2 towards the city center (Cape Town, 2017). <\/strong>On a congested motorway infrastructure, dedicated lanes were introduced in Cape Town during the morning rush hour in 2007 to allow workers travelling by minibus from the townships to the city center to catch their shift on time. However, nothing of the kind has been put in place in the opposite direction during evening rush hour\u2026 (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
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City center station (Kigali, 2019).<\/strong> Against a backdrop of accelerating urban growth (from 200,000 inhabitants in 1990 to 1.5 million in 2020), the use of informal minibuses was banned in Kigali in 2013, with the regulator requiring informal operators to be incorporated and the fleet to be replaced by larger capacity vehicles (midibuses or buses). In 2019, three companies operated the partitioned network under concession contracts. The city center station is one of the five main stations being modernized as part of this reform to accommodate the restructured network. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n<\/figure>\n\n\n\n

Cohabitation<\/h2>\n\n\n\n

In the streets of Africa’s rapidly expanding metropolises, modernity rubs shoulders with tradition, individual transport is increasingly competing with public transport, and transport services frequently have to accommodate both passengers and goods. Although the authorities and the public widely recognize the services they provide, traditional modes of transport (also labeled as \u2018paratransit\u2019) are often criticized for their harmful effects in terms of congestion, air pollution and road safety. At the same time, some of the more modern, high-capacity modes of transport have been criticized for their troublesome integration into the urban environment (during the construction and\/or operating phases) and for the social and economic upheaval they cause for existing operators. Road safety statistics provide damning evidence of a tense cohabitation that can lead to serious accidents. On a per capita basis, annual road fatality rates were 27 deaths per 100,000 inhabitants in Africa in 2016, compared with 9 deaths per 100,000 inhabitants in Europe and 5 per 100,000 in France. When compared against the number of vehicles on the road, annual road fatality rates were in the region of 600 deaths per 100,000 vehicles in Africa, compared with 9 deaths per 100,000 vehicles in France.<\/p>\n\n\n\n

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Mixed traffic on Angola Street (Addis Ababa, 2017)<\/strong>. On Addis Ababa’s modern roads, you can see the articulated buses of the state-owned company Anbessa (assembled in Ethiopia at Bishoftu), the new metered taxis (from Chinese manufacturer Lifan) and donkeys loaded with goods. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Road sharing on Haile Gebrselassie Street (Addis Ababa, 2017). <\/strong>For 29 of the 32 kilometers of its route, Addis Ababa’s light rail system has been built at street level (it is elevated for the remaining three kilometers in the city center). Crossings of light rail tracks can be as much as two kilometers apart for car traffic\u2026 and for pedestrians: a textbook case of urban fragmentation. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Crossing light rail tracks (Addis Ababa, 2017).<\/strong> Level crossings have been introduced in the middle of the city at intersections where there are no structures to improve traffic flow. This Toyota Corolla station wagon from the early 1980s reflects growing road insecurity at a time when the development of automobile traffic is still in its infancy. It bears the scars of a brutal collision. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Cart and SUV in Ngor, on the road to the (old) airport (Dakar, 2017). <\/strong>Ten kilometers from the center of Dakar, horse-drawn carts are still used to transport goods. In these affluent neighborhoods of the Senegalese capital, they rub shoulders with Western-made SUVs and sports cars on a daily basis. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Mixed traffic on Boulevard du Pr\u00e9sident Habib Bourguiba (Dakar, 2017).<\/strong> 100 meters from the Jet d’Eau traffic circle, a Ndiaga Ndiaye midibus (a Mercedes 508D truck from the 1980s, converted for the combined transport of passengers – 40 to 45 seats – and goods) is loading up for the outskirts, a “yellow-black” cab (the urban area’s metered taxi) is cruising in search of its next customer, and a sofa is loaded onto a rickshaw (cart). Any hurried pedestrians just have to weave through them. In 2017, nearly 25,000 metered cabs and almost 1,000 Ndiaga Ndiaye were still on the road in Dakar. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Taxis banned from a university campus (Accra, 2017).<\/strong> Like many public institutions in Ghana, the University of Ghana campus at Legon (4,000 hectares in the heart of Greater Accra) is off-limits to taxis, locally renowned for their reckless driving, as evidenced by makeshift signs installed without any regulatory basis. In 2017, the 3,000 unmarked vehicles offering transport services via the Uber app were not subject to the same traffic restrictions as the 5,000 official cabs, identifiable by their orange-yellow painted fenders. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

Transportation worthy of world cities<\/h2>\n\n\n\n

Some African countries see their main cities as showcases for their economic development strategy and potential, both internationally and for their own populations. Investment in certain transport infrastructures and services is sometimes as much, if not more, about the desire to display a certain modernity as it is about meeting the mobility needs of local populations.<\/p>\n\n\n\n

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New taxis at Bole International Airport (Addis Ababa, 2017). <\/strong>Just six kilometers from the city center, Bole airport is the main hub for Ethiopian Airlines. A flagship of Ethiopia’s economy, it is Africa’s leading airline in terms of the number of passengers carried, the number of aircraft in the fleet and the number of destinations served. Terminal 2, completed in 2003, is dedicated to international flights. The Ethiopian government is no longer happy to welcome international passengers with old-fashioned blue-and-white “Lada” cabs: since the end of 2016, new yellow-bodied taxis have had exclusive airport service, with regulated fares and working meters. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Beginning of the elevated section of the Addis Ababa light rail system (Addis Ababa, 2017). <\/strong>Delivered in 2015, the Addis light rail system was the first of its kind in sub-Saharan Africa. Other cities followed: Abuja in 2018, Dakar in 2021, and more. A showcase project for Ethiopia’s revival, the Addis light rail system has been the subject of a strong partnership between Ethiopia and China, the latter having provided project financing via Exim Bank, civil engineering via the China Railway Engineering Corporation, rolling stock supply via CRRC Changchun Railway Vehicles, and even the first years of operation and maintenance via the Shenzhen Metro Company. The construction and commissioning of the two lines (32 kilometers, including three kilometers of elevated section, and 39 stations) of the Addis light rail system took less than four years. Due to a lack of rolling stock and spare parts, light rail traffic has dropped from 110,000 passengers a day in 2016 to half that in 2023. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Sign announcing the arrival of the TER at Dakar railway station (Dakar, 2017). <\/strong>At the end of 2021, the first section of the regional express train line linking Dakar’s historic city center (Plateau District) to Blaise-Diagne international airport (55 kilometers away) was commissioned. The 36 kilometers of track in service cover 13 municipalities, from Dakar to the new town of Diamniadio. Construction and commissioning took five years. The Dakar TER regional train network is the result of a strong partnership between Senegal and France, the latter having provided funding for the project via the French Treasury and the Agence Fran\u00e7aise de D\u00e9veloppement alongside contributions from several French and Senegalese companies: Eiffage for civil engineering, Engie and Thales for electrification and signaling, Alstom for rolling stock supply, and SNCF and RATP for operation and maintenance. In 2022, TER traffic was expected to reach 60,000 passengers a day. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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New “A\u00e9rocab” taxis at the opening of Blaise-Diagne International Airport (Dakar, 2017).<\/strong> Dakar’s new airport was inaugurated in December 2017. The previous airport, Leopold-S\u00e9dar-Senghor International Airport, was located in the heart of the Dakar Peninsula, less than 15 kilometers from the Plateau District. As soon as it opened, some fifty new cabs, operated by private operators under contract with Dakar’s urban transport authority CETUD, were waiting for passengers as they arrived at the airport, with a predetermined fare grid displayed inside the vehicles. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

And what about pedestrians?<\/h2>\n\n\n\n

Walking is the main mode of transport in most African cities. For example, it accounted for 70% of travel in Dakar in 2015 and 40% in Nairobi in 2013. Yet it is often overlooked in public policy, especially in development projects and road infrastructure maintenance programs. This results in unsuitable pedestrian routes that are particularly prone to accidents. The efforts made in some cities, such as the installation of sidewalks and crosswalks, or the construction of elevated walkways when level crossings are out of the question, are to be commended. However, quality pedestrian walkways also require know-how in terms of landscaping (vegetation and shade), maintenance (clearing brush and rubbish) and maintaining public order (limiting roadside trading, waste disposal, compliance with traffic regulations), all of which are rarely put into practice.<\/p>\n\n\n\n

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Risky crossing of Mombasa Road at Panari (Nairobi, 2017).<\/strong> The Kenyan capital is criss-crossed by several urban highways, whose pedestrian crossings are not suited to the travel practices and needs of the local population, particularly as the footbridges can be several kilometers apart (in this case, the nearest footbridge is 1.8 kilometers in one direction and 2.4 kilometers in the other). As a result, many pedestrians cross in an uncontrolled manner, exposing them to a high risk of serious accidents. Dozens of pedestrians die every year crossing Mombasa Road in Nairobi. (Ph: Virginie Bouteuil)<\/figcaption><\/figure>\n\n\n\n
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City Cabanas footbridge over Mombasa Road (Nairobi, 2017). <\/strong>Provided they are properly designed and positioned, elevated footbridges can provide safe and suitable pedestrian crossings. Here, the footbridge features gently sloping, symmetrical access ramps, rain protection and airflow. Pedestrian journeys are often made longer by using these footbridges, but that is the price of safety. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Road improvements for pedestrian comfort and safety (Kigali, 2019). <\/strong>The National Safety Strategy drawn up back in 2012 as part of Rwanda’s Strategic Transport Master Plan makes the protection of pedestrians and other vulnerable road users a priority for action. In the capital’s central districts, this has led to the introduction of safe pedestrian walkways, where sidewalks and a few bicycle lanes are separated from car traffic, as well as safe crossings of major avenues, where crosswalks are highlighted in red paint and protected by signs requiring vehicles to stop. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Overgrown sidewalk on a 2×3-lane road in the capital (Yamoussoukro, 2023). <\/strong>Sidewalks, like roads, require regular maintenance. The main roads in the Ivorian capital, birthplace of former president F\u00e9lix Houphou\u00ebt-Boigny, were asphalted and upgraded in the 1980s. SOTRA, the state-owned bus company, opened four lines there in 2022. However, thanks to the heavy rains of the former Lakes region, nature has reclaimed its rightful place on neglected shoulders, and pedestrians now walk on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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A person in a wheelchair, in the flow of traffic (Accra, 2017).<\/strong> The infrastructure of African cities is particularly inhospitable to people with reduced mobility, especially wheelchair users. Non-existent, badly deteriorated or abruptly interrupted sidewalks, non-existent, poorly designed or disregarded crosswalks, unsuitable transport vehicles: wheelchair users and other mobility-impaired people face even greater safety risks than pedestrians fully capable of physical movement. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n","protected":false},"excerpt":{"rendered":"

