{"id":6281,"date":"2024-06-18T11:23:33","date_gmt":"2024-06-18T09:23:33","guid":{"rendered":"https:\/\/ingenius.ecoledesponts.fr\/?p=6281"},"modified":"2024-06-18T11:23:34","modified_gmt":"2024-06-18T09:23:34","slug":"vehicles-and-mobility-in-africa","status":"publish","type":"post","link":"https:\/\/ingenius.ecoledesponts.fr\/en\/articles\/vehicles-and-mobility-in-africa\/","title":{"rendered":"Vehicles and mobility in Africa"},"content":{"rendered":"\n\n\n

The old perseveres<\/h2>\n\n\n\n

For decades, Africa’s vehicle fleet has been home to the world’s end-of-life vehicles. Some vehicles produced in the 1970s or 1980s, whether particularly robust or particularly well-suited to Africa\u2019s local contexts, still roam the streets of metropolises even though they are used intensively for passenger transport purposes. Their mass importation has helped to ensure that spare parts are available over the long term and to create a high-performance maintenance and repair ecosystem (in cities and their suburbs). While this older fleet is dwindling, new second-hand vehicles are swelling the ranks of African cars on a daily basis. In 2015-2020, almost a quarter of the cumulative exports of used light vehicles from the European Union, the United States, Japan and Korea were destined for Africa.<\/p>\n\n\n\n

\n
\"\"
Lada and Lifan cabs (Addis Ababa, 2017). <\/strong>The Lada 2101s produced in the 1970s-1980s by the Soviet manufacturer VAZ and massively exported to Western countries have come to live out their days in large numbers on the African continent. In Ethiopia, they have given their local name to the capital’s blue and white cabs. Although there has long been talk of removing them from circulation, around 8,500 of these vehicles were still operating in the Ethiopian capital in 2017, even though several hundred new cabs that the government had bought from the Chinese manufacturer Lifan were also on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Beetle and Toyota HiAce (Addis Ababa, 2017). <\/strong>Volkswagen’s Beetle enjoyed unrivaled production longevity (65 years from 1938, with a peak in the early 1970s). Addis Ababa has become a sort of heritage reserve for these vehicles, many of which are still in good exterior condition. As for Toyota’s HiAce minibus, shown here in a model produced in the 1980s, it was still commonplace in many African cities for minibus-taxi transport. In Addis, despite a massive government effort to renew the capital’s fleet of buses and midibuses, around 7,500 “Blue Donkeys” were still roaming the streets in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Horse-drawn taxi in an outskirt district (Addis Ababa, 2017). <\/strong>The Ethiopian capital, whose expansion to the north and west is hampered by mountain ranges, is expanding rapidly in all other directions, with its population rising from 2 to 4 million over the last three decades. Transport infrastructure and services are struggling to keep pace with suburban residential development. Outside the city center, the use of animal traction or motorized three-wheelers is a common alternative. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Anbessa buses on the Djibouti-Ethiopian railway station (Addis Ababa, 2017). <\/strong>State-owned Anbessa has operated the capital’s bus network since 1943 (around 90 routes, 1,000 buses and 1.5 million passengers a day in the 2000s). The DAF-Berkhof buses delivered by the Netherlands in two waves, in 1995-1997 and 2003, have undergone repairs and upgrades, so that 700 of them were still on the road in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Car Rapide in downtown Dakar (Dakar, 2017).<\/strong> The Cars Rapides and their flashy decorations have long been emblematic of the Senegalese capital. They were the first public transport service, created in the 1950s, and have survived to the present day despite the public authorities’ stated intention to replace them with transport under contract with the organizing authority CETUD. The Super Go\u00e9lette vans produced by Renault in the 1980s and converted for passenger transport (20 seats) made up the bulk of the 800 vehicles still in circulation in the capital in the 2010s, carrying 350,000 passengers a day in 2015. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Ndiaga-Ndiaye at Petersen station on the Plateau (Dakar, 2017).<\/strong> The Ndiaga Ndiaye (named after an iconic operator) was developed in the 1980s to meet the intercity transport needs of the inhabitants of a Senegalese capital that was rapidly expanding inland from the peninsula. Nearly one thousand 508, 608 and 609 vans produced by Mercedes in the 1970s and 1980s and converted for passenger transport (45 seats) were still on the road in 2015, carrying 75,000 passengers a day, despite the public authorities’ intention to replace them with transport services under contract with CETUD.\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
A Renault 4L a stone’s throw from the Medina (Casablanca, 2018). <\/strong>It is not just in the Moroccan countryside that old Western-brand vehicles still exist. In downtown Casablanca, this Renault 4, a model produced in the 1980s, looks perfectly maintained and cared for by its owner. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

Asian manufacturers winning the competition for the renewal of public transport fleets<\/h2>\n\n\n\n

Faced with the need to increase and renew the aging fleet of vehicles used for public transport, African cities are increasingly opting to purchase new vehicles, with the support of international funding agencies. Price competition is fierce in this market, for vehicles ranging from sedan cabs to articulated buses, and Asian manufacturers, particularly Chinese and Indian, are particularly well placed. Increasingly, agreements signed with buyers include clauses concerning the partial localization of manufacturing (generally involving the installation of final assembly lines).<\/p>\n\n\n\n

\n
\"\"
A Toyota HiAce used for passenger transport in Nairobi (Nairobi, 2017). <\/strong>Toyota’s HiAce (also known as “Shark”) vans have been in production continuously since 1967, in numerous body, engine and equipment variants. They are present in very large numbers in most African cities, carrying passengers or a combination of passengers and freight. In Nairobi, SACCOs (savings and credit cooperatives for minibus and midibus transport) tend to go for this model in the 15-seater passenger transport vehicle category, whereas the 33-seater midibuses are from Isuzu’s N range. Vehicles duly registered for commercial passenger transport are marked “PSV” (Passenger Service Vehicle) and with the name of the SACCO with which the vehicle is registered. Toyota has four assembly plants throughout Africa. The HiAce model is assembled in Kenya and South Africa. Isuzu NQR chassis are imported new and assembled from Asia, but bodywork and interior layout fittings are done in Kenya. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
A Lifan cab and a Higer midibus in Addis Ababa (Addis Ababa, 2017). <\/strong>Chinese carmakers are everywhere when it comes to renewing public transport fleets in Africa. In Addis, several hundred model 530 vehicles from Chinese manufacturer Lifan (production started in 2013) have been purchased to replace the historic fleet of Lada cabs. To renew the fleet of minibus taxis (“Blue Donkeys”) and as part of a general restructuring of the Addis Ababa public transport network, the Ethiopian government also acquired several hundred midibuses (27 seats) from Chinese manufacturer Higer in 2007 and several dozen express buses (42 seats) from Chinese manufacturer Sheger in 2016. Many Chinese automakers have set up assembly plants in Ethiopia: in addition to the brands already mentioned, BYD, FAW and Geely assemble some of their models there. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
A Tata minibus of the AFTU (Urban Transport Professionals’ Financing Association) (Dakar, 2017)<\/strong>. In the early 2000s, with financial support from the World Bank, the Senegalese government and Dakar’s transport authority, CETUD, launched a program to renew the aging fleet of Cars Rapides<\/em> and Ndiaga Ndiaye<\/em> vehicles used to transport the people of Dakar (urban and suburban travel respectively). Of the 2,500 vehicles purchased and put on the road between 2005 and 2017, around 2,000 were Tatas. As a result, the Indian brand is now used in everyday language to refer to the restructured network as a whole, in place of the institutional acronym AFTU. AFTU minibuses carried 615,000 passengers a day in 2015. The Senbus logo on the vehicle attests to the fact that Tata brand AFTU vehicles are assembled at the Senbus Industries plant in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
An Ashok Leyland bus from the Dakar Dem Dikk company (Dakar, 2017). <\/strong>The national bus transport company, Dakar Dem Dikk (dem dikk<\/em> in Wolof can be translated as “round trip” in English), set up in 2000, is facing a major challenge in renewing its bus fleet, which is estimated to have fallen from 400 buses in service in 2015 to 250 in 2020. An order for 475 new buses was placed with Indian manufacturer Ashok Leyland in 2015. Dakar Dem Dikk’s city buses carried 110,000 passengers a day in 2015. Ashok Leyland is also AFTU’s second-largest supplier of minibuses (400 vehicles). Senbus Industries assembles Ashok Leyland vehicles in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n\n\n\n

