{"id":6431,"date":"2024-06-19T18:30:28","date_gmt":"2024-06-19T16:30:28","guid":{"rendered":"https:\/\/ingenius.ecoledesponts.fr\/?p=6431"},"modified":"2025-07-29T16:17:49","modified_gmt":"2025-07-29T14:17:49","slug":"characterizing-mobility-systems-on-a-global-scale-africa-an-expanding-continent-worth-documenting","status":"publish","type":"post","link":"https:\/\/ingenius.ecoledesponts.fr\/en\/articles\/characterizing-mobility-systems-on-a-global-scale-africa-an-expanding-continent-worth-documenting\/","title":{"rendered":"Characterizing mobility systems on a global scale: Africa, an expanding continent worth documenting"},"content":{"rendered":"\n\n\n<p>How can we characterize mobility systems on the scale of cities and countries? Can we observe mobility as a geophysical phenomenon, much like meteorological phenomena? Are there &#8220;types&#8221; of mobility systems, and how are they distributed around the world? The Mobility Meta-Observatory was launched in 2013 as part of a partnership between the <a href=\"https:\/\/www.lvmt.fr\/en\/\" target=\"_blank\" rel=\"noreferrer noopener\">Laboratoire Ville Mobilit\u00e9 Transport<\/a> and the <a href=\"https:\/\/www.lvmt.fr\/en\/projects\/institut-mobilite-durable\/\" target=\"_blank\" rel=\"noreferrer noopener\">Institut de la Mobilit\u00e9 Durable<\/a> to answer these questions. The meta-observatory brings together data on mobility systems at two scales &#8211; country and city &#8211; in order to cross-reference local urban dynamics with national ones.<\/p>\n\n\n\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Observing: what for?<\/h2>\n\n\n\n<p>In socio-technical approaches, mobility is a system comprising technical elements &#8211; infrastructure, vehicles, information and communication technologies &#8211; and social elements &#8211; social, political and imaginary norms. Characterizing mobility systems and understanding their specific features and trajectories therefore entails identifying its component elements.<\/p>\n\n\n\n<p>Observatories have become a widespread tool since the 2000s. Most often focused on the urban or conurbation scale, these observatories are supported by different types of players \u2013 local authorities, research institutes, consulting firms, and non-governmental organizations \u2013 to serve a variety of objectives:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Inform: <\/strong>improve our understanding of mobility systems,<\/li>\n<\/ul>\n\n\n\n<p><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Compare: <\/strong>offer a ranking of cities according to specific criteria (i.e., cycle-friendly cities),<\/li>\n<\/ul>\n\n\n\n<p><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Evaluate: <\/strong>measure the performance of the measures implemented, characterize development and provide a tool to help public authorities make decisions.<\/li>\n<\/ul>\n\n\n\n<p><\/p>\n\n\n\n<p>According to their objectives, the observatories will select a number of sets of indicators, either by gathering existing data or creating data to meet their needs.<\/p>\n\n\n\n<h2 class=\"wp-block-heading has-red-color has-text-color\">A tradition of Western observatories<\/h2>\n\n\n\n<p>A state-of-the-art survey of urban mobility observatories worldwide identified 18 observatories dealing with mobility on an urban scale in 2022. The number of cities varied from 1 to 185. Most of these observatories came from institutions based in Western countries (Europe, North America), with the exception of the <a href=\"https:\/\/ec.europa.eu\/newsroom\/env\/items\/606514\/en\">China Urban Sustainability Index<\/a>, which lists Chinese cities. There are other observatories on a continental scale, such as the Observatory of Urban Mobility in Latin America (<a href=\"https:\/\/omu-latam.org\/\">Observatorio de Movilidad Urbana en Am\u00e9rica Latina<\/a>), run by the Development Bank of Latin America and the Caribbean. In the Asia-Pacific region, there is a thematic observatory for road safety, but none that we are aware of that focuses on urban mobility more broadly. In Africa, no observatory dedicated to urban mobility has yet been identified: there are initiatives at the level of certain conurbations, such as the observatory project of the Greater Abidjan Urban Mobility Authority (<a href=\"https:\/\/amuga.ci\/\">AMUGA<\/a>) in C\u00f4te d&#8217;Ivoire, but none at the continental level.<\/p>\n\n\n\n<p>However, most observatories have a very broad geographical scope and include cities in several regions of the world. So, how and why should we compare two cities with radically different systems? Most of the observatories surveyed include cities on several continents and aim to evaluate or compare cities according to specific criteria. Indicators are therefore used to establish scores or profiles of cities, such as the <a href=\"https:\/\/assets.new.siemens.com\/siemens\/assets\/api\/uuid:fddc99e7-5907-49aa-92c4-610c0801659e\/european-green-city-index.pdf\">Green City Index by EIU &amp; Siemens<\/a> (2008) or <a href=\"https:\/\/www.adlittle.com\/sites\/default\/files\/viewpoints\/adl_uitp_future_of_mobility_3.0_1.pdf\">The Future of Mobility by Arthur D. Little<\/a> (2018). But the choice of indicators and the scores awarded often produce a Western vision of a &#8220;good&#8221; mobility system, which the meta-observatory seeks to challenge.