More roads for ever more vehicle traffic? Roads are often the top priority for governments and funding agencies when it […]<\/p>\n","protected":false},"author":6,"featured_media":6046,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_related_content_post":[],"_related_content_subject":[],"_related_content_author":[6457],"_related_content_category":[],"_related_content_folder":[6454],"_excerpt":"","_duration":11,"_manual_duration":false,"footnotes":""},"article-types":[26,27],"class_list":["post-6279","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","article-types-diaporama-en","article-types-folder"],"has_blocks":true,"block_data":[{"blockName":"enpc\/excerpt","attrs":{"lock":[],"metadata":[],"className":"","style":""},"innerBlocks":[],"innerHTML":"","innerContent":[],"rendered":""},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"More roads for ever more vehicle traffic?","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

More roads for ever more vehicle traffic?<\/h2>\n","innerContent":["\n

More roads for ever more vehicle traffic?<\/h2>\n"],"rendered":"\n

More roads for ever more vehicle traffic?<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Roads are often the top priority for governments and funding agencies when it comes to mobility systems in African cities. Improving these essential infrastructures is a key issue for national economic development, user safety, reliable and accessible transport services, and so on. However, the race for road capacity is showing its limits everywhere: having more and wider roads inevitably leads to increases in car ownership and traffic volumes. African cities are no exception to this, whether they already have high levels of car ownership or not.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

Roads are often the top priority for governments and funding agencies when it comes to mobility systems in African cities. Improving these essential infrastructures is a key issue for national economic development, user safety, reliable and accessible transport services, and so on. However, the race for road capacity is showing its limits everywhere: having more and wider roads inevitably leads to increases in car ownership and traffic volumes. African cities are no exception to this, whether they already have high levels of car ownership or not.<\/p>\n","innerContent":["\n

Roads are often the top priority for governments and funding agencies when it comes to mobility systems in African cities. Improving these essential infrastructures is a key issue for national economic development, user safety, reliable and accessible transport services, and so on. However, the race for road capacity is showing its limits everywhere: having more and wider roads inevitably leads to increases in car ownership and traffic volumes. African cities are no exception to this, whether they already have high levels of car ownership or not.<\/p>\n"],"rendered":"\n

Roads are often the top priority for governments and funding agencies when it comes to mobility systems in African cities. Improving these essential infrastructures is a key issue for national economic development, user safety, reliable and accessible transport services, and so on. However, the race for road capacity is showing its limits everywhere: having more and wider roads inevitably leads to increases in car ownership and traffic volumes. African cities are no exception to this, whether they already have high levels of car ownership or not.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":"","imageCrop":true,"randomOrder":false,"fixedHeight":true,"linkTarget":"","sizeSlug":"large","allowResize":false,"aspectRatio":"auto","lock":[],"metadata":[],"align":"","className":"wp-block-gallery has-nested-images columns-1 is-cropped","style":"","backgroundColor":"","gradient":"","borderColor":"","layout":[],"anchor":""},"innerBlocks":[{"blockName":"core\/image","attrs":{"id":6046,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Cape-Town_4562-1024x680.jpg","alt":"","caption":"Slow traffic on Nelson Mandela Boulevard (Cape Town, 2017). In Cape Town, one of the African cities with the highest rate of car ownership, private cars accounted for 58% of home-to-work commutes in 2020. Nelson Mandela Boulevard is an urban highway that links the city center with the Port of Cape Town. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

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Slow traffic on Nelson Mandela Boulevard (Cape Town, 2017)<\/strong>. In Cape Town, one of the African cities with the highest rate of car ownership, private cars accounted for 58% of home-to-work commutes in 2020. Nelson Mandela Boulevard is an urban highway that links the city center with the Port of Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
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Slow traffic on Nelson Mandela Boulevard (Cape Town, 2017)<\/strong>. In Cape Town, one of the African cities with the highest rate of car ownership, private cars accounted for 58% of home-to-work commutes in 2020. Nelson Mandela Boulevard is an urban highway that links the city center with the Port of Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
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Slow traffic on Nelson Mandela Boulevard (Cape Town, 2017)<\/strong>. In Cape Town, one of the African cities with the highest rate of car ownership, private cars accounted for 58% of home-to-work commutes in 2020. Nelson Mandela Boulevard is an urban highway that links the city center with the Port of Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6042,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis_5617-1024x680.jpg","alt":"","caption":"Traffic jam of heavy goods vehicles (Addis Ababa, 2017). With annual GDP growth rates of between 8% and 10% over the 2000-2020 period, Ethiopia has one of Africa's most dynamic economies. Transport infrastructure has benefited from substantial public investment, backed by considerable foreign debt. With very low but fast-growing car ownership (65 cars per 1,000 inhabitants in 2012), lorries and coaches still account for a massive proportion of traffic. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Traffic jam of heavy goods vehicles (Addis Ababa, 2017)<\/strong>. With annual GDP growth rates of between 8% and 10% over the 2000-2020 period, Ethiopia has one of Africa's most dynamic economies. Transport infrastructure has benefited from substantial public investment, backed by considerable foreign debt. With very low but fast-growing car ownership (65 cars per 1,000 inhabitants in 2012), lorries and coaches still account for a massive proportion of traffic. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Traffic jam of heavy goods vehicles (Addis Ababa, 2017)<\/strong>. With annual GDP growth rates of between 8% and 10% over the 2000-2020 period, Ethiopia has one of Africa's most dynamic economies. Transport infrastructure has benefited from substantial public investment, backed by considerable foreign debt. With very low but fast-growing car ownership (65 cars per 1,000 inhabitants in 2012), lorries and coaches still account for a massive proportion of traffic. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Traffic jam of heavy goods vehicles (Addis Ababa, 2017)<\/strong>. With annual GDP growth rates of between 8% and 10% over the 2000-2020 period, Ethiopia has one of Africa's most dynamic economies. Transport infrastructure has benefited from substantial public investment, backed by considerable foreign debt. With very low but fast-growing car ownership (65 cars per 1,000 inhabitants in 2012), lorries and coaches still account for a massive proportion of traffic. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6044,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Cape-Town_4281-1024x680.jpg","alt":"","caption":"A bridge to nowhere on the Foreshore Freeway (Cape Town, 2017). In the Waterfront District, a mecca for South African tourism, the construction of a new motorway was interrupted in the 1970s when funding dried up. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
A bridge to nowhere on the Foreshore Freeway (Cape Town, 2017).<\/strong> In the Waterfront District, a mecca for South African tourism, the construction of a new motorway was interrupted in the 1970s when funding dried up. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
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A bridge to nowhere on the Foreshore Freeway (Cape Town, 2017).<\/strong> In the Waterfront District, a mecca for South African tourism, the construction of a new motorway was interrupted in the 1970s when funding dried up. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
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A bridge to nowhere on the Foreshore Freeway (Cape Town, 2017).<\/strong> In the Waterfront District, a mecca for South African tourism, the construction of a new motorway was interrupted in the 1970s when funding dried up. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6048,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar_7785-1024x680.jpg","alt":"","caption":"Traffic at a standstill on Route du Front de Terre (Dakar, 2017). Just off the N1, in the immediate vicinity of the Dakar Vehicle Inspection Center, it is hard to know where parking ends and traffic begins. And yet, in 2015, private cars accounted for only 5% of daily journeys made by Dakar's population. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Traffic at a standstill on Route du Front de Terre (Dakar, 2017<\/strong>). Just off the N1, in the immediate vicinity of the Dakar Vehicle Inspection Center, it is hard to know where parking ends and traffic begins. And yet, in 2015, private cars accounted for only 5% of daily journeys made by Dakar's population. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
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Traffic at a standstill on Route du Front de Terre (Dakar, 2017<\/strong>). Just off the N1, in the immediate vicinity of the Dakar Vehicle Inspection Center, it is hard to know where parking ends and traffic begins. And yet, in 2015, private cars accounted for only 5% of daily journeys made by Dakar's population. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Traffic at a standstill on Route du Front de Terre (Dakar, 2017<\/strong>). Just off the N1, in the immediate vicinity of the Dakar Vehicle Inspection Center, it is hard to know where parking ends and traffic begins. And yet, in 2015, private cars accounted for only 5% of daily journeys made by Dakar's population. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6050,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2018-Johannesburg_0396-1024x680.jpg","alt":"","caption":"The evening commute in Johannesburg (Johannesburg, 2018). In Johannesburg, 44% of home-to-work journeys were made by private car in 2013. Here, evening commuting follows a highly centrifugal pattern, i.e. from the city center to the suburbs. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
The evening commute in Johannesburg (Johannesburg, 2018).<\/strong> In Johannesburg, 44% of home-to-work journeys were made by private car in 2013. Here, evening commuting follows a highly centrifugal pattern, i.e. from the city center to the suburbs. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
The evening commute in Johannesburg (Johannesburg, 2018).<\/strong> In Johannesburg, 44% of home-to-work journeys were made by private car in 2013. Here, evening commuting follows a highly centrifugal pattern, i.e. from the city center to the suburbs. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
The evening commute in Johannesburg (Johannesburg, 2018).<\/strong> In Johannesburg, 44% of home-to-work journeys were made by private car in 2013. Here, evening commuting follows a highly centrifugal pattern, i.e. from the city center to the suburbs. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"}],"innerHTML":"\n
\n\n\n\n\n\n\n\n<\/figure>\n","innerContent":["\n
",null,"\n\n",null,"\n\n",null,"\n\n",null,"\n\n",null,"<\/figure>\n"],"rendered":"\n
\n
\"\"
Slow traffic on Nelson Mandela Boulevard (Cape Town, 2017)<\/strong>. In Cape Town, one of the African cities with the highest rate of car ownership, private cars accounted for 58% of home-to-work commutes in 2020. Nelson Mandela Boulevard is an urban highway that links the city center with the Port of Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
Traffic jam of heavy goods vehicles (Addis Ababa, 2017)<\/strong>. With annual GDP growth rates of between 8% and 10% over the 2000-2020 period, Ethiopia has one of Africa's most dynamic economies. Transport infrastructure has benefited from substantial public investment, backed by considerable foreign debt. With very low but fast-growing car ownership (65 cars per 1,000 inhabitants in 2012), lorries and coaches still account for a massive proportion of traffic. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
A bridge to nowhere on the Foreshore Freeway (Cape Town, 2017).<\/strong> In the Waterfront District, a mecca for South African tourism, the construction of a new motorway was interrupted in the 1970s when funding dried up. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
Traffic at a standstill on Route du Front de Terre (Dakar, 2017<\/strong>). Just off the N1, in the immediate vicinity of the Dakar Vehicle Inspection Center, it is hard to know where parking ends and traffic begins. And yet, in 2015, private cars accounted for only 5% of daily journeys made by Dakar's population. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
The evening commute in Johannesburg (Johannesburg, 2018).<\/strong> In Johannesburg, 44% of home-to-work journeys were made by private car in 2013. Here, evening commuting follows a highly centrifugal pattern, i.e. from the city center to the suburbs. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n<\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"(Mini)buses like any other","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