The rise of motorized 2-\/3-wheelers<\/h2>\n\n\n\n

First appearing in African cities in the 1980s or 1990s, motorized two-wheelers and three-wheelers have enjoyed massive success across the continent since the late 2000s. Depending on the locale, they can be used for commercial purposes (passenger and\/or freight transport) or for individual transport. They can be relegated to the outskirts or omnipresent in the city centers. Faced with the major challenges posed by their rapid growth, particularly in terms of road safety, governments are tending to regulate their use ever more strictly.<\/p>\n\n\n\n

\n
\"\"
Bajaj<\/em> station in the eastern suburbs of Addis (Addis Ababa, 2017). <\/strong>One kilometer east of the Ayat terminus of the Addis light rail system, these tricycles, which are banned from the city center, are waiting for customers, most of whom live in the new residential developments on the outskirts of Addis Ababa. The most recent of these developments (mostly standardized high-rise condominium buildings between 5 and 10 stories high), although inhabited, were not yet linked by any paved road to the capital’s main avenues. The tricycles are known locally as bajaj<\/em>, after the Indian manufacturer that is flooding the market in developing countries with these vehicles. The Piaggio APE shown in the photo (2nd<\/sup> vehicle from the right) was manufactured under license by Bajaj Auto in the 1960s-1970s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Boda-boda<\/em> roaming the streets of Nairobi (Nairobi, 2017). <\/strong>Commercial motorized two-wheelers were a marginal phenomenon in Africa until the early 2000s. Today, many African cities are faced with fleets of motorcycle taxis numbering in the thousands, or even tens of thousands. The number of registered motorcycle taxis across Kenya was estimated at 130,000 in 2008, rising to 2.3 million by 2023. Faced with an out-of-control accident rate, the government is stepping up safety measures (high-visibility vests, helmets for drivers and passengers) and professionalizing the sector (associations modelled on SACCOs for minibuses, driver’s license and registration, vehicle registration, passenger transport insurance).\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Cargo tricycle near a market in the historic center (Casablanca, 2018). <\/strong>Two-wheelers and three-wheelers are also making significant inroads into the goods delivery market in African cities. Launched in 2015 by the King of Morocco, the INDH (National Initiative for Human Development) assists the most disadvantaged social classes in creating small and medium-sized commercial activities so they can earn a stable income. Hundreds of delivery and itinerant businesses have been set up across the country. Here, a cargo tricycle is used to deliver seafood products to the capital’s markets and restaurants. Nationwide, there are an estimated 100,000 motorized three-wheelers in circulation. Docker brand vehicles are assembled in Morocco. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Motorcycle taxi stand adjacent to Nyabugogo intercity station (Kigali, 2019). <\/strong>In 2005, rickshaw (bicycle) cabs were banned in Kigali and replaced by small-displacement “taxi-motos”. Several subsequent attempts by the public authorities to ban motorcycle taxis have failed, but they are now subject to a formalized regulatory framework: drivers are required to have a driving license and wear a vest and both drivers and passengers are required to wear a helmet; associations are organized into sections, parking stands and operating zones; taxes are paid (on licenses, revenues); drivers contribute to the city’s cleanliness and safety programs. The multi-sector state regulator RURA issues licenses to motorcycle taxi drivers (subject to membership of a cooperative) and sets fares. Motorcycle taxis have been fitted with mandatory GPS-equipped electronic meters since 2020, and mobile payment was made mandatory that same year. Kigali’s 22,000 motorcycle taxis carried 400,000 passengers a day in 2018. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n","protected":false},"excerpt":{"rendered":"

The old perseveres For decades, Africa’s vehicle fleet has been home to the world’s end-of-life vehicles. Some vehicles produced in […]<\/p>\n","protected":false},"author":6,"featured_media":6211,"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":"
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The old perseveres<\/h2>\n","innerContent":["\n

The old perseveres<\/h2>\n"],"rendered":"\n

The old perseveres<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":null,"dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

For decades, Africa's vehicle fleet has been home to the world's end-of-life vehicles. Some vehicles produced in the 1970s or 1980s, whether particularly robust or particularly well-suited to Africa\u2019s local contexts, still roam the streets of metropolises even though they are used intensively for passenger transport purposes. Their mass importation has helped to ensure that spare parts are available over the long term and to create a high-performance maintenance and repair ecosystem (in cities and their suburbs). While this older fleet is dwindling, new second-hand vehicles are swelling the ranks of African cars on a daily basis. In 2015-2020, almost a quarter of the cumulative exports of used light vehicles from the European Union, the United States, Japan and Korea were destined for Africa.<\/p>\n","innerContent":["\n

For decades, Africa's vehicle fleet has been home to the world's end-of-life vehicles. Some vehicles produced in the 1970s or 1980s, whether particularly robust or particularly well-suited to Africa\u2019s local contexts, still roam the streets of metropolises even though they are used intensively for passenger transport purposes. Their mass importation has helped to ensure that spare parts are available over the long term and to create a high-performance maintenance and repair ecosystem (in cities and their suburbs). While this older fleet is dwindling, new second-hand vehicles are swelling the ranks of African cars on a daily basis. In 2015-2020, almost a quarter of the cumulative exports of used light vehicles from the European Union, the United States, Japan and Korea were destined for Africa.<\/p>\n"],"rendered":"\n

For decades, Africa's vehicle fleet has been home to the world's end-of-life vehicles. Some vehicles produced in the 1970s or 1980s, whether particularly robust or particularly well-suited to Africa\u2019s local contexts, still roam the streets of metropolises even though they are used intensively for passenger transport purposes. Their mass importation has helped to ensure that spare parts are available over the long term and to create a high-performance maintenance and repair ecosystem (in cities and their suburbs). While this older fleet is dwindling, new second-hand vehicles are swelling the ranks of African cars on a daily basis. In 2015-2020, almost a quarter of the cumulative exports of used light vehicles from the European Union, the United States, Japan and Korea were destined for Africa.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":null,"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":6211,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-2-1024x680.jpg","alt":"","caption":null,"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