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"586\" height=\"330\" src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1.png\" alt=\"\" class=\"wp-image-6166\" srcset=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1.png 586w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1-300x169.png 300w\" sizes=\"auto, (max-width: 586px) 100vw, 586px\" \/><figcaption class=\"wp-element-caption\">Geographical distribution of organizations supporting the observatories surveyed. No observatory was found in Africa. (Moatassime, 2022)<\/figcaption><\/figure>\n\n\n\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Limiting bias in the difficult task of international comparison<\/h2>\n\n\n\n<p>Today, the meta-observatory aggregates over 80 indicators in five categories &#8211; infrastructure, vehicles, demand, energy and environment, and regulation &#8211; on a national scale, with data from 2003 to 2019 enabling diachronic analyses. Using an urban scale, it includes over 50 indicators for more than 100 cities in six categories &#8211; infrastructure, vehicles, demand, mobility services, regulation, and air quality.<\/p>\n\n\n\n<p>The selection of indicators for the meta-observatory depends in part on data availability. At the country level, certain indicators relevant to the analysis of transport policies, such as the amount of investment in infrastructure, had to be set aside due to the lack of available data for too many countries. The databases of the world&#8217;s major organizations, such as the OECD and the World Bank, are useful for data on demand &#8211; gross national income per capita, access to electricity and mobile telephony &#8211; but it is difficult to obtain reliable data for more specific indicators on transport, such as the age of the vehicles on the road. <a href=\"https:\/\/www.itf-oecd.org\/\">The International Road Forum<\/a> (IRF) produces a more comprehensive statistical database on road infrastructure and motorization rates, with a particular focus on African countries. However, it does not cover all the countries on the continent, or sometimes contains outdated data or data collected using different methods. These databases are fed by national statistical institutes, but they do not always produce data that can be used for these studies. For example, in Africa, only data from Morocco and Tunisia is available for the CO2 emissions of the road transport sector per inhabitant in the OECD database. At city level, the quality of the data produced varies greatly from one conurbation to another, depending on the number of organizations capable of producing and collecting local information on transport demand and supply. Here again, access to recent, reliable data is more complex for African cities. Parking supply is rarely available, and it is not always possible to find details of travel demand &#8211; average distance, average travel time, or the modal breakdown.<\/p>\n\n\n\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Incorporating new indicators to characterize paratransit<\/h2>\n\n\n\n<p>These difficulties in accessing data play a part in the selection of indicators; moreover, the meta-observatory also seeks to qualify the diversity of mobility systems by integrating relevant indicators in different contexts, not just those of Western mobility systems. This means, for example, characterizing the dominant type of individual motorization in cities between cars and motorized two-wheelers. In many African cities, motorcycles are the most important mode of individual motorized transport, as in Yamoussoukro (C\u00f4te d&#8217;Ivoire) and Bamako (Mali).<\/p>\n\n\n\n<p>Shifting the focus away from Western mobility systems also requires us to better characterize paratransit, which is very present in African, Latin American and Asian cities. This often takes the form of shared mobility, ranging from individual transport (moto-taxis, present in several African countries) to collective urban transport (shared cabs in Morocco or Senegalese <em>clandos<\/em>, minibuses such as <em>matatus<\/em> in Nairobi) or intercity transport (Gbakas in C\u00f4te d&#8217;Ivoire, for example). Paratransit therefore takes very different forms in different cities, and this diversity is poorly reflected in current observatories. Surprisingly, only the Arthur D. Little study mentions it using the term \u201cinformal transport\u201d<sup