(Mini)buses like any other<\/h2>\n","innerContent":["\n

(Mini)buses like any other<\/h2>\n"],"rendered":"\n

(Mini)buses like any other<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"In African cities, minibuses often provide the majority of daily transport, especially for the working classes. Structural adjustment policies, implemented after independence in many African countries in the 1960s under the influence of international institutions, generally led to the decline of public bus transport companies and a deterioration in infrastructure (road network and suburban trains where they existed). These developments paved the way for a massive expansion in minibus transport from the 1990s onwards in cities experiencing strong demographic growth and urban sprawl. These minibuses were usually operated on an informal, small-scale basis. However, the regulatory framework has been reformed and strengthened, and in a growing number of cities, they are now entered in the vehicle register, operate under an operating permit or route license, and pay taxes. In many cases, they may also be organized into powerful associations, unions or economic interest groups with decision-making powers (on investments or the allocation of operating licenses), demonstrate advanced forms of concentration of vehicle ownership, or even be incorporated businesses.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

In African cities, minibuses often provide the majority of daily transport, especially for the working classes. Structural adjustment policies, implemented after independence in many African countries in the 1960s under the influence of international institutions, generally led to the decline of public bus transport companies and a deterioration in infrastructure (road network and suburban trains where they existed). These developments paved the way for a massive expansion in minibus transport from the 1990s onwards in cities experiencing strong demographic growth and urban sprawl. These minibuses were usually operated on an informal, small-scale basis. However, the regulatory framework has been reformed and strengthened, and in a growing number of cities, they are now entered in the vehicle register, operate under an operating permit or route license, and pay taxes. In many cases, they may also be organized into powerful associations, unions or economic interest groups with decision-making powers (on investments or the allocation of operating licenses), demonstrate advanced forms of concentration of vehicle ownership, or even be incorporated businesses.<\/p>\n","innerContent":["\n

In African cities, minibuses often provide the majority of daily transport, especially for the working classes. Structural adjustment policies, implemented after independence in many African countries in the 1960s under the influence of international institutions, generally led to the decline of public bus transport companies and a deterioration in infrastructure (road network and suburban trains where they existed). These developments paved the way for a massive expansion in minibus transport from the 1990s onwards in cities experiencing strong demographic growth and urban sprawl. These minibuses were usually operated on an informal, small-scale basis. However, the regulatory framework has been reformed and strengthened, and in a growing number of cities, they are now entered in the vehicle register, operate under an operating permit or route license, and pay taxes. In many cases, they may also be organized into powerful associations, unions or economic interest groups with decision-making powers (on investments or the allocation of operating licenses), demonstrate advanced forms of concentration of vehicle ownership, or even be incorporated businesses.<\/p>\n"],"rendered":"\n

In African cities, minibuses often provide the majority of daily transport, especially for the working classes. Structural adjustment policies, implemented after independence in many African countries in the 1960s under the influence of international institutions, generally led to the decline of public bus transport companies and a deterioration in infrastructure (road network and suburban trains where they existed). These developments paved the way for a massive expansion in minibus transport from the 1990s onwards in cities experiencing strong demographic growth and urban sprawl. These minibuses were usually operated on an informal, small-scale basis. However, the regulatory framework has been reformed and strengthened, and in a growing number of cities, they are now entered in the vehicle register, operate under an operating permit or route license, and pay taxes. In many cases, they may also be organized into powerful associations, unions or economic interest groups with decision-making powers (on investments or the allocation of operating licenses), demonstrate advanced forms of concentration of vehicle ownership, or even be incorporated businesses.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":"","imageCrop":true,"randomOrder":false,"fixedHeight":true,"linkTarget":"","sizeSlug":"large","allowResize":false,"aspectRatio":"auto","lock":[],"metadata":[],"align":"","className":"wp-block-gallery has-nested-images columns-1 is-cropped","style":"","backgroundColor":"","gradient":"","borderColor":"","layout":[],"anchor":""},"innerBlocks":[{"blockName":"core\/image","attrs":{"id":6112,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Accra_8431-1-1024x680.jpg","alt":"","caption":"A tro-tro station at Kaneshie Market (Accra, 2017). Accra's tro-tro minibuses take their name from their original fare of three pence (tro in Ga means three). The Accra Mobility collaborative project identified 315 tro-tro routes in Accra in 2015. Launched in 2007 in partnership with the World Bank, the Ghana Urban Transport Project has failed to set up a BRT (Bus Rapid Transit) system. GAPTE (Greater Accra Passenger Transport Executive), which was entrusted with this task in 2014, now operates a few formal bus routes alongside MMT (Metro Mass Transit). (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

\"\"
A tro-tro station at Kaneshie Market (Accra, 2017). <\/strong>Accra's tro-tro minibuses take their name from their original fare of three pence (tro in Ga means three). The Accra Mobility collaborative project identified 315 tro-tro routes in Accra in 2015. Launched in 2007 in partnership with the World Bank, the Ghana Urban Transport Project has failed to set up a BRT (Bus Rapid Transit) system. GAPTE (Greater Accra Passenger Transport Executive), which was entrusted with this task in 2014, now operates a few formal bus routes alongside MMT (Metro Mass Transit). (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
A tro-tro station at Kaneshie Market (Accra, 2017). <\/strong>Accra's tro-tro minibuses take their name from their original fare of three pence (tro in Ga means three). The Accra Mobility collaborative project identified 315 tro-tro routes in Accra in 2015. Launched in 2007 in partnership with the World Bank, the Ghana Urban Transport Project has failed to set up a BRT (Bus Rapid Transit) system. GAPTE (Greater Accra Passenger Transport Executive), which was entrusted with this task in 2014, now operates a few formal bus routes alongside MMT (Metro Mass Transit). (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
A tro-tro station at Kaneshie Market (Accra, 2017). <\/strong>Accra's tro-tro minibuses take their name from their original fare of three pence (tro in Ga means three). The Accra Mobility collaborative project identified 315 tro-tro routes in Accra in 2015. Launched in 2007 in partnership with the World Bank, the Ghana Urban Transport Project has failed to set up a BRT (Bus Rapid Transit) system. GAPTE (Greater Accra Passenger Transport Executive), which was entrusted with this task in 2014, now operates a few formal bus routes alongside MMT (Metro Mass Transit). (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6114,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-1bis-1-1024x680.jpg","alt":"","caption":"Queue of \"Blue Donkeys\" a stone's throw from the elevated light rail transit (LRT) in the background (Addis Ababa, 2017). Two light rail lines have been built in the Ethiopian capital, and government support has enabled the state-owned bus company Anbessa to continue operating and strengthen formal bus services. However, the popular blue and white minibuses continue to provide most of the traffic to the outskirts, here as a feeder to a light rail station in the city center. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Queue of \"Blue Donkeys\" a stone's throw from the elevated light rail transit (LRT) in the background (Addis Ababa, 2017<\/strong>). Two light rail lines have been built in the Ethiopian capital, and government support has enabled the state-owned bus company Anbessa to continue operating and strengthen formal bus services. However, the popular blue and white minibuses continue to provide most of the traffic to the outskirts, here as a feeder to a light rail station in the city center. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Queue of \"Blue Donkeys\" a stone's throw from the elevated light rail transit (LRT) in the background (Addis Ababa, 2017<\/strong>). Two light rail lines have been built in the Ethiopian capital, and government support has enabled the state-owned bus company Anbessa to continue operating and strengthen formal bus services. However, the popular blue and white minibuses continue to provide most of the traffic to the outskirts, here as a feeder to a light rail station in the city center. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Queue of \"Blue Donkeys\" a stone's throw from the elevated light rail transit (LRT) in the background (Addis Ababa, 2017<\/strong>). Two light rail lines have been built in the Ethiopian capital, and government support has enabled the state-owned bus company Anbessa to continue operating and strengthen formal bus services. However, the popular blue and white minibuses continue to provide most of the traffic to the outskirts, here as a feeder to a light rail station in the city center. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6108,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Cape-Town_4212-1024x680.jpg","alt":"","caption":"Minibus taxi stand on the roof of Central Station (Cape Town, 2017). In Cape Town, minibus taxis are just called \"taxis\". They provide most of the service to the townships on the outskirts of Cape Town. In 2017, 137 minibus-taxi routes were recorded and mapped for the first time in Cape Town. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Minibus taxi stand on the roof of Central Station (Cape Town, 2017). <\/strong>In Cape Town, minibus taxis are just called \"taxis\". They provide most of the service to the townships on the outskirts of Cape Town. In 2017, 137 minibus-taxi routes were recorded and mapped for the first time in Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Minibus taxi stand on the roof of Central Station (Cape Town, 2017). <\/strong>In Cape Town, minibus taxis are just called \"taxis\". They provide most of the service to the townships on the outskirts of Cape Town. In 2017, 137 minibus-taxi routes were recorded and mapped for the first time in Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Minibus taxi stand on the roof of Central Station (Cape Town, 2017). <\/strong>In Cape Town, minibus taxis are just called \"taxis\". They provide most of the service to the townships on the outskirts of Cape Town. In 2017, 137 minibus-taxi routes were recorded and mapped for the first time in Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6116,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Cape-Town_4507-1-1024x680.jpg","alt":"","caption":"Bus and minibus lane on the N2 towards the city center (Cape Town, 2017). On a congested motorway infrastructure, dedicated lanes were introduced in Cape Town during the morning rush hour in 2007 to allow workers travelling by minibus from the townships to the city center to catch their shift on time. However, nothing of the kind has been put in place in the opposite direction during evening rush hour\u2026 (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Bus and minibus lane on the N2 towards the city center (Cape Town, 2017). <\/strong>On a congested motorway infrastructure, dedicated lanes were introduced in Cape Town during the morning rush hour in 2007 to allow workers travelling by minibus from the townships to the city center to catch their shift on time. However, nothing of the kind has been put in place in the opposite direction during evening rush hour\u2026 (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Bus and minibus lane on the N2 towards the city center (Cape Town, 2017). <\/strong>On a congested motorway infrastructure, dedicated lanes were introduced in Cape Town during the morning rush hour in 2007 to allow workers travelling by minibus from the townships to the city center to catch their shift on time. However, nothing of the kind has been put in place in the opposite direction during evening rush hour\u2026 (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Bus and minibus lane on the N2 towards the city center (Cape Town, 2017). <\/strong>On a congested motorway infrastructure, dedicated lanes were introduced in Cape Town during the morning rush hour in 2007 to allow workers travelling by minibus from the townships to the city center to catch their shift on time. However, nothing of the kind has been put in place in the opposite direction during evening rush hour\u2026 (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6118,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2019-Kigali_0068-1-1024x680.jpg","alt":"","caption":"City center station (Kigali, 2019). Against a backdrop of accelerating urban growth (from 200,000 inhabitants in 1990 to 1.5 million in 2020), the use of informal minibuses was banned in Kigali in 2013, with the regulator requiring informal operators to be incorporated and the fleet to be replaced by larger capacity vehicles (midibuses or buses). In 2019, three companies operated the partitioned network under concession contracts. The city center station is one of the five main stations being modernized as part of this reform to accommodate the restructured network. (Ph: Virginie Boutueil) ","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
City center station (Kigali, 2019).<\/strong> Against a backdrop of accelerating urban growth (from 200,000 inhabitants in 1990 to 1.5 million in 2020), the use of informal minibuses was banned in Kigali in 2013, with the regulator requiring informal operators to be incorporated and the fleet to be replaced by larger capacity vehicles (midibuses or buses). In 2019, three companies operated the partitioned network under concession contracts. The city center station is one of the five main stations being modernized as part of this reform to accommodate the restructured network. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n","innerContent":["\n
\"\"
City center station (Kigali, 2019).<\/strong> Against a backdrop of accelerating urban growth (from 200,000 inhabitants in 1990 to 1.5 million in 2020), the use of informal minibuses was banned in Kigali in 2013, with the regulator requiring informal operators to be incorporated and the fleet to be replaced by larger capacity vehicles (midibuses or buses). In 2019, three companies operated the partitioned network under concession contracts. The city center station is one of the five main stations being modernized as part of this reform to accommodate the restructured network. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
City center station (Kigali, 2019).<\/strong> Against a backdrop of accelerating urban growth (from 200,000 inhabitants in 1990 to 1.5 million in 2020), the use of informal minibuses was banned in Kigali in 2013, with the regulator requiring informal operators to be incorporated and the fleet to be replaced by larger capacity vehicles (midibuses or buses). In 2019, three companies operated the partitioned network under concession contracts. The city center station is one of the five main stations being modernized as part of this reform to accommodate the restructured network. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n"}],"innerHTML":"\n
\n\n\n\n\n\n\n\n<\/figure>\n","innerContent":["\n
",null,"\n\n",null,"\n\n",null,"\n\n",null,"\n\n",null,"<\/figure>\n"],"rendered":"\n
\n
\"\"
A tro-tro station at Kaneshie Market (Accra, 2017). <\/strong>Accra's tro-tro minibuses take their name from their original fare of three pence (tro in Ga means three). The Accra Mobility collaborative project identified 315 tro-tro routes in Accra in 2015. Launched in 2007 in partnership with the World Bank, the Ghana Urban Transport Project has failed to set up a BRT (Bus Rapid Transit) system. GAPTE (Greater Accra Passenger Transport Executive), which was entrusted with this task in 2014, now operates a few formal bus routes alongside MMT (Metro Mass Transit). (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
Queue of \"Blue Donkeys\" a stone's throw from the elevated light rail transit (LRT) in the background (Addis Ababa, 2017<\/strong>). Two light rail lines have been built in the Ethiopian capital, and government support has enabled the state-owned bus company Anbessa to continue operating and strengthen formal bus services. However, the popular blue and white minibuses continue to provide most of the traffic to the outskirts, here as a feeder to a light rail station in the city center. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
Minibus taxi stand on the roof of Central Station (Cape Town, 2017). <\/strong>In Cape Town, minibus taxis are just called \"taxis\". They provide most of the service to the townships on the outskirts of Cape Town. In 2017, 137 minibus-taxi routes were recorded and mapped for the first time in Cape Town. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
Bus and minibus lane on the N2 towards the city center (Cape Town, 2017). <\/strong>On a congested motorway infrastructure, dedicated lanes were introduced in Cape Town during the morning rush hour in 2007 to allow workers travelling by minibus from the townships to the city center to catch their shift on time. However, nothing of the kind has been put in place in the opposite direction during evening rush hour\u2026 (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n\n\n\n
\"\"
City center station (Kigali, 2019).<\/strong> Against a backdrop of accelerating urban growth (from 200,000 inhabitants in 1990 to 1.5 million in 2020), the use of informal minibuses was banned in Kigali in 2013, with the regulator requiring informal operators to be incorporated and the fleet to be replaced by larger capacity vehicles (midibuses or buses). In 2019, three companies operated the partitioned network under concession contracts. The city center station is one of the five main stations being modernized as part of this reform to accommodate the restructured network. (Ph: Virginie Boutueil) <\/figcaption><\/figure>\n<\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Cohabitation","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