\"\"
Lada and Lifan cabs (Addis Ababa, 2017). <\/strong>The Lada 2101s produced in the 1970s-1980s by the Soviet manufacturer VAZ and massively exported to Western countries have come to live out their days in large numbers on the African continent. In Ethiopia, they have given their local name to the capital's blue and white cabs. Although there has long been talk of removing them from circulation, around 8,500 of these vehicles were still operating in the Ethiopian capital in 2017, even though several hundred new cabs that the government had bought from the Chinese manufacturer Lifan were also on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Lada and Lifan cabs (Addis Ababa, 2017). <\/strong>The Lada 2101s produced in the 1970s-1980s by the Soviet manufacturer VAZ and massively exported to Western countries have come to live out their days in large numbers on the African continent. In Ethiopia, they have given their local name to the capital's blue and white cabs. Although there has long been talk of removing them from circulation, around 8,500 of these vehicles were still operating in the Ethiopian capital in 2017, even though several hundred new cabs that the government had bought from the Chinese manufacturer Lifan were also on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Lada and Lifan cabs (Addis Ababa, 2017). <\/strong>The Lada 2101s produced in the 1970s-1980s by the Soviet manufacturer VAZ and massively exported to Western countries have come to live out their days in large numbers on the African continent. In Ethiopia, they have given their local name to the capital's blue and white cabs. Although there has long been talk of removing them from circulation, around 8,500 of these vehicles were still operating in the Ethiopian capital in 2017, even though several hundred new cabs that the government had bought from the Chinese manufacturer Lifan were also on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6207,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-4-1024x680.jpg","alt":"","caption":null,"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
\"\"
Beetle and Toyota HiAce (Addis Ababa, 2017). <\/strong>Volkswagen's Beetle enjoyed unrivaled production longevity (65 years from 1938, with a peak in the early 1970s). Addis Ababa has become a sort of heritage reserve for these vehicles, many of which are still in good exterior condition. As for Toyota's HiAce minibus, shown here in a model produced in the 1980s, it was still commonplace in many African cities for minibus-taxi transport. In Addis, despite a massive government effort to renew the capital's fleet of buses and midibuses, around 7,500 \"Blue Donkeys\" were still roaming the streets in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Beetle and Toyota HiAce (Addis Ababa, 2017). <\/strong>Volkswagen's Beetle enjoyed unrivaled production longevity (65 years from 1938, with a peak in the early 1970s). Addis Ababa has become a sort of heritage reserve for these vehicles, many of which are still in good exterior condition. As for Toyota's HiAce minibus, shown here in a model produced in the 1980s, it was still commonplace in many African cities for minibus-taxi transport. In Addis, despite a massive government effort to renew the capital's fleet of buses and midibuses, around 7,500 \"Blue Donkeys\" were still roaming the streets in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Beetle and Toyota HiAce (Addis Ababa, 2017). <\/strong>Volkswagen's Beetle enjoyed unrivaled production longevity (65 years from 1938, with a peak in the early 1970s). Addis Ababa has become a sort of heritage reserve for these vehicles, many of which are still in good exterior condition. As for Toyota's HiAce minibus, shown here in a model produced in the 1980s, it was still commonplace in many African cities for minibus-taxi transport. In Addis, despite a massive government effort to renew the capital's fleet of buses and midibuses, around 7,500 \"Blue Donkeys\" were still roaming the streets in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6205,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-8-1024x680.jpg","alt":"","caption":null,"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
\"\"
Horse-drawn taxi in an outskirt district (Addis Ababa, 2017). <\/strong>The Ethiopian capital, whose expansion to the north and west is hampered by mountain ranges, is expanding rapidly in all other directions, with its population rising from 2 to 4 million over the last three decades. Transport infrastructure and services are struggling to keep pace with suburban residential development. Outside the city center, the use of animal traction or motorized three-wheelers is a common alternative. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Horse-drawn taxi in an outskirt district (Addis Ababa, 2017). <\/strong>The Ethiopian capital, whose expansion to the north and west is hampered by mountain ranges, is expanding rapidly in all other directions, with its population rising from 2 to 4 million over the last three decades. Transport infrastructure and services are struggling to keep pace with suburban residential development. Outside the city center, the use of animal traction or motorized three-wheelers is a common alternative. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Horse-drawn taxi in an outskirt district (Addis Ababa, 2017). <\/strong>The Ethiopian capital, whose expansion to the north and west is hampered by mountain ranges, is expanding rapidly in all other directions, with its population rising from 2 to 4 million over the last three decades. Transport infrastructure and services are struggling to keep pace with suburban residential development. Outside the city center, the use of animal traction or motorized three-wheelers is a common alternative. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6215,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-9-1024x680.jpg","alt":"","caption":null,"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
\"\"
Anbessa buses on the Djibouti-Ethiopian railway station (Addis Ababa, 2017). <\/strong>State-owned Anbessa has operated the capital's bus network since 1943 (around 90 routes, 1,000 buses and 1.5 million passengers a day in the 2000s). The DAF-Berkhof buses delivered by the Netherlands in two waves, in 1995-1997 and 2003, have undergone repairs and upgrades, so that 700 of them were still on the road in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Anbessa buses on the Djibouti-Ethiopian railway station (Addis Ababa, 2017). <\/strong>State-owned Anbessa has operated the capital's bus network since 1943 (around 90 routes, 1,000 buses and 1.5 million passengers a day in the 2000s). The DAF-Berkhof buses delivered by the Netherlands in two waves, in 1995-1997 and 2003, have undergone repairs and upgrades, so that 700 of them were still on the road in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Anbessa buses on the Djibouti-Ethiopian railway station (Addis Ababa, 2017). <\/strong>State-owned Anbessa has operated the capital's bus network since 1943 (around 90 routes, 1,000 buses and 1.5 million passengers a day in the 2000s). The DAF-Berkhof buses delivered by the Netherlands in two waves, in 1995-1997 and 2003, have undergone repairs and upgrades, so that 700 of them were still on the road in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6203,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-3-1024x682.jpg","alt":"","caption":null,"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
\"\"