data-fn=\"4dd087de-e255-44f3-995b-b719f90e4fa8\" class=\"fn\"><a href=\"#4dd087de-e255-44f3-995b-b719f90e4fa8\" id=\"4dd087de-e255-44f3-995b-b719f90e4fa8-link\">1<\/a><\/sup> but it does not include it as an indicator in its own right, only as part of individual motorized transport. However, <a rel=\"noreferrer noopener\" href=\"https:\/\/journals.sagepub.com\/doi\/abs\/10.1177\/03611981211036346?journalCode=trra\" target=\"_blank\">paratransit lies somewhere between bus-type capacity transport and individual mobility<\/a>, covering intermediate transport modes that should be identified and characterized. However, integrating the wide range of services covered by paratransit presents a challenge: these mobility services are often largely underdocumented, and it is difficult to know their exact number in each city or the number of passengers carried. In the meta-observatory, it is therefore divided into three indicators to characterize it according to vehicle size: individual (2 seats or fewer), shared (4 to 8 seats) and collective (minibus).<\/p>\n\n\n\n<h2 class=\"wp-block-heading has-red-color has-text-color\">The meta-observatory&#8217;s challenge: gathering data on Africa<\/h2>\n\n\n\n<p>In existence since 2013, the meta-observatory provides an important database on mobility systems around the world, particularly on continents that do not yet have such databases, such as Africa. It enables us to draw up typologies of mobility systems and highlights a certain homogeneity in the mobility profiles of sub-Saharan African countries and cities, with the exception of South Africa and cities such as Dakar (Senegal) or Durban (South Africa), which have stronger urbanization and regulation dynamics (figure 2). It also allows us to document in greater detail the mobility systems of less-studied, non-Western cities: today, 26 African cities in 22 different countries are covered by the observatory. To our knowledge, there is no specific database on mobility in Africa, but the meta-observatory now gathers a certain amount of information on the forms of mobility that exist at the country and city levels. To overcome the problem of data access, the meta-observatory draws on various sources of information, from local statistical institutes, planning and public policy documents and scientific literature. Eventually, this data will be made available on a platform, making it public and accessible to as many people as possible.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"604\" height=\"340\" src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png\" alt=\"\" class=\"wp-image-6169\" srcset=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png 604w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2-300x169.png 300w\" sizes=\"auto, (max-width: 604px) 100vw, 604px\" \/><figcaption class=\"wp-element-caption\">The African continent is experiencing strong growth in demand, with infrastructures and regulations under construction. Dakar and Durban have implemented strong regulations. (Nemett, 2020)<\/figcaption><\/figure>\n\n\n\n<p>This data allows us to characterize the dynamics underway in the African mobility sector, describing transport supply, demand and regulation, among other things. On this last point, the meta-observatory includes a number of indicators characterizing transport electrification trajectories, looking at infrastructure (charging stations), vehicles (electric vehicles) and public policies (financial aid, in particular). Drawing on other work carried out by the LVMT on electric mobility in Africa (Yao article), data from the meta-observatory can be used to compare the specific features of electrification in Africa with those in Europe and Asia.<\/p>\n\n\n\n<p><\/p>\n\n\n<ol class=\"wp-block-footnotes\"><li id=\"4dd087de-e255-44f3-995b-b719f90e4fa8\">Arthur D. Little Future Lab, <em>Future of Mobility 3.0,<\/em> March 2018, 100 p. <a href=\"#4dd087de-e255-44f3-995b-b719f90e4fa8-link\" aria-label=\"Jump to footnote reference 1\">\u21a9\ufe0e<\/a><\/li><\/ol>\n\n\n<div class=\"wp-block-enpc-accordion\">\n<p>Trouv\u00e9 M., Lesteven G., Leurent F. (2020).\u00a0<a href=\"https:\/\/hal.science\/hal-02950190\">Worlwide Investigation of Private Motorization Dynamics at the Metropolitan Scale, in\u00a0<em>Transportation Research Procedia,\u00a0<\/em>48, p. 3413-3430.<\/a><\/p>\n\n\n\n<p>Eskenazi M., Lesteven G., Leurent F. (2017).\u00a0<a href=\"https:\/\/hal.archives-ouvertes.fr\/hal-01658282\">Meta-Observatory of Mobility At Country And City Scale. 96th Annual Meeting Transportation Research Board<del>\u00a0<\/del>, Jan 2017, Washington, United States.