Cohabitation<\/h2>\n","innerContent":["\n

Cohabitation<\/h2>\n"],"rendered":"\n

Cohabitation<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"In the streets of Africa's rapidly expanding metropolises, modernity rubs shoulders with tradition, individual transport is increasingly competing with public transport, and transport services frequently have to accommodate both passengers and goods. Although the authorities and the public widely recognize the services they provide, traditional modes of transport (also labeled as \u2018paratransit\u2019) are often criticized for their harmful effects in terms of congestion, air pollution and road safety. At the same time, some of the more modern, high-capacity modes of transport have been criticized for their troublesome integration into the urban environment (during the construction and\/or operating phases) and for the social and economic upheaval they cause for existing operators. Road safety statistics provide damning evidence of a tense cohabitation that can lead to serious accidents. On a per capita basis, annual road fatality rates were 27 deaths per 100,000 inhabitants in Africa in 2016, compared with 9 deaths per 100,000 inhabitants in Europe and 5 per 100,000 in France. When compared against the number of vehicles on the road, annual road fatality rates were in the region of 600 deaths per 100,000 vehicles in Africa, compared with 9 deaths per 100,000 vehicles in France.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

In the streets of Africa's rapidly expanding metropolises, modernity rubs shoulders with tradition, individual transport is increasingly competing with public transport, and transport services frequently have to accommodate both passengers and goods. Although the authorities and the public widely recognize the services they provide, traditional modes of transport (also labeled as \u2018paratransit\u2019) are often criticized for their harmful effects in terms of congestion, air pollution and road safety. At the same time, some of the more modern, high-capacity modes of transport have been criticized for their troublesome integration into the urban environment (during the construction and\/or operating phases) and for the social and economic upheaval they cause for existing operators. Road safety statistics provide damning evidence of a tense cohabitation that can lead to serious accidents. On a per capita basis, annual road fatality rates were 27 deaths per 100,000 inhabitants in Africa in 2016, compared with 9 deaths per 100,000 inhabitants in Europe and 5 per 100,000 in France. When compared against the number of vehicles on the road, annual road fatality rates were in the region of 600 deaths per 100,000 vehicles in Africa, compared with 9 deaths per 100,000 vehicles in France.<\/p>\n","innerContent":["\n

In the streets of Africa's rapidly expanding metropolises, modernity rubs shoulders with tradition, individual transport is increasingly competing with public transport, and transport services frequently have to accommodate both passengers and goods. Although the authorities and the public widely recognize the services they provide, traditional modes of transport (also labeled as \u2018paratransit\u2019) are often criticized for their harmful effects in terms of congestion, air pollution and road safety. At the same time, some of the more modern, high-capacity modes of transport have been criticized for their troublesome integration into the urban environment (during the construction and\/or operating phases) and for the social and economic upheaval they cause for existing operators. Road safety statistics provide damning evidence of a tense cohabitation that can lead to serious accidents. On a per capita basis, annual road fatality rates were 27 deaths per 100,000 inhabitants in Africa in 2016, compared with 9 deaths per 100,000 inhabitants in Europe and 5 per 100,000 in France. When compared against the number of vehicles on the road, annual road fatality rates were in the region of 600 deaths per 100,000 vehicles in Africa, compared with 9 deaths per 100,000 vehicles in France.<\/p>\n"],"rendered":"\n

In the streets of Africa's rapidly expanding metropolises, modernity rubs shoulders with tradition, individual transport is increasingly competing with public transport, and transport services frequently have to accommodate both passengers and goods. Although the authorities and the public widely recognize the services they provide, traditional modes of transport (also labeled as \u2018paratransit\u2019) are often criticized for their harmful effects in terms of congestion, air pollution and road safety. At the same time, some of the more modern, high-capacity modes of transport have been criticized for their troublesome integration into the urban environment (during the construction and\/or operating phases) and for the social and economic upheaval they cause for existing operators. Road safety statistics provide damning evidence of a tense cohabitation that can lead to serious accidents. On a per capita basis, annual road fatality rates were 27 deaths per 100,000 inhabitants in Africa in 2016, compared with 9 deaths per 100,000 inhabitants in Europe and 5 per 100,000 in France. When compared against the number of vehicles on the road, annual road fatality rates were in the region of 600 deaths per 100,000 vehicles in Africa, compared with 9 deaths per 100,000 vehicles in France.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":"","imageCrop":true,"randomOrder":false,"fixedHeight":true,"linkTarget":"","sizeSlug":"large","allowResize":false,"aspectRatio":"auto","lock":[],"metadata":[],"align":"","className":"wp-block-gallery has-nested-images columns-1 is-cropped","style":"","backgroundColor":"","gradient":"","borderColor":"","layout":[],"anchor":""},"innerBlocks":[{"blockName":"core\/image","attrs":{"id":6194,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis_5316-1024x680.jpg","alt":"","caption":"Mixed traffic on Angola Street (Addis Ababa, 2017). On Addis Ababa's modern roads, you can see the articulated buses of the state-owned company Anbessa (assembled in Ethiopia at Bishoftu), the new metered taxis (from Chinese manufacturer Lifan) and donkeys loaded with goods. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