Car Rapide in downtown Dakar (Dakar, 2017).<\/strong> The Cars Rapides and their flashy decorations have long been emblematic of the Senegalese capital. They were the first public transport service, created in the 1950s, and have survived to the present day despite the public authorities' stated intention to replace them with transport under contract with the organizing authority CETUD. The Super Go\u00e9lette vans produced by Renault in the 1980s and converted for passenger transport (20 seats) made up the bulk of the 800 vehicles still in circulation in the capital in the 2010s, carrying 350,000 passengers a day in 2015. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Car Rapide in downtown Dakar (Dakar, 2017).<\/strong> The Cars Rapides and their flashy decorations have long been emblematic of the Senegalese capital. They were the first public transport service, created in the 1950s, and have survived to the present day despite the public authorities' stated intention to replace them with transport under contract with the organizing authority CETUD. The Super Go\u00e9lette vans produced by Renault in the 1980s and converted for passenger transport (20 seats) made up the bulk of the 800 vehicles still in circulation in the capital in the 2010s, carrying 350,000 passengers a day in 2015. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Car Rapide in downtown Dakar (Dakar, 2017).<\/strong> The Cars Rapides and their flashy decorations have long been emblematic of the Senegalese capital. They were the first public transport service, created in the 1950s, and have survived to the present day despite the public authorities' stated intention to replace them with transport under contract with the organizing authority CETUD. The Super Go\u00e9lette vans produced by Renault in the 1980s and converted for passenger transport (20 seats) made up the bulk of the 800 vehicles still in circulation in the capital in the 2010s, carrying 350,000 passengers a day in 2015. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6209,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-1-1024x680.jpg","alt":"","caption":null,"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
\"\"
Ndiaga-Ndiaye at Petersen station on the Plateau (Dakar, 2017).<\/strong> The Ndiaga Ndiaye (named after an iconic operator) was developed in the 1980s to meet the intercity transport needs of the inhabitants of a Senegalese capital that was rapidly expanding inland from the peninsula. Nearly one thousand 508, 608 and 609 vans produced by Mercedes in the 1970s and 1980s and converted for passenger transport (45 seats) were still on the road in 2015, carrying 75,000 passengers a day, despite the public authorities' intention to replace them with transport services under contract with CETUD.\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Ndiaga-Ndiaye at Petersen station on the Plateau (Dakar, 2017).<\/strong> The Ndiaga Ndiaye (named after an iconic operator) was developed in the 1980s to meet the intercity transport needs of the inhabitants of a Senegalese capital that was rapidly expanding inland from the peninsula. Nearly one thousand 508, 608 and 609 vans produced by Mercedes in the 1970s and 1980s and converted for passenger transport (45 seats) were still on the road in 2015, carrying 75,000 passengers a day, despite the public authorities' intention to replace them with transport services under contract with CETUD.\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
Ndiaga-Ndiaye at Petersen station on the Plateau (Dakar, 2017).<\/strong> The Ndiaga Ndiaye (named after an iconic operator) was developed in the 1980s to meet the intercity transport needs of the inhabitants of a Senegalese capital that was rapidly expanding inland from the peninsula. Nearly one thousand 508, 608 and 609 vans produced by Mercedes in the 1970s and 1980s and converted for passenger transport (45 seats) were still on the road in 2015, carrying 75,000 passengers a day, despite the public authorities' intention to replace them with transport services under contract with CETUD.\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6213,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2018-Casablanca-1-1024x680.jpg","alt":"","caption":null,"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 Renault 4L a stone's throw from the Medina (Casablanca, 2018). <\/strong>It is not just in the Moroccan countryside that old Western-brand vehicles still exist. In downtown Casablanca, this Renault 4, a model produced in the 1980s, looks perfectly maintained and cared for by its owner. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
A Renault 4L a stone's throw from the Medina (Casablanca, 2018). <\/strong>It is not just in the Moroccan countryside that old Western-brand vehicles still exist. In downtown Casablanca, this Renault 4, a model produced in the 1980s, looks perfectly maintained and cared for by its owner. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
A Renault 4L a stone's throw from the Medina (Casablanca, 2018). <\/strong>It is not just in the Moroccan countryside that old Western-brand vehicles still exist. In downtown Casablanca, this Renault 4, a model produced in the 1980s, looks perfectly maintained and cared for by its owner. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"}],"innerHTML":"\n
\n\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,"\n\n",null,"<\/figure>\n"],"rendered":"\n
\n
\"\"
Lada and Lifan cabs (Addis Ababa, 2017). <\/strong>The Lada 2101s produced in the 1970s-1980s by the Soviet manufacturer VAZ and massively exported to Western countries have come to live out their days in large numbers on the African continent. In Ethiopia, they have given their local name to the capital's blue and white cabs. Although there has long been talk of removing them from circulation, around 8,500 of these vehicles were still operating in the Ethiopian capital in 2017, even though several hundred new cabs that the government had bought from the Chinese manufacturer Lifan were also on the road. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Beetle and Toyota HiAce (Addis Ababa, 2017). <\/strong>Volkswagen's Beetle enjoyed unrivaled production longevity (65 years from 1938, with a peak in the early 1970s). Addis Ababa has become a sort of heritage reserve for these vehicles, many of which are still in good exterior condition. As for Toyota's HiAce minibus, shown here in a model produced in the 1980s, it was still commonplace in many African cities for minibus-taxi transport. In Addis, despite a massive government effort to renew the capital's fleet of buses and midibuses, around 7,500 \"Blue Donkeys\" were still roaming the streets in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Horse-drawn taxi in an outskirt district (Addis Ababa, 2017). <\/strong>The Ethiopian capital, whose expansion to the north and west is hampered by mountain ranges, is expanding rapidly in all other directions, with its population rising from 2 to 4 million over the last three decades. Transport infrastructure and services are struggling to keep pace with suburban residential development. Outside the city center, the use of animal traction or motorized three-wheelers is a common alternative. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Anbessa buses on the Djibouti-Ethiopian railway station (Addis Ababa, 2017). <\/strong>State-owned Anbessa has operated the capital's bus network since 1943 (around 90 routes, 1,000 buses and 1.5 million passengers a day in the 2000s). The DAF-Berkhof buses delivered by the Netherlands in two waves, in 1995-1997 and 2003, have undergone repairs and upgrades, so that 700 of them were still on the road in 2017. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Car Rapide in downtown Dakar (Dakar, 2017).<\/strong> The Cars Rapides and their flashy decorations have long been emblematic of the Senegalese capital. They were the first public transport service, created in the 1950s, and have survived to the present day despite the public authorities' stated intention to replace them with transport under contract with the organizing authority CETUD. The Super Go\u00e9lette vans produced by Renault in the 1980s and converted for passenger transport (20 seats) made up the bulk of the 800 vehicles still in circulation in the capital in the 2010s, carrying 350,000 passengers a day in 2015. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Ndiaga-Ndiaye at Petersen station on the Plateau (Dakar, 2017).<\/strong> The Ndiaga Ndiaye (named after an iconic operator) was developed in the 1980s to meet the intercity transport needs of the inhabitants of a Senegalese capital that was rapidly expanding inland from the peninsula. Nearly one thousand 508, 608 and 609 vans produced by Mercedes in the 1970s and 1980s and converted for passenger transport (45 seats) were still on the road in 2015, carrying 75,000 passengers a day, despite the public authorities' intention to replace them with transport services under contract with CETUD.\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
A Renault 4L a stone's throw from the Medina (Casablanca, 2018). <\/strong>It is not just in the Moroccan countryside that old Western-brand vehicles still exist. In downtown Casablanca, this Renault 4, a model produced in the 1980s, looks perfectly maintained and cared for by its owner. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":null,"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

Asian manufacturers winning the competition for the renewal of public transport fleets<\/h2>\n","innerContent":["\n

Asian manufacturers winning the competition for the renewal of public transport fleets<\/h2>\n"],"rendered":"\n

Asian manufacturers winning the competition for the renewal of public transport fleets<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":null,"dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

Faced with the need to increase and renew the aging fleet of vehicles used for public transport, African cities are increasingly opting to purchase new vehicles, with the support of international funding agencies. Price competition is fierce in this market, for vehicles ranging from sedan cabs to articulated buses, and Asian manufacturers, particularly Chinese and Indian, are particularly well placed. Increasingly, agreements signed with buyers include clauses concerning the partial localization of manufacturing (generally involving the installation of final assembly lines).<\/p>\n","innerContent":["\n

Faced with the need to increase and renew the aging fleet of vehicles used for public transport, African cities are increasingly opting to purchase new vehicles, with the support of international funding agencies. Price competition is fierce in this market, for vehicles ranging from sedan cabs to articulated buses, and Asian manufacturers, particularly Chinese and Indian, are particularly well placed. Increasingly, agreements signed with buyers include clauses concerning the partial localization of manufacturing (generally involving the installation of final assembly lines).<\/p>\n"],"rendered":"\n

Faced with the need to increase and renew the aging fleet of vehicles used for public transport, African cities are increasingly opting to purchase new vehicles, with the support of international funding agencies. Price competition is fierce in this market, for vehicles ranging from sedan cabs to articulated buses, and Asian manufacturers, particularly Chinese and Indian, are particularly well placed. Increasingly, agreements signed with buyers include clauses concerning the partial localization of manufacturing (generally involving the installation of final assembly lines).<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":null,"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":6300,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Nairobi-3-1-1024x680.jpg","alt":"","caption":null,"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 Toyota HiAce used for passenger transport in Nairobi (Nairobi, 2017). <\/strong>Toyota's HiAce (also known as \"Shark\") vans have been in production continuously since 1967, in numerous body, engine and equipment variants. They are present in very large numbers in most African cities, carrying passengers or a combination of passengers and freight. In Nairobi, SACCOs (savings and credit cooperatives for minibus and midibus transport) tend to go for this model in the 15-seater passenger transport vehicle category, whereas the 33-seater midibuses are from Isuzu's N range. Vehicles duly registered for commercial passenger transport are marked \"PSV\" (Passenger Service Vehicle) and with the name of the SACCO with which the vehicle is registered. Toyota has four assembly plants throughout Africa. The HiAce model is assembled in Kenya and South Africa. Isuzu NQR chassis are imported new and assembled from Asia, but bodywork and interior layout fittings are done in Kenya. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
A Toyota HiAce used for passenger transport in Nairobi (Nairobi, 2017). <\/strong>Toyota's HiAce (also known as \"Shark\") vans have been in production continuously since 1967, in numerous body, engine and equipment variants. They are present in very large numbers in most African cities, carrying passengers or a combination of passengers and freight. In Nairobi, SACCOs (savings and credit cooperatives for minibus and midibus transport) tend to go for this model in the 15-seater passenger transport vehicle category, whereas the 33-seater midibuses are from Isuzu's N range. Vehicles duly registered for commercial passenger transport are marked \"PSV\" (Passenger Service Vehicle) and with the name of the SACCO with which the vehicle is registered. Toyota has four assembly plants throughout Africa. The HiAce model is assembled in Kenya and South Africa. Isuzu NQR chassis are imported new and assembled from Asia, but bodywork and interior layout fittings are done in Kenya. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
A Toyota HiAce used for passenger transport in Nairobi (Nairobi, 2017). <\/strong>Toyota's HiAce (also known as \"Shark\") vans have been in production continuously since 1967, in numerous body, engine and equipment variants. They are present in very large numbers in most African cities, carrying passengers or a combination of passengers and freight. In Nairobi, SACCOs (savings and credit cooperatives for minibus and midibus transport) tend to go for this model in the 15-seater passenger transport vehicle category, whereas the 33-seater midibuses are from Isuzu's N range. Vehicles duly registered for commercial passenger transport are marked \"PSV\" (Passenger Service Vehicle) and with the name of the SACCO with which the vehicle is registered. Toyota has four assembly plants throughout Africa. The HiAce model is assembled in Kenya and South Africa. Isuzu NQR chassis are imported new and assembled from Asia, but bodywork and interior layout fittings are done in Kenya. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6304,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-1-1-1024x680.jpg","alt":"","caption":null,"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 Lifan cab and a Higer midibus in Addis Ababa (Addis Ababa, 2017). <\/strong>Chinese carmakers are everywhere when it comes to renewing public transport fleets in Africa. In Addis, several hundred model 530 vehicles from Chinese manufacturer Lifan (production started in 2013) have been purchased to replace the historic fleet of Lada cabs. To renew the fleet of minibus taxis (\"Blue Donkeys\") and as part of a general restructuring of the Addis Ababa public transport network, the Ethiopian government also acquired several hundred midibuses (27 seats) from Chinese manufacturer Higer in 2007 and several dozen express buses (42 seats) from Chinese manufacturer Sheger in 2016. Many Chinese automakers have set up assembly plants in Ethiopia: in addition to the brands already mentioned, BYD, FAW and Geely assemble some of their models there. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
A Lifan cab and a Higer midibus in Addis Ababa (Addis Ababa, 2017). <\/strong>Chinese carmakers are everywhere when it comes to renewing public transport fleets in Africa. In Addis, several hundred model 530 vehicles from Chinese manufacturer Lifan (production started in 2013) have been purchased to replace the historic fleet of Lada cabs. To renew the fleet of minibus taxis (\"Blue Donkeys\") and as part of a general restructuring of the Addis Ababa public transport network, the Ethiopian government also acquired several hundred midibuses (27 seats) from Chinese manufacturer Higer in 2007 and several dozen express buses (42 seats) from Chinese manufacturer Sheger in 2016. Many Chinese automakers have set up assembly plants in Ethiopia: in addition to the brands already mentioned, BYD, FAW and Geely assemble some of their models there. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
A Lifan cab and a Higer midibus in Addis Ababa (Addis Ababa, 2017). <\/strong>Chinese carmakers are everywhere when it comes to renewing public transport fleets in Africa. In Addis, several hundred model 530 vehicles from Chinese manufacturer Lifan (production started in 2013) have been purchased to replace the historic fleet of Lada cabs. To renew the fleet of minibus taxis (\"Blue Donkeys\") and as part of a general restructuring of the Addis Ababa public transport network, the Ethiopian government also acquired several hundred midibuses (27 seats) from Chinese manufacturer Higer in 2007 and several dozen express buses (42 seats) from Chinese manufacturer Sheger in 2016. Many Chinese automakers have set up assembly plants in Ethiopia: in addition to the brands already mentioned, BYD, FAW and Geely assemble some of their models there. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6302,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-1-2-1024x680.jpg","alt":"","caption":null,"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 Tata minibus of the AFTU (Urban Transport Professionals' Financing Association) (Dakar, 2017)<\/strong>. In the early 2000s, with financial support from the World Bank, the Senegalese government and Dakar's transport authority, CETUD, launched a program to renew the aging fleet of Cars Rapides<\/em> and Ndiaga Ndiaye<\/em> vehicles used to transport the people of Dakar (urban and suburban travel respectively). Of the 2,500 vehicles purchased and put on the road between 2005 and 2017, around 2,000 were Tatas. As a result, the Indian brand is now used in everyday language to refer to the restructured network as a whole, in place of the institutional acronym AFTU. AFTU minibuses carried 615,000 passengers a day in 2015. The Senbus logo on the vehicle attests to the fact that Tata brand AFTU vehicles are assembled at the Senbus Industries plant in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