\"\"
Mixed traffic on Angola Street (Addis Ababa, 2017)<\/strong>. On Addis Ababa's modern roads, you can see the articulated buses of the state-owned company Anbessa (assembled in Ethiopia at Bishoftu), the new metered taxis (from Chinese manufacturer Lifan) and donkeys loaded with goods. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Mixed traffic on Angola Street (Addis Ababa, 2017)<\/strong>. On Addis Ababa's modern roads, you can see the articulated buses of the state-owned company Anbessa (assembled in Ethiopia at Bishoftu), the new metered taxis (from Chinese manufacturer Lifan) and donkeys loaded with goods. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Mixed traffic on Angola Street (Addis Ababa, 2017)<\/strong>. On Addis Ababa's modern roads, you can see the articulated buses of the state-owned company Anbessa (assembled in Ethiopia at Bishoftu), the new metered taxis (from Chinese manufacturer Lifan) and donkeys loaded with goods. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6190,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis_5377-1024x680.jpg","alt":"","caption":"Road sharing on Haile Gebrselassie Street (Addis Ababa, 2017). For 29 of the 32 kilometers of its route, Addis Ababa's light rail system has been built at street level (it is elevated for the remaining three kilometers in the city center). Crossings of light rail tracks can be as much as two kilometers apart for car traffic\u2026 and for pedestrians: a textbook case of urban fragmentation. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Road sharing on Haile Gebrselassie Street (Addis Ababa, 2017). <\/strong>For 29 of the 32 kilometers of its route, Addis Ababa's light rail system has been built at street level (it is elevated for the remaining three kilometers in the city center). Crossings of light rail tracks can be as much as two kilometers apart for car traffic\u2026 and for pedestrians: a textbook case of urban fragmentation. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Road sharing on Haile Gebrselassie Street (Addis Ababa, 2017). <\/strong>For 29 of the 32 kilometers of its route, Addis Ababa's light rail system has been built at street level (it is elevated for the remaining three kilometers in the city center). Crossings of light rail tracks can be as much as two kilometers apart for car traffic\u2026 and for pedestrians: a textbook case of urban fragmentation. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Road sharing on Haile Gebrselassie Street (Addis Ababa, 2017). <\/strong>For 29 of the 32 kilometers of its route, Addis Ababa's light rail system has been built at street level (it is elevated for the remaining three kilometers in the city center). Crossings of light rail tracks can be as much as two kilometers apart for car traffic\u2026 and for pedestrians: a textbook case of urban fragmentation. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6187,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis_5488-1024x680.jpg","alt":"","caption":"Crossing light rail tracks (Addis Ababa, 2017). Level crossings have been introduced in the middle of the city at intersections where there are no structures to improve traffic flow. This Toyota Corolla station wagon from the early 1980s reflects growing road insecurity at a time when the development of automobile traffic is still in its infancy. It bears the scars of a brutal collision. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Crossing light rail tracks (Addis Ababa, 2017).<\/strong> Level crossings have been introduced in the middle of the city at intersections where there are no structures to improve traffic flow. This Toyota Corolla station wagon from the early 1980s reflects growing road insecurity at a time when the development of automobile traffic is still in its infancy. It bears the scars of a brutal collision. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Crossing light rail tracks (Addis Ababa, 2017).<\/strong> Level crossings have been introduced in the middle of the city at intersections where there are no structures to improve traffic flow. This Toyota Corolla station wagon from the early 1980s reflects growing road insecurity at a time when the development of automobile traffic is still in its infancy. It bears the scars of a brutal collision. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Crossing light rail tracks (Addis Ababa, 2017).<\/strong> Level crossings have been introduced in the middle of the city at intersections where there are no structures to improve traffic flow. This Toyota Corolla station wagon from the early 1980s reflects growing road insecurity at a time when the development of automobile traffic is still in its infancy. It bears the scars of a brutal collision. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6285,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar_7395-1-1024x680.jpg","alt":"","caption":"Cart and SUV in Ngor, on the road to the (old) airport (Dakar, 2017). Ten kilometers from the center of Dakar, horse-drawn carts are still used to transport goods. In these affluent neighborhoods of the Senegalese capital, they rub shoulders with Western-made SUVs and sports cars on a daily basis. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Cart and SUV in Ngor, on the road to the (old) airport (Dakar, 2017). <\/strong>Ten kilometers from the center of Dakar, horse-drawn carts are still used to transport goods. In these affluent neighborhoods of the Senegalese capital, they rub shoulders with Western-made SUVs and sports cars on a daily basis. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Cart and SUV in Ngor, on the road to the (old) airport (Dakar, 2017). <\/strong>Ten kilometers from the center of Dakar, horse-drawn carts are still used to transport goods. In these affluent neighborhoods of the Senegalese capital, they rub shoulders with Western-made SUVs and sports cars on a daily basis. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Cart and SUV in Ngor, on the road to the (old) airport (Dakar, 2017). <\/strong>Ten kilometers from the center of Dakar, horse-drawn carts are still used to transport goods. In these affluent neighborhoods of the Senegalese capital, they rub shoulders with Western-made SUVs and sports cars on a daily basis. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6196,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar_8096-1024x680.jpg","alt":"","caption":"Mixed traffic on Boulevard du Pr\u00e9sident Habib Bourguiba (Dakar, 2017). 100 meters from the Jet d'Eau traffic circle, a Ndiaga Ndiaye midibus (a Mercedes 508D truck from the 1980s, converted for the combined transport of passengers - 40 to 45 seats - and goods) is loading up for the outskirts, a \"yellow-black\" cab (the urban area's metered taxi) is cruising in search of its next customer, and a sofa is loaded onto a rickshaw (cart). Any hurried pedestrians just have to weave through them. In 2017, nearly 25,000 metered cabs and almost 1,000 Ndiaga Ndiaye were still on the road in Dakar. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Mixed traffic on Boulevard du Pr\u00e9sident Habib Bourguiba (Dakar, 2017).<\/strong> 100 meters from the Jet d'Eau traffic circle, a Ndiaga Ndiaye midibus (a Mercedes 508D truck from the 1980s, converted for the combined transport of passengers - 40 to 45 seats - and goods) is loading up for the outskirts, a \"yellow-black\" cab (the urban area's metered taxi) is cruising in search of its next customer, and a sofa is loaded onto a rickshaw (cart). Any hurried pedestrians just have to weave through them. In 2017, nearly 25,000 metered cabs and almost 1,000 Ndiaga Ndiaye were still on the road in Dakar. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Mixed traffic on Boulevard du Pr\u00e9sident Habib Bourguiba (Dakar, 2017).<\/strong> 100 meters from the Jet d'Eau traffic circle, a Ndiaga Ndiaye midibus (a Mercedes 508D truck from the 1980s, converted for the combined transport of passengers - 40 to 45 seats - and goods) is loading up for the outskirts, a \"yellow-black\" cab (the urban area's metered taxi) is cruising in search of its next customer, and a sofa is loaded onto a rickshaw (cart). Any hurried pedestrians just have to weave through them. In 2017, nearly 25,000 metered cabs and almost 1,000 Ndiaga Ndiaye were still on the road in Dakar. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Mixed traffic on Boulevard du Pr\u00e9sident Habib Bourguiba (Dakar, 2017).<\/strong> 100 meters from the Jet d'Eau traffic circle, a Ndiaga Ndiaye midibus (a Mercedes 508D truck from the 1980s, converted for the combined transport of passengers - 40 to 45 seats - and goods) is loading up for the outskirts, a \"yellow-black\" cab (the urban area's metered taxi) is cruising in search of its next customer, and a sofa is loaded onto a rickshaw (cart). Any hurried pedestrians just have to weave through them. In 2017, nearly 25,000 metered cabs and almost 1,000 Ndiaga Ndiaye were still on the road in Dakar. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6192,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Accra_8454-1024x680.jpg","alt":"","caption":"Taxis banned from a university campus (Accra, 2017). Like many public institutions in Ghana, the University of Ghana campus at Legon (4,000 hectares in the heart of Greater Accra) is off-limits to taxis, locally renowned for their reckless driving, as evidenced by makeshift signs installed without any regulatory basis. In 2017, the 3,000 unmarked vehicles offering transport services via the Uber app were not subject to the same traffic restrictions as the 5,000 official cabs, identifiable by their orange-yellow painted fenders. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Taxis banned from a university campus (Accra, 2017).<\/strong> Like many public institutions in Ghana, the University of Ghana campus at Legon (4,000 hectares in the heart of Greater Accra) is off-limits to taxis, locally renowned for their reckless driving, as evidenced by makeshift signs installed without any regulatory basis. In 2017, the 3,000 unmarked vehicles offering transport services via the Uber app were not subject to the same traffic restrictions as the 5,000 official cabs, identifiable by their orange-yellow painted fenders. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Taxis banned from a university campus (Accra, 2017).<\/strong> Like many public institutions in Ghana, the University of Ghana campus at Legon (4,000 hectares in the heart of Greater Accra) is off-limits to taxis, locally renowned for their reckless driving, as evidenced by makeshift signs installed without any regulatory basis. In 2017, the 3,000 unmarked vehicles offering transport services via the Uber app were not subject to the same traffic restrictions as the 5,000 official cabs, identifiable by their orange-yellow painted fenders. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Taxis banned from a university campus (Accra, 2017).<\/strong> Like many public institutions in Ghana, the University of Ghana campus at Legon (4,000 hectares in the heart of Greater Accra) is off-limits to taxis, locally renowned for their reckless driving, as evidenced by makeshift signs installed without any regulatory basis. In 2017, the 3,000 unmarked vehicles offering transport services via the Uber app were not subject to the same traffic restrictions as the 5,000 official cabs, identifiable by their orange-yellow painted fenders. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"}],"innerHTML":"\n
\n\n\n\n\n\n\n\n\n\n<\/figure>\n","innerContent":["\n
",null,"\n\n",null,"\n\n",null,"\n\n",null,"\n\n",null,"\n\n",null,"<\/figure>\n"],"rendered":"\n
\n
\"\"
Mixed traffic on Angola Street (Addis Ababa, 2017)<\/strong>. On Addis Ababa's modern roads, you can see the articulated buses of the state-owned company Anbessa (assembled in Ethiopia at Bishoftu), the new metered taxis (from Chinese manufacturer Lifan) and donkeys loaded with goods. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Road sharing on Haile Gebrselassie Street (Addis Ababa, 2017). <\/strong>For 29 of the 32 kilometers of its route, Addis Ababa's light rail system has been built at street level (it is elevated for the remaining three kilometers in the city center). Crossings of light rail tracks can be as much as two kilometers apart for car traffic\u2026 and for pedestrians: a textbook case of urban fragmentation. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Crossing light rail tracks (Addis Ababa, 2017).<\/strong> Level crossings have been introduced in the middle of the city at intersections where there are no structures to improve traffic flow. This Toyota Corolla station wagon from the early 1980s reflects growing road insecurity at a time when the development of automobile traffic is still in its infancy. It bears the scars of a brutal collision. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Cart and SUV in Ngor, on the road to the (old) airport (Dakar, 2017). <\/strong>Ten kilometers from the center of Dakar, horse-drawn carts are still used to transport goods. In these affluent neighborhoods of the Senegalese capital, they rub shoulders with Western-made SUVs and sports cars on a daily basis. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Mixed traffic on Boulevard du Pr\u00e9sident Habib Bourguiba (Dakar, 2017).<\/strong> 100 meters from the Jet d'Eau traffic circle, a Ndiaga Ndiaye midibus (a Mercedes 508D truck from the 1980s, converted for the combined transport of passengers - 40 to 45 seats - and goods) is loading up for the outskirts, a \"yellow-black\" cab (the urban area's metered taxi) is cruising in search of its next customer, and a sofa is loaded onto a rickshaw (cart). Any hurried pedestrians just have to weave through them. In 2017, nearly 25,000 metered cabs and almost 1,000 Ndiaga Ndiaye were still on the road in Dakar. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Taxis banned from a university campus (Accra, 2017).<\/strong> Like many public institutions in Ghana, the University of Ghana campus at Legon (4,000 hectares in the heart of Greater Accra) is off-limits to taxis, locally renowned for their reckless driving, as evidenced by makeshift signs installed without any regulatory basis. In 2017, the 3,000 unmarked vehicles offering transport services via the Uber app were not subject to the same traffic restrictions as the 5,000 official cabs, identifiable by their orange-yellow painted fenders. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Transportation worthy of world cities","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

Transportation worthy of world cities<\/h2>\n","innerContent":["\n

Transportation worthy of world cities<\/h2>\n"],"rendered":"\n

Transportation worthy of world cities<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Some African countries see their main cities as showcases for their economic development strategy and potential, both internationally and for their own populations. Investment in certain transport infrastructures and services is sometimes as much, if not more, about the desire to display a certain modernity as it is about meeting the mobility needs of local populations.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

Some African countries see their main cities as showcases for their economic development strategy and potential, both internationally and for their own populations. Investment in certain transport infrastructures and services is sometimes as much, if not more, about the desire to display a certain modernity as it is about meeting the mobility needs of local populations.<\/p>\n","innerContent":["\n

Some African countries see their main cities as showcases for their economic development strategy and potential, both internationally and for their own populations. Investment in certain transport infrastructures and services is sometimes as much, if not more, about the desire to display a certain modernity as it is about meeting the mobility needs of local populations.<\/p>\n"],"rendered":"\n

Some African countries see their main cities as showcases for their economic development strategy and potential, both internationally and for their own populations. Investment in certain transport infrastructures and services is sometimes as much, if not more, about the desire to display a certain modernity as it is about meeting the mobility needs of local populations.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":"","imageCrop":true,"randomOrder":false,"fixedHeight":true,"linkTarget":"","sizeSlug":"large","allowResize":false,"aspectRatio":"auto","lock":[],"metadata":[],"align":"","className":"wp-block-gallery has-nested-images columns-1 is-cropped","style":"","backgroundColor":"","gradient":"","borderColor":"","layout":[],"anchor":""},"innerBlocks":[{"blockName":"core\/image","attrs":{"id":6090,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar_8238-1024x680.jpg","alt":"","caption":"New taxis at Bole International Airport (Addis Ababa, 2017). Just six kilometers from the city center, Bole airport is the main hub for Ethiopian Airlines. A flagship of Ethiopia's economy, it is Africa's leading airline in terms of the number of passengers carried, the number of aircraft in the fleet and the number of destinations served. Terminal 2, completed in 2003, is dedicated to international flights. The Ethiopian government is no longer happy to welcome international passengers with old-fashioned blue-and-white \"Lada\" cabs: since the end of 2016, new yellow-bodied taxis have had exclusive airport service, with regulated fares and working meters. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

\"\"
New taxis at Bole International Airport (Addis Ababa, 2017). <\/strong>Just six kilometers from the city center, Bole airport is the main hub for Ethiopian Airlines. A flagship of Ethiopia's economy, it is Africa's leading airline in terms of the number of passengers carried, the number of aircraft in the fleet and the number of destinations served. Terminal 2, completed in 2003, is dedicated to international flights. The Ethiopian government is no longer happy to welcome international passengers with old-fashioned blue-and-white \"Lada\" cabs: since the end of 2016, new yellow-bodied taxis have had exclusive airport service, with regulated fares and working meters. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
New taxis at Bole International Airport (Addis Ababa, 2017). <\/strong>Just six kilometers from the city center, Bole airport is the main hub for Ethiopian Airlines. A flagship of Ethiopia's economy, it is Africa's leading airline in terms of the number of passengers carried, the number of aircraft in the fleet and the number of destinations served. Terminal 2, completed in 2003, is dedicated to international flights. The Ethiopian government is no longer happy to welcome international passengers with old-fashioned blue-and-white \"Lada\" cabs: since the end of 2016, new yellow-bodied taxis have had exclusive airport service, with regulated fares and working meters. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
New taxis at Bole International Airport (Addis Ababa, 2017). <\/strong>Just six kilometers from the city center, Bole airport is the main hub for Ethiopian Airlines. A flagship of Ethiopia's economy, it is Africa's leading airline in terms of the number of passengers carried, the number of aircraft in the fleet and the number of destinations served. Terminal 2, completed in 2003, is dedicated to international flights. The Ethiopian government is no longer happy to welcome international passengers with old-fashioned blue-and-white \"Lada\" cabs: since the end of 2016, new yellow-bodied taxis have had exclusive airport service, with regulated fares and working meters. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6086,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis_5207-1024x680.jpg","alt":"","caption":"Beginning of the elevated section of the Addis Ababa light rail system (Addis Ababa, 2017). Delivered in 2015, the Addis light rail system was the first of its kind in sub-Saharan Africa. Other cities followed: Abuja in 2018, Dakar in 2021, and more. A showcase project for Ethiopia's revival, the Addis light rail system has been the subject of a strong partnership between Ethiopia and China, the latter having provided project financing via Exim Bank, civil engineering via the China Railway Engineering Corporation, rolling stock supply via CRRC Changchun Railway Vehicles, and even the first years of operation and maintenance via the Shenzhen Metro Company. The construction and commissioning of the two lines (32 kilometers, including three kilometers of elevated section, and 39 stations) of the Addis light rail system took less than four years. Due to a lack of rolling stock and spare parts, light rail traffic has dropped from 110,000 passengers a day in 2016 to half that in 2023. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Beginning of the elevated section of the Addis Ababa light rail system (Addis Ababa, 2017). <\/strong>Delivered in 2015, the Addis light rail system was the first of its kind in sub-Saharan Africa. Other cities followed: Abuja in 2018, Dakar in 2021, and more. A showcase project for Ethiopia's revival, the Addis light rail system has been the subject of a strong partnership between Ethiopia and China, the latter having provided project financing via Exim Bank, civil engineering via the China Railway Engineering Corporation, rolling stock supply via CRRC Changchun Railway Vehicles, and even the first years of operation and maintenance via the Shenzhen Metro Company. The construction and commissioning of the two lines (32 kilometers, including three kilometers of elevated section, and 39 stations) of the Addis light rail system took less than four years. Due to a lack of rolling stock and spare parts, light rail traffic has dropped from 110,000 passengers a day in 2016 to half that in 2023. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Beginning of the elevated section of the Addis Ababa light rail system (Addis Ababa, 2017). <\/strong>Delivered in 2015, the Addis light rail system was the first of its kind in sub-Saharan Africa. Other cities followed: Abuja in 2018, Dakar in 2021, and more. A showcase project for Ethiopia's revival, the Addis light rail system has been the subject of a strong partnership between Ethiopia and China, the latter having provided project financing via Exim Bank, civil engineering via the China Railway Engineering Corporation, rolling stock supply via CRRC Changchun Railway Vehicles, and even the first years of operation and maintenance via the Shenzhen Metro Company. The construction and commissioning of the two lines (32 kilometers, including three kilometers of elevated section, and 39 stations) of the Addis light rail system took less than four years. Due to a lack of rolling stock and spare parts, light rail traffic has dropped from 110,000 passengers a day in 2016 to half that in 2023. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Beginning of the elevated section of the Addis Ababa light rail system (Addis Ababa, 2017). <\/strong>Delivered in 2015, the Addis light rail system was the first of its kind in sub-Saharan Africa. Other cities followed: Abuja in 2018, Dakar in 2021, and more. A showcase project for Ethiopia's revival, the Addis light rail system has been the subject of a strong partnership between Ethiopia and China, the latter having provided project financing via Exim Bank, civil engineering via the China Railway Engineering Corporation, rolling stock supply via CRRC Changchun Railway Vehicles, and even the first years of operation and maintenance via the Shenzhen Metro Company. The construction and commissioning of the two lines (32 kilometers, including three kilometers of elevated section, and 39 stations) of the Addis light rail system took less than four years. Due to a lack of rolling stock and spare parts, light rail traffic has dropped from 110,000 passengers a day in 2016 to half that in 2023. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6088,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar_7851-1024x680.jpg","alt":"","caption":"Sign announcing the arrival of the TER at Dakar railway station (Dakar, 2017). At the end of 2021, the first section of the regional express train line linking Dakar's historic city center (Plateau District) to Blaise-Diagne international airport (55 kilometers away) was commissioned. The 36 kilometers of track in service cover 13 municipalities, from Dakar to the new town of Diamniadio. Construction and commissioning took five years. The Dakar TER regional train network is the result of a strong partnership between Senegal and France, the latter having provided funding for the project via the French Treasury and the Agence Fran\u00e7aise de D\u00e9veloppement alongside contributions from several French and Senegalese companies: Eiffage for civil engineering, Engie and Thales for electrification and signaling, Alstom for rolling stock supply, and SNCF and RATP for operation and maintenance. In 2022, TER traffic was expected to reach 60,000 passengers a day. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Sign announcing the arrival of the TER at Dakar railway station (Dakar, 2017). <\/strong>At the end of 2021, the first section of the regional express train line linking Dakar's historic city center (Plateau District) to Blaise-Diagne international airport (55 kilometers away) was commissioned. The 36 kilometers of track in service cover 13 municipalities, from Dakar to the new town of Diamniadio. Construction and commissioning took five years. The Dakar TER regional train network is the result of a strong partnership between Senegal and France, the latter having provided funding for the project via the French Treasury and the Agence Fran\u00e7aise de D\u00e9veloppement alongside contributions from several French and Senegalese companies: Eiffage for civil engineering, Engie and Thales for electrification and signaling, Alstom for rolling stock supply, and SNCF and RATP for operation and maintenance. In 2022, TER traffic was expected to reach 60,000 passengers a day. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Sign announcing the arrival of the TER at Dakar railway station (Dakar, 2017). <\/strong>At the end of 2021, the first section of the regional express train line linking Dakar's historic city center (Plateau District) to Blaise-Diagne international airport (55 kilometers away) was commissioned. The 36 kilometers of track in service cover 13 municipalities, from Dakar to the new town of Diamniadio. Construction and commissioning took five years. The Dakar TER regional train network is the result of a strong partnership between Senegal and France, the latter having provided funding for the project via the French Treasury and the Agence Fran\u00e7aise de D\u00e9veloppement alongside contributions from several French and Senegalese companies: Eiffage for civil engineering, Engie and Thales for electrification and signaling, Alstom for rolling stock supply, and SNCF and RATP for operation and maintenance. In 2022, TER traffic was expected to reach 60,000 passengers a day. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Sign announcing the arrival of the TER at Dakar railway station (Dakar, 2017). <\/strong>At the end of 2021, the first section of the regional express train line linking Dakar's historic city center (Plateau District) to Blaise-Diagne international airport (55 kilometers away) was commissioned. The 36 kilometers of track in service cover 13 municipalities, from Dakar to the new town of Diamniadio. Construction and commissioning took five years. The Dakar TER regional train network is the result of a strong partnership between Senegal and France, the latter having provided funding for the project via the French Treasury and the Agence Fran\u00e7aise de D\u00e9veloppement alongside contributions from several French and Senegalese companies: Eiffage for civil engineering, Engie and Thales for electrification and signaling, Alstom for rolling stock supply, and SNCF and RATP for operation and maintenance. In 2022, TER traffic was expected to reach 60,000 passengers a day. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6084,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis_5062-1024x680.jpg","alt":"","caption":"New \"A\u00e9rocab\" taxis at the opening of Blaise-Diagne International Airport (Dakar, 2017). Dakar's new airport was inaugurated in December 2017. The previous airport, Leopold-S\u00e9dar-Senghor International Airport, was located in the heart of the Dakar Peninsula, less than 15 kilometers from the Plateau District. As soon as it opened, some fifty new cabs, operated by private operators under contract with Dakar's urban transport authority CETUD, were waiting for passengers as they arrived at the airport, with a predetermined fare grid displayed inside the vehicles. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
New \"A\u00e9rocab\" taxis at the opening of Blaise-Diagne International Airport (Dakar, 2017).<\/strong> Dakar's new airport was inaugurated in December 2017. The previous airport, Leopold-S\u00e9dar-Senghor International Airport, was located in the heart of the Dakar Peninsula, less than 15 kilometers from the Plateau District. As soon as it opened, some fifty new cabs, operated by private operators under contract with Dakar's urban transport authority CETUD, were waiting for passengers as they arrived at the airport, with a predetermined fare grid displayed inside the vehicles. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
New \"A\u00e9rocab\" taxis at the opening of Blaise-Diagne International Airport (Dakar, 2017).<\/strong> Dakar's new airport was inaugurated in December 2017. The previous airport, Leopold-S\u00e9dar-Senghor International Airport, was located in the heart of the Dakar Peninsula, less than 15 kilometers from the Plateau District. As soon as it opened, some fifty new cabs, operated by private operators under contract with Dakar's urban transport authority CETUD, were waiting for passengers as they arrived at the airport, with a predetermined fare grid displayed inside the vehicles. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
New \"A\u00e9rocab\" taxis at the opening of Blaise-Diagne International Airport (Dakar, 2017).<\/strong> Dakar's new airport was inaugurated in December 2017. The previous airport, Leopold-S\u00e9dar-Senghor International Airport, was located in the heart of the Dakar Peninsula, less than 15 kilometers from the Plateau District. As soon as it opened, some fifty new cabs, operated by private operators under contract with Dakar's urban transport authority CETUD, were waiting for passengers as they arrived at the airport, with a predetermined fare grid displayed inside the vehicles. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"}],"innerHTML":"\n
\n\n\n\n\n\n<\/figure>\n","innerContent":["\n
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\"\"
New taxis at Bole International Airport (Addis Ababa, 2017). <\/strong>Just six kilometers from the city center, Bole airport is the main hub for Ethiopian Airlines. A flagship of Ethiopia's economy, it is Africa's leading airline in terms of the number of passengers carried, the number of aircraft in the fleet and the number of destinations served. Terminal 2, completed in 2003, is dedicated to international flights. The Ethiopian government is no longer happy to welcome international passengers with old-fashioned blue-and-white \"Lada\" cabs: since the end of 2016, new yellow-bodied taxis have had exclusive airport service, with regulated fares and working meters. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Beginning of the elevated section of the Addis Ababa light rail system (Addis Ababa, 2017). <\/strong>Delivered in 2015, the Addis light rail system was the first of its kind in sub-Saharan Africa. Other cities followed: Abuja in 2018, Dakar in 2021, and more. A showcase project for Ethiopia's revival, the Addis light rail system has been the subject of a strong partnership between Ethiopia and China, the latter having provided project financing via Exim Bank, civil engineering via the China Railway Engineering Corporation, rolling stock supply via CRRC Changchun Railway Vehicles, and even the first years of operation and maintenance via the Shenzhen Metro Company. The construction and commissioning of the two lines (32 kilometers, including three kilometers of elevated section, and 39 stations) of the Addis light rail system took less than four years. Due to a lack of rolling stock and spare parts, light rail traffic has dropped from 110,000 passengers a day in 2016 to half that in 2023. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Sign announcing the arrival of the TER at Dakar railway station (Dakar, 2017). <\/strong>At the end of 2021, the first section of the regional express train line linking Dakar's historic city center (Plateau District) to Blaise-Diagne international airport (55 kilometers away) was commissioned. The 36 kilometers of track in service cover 13 municipalities, from Dakar to the new town of Diamniadio. Construction and commissioning took five years. The Dakar TER regional train network is the result of a strong partnership between Senegal and France, the latter having provided funding for the project via the French Treasury and the Agence Fran\u00e7aise de D\u00e9veloppement alongside contributions from several French and Senegalese companies: Eiffage for civil engineering, Engie and Thales for electrification and signaling, Alstom for rolling stock supply, and SNCF and RATP for operation and maintenance. In 2022, TER traffic was expected to reach 60,000 passengers a day. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
New \"A\u00e9rocab\" taxis at the opening of Blaise-Diagne International Airport (Dakar, 2017).<\/strong> Dakar's new airport was inaugurated in December 2017. The previous airport, Leopold-S\u00e9dar-Senghor International Airport, was located in the heart of the Dakar Peninsula, less than 15 kilometers from the Plateau District. As soon as it opened, some fifty new cabs, operated by private operators under contract with Dakar's urban transport authority CETUD, were waiting for passengers as they arrived at the airport, with a predetermined fare grid displayed inside the vehicles. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"And what about pedestrians?","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