A Tata minibus of the AFTU (Urban Transport Professionals' Financing Association) (Dakar, 2017)<\/strong>. In the early 2000s, with financial support from the World Bank, the Senegalese government and Dakar's transport authority, CETUD, launched a program to renew the aging fleet of Cars Rapides<\/em> and Ndiaga Ndiaye<\/em> vehicles used to transport the people of Dakar (urban and suburban travel respectively). Of the 2,500 vehicles purchased and put on the road between 2005 and 2017, around 2,000 were Tatas. As a result, the Indian brand is now used in everyday language to refer to the restructured network as a whole, in place of the institutional acronym AFTU. AFTU minibuses carried 615,000 passengers a day in 2015. The Senbus logo on the vehicle attests to the fact that Tata brand AFTU vehicles are assembled at the Senbus Industries plant in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
A Tata minibus of the AFTU (Urban Transport Professionals' Financing Association) (Dakar, 2017)<\/strong>. In the early 2000s, with financial support from the World Bank, the Senegalese government and Dakar's transport authority, CETUD, launched a program to renew the aging fleet of Cars Rapides<\/em> and Ndiaga Ndiaye<\/em> vehicles used to transport the people of Dakar (urban and suburban travel respectively). Of the 2,500 vehicles purchased and put on the road between 2005 and 2017, around 2,000 were Tatas. As a result, the Indian brand is now used in everyday language to refer to the restructured network as a whole, in place of the institutional acronym AFTU. AFTU minibuses carried 615,000 passengers a day in 2015. The Senbus logo on the vehicle attests to the fact that Tata brand AFTU vehicles are assembled at the Senbus Industries plant in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6306,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-2-1-1024x680.jpg","alt":"","caption":null,"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
\"\"
An Ashok Leyland bus from the Dakar Dem Dikk company (Dakar, 2017). <\/strong>The national bus transport company, Dakar Dem Dikk (dem dikk<\/em> in Wolof can be translated as \"round trip\" in English), set up in 2000, is facing a major challenge in renewing its bus fleet, which is estimated to have fallen from 400 buses in service in 2015 to 250 in 2020. An order for 475 new buses was placed with Indian manufacturer Ashok Leyland in 2015. Dakar Dem Dikk's city buses carried 110,000 passengers a day in 2015. Ashok Leyland is also AFTU's second-largest supplier of minibuses (400 vehicles). Senbus Industries assembles Ashok Leyland vehicles in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
An Ashok Leyland bus from the Dakar Dem Dikk company (Dakar, 2017). <\/strong>The national bus transport company, Dakar Dem Dikk (dem dikk<\/em> in Wolof can be translated as \"round trip\" in English), set up in 2000, is facing a major challenge in renewing its bus fleet, which is estimated to have fallen from 400 buses in service in 2015 to 250 in 2020. An order for 475 new buses was placed with Indian manufacturer Ashok Leyland in 2015. Dakar Dem Dikk's city buses carried 110,000 passengers a day in 2015. Ashok Leyland is also AFTU's second-largest supplier of minibuses (400 vehicles). Senbus Industries assembles Ashok Leyland vehicles in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
\"\"
An Ashok Leyland bus from the Dakar Dem Dikk company (Dakar, 2017). <\/strong>The national bus transport company, Dakar Dem Dikk (dem dikk<\/em> in Wolof can be translated as \"round trip\" in English), set up in 2000, is facing a major challenge in renewing its bus fleet, which is estimated to have fallen from 400 buses in service in 2015 to 250 in 2020. An order for 475 new buses was placed with Indian manufacturer Ashok Leyland in 2015. Dakar Dem Dikk's city buses carried 110,000 passengers a day in 2015. Ashok Leyland is also AFTU's second-largest supplier of minibuses (400 vehicles). Senbus Industries assembles Ashok Leyland vehicles in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"}],"innerHTML":"\n
\n\n\n\n\n\n<\/figure>\n","innerContent":["\n
",null,"\n\n",null,"\n\n",null,"\n\n",null,"<\/figure>\n"],"rendered":"\n
\n
\"\"
A Toyota HiAce used for passenger transport in Nairobi (Nairobi, 2017). <\/strong>Toyota's HiAce (also known as \"Shark\") vans have been in production continuously since 1967, in numerous body, engine and equipment variants. They are present in very large numbers in most African cities, carrying passengers or a combination of passengers and freight. In Nairobi, SACCOs (savings and credit cooperatives for minibus and midibus transport) tend to go for this model in the 15-seater passenger transport vehicle category, whereas the 33-seater midibuses are from Isuzu's N range. Vehicles duly registered for commercial passenger transport are marked \"PSV\" (Passenger Service Vehicle) and with the name of the SACCO with which the vehicle is registered. Toyota has four assembly plants throughout Africa. The HiAce model is assembled in Kenya and South Africa. Isuzu NQR chassis are imported new and assembled from Asia, but bodywork and interior layout fittings are done in Kenya. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
A Lifan cab and a Higer midibus in Addis Ababa (Addis Ababa, 2017). <\/strong>Chinese carmakers are everywhere when it comes to renewing public transport fleets in Africa. In Addis, several hundred model 530 vehicles from Chinese manufacturer Lifan (production started in 2013) have been purchased to replace the historic fleet of Lada cabs. To renew the fleet of minibus taxis (\"Blue Donkeys\") and as part of a general restructuring of the Addis Ababa public transport network, the Ethiopian government also acquired several hundred midibuses (27 seats) from Chinese manufacturer Higer in 2007 and several dozen express buses (42 seats) from Chinese manufacturer Sheger in 2016. Many Chinese automakers have set up assembly plants in Ethiopia: in addition to the brands already mentioned, BYD, FAW and Geely assemble some of their models there. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
A Tata minibus of the AFTU (Urban Transport Professionals' Financing Association) (Dakar, 2017)<\/strong>. In the early 2000s, with financial support from the World Bank, the Senegalese government and Dakar's transport authority, CETUD, launched a program to renew the aging fleet of Cars Rapides<\/em> and Ndiaga Ndiaye<\/em> vehicles used to transport the people of Dakar (urban and suburban travel respectively). Of the 2,500 vehicles purchased and put on the road between 2005 and 2017, around 2,000 were Tatas. As a result, the Indian brand is now used in everyday language to refer to the restructured network as a whole, in place of the institutional acronym AFTU. AFTU minibuses carried 615,000 passengers a day in 2015. The Senbus logo on the vehicle attests to the fact that Tata brand AFTU vehicles are assembled at the Senbus Industries plant in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
An Ashok Leyland bus from the Dakar Dem Dikk company (Dakar, 2017). <\/strong>The national bus transport company, Dakar Dem Dikk (dem dikk<\/em> in Wolof can be translated as \"round trip\" in English), set up in 2000, is facing a major challenge in renewing its bus fleet, which is estimated to have fallen from 400 buses in service in 2015 to 250 in 2020. An order for 475 new buses was placed with Indian manufacturer Ashok Leyland in 2015. Dakar Dem Dikk's city buses carried 110,000 passengers a day in 2015. Ashok Leyland is also AFTU's second-largest supplier of minibuses (400 vehicles). Senbus Industries assembles Ashok Leyland vehicles in Thi\u00e8s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":null,"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