And what about pedestrians?<\/h2>\n","innerContent":["\n

And what about pedestrians?<\/h2>\n"],"rendered":"\n

And what about pedestrians?<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Walking is the main mode of transport in most African cities. For example, it accounted for 70% of travel in Dakar in 2015 and 40% in Nairobi in 2013. Yet it is often overlooked in public policy, especially in development projects and road infrastructure maintenance programs. This results in unsuitable pedestrian routes that are particularly prone to accidents. The efforts made in some cities, such as the installation of sidewalks and crosswalks, or the construction of elevated walkways when level crossings are out of the question, are to be commended. However, quality pedestrian walkways also require know-how in terms of landscaping (vegetation and shade), maintenance (clearing brush and rubbish) and maintaining public order (limiting roadside trading, waste disposal, compliance with traffic regulations), all of which are rarely put into practice.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

Walking is the main mode of transport in most African cities. For example, it accounted for 70% of travel in Dakar in 2015 and 40% in Nairobi in 2013. Yet it is often overlooked in public policy, especially in development projects and road infrastructure maintenance programs. This results in unsuitable pedestrian routes that are particularly prone to accidents. The efforts made in some cities, such as the installation of sidewalks and crosswalks, or the construction of elevated walkways when level crossings are out of the question, are to be commended. However, quality pedestrian walkways also require know-how in terms of landscaping (vegetation and shade), maintenance (clearing brush and rubbish) and maintaining public order (limiting roadside trading, waste disposal, compliance with traffic regulations), all of which are rarely put into practice.<\/p>\n","innerContent":["\n

Walking is the main mode of transport in most African cities. For example, it accounted for 70% of travel in Dakar in 2015 and 40% in Nairobi in 2013. Yet it is often overlooked in public policy, especially in development projects and road infrastructure maintenance programs. This results in unsuitable pedestrian routes that are particularly prone to accidents. The efforts made in some cities, such as the installation of sidewalks and crosswalks, or the construction of elevated walkways when level crossings are out of the question, are to be commended. However, quality pedestrian walkways also require know-how in terms of landscaping (vegetation and shade), maintenance (clearing brush and rubbish) and maintaining public order (limiting roadside trading, waste disposal, compliance with traffic regulations), all of which are rarely put into practice.<\/p>\n"],"rendered":"\n

Walking is the main mode of transport in most African cities. For example, it accounted for 70% of travel in Dakar in 2015 and 40% in Nairobi in 2013. Yet it is often overlooked in public policy, especially in development projects and road infrastructure maintenance programs. This results in unsuitable pedestrian routes that are particularly prone to accidents. The efforts made in some cities, such as the installation of sidewalks and crosswalks, or the construction of elevated walkways when level crossings are out of the question, are to be commended. However, quality pedestrian walkways also require know-how in terms of landscaping (vegetation and shade), maintenance (clearing brush and rubbish) and maintaining public order (limiting roadside trading, waste disposal, compliance with traffic regulations), all of which are rarely put into practice.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":"","imageCrop":true,"randomOrder":false,"fixedHeight":true,"linkTarget":"","sizeSlug":"large","allowResize":false,"aspectRatio":"auto","lock":[],"metadata":[],"align":"","className":"wp-block-gallery has-nested-images columns-1 is-cropped","style":"","backgroundColor":"","gradient":"","borderColor":"","layout":[],"anchor":""},"innerBlocks":[{"blockName":"core\/image","attrs":{"id":6293,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Nairobi_4713-1-1024x680.jpg","alt":"","caption":"Risky crossing of Mombasa Road at Panari (Nairobi, 2017). The Kenyan capital is criss-crossed by several urban highways, whose pedestrian crossings are not suited to the travel practices and needs of the local population, particularly as the footbridges can be several kilometers apart (in this case, the nearest footbridge is 1.8 kilometers in one direction and 2.4 kilometers in the other). As a result, many pedestrians cross in an uncontrolled manner, exposing them to a high risk of serious accidents. Dozens of pedestrians die every year crossing Mombasa Road in Nairobi. (Ph: Virginie Bouteuil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