The rise of motorized 2-\/3-wheelers<\/h2>\n","innerContent":["\n

The rise of motorized 2-\/3-wheelers<\/h2>\n"],"rendered":"\n

The rise of motorized 2-\/3-wheelers<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":null,"dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

First appearing in African cities in the 1980s or 1990s, motorized two-wheelers and three-wheelers have enjoyed massive success across the continent since the late 2000s. Depending on the locale, they can be used for commercial purposes (passenger and\/or freight transport) or for individual transport. They can be relegated to the outskirts or omnipresent in the city centers. Faced with the major challenges posed by their rapid growth, particularly in terms of road safety, governments are tending to regulate their use ever more strictly.<\/p>\n","innerContent":["\n

First appearing in African cities in the 1980s or 1990s, motorized two-wheelers and three-wheelers have enjoyed massive success across the continent since the late 2000s. Depending on the locale, they can be used for commercial purposes (passenger and\/or freight transport) or for individual transport. They can be relegated to the outskirts or omnipresent in the city centers. Faced with the major challenges posed by their rapid growth, particularly in terms of road safety, governments are tending to regulate their use ever more strictly.<\/p>\n"],"rendered":"\n

First appearing in African cities in the 1980s or 1990s, motorized two-wheelers and three-wheelers have enjoyed massive success across the continent since the late 2000s. Depending on the locale, they can be used for commercial purposes (passenger and\/or freight transport) or for individual transport. They can be relegated to the outskirts or omnipresent in the city centers. Faced with the major challenges posed by their rapid growth, particularly in terms of road safety, governments are tending to regulate their use ever more strictly.<\/p>\n"},{"blockName":"core\/gallery","attrs":{"columns":1,"linkTo":"none","isSlideshow":true,"isLightbox":true,"height":0,"images":[],"ids":[],"shortCodeTransforms":[],"caption":null,"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":6230,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-Abeba-1024x680.jpg","alt":"","caption":null,"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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Bajaj<\/em> station in the eastern suburbs of Addis (Addis Ababa, 2017). <\/strong>One kilometer east of the Ayat terminus of the Addis light rail system, these tricycles, which are banned from the city center, are waiting for customers, most of whom live in the new residential developments on the outskirts of Addis Ababa. The most recent of these developments (mostly standardized high-rise condominium buildings between 5 and 10 stories high), although inhabited, were not yet linked by any paved road to the capital's main avenues. The tricycles are known locally as bajaj<\/em>, after the Indian manufacturer that is flooding the market in developing countries with these vehicles. The Piaggio APE shown in the photo (2nd<\/sup> vehicle from the right) was manufactured under license by Bajaj Auto in the 1960s-1970s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
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Bajaj<\/em> station in the eastern suburbs of Addis (Addis Ababa, 2017). <\/strong>One kilometer east of the Ayat terminus of the Addis light rail system, these tricycles, which are banned from the city center, are waiting for customers, most of whom live in the new residential developments on the outskirts of Addis Ababa. The most recent of these developments (mostly standardized high-rise condominium buildings between 5 and 10 stories high), although inhabited, were not yet linked by any paved road to the capital's main avenues. The tricycles are known locally as bajaj<\/em>, after the Indian manufacturer that is flooding the market in developing countries with these vehicles. The Piaggio APE shown in the photo (2nd<\/sup> vehicle from the right) was manufactured under license by Bajaj Auto in the 1960s-1970s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
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Bajaj<\/em> station in the eastern suburbs of Addis (Addis Ababa, 2017). <\/strong>One kilometer east of the Ayat terminus of the Addis light rail system, these tricycles, which are banned from the city center, are waiting for customers, most of whom live in the new residential developments on the outskirts of Addis Ababa. The most recent of these developments (mostly standardized high-rise condominium buildings between 5 and 10 stories high), although inhabited, were not yet linked by any paved road to the capital's main avenues. The tricycles are known locally as bajaj<\/em>, after the Indian manufacturer that is flooding the market in developing countries with these vehicles. The Piaggio APE shown in the photo (2nd<\/sup> vehicle from the right) was manufactured under license by Bajaj Auto in the 1960s-1970s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6226,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/DSC_4782bis-1024x689.jpg","alt":"","caption":null,"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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Boda-boda<\/em> roaming the streets of Nairobi (Nairobi, 2017). <\/strong>Commercial motorized two-wheelers were a marginal phenomenon in Africa until the early 2000s. Today, many African cities are faced with fleets of motorcycle taxis numbering in the thousands, or even tens of thousands. The number of registered motorcycle taxis across Kenya was estimated at 130,000 in 2008, rising to 2.3 million by 2023. Faced with an out-of-control accident rate, the government is stepping up safety measures (high-visibility vests, helmets for drivers and passengers) and professionalizing the sector (associations modelled on SACCOs for minibuses, driver's license and registration, vehicle registration, passenger transport insurance).\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Boda-boda<\/em> roaming the streets of Nairobi (Nairobi, 2017). <\/strong>Commercial motorized two-wheelers were a marginal phenomenon in Africa until the early 2000s. Today, many African cities are faced with fleets of motorcycle taxis numbering in the thousands, or even tens of thousands. The number of registered motorcycle taxis across Kenya was estimated at 130,000 in 2008, rising to 2.3 million by 2023. Faced with an out-of-control accident rate, the government is stepping up safety measures (high-visibility vests, helmets for drivers and passengers) and professionalizing the sector (associations modelled on SACCOs for minibuses, driver's license and registration, vehicle registration, passenger transport insurance).\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
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Boda-boda<\/em> roaming the streets of Nairobi (Nairobi, 2017). <\/strong>Commercial motorized two-wheelers were a marginal phenomenon in Africa until the early 2000s. Today, many African cities are faced with fleets of motorcycle taxis numbering in the thousands, or even tens of thousands. The number of registered motorcycle taxis across Kenya was estimated at 130,000 in 2008, rising to 2.3 million by 2023. Faced with an out-of-control accident rate, the government is stepping up safety measures (high-visibility vests, helmets for drivers and passengers) and professionalizing the sector (associations modelled on SACCOs for minibuses, driver's license and registration, vehicle registration, passenger transport insurance).\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6234,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2018-Casablanca-1024x680.jpg","alt":"","caption":null,"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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Cargo tricycle near a market in the historic center (Casablanca, 2018). <\/strong>Two-wheelers and three-wheelers are also making significant inroads into the goods delivery market in African cities. Launched in 2015 by the King of Morocco, the INDH (National Initiative for Human Development) assists the most disadvantaged social classes in creating small and medium-sized commercial activities so they can earn a stable income. Hundreds of delivery and itinerant businesses have been set up across the country. Here, a cargo tricycle is used to deliver seafood products to the capital's markets and restaurants. Nationwide, there are an estimated 100,000 motorized three-wheelers in circulation. Docker brand vehicles are assembled in Morocco. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
\"\"
Cargo tricycle near a market in the historic center (Casablanca, 2018). <\/strong>Two-wheelers and three-wheelers are also making significant inroads into the goods delivery market in African cities. Launched in 2015 by the King of Morocco, the INDH (National Initiative for Human Development) assists the most disadvantaged social classes in creating small and medium-sized commercial activities so they can earn a stable income. Hundreds of delivery and itinerant businesses have been set up across the country. Here, a cargo tricycle is used to deliver seafood products to the capital's markets and restaurants. Nationwide, there are an estimated 100,000 motorized three-wheelers in circulation. Docker brand vehicles are assembled in Morocco. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
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Cargo tricycle near a market in the historic center (Casablanca, 2018). <\/strong>Two-wheelers and three-wheelers are also making significant inroads into the goods delivery market in African cities. Launched in 2015 by the King of Morocco, the INDH (National Initiative for Human Development) assists the most disadvantaged social classes in creating small and medium-sized commercial activities so they can earn a stable income. Hundreds of delivery and itinerant businesses have been set up across the country. Here, a cargo tricycle is used to deliver seafood products to the capital's markets and restaurants. Nationwide, there are an estimated 100,000 motorized three-wheelers in circulation. Docker brand vehicles are assembled in Morocco. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"},{"blockName":"core\/image","attrs":{"id":6232,"sizeSlug":"large","linkDestination":"none","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2019-Kigali-1024x680.jpg","alt":"","caption":null,"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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Motorcycle taxi stand adjacent to Nyabugogo intercity station (Kigali, 2019). <\/strong>In 2005, rickshaw (bicycle) cabs were banned in Kigali and replaced by small-displacement \"taxi-motos\". Several subsequent attempts by the public authorities to ban motorcycle taxis have failed, but they are now subject to a formalized regulatory framework: drivers are required to have a driving license and wear a vest and both drivers and passengers are required to wear a helmet; associations are organized into sections, parking stands and operating zones; taxes are paid (on licenses, revenues); drivers contribute to the city's cleanliness and safety programs. The multi-sector state regulator RURA issues licenses to motorcycle taxi drivers (subject to membership of a cooperative) and sets fares. Motorcycle taxis have been fitted with mandatory GPS-equipped electronic meters since 2020, and mobile payment was made mandatory that same year. Kigali's 22,000 motorcycle taxis carried 400,000 passengers a day in 2018. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n","innerContent":["\n
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Motorcycle taxi stand adjacent to Nyabugogo intercity station (Kigali, 2019). <\/strong>In 2005, rickshaw (bicycle) cabs were banned in Kigali and replaced by small-displacement \"taxi-motos\". Several subsequent attempts by the public authorities to ban motorcycle taxis have failed, but they are now subject to a formalized regulatory framework: drivers are required to have a driving license and wear a vest and both drivers and passengers are required to wear a helmet; associations are organized into sections, parking stands and operating zones; taxes are paid (on licenses, revenues); drivers contribute to the city's cleanliness and safety programs. The multi-sector state regulator RURA issues licenses to motorcycle taxi drivers (subject to membership of a cooperative) and sets fares. Motorcycle taxis have been fitted with mandatory GPS-equipped electronic meters since 2020, and mobile payment was made mandatory that same year. Kigali's 22,000 motorcycle taxis carried 400,000 passengers a day in 2018. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"],"rendered":"\n
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Motorcycle taxi stand adjacent to Nyabugogo intercity station (Kigali, 2019). <\/strong>In 2005, rickshaw (bicycle) cabs were banned in Kigali and replaced by small-displacement \"taxi-motos\". Several subsequent attempts by the public authorities to ban motorcycle taxis have failed, but they are now subject to a formalized regulatory framework: drivers are required to have a driving license and wear a vest and both drivers and passengers are required to wear a helmet; associations are organized into sections, parking stands and operating zones; taxes are paid (on licenses, revenues); drivers contribute to the city's cleanliness and safety programs. The multi-sector state regulator RURA issues licenses to motorcycle taxi drivers (subject to membership of a cooperative) and sets fares. Motorcycle taxis have been fitted with mandatory GPS-equipped electronic meters since 2020, and mobile payment was made mandatory that same year. Kigali's 22,000 motorcycle taxis carried 400,000 passengers a day in 2018. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n"}],"innerHTML":"\n
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Bajaj<\/em> station in the eastern suburbs of Addis (Addis Ababa, 2017). <\/strong>One kilometer east of the Ayat terminus of the Addis light rail system, these tricycles, which are banned from the city center, are waiting for customers, most of whom live in the new residential developments on the outskirts of Addis Ababa. The most recent of these developments (mostly standardized high-rise condominium buildings between 5 and 10 stories high), although inhabited, were not yet linked by any paved road to the capital's main avenues. The tricycles are known locally as bajaj<\/em>, after the Indian manufacturer that is flooding the market in developing countries with these vehicles. The Piaggio APE shown in the photo (2nd<\/sup> vehicle from the right) was manufactured under license by Bajaj Auto in the 1960s-1970s. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Boda-boda<\/em> roaming the streets of Nairobi (Nairobi, 2017). <\/strong>Commercial motorized two-wheelers were a marginal phenomenon in Africa until the early 2000s. Today, many African cities are faced with fleets of motorcycle taxis numbering in the thousands, or even tens of thousands. The number of registered motorcycle taxis across Kenya was estimated at 130,000 in 2008, rising to 2.3 million by 2023. Faced with an out-of-control accident rate, the government is stepping up safety measures (high-visibility vests, helmets for drivers and passengers) and professionalizing the sector (associations modelled on SACCOs for minibuses, driver's license and registration, vehicle registration, passenger transport insurance).\u00a0 (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Cargo tricycle near a market in the historic center (Casablanca, 2018). <\/strong>Two-wheelers and three-wheelers are also making significant inroads into the goods delivery market in African cities. Launched in 2015 by the King of Morocco, the INDH (National Initiative for Human Development) assists the most disadvantaged social classes in creating small and medium-sized commercial activities so they can earn a stable income. Hundreds of delivery and itinerant businesses have been set up across the country. Here, a cargo tricycle is used to deliver seafood products to the capital's markets and restaurants. Nationwide, there are an estimated 100,000 motorized three-wheelers in circulation. Docker brand vehicles are assembled in Morocco. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n\n\n\n
\"\"
Motorcycle taxi stand adjacent to Nyabugogo intercity station (Kigali, 2019). <\/strong>In 2005, rickshaw (bicycle) cabs were banned in Kigali and replaced by small-displacement \"taxi-motos\". Several subsequent attempts by the public authorities to ban motorcycle taxis have failed, but they are now subject to a formalized regulatory framework: drivers are required to have a driving license and wear a vest and both drivers and passengers are required to wear a helmet; associations are organized into sections, parking stands and operating zones; taxes are paid (on licenses, revenues); drivers contribute to the city's cleanliness and safety programs. The multi-sector state regulator RURA issues licenses to motorcycle taxi drivers (subject to membership of a cooperative) and sets fares. Motorcycle taxis have been fitted with mandatory GPS-equipped electronic meters since 2020, and mobile payment was made mandatory that same year. Kigali's 22,000 motorcycle taxis carried 400,000 passengers a day in 2018. (Ph: Virginie Boutueil)<\/figcaption><\/figure>\n<\/figure>\n"}],"seo":{"title":"Vehicles and mobility in Africa"},"media":{"img":"\"\"","src":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Addis-2-scaled.jpg"},"url":"\/en\/articles\/vehicles-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\/vehicules-et-mobilites-en-afrique\/","icon":"icon-diapo","duration":"8","custom_excerpt":"
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