\"\"
Risky crossing of Mombasa Road at Panari (Nairobi, 2017).<\/strong> The Kenyan capital is criss-crossed by several urban highways, whose pedestrian crossings are not suited to the travel practices and needs of the local population, particularly as the footbridges can be several kilometers apart (in this case, the nearest footbridge is 1.8 kilometers in one direction and 2.4 kilometers in the other). As a result, many pedestrians cross in an uncontrolled manner, exposing them to a high risk of serious accidents. Dozens of pedestrians die every year crossing Mombasa Road in Nairobi. (Ph: Virginie Bouteuil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Risky crossing of Mombasa Road at Panari (Nairobi, 2017).<\/strong> The Kenyan capital is criss-crossed by several urban highways, whose pedestrian crossings are not suited to the travel practices and needs of the local population, particularly as the footbridges can be several kilometers apart (in this case, the nearest footbridge is 1.8 kilometers in one direction and 2.4 kilometers in the other). As a result, many pedestrians cross in an uncontrolled manner, exposing them to a high risk of serious accidents. Dozens of pedestrians die every year crossing Mombasa Road in Nairobi. (Ph: Virginie Bouteuil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Risky crossing of Mombasa Road at Panari (Nairobi, 2017).<\/strong> The Kenyan capital is criss-crossed by several urban highways, whose pedestrian crossings are not suited to the travel practices and needs of the local population, particularly as the footbridges can be several kilometers apart (in this case, the nearest footbridge is 1.8 kilometers in one direction and 2.4 kilometers in the other). As a result, many pedestrians cross in an uncontrolled manner, exposing them to a high risk of serious accidents. Dozens of pedestrians die every year crossing Mombasa Road in Nairobi. (Ph: Virginie Bouteuil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6297,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Nairobi_4864-1-1024x680.jpg","alt":"","caption":"City Cabanas footbridge over Mombasa Road (Nairobi, 2017). Provided they are properly designed and positioned, elevated footbridges can provide safe and suitable pedestrian crossings. Here, the footbridge features gently sloping, symmetrical access ramps, rain protection and airflow. Pedestrian journeys are often made longer by using these footbridges, but that is the price of safety. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
City Cabanas footbridge over Mombasa Road (Nairobi, 2017). <\/strong>Provided they are properly designed and positioned, elevated footbridges can provide safe and suitable pedestrian crossings. Here, the footbridge features gently sloping, symmetrical access ramps, rain protection and airflow. Pedestrian journeys are often made longer by using these footbridges, but that is the price of safety. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
City Cabanas footbridge over Mombasa Road (Nairobi, 2017). <\/strong>Provided they are properly designed and positioned, elevated footbridges can provide safe and suitable pedestrian crossings. Here, the footbridge features gently sloping, symmetrical access ramps, rain protection and airflow. Pedestrian journeys are often made longer by using these footbridges, but that is the price of safety. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
City Cabanas footbridge over Mombasa Road (Nairobi, 2017). <\/strong>Provided they are properly designed and positioned, elevated footbridges can provide safe and suitable pedestrian crossings. Here, the footbridge features gently sloping, symmetrical access ramps, rain protection and airflow. Pedestrian journeys are often made longer by using these footbridges, but that is the price of safety. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6295,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2019-Kigali_0118.xnbak_-1-1024x680.jpg","alt":"","caption":"Road improvements for pedestrian comfort and safety (Kigali, 2019). The National Safety Strategy drawn up back in 2012 as part of Rwanda's Strategic Transport Master Plan makes the protection of pedestrians and other vulnerable road users a priority for action. In the capital's central districts, this has led to the introduction of safe pedestrian walkways, where sidewalks and a few bicycle lanes are separated from car traffic, as well as safe crossings of major avenues, where crosswalks are highlighted in red paint and protected by signs requiring vehicles to stop. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Road improvements for pedestrian comfort and safety (Kigali, 2019). <\/strong>The National Safety Strategy drawn up back in 2012 as part of Rwanda's Strategic Transport Master Plan makes the protection of pedestrians and other vulnerable road users a priority for action. In the capital's central districts, this has led to the introduction of safe pedestrian walkways, where sidewalks and a few bicycle lanes are separated from car traffic, as well as safe crossings of major avenues, where crosswalks are highlighted in red paint and protected by signs requiring vehicles to stop. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Road improvements for pedestrian comfort and safety (Kigali, 2019). <\/strong>The National Safety Strategy drawn up back in 2012 as part of Rwanda's Strategic Transport Master Plan makes the protection of pedestrians and other vulnerable road users a priority for action. In the capital's central districts, this has led to the introduction of safe pedestrian walkways, where sidewalks and a few bicycle lanes are separated from car traffic, as well as safe crossings of major avenues, where crosswalks are highlighted in red paint and protected by signs requiring vehicles to stop. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Road improvements for pedestrian comfort and safety (Kigali, 2019). <\/strong>The National Safety Strategy drawn up back in 2012 as part of Rwanda's Strategic Transport Master Plan makes the protection of pedestrians and other vulnerable road users a priority for action. In the capital's central districts, this has led to the introduction of safe pedestrian walkways, where sidewalks and a few bicycle lanes are separated from car traffic, as well as safe crossings of major avenues, where crosswalks are highlighted in red paint and protected by signs requiring vehicles to stop. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6289,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2023-Yamoussoukro_0399-1-1024x683.jpg","alt":"","caption":"Overgrown sidewalk on a 2x3-lane road in the capital (Yamoussoukro, 2023). Sidewalks, like roads, require regular maintenance. The main roads in the Ivorian capital, birthplace of former president F\u00e9lix Houphou\u00ebt-Boigny, were asphalted and upgraded in the 1980s. SOTRA, the state-owned bus company, opened four lines there in 2022. However, thanks to the heavy rains of the former Lakes region, nature has reclaimed its rightful place on neglected shoulders, and pedestrians now walk on the road. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
Overgrown sidewalk on a 2x3-lane road in the capital (Yamoussoukro, 2023). <\/strong>Sidewalks, like roads, require regular maintenance. The main roads in the Ivorian capital, birthplace of former president F\u00e9lix Houphou\u00ebt-Boigny, were asphalted and upgraded in the 1980s. SOTRA, the state-owned bus company, opened four lines there in 2022. However, thanks to the heavy rains of the former Lakes region, nature has reclaimed its rightful place on neglected shoulders, and pedestrians now walk on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Overgrown sidewalk on a 2x3-lane road in the capital (Yamoussoukro, 2023). <\/strong>Sidewalks, like roads, require regular maintenance. The main roads in the Ivorian capital, birthplace of former president F\u00e9lix Houphou\u00ebt-Boigny, were asphalted and upgraded in the 1980s. SOTRA, the state-owned bus company, opened four lines there in 2022. However, thanks to the heavy rains of the former Lakes region, nature has reclaimed its rightful place on neglected shoulders, and pedestrians now walk on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Overgrown sidewalk on a 2x3-lane road in the capital (Yamoussoukro, 2023). <\/strong>Sidewalks, like roads, require regular maintenance. The main roads in the Ivorian capital, birthplace of former president F\u00e9lix Houphou\u00ebt-Boigny, were asphalted and upgraded in the 1980s. SOTRA, the state-owned bus company, opened four lines there in 2022. However, thanks to the heavy rains of the former Lakes region, nature has reclaimed its rightful place on neglected shoulders, and pedestrians now walk on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6291,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Accra_8363-1-1024x680.jpg","alt":"","caption":"A person in a wheelchair, in the flow of traffic (Accra, 2017). The infrastructure of African cities is particularly inhospitable to people with reduced mobility, especially wheelchair users. Non-existent, badly deteriorated or abruptly interrupted sidewalks, non-existent, poorly designed or disregarded crosswalks, unsuitable transport vehicles: wheelchair users and other mobility-impaired people face even greater safety risks than pedestrians fully capable of physical movement. (Ph: Virginie Boutueil)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"align":"","className":"wp-block-image size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n
\"\"
A person in a wheelchair, in the flow of traffic (Accra, 2017).<\/strong> The infrastructure of African cities is particularly inhospitable to people with reduced mobility, especially wheelchair users. Non-existent, badly deteriorated or abruptly interrupted sidewalks, non-existent, poorly designed or disregarded crosswalks, unsuitable transport vehicles: wheelchair users and other mobility-impaired people face even greater safety risks than pedestrians fully capable of physical movement. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
A person in a wheelchair, in the flow of traffic (Accra, 2017).<\/strong> The infrastructure of African cities is particularly inhospitable to people with reduced mobility, especially wheelchair users. Non-existent, badly deteriorated or abruptly interrupted sidewalks, non-existent, poorly designed or disregarded crosswalks, unsuitable transport vehicles: wheelchair users and other mobility-impaired people face even greater safety risks than pedestrians fully capable of physical movement. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
A person in a wheelchair, in the flow of traffic (Accra, 2017).<\/strong> The infrastructure of African cities is particularly inhospitable to people with reduced mobility, especially wheelchair users. Non-existent, badly deteriorated or abruptly interrupted sidewalks, non-existent, poorly designed or disregarded crosswalks, unsuitable transport vehicles: wheelchair users and other mobility-impaired people face even greater safety risks than pedestrians fully capable of physical movement. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"}],"innerHTML":"\n
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\"\"
Risky crossing of Mombasa Road at Panari (Nairobi, 2017).<\/strong> The Kenyan capital is criss-crossed by several urban highways, whose pedestrian crossings are not suited to the travel practices and needs of the local population, particularly as the footbridges can be several kilometers apart (in this case, the nearest footbridge is 1.8 kilometers in one direction and 2.4 kilometers in the other). As a result, many pedestrians cross in an uncontrolled manner, exposing them to a high risk of serious accidents. Dozens of pedestrians die every year crossing Mombasa Road in Nairobi. (Ph: Virginie Bouteuil)<\/figcaption><\/figure>\n\n\n\n
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City Cabanas footbridge over Mombasa Road (Nairobi, 2017). <\/strong>Provided they are properly designed and positioned, elevated footbridges can provide safe and suitable pedestrian crossings. Here, the footbridge features gently sloping, symmetrical access ramps, rain protection and airflow. Pedestrian journeys are often made longer by using these footbridges, but that is the price of safety. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Road improvements for pedestrian comfort and safety (Kigali, 2019). <\/strong>The National Safety Strategy drawn up back in 2012 as part of Rwanda's Strategic Transport Master Plan makes the protection of pedestrians and other vulnerable road users a priority for action. In the capital's central districts, this has led to the introduction of safe pedestrian walkways, where sidewalks and a few bicycle lanes are separated from car traffic, as well as safe crossings of major avenues, where crosswalks are highlighted in red paint and protected by signs requiring vehicles to stop. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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Overgrown sidewalk on a 2x3-lane road in the capital (Yamoussoukro, 2023). <\/strong>Sidewalks, like roads, require regular maintenance. The main roads in the Ivorian capital, birthplace of former president F\u00e9lix Houphou\u00ebt-Boigny, were asphalted and upgraded in the 1980s. SOTRA, the state-owned bus company, opened four lines there in 2022. However, thanks to the heavy rains of the former Lakes region, nature has reclaimed its rightful place on neglected shoulders, and pedestrians now walk on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
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A person in a wheelchair, in the flow of traffic (Accra, 2017).<\/strong> The infrastructure of African cities is particularly inhospitable to people with reduced mobility, especially wheelchair users. Non-existent, badly deteriorated or abruptly interrupted sidewalks, non-existent, poorly designed or disregarded crosswalks, unsuitable transport vehicles: wheelchair users and other mobility-impaired people face even greater safety risks than pedestrians fully capable of physical movement. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n"}],"seo":{"title":"Infrastructure and mobility in Africa"},"media":{"img":"\"\"","src":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Cape-Town_4562-scaled.jpg"},"url":"\/en\/articles\/infrastructure-and-mobility-in-africa\/","related":{"post":[],"author":[{"title":"Virgine Boutueil","url":"\/en\/authors\/virgine-boutueil\/","id":"6457","media":"\"\"","slug":"virgine-boutueil"}],"subject":[],"category":[],"folder":[{"title":"Mobility in Africa","url":"\/en\/folders\/mobility-in-africa\/","id":"6454","media":"\"\"","slug":"mobility-in-africa"}]},"translated":"https:\/\/ingenius.ecoledesponts.fr\/articles\/infrastructures-et-mobilites-en-afrique\/","icon":"icon-diapo","duration":"11","custom_excerpt":"","duration_type":"none","_links":{"self":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6279","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/users\/6"}],"replies":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/comments?post=6279"}],"version-history":[{"count":5,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6279\/revisions"}],"predecessor-version":[{"id":6415,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6279\/revisions\/6415"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/media\/6046"}],"wp:attachment":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/media?parent=6279"}],"wp:term":[{"taxonomy":"article-types","embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/article-types?post=6279"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}