<\/a><\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"<p>How can we characterize mobility systems on the scale of cities and countries? Can we observe mobility as a geophysical [&hellip;]<\/p>\n","protected":false},"author":6,"featured_media":6169,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_related_content_post":[],"_related_content_subject":[692],"_related_content_author":[6429],"_related_content_category":[1720,1716],"_related_content_folder":[6454],"_excerpt":"Incorporating Africa into studies of urban mobility systems remains a major challenge. While mobility observatories are proliferating in the West, Africa remains on the sidelines of these analyses. The Meta-observatory of Mobilities, launched in 2013, aims to fill this gap by including other specific data, such as intermediate modes. However, the lack of reliable data and structures complicates this task, underscoring the importance of an inclusive approach to better understand and improve mobility systems worldwide.","_duration":7,"_manual_duration":false,"footnotes":"[{\"content\":\"Arthur D. Little Future Lab, <em>Future of Mobility 3.0,<\/em> March 2018, 100 p.\",\"id\":\"4dd087de-e255-44f3-995b-b719f90e4fa8\"}]"},"article-types":[13,27],"class_list":["post-6431","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","article-types-article","article-types-folder"],"has_blocks":true,"block_data":[{"blockName":"enpc\/excerpt","attrs":{"lock":[],"metadata":[],"className":"","style":""},"innerBlocks":[],"innerHTML":"","innerContent":[],"rendered":""},{"blockName":"core\/paragraph","attrs":{"align":"","content":"How can we characterize mobility systems on the scale of cities and countries? Can we observe mobility as a geophysical phenomenon, much like meteorological phenomena? Are there \"types\" of mobility systems, and how are they distributed around the world? The Mobility Meta-Observatory was launched in 2013 as part of a partnership between the Laboratoire Ville Mobilit\u00e9 Transport and the Institut de la Mobilit\u00e9 Durable to answer these questions. The meta-observatory brings together data on mobility systems at two scales - country and city - in order to cross-reference local urban dynamics with national ones.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>How can we characterize mobility systems on the scale of cities and countries? Can we observe mobility as a geophysical phenomenon, much like meteorological phenomena? Are there \"types\" of mobility systems, and how are they distributed around the world? The Mobility Meta-Observatory was launched in 2013 as part of a partnership between the <a href=\"https:\/\/www.lvmt.fr\/en\/\" target=\"_blank\" rel=\"noreferrer noopener\">Laboratoire Ville Mobilit\u00e9 Transport<\/a> and the <a href=\"https:\/\/www.lvmt.fr\/en\/projects\/institut-mobilite-durable\/\" target=\"_blank\" rel=\"noreferrer noopener\">Institut de la Mobilit\u00e9 Durable<\/a> to answer these questions. The meta-observatory brings together data on mobility systems at two scales - country and city - in order to cross-reference local urban dynamics with national ones.<\/p>\n","innerContent":["\n<p>How can we characterize mobility systems on the scale of cities and countries? Can we observe mobility as a geophysical phenomenon, much like meteorological phenomena? Are there \"types\" of mobility systems, and how are they distributed around the world? The Mobility Meta-Observatory was launched in 2013 as part of a partnership between the <a href=\"https:\/\/www.lvmt.fr\/en\/\" target=\"_blank\" rel=\"noreferrer noopener\">Laboratoire Ville Mobilit\u00e9 Transport<\/a> and the <a href=\"https:\/\/www.lvmt.fr\/en\/projects\/institut-mobilite-durable\/\" target=\"_blank\" rel=\"noreferrer noopener\">Institut de la Mobilit\u00e9 Durable<\/a> to answer these questions. The meta-observatory brings together data on mobility systems at two scales - country and city - in order to cross-reference local urban dynamics with national ones.<\/p>\n"],"rendered":"\n<p>How can we characterize mobility systems on the scale of cities and countries? Can we observe mobility as a geophysical phenomenon, much like meteorological phenomena? Are there \"types\" of mobility systems, and how are they distributed around the world? The Mobility Meta-Observatory was launched in 2013 as part of a partnership between the <a href=\"https:\/\/www.lvmt.fr\/en\/\" target=\"_blank\" rel=\"noreferrer noopener\">Laboratoire Ville Mobilit\u00e9 Transport<\/a> and the <a href=\"https:\/\/www.lvmt.fr\/en\/projects\/institut-mobilite-durable\/\" target=\"_blank\" rel=\"noreferrer noopener\">Institut de la Mobilit\u00e9 Durable<\/a> to answer these questions. The meta-observatory brings together data on mobility systems at two scales - country and city - in order to cross-reference local urban dynamics with national ones.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Observing: what for?","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<h2 class=\"wp-block-heading has-red-color has-text-color\">Observing: what for?<\/h2>\n","innerContent":["\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Observing: what for?<\/h2>\n"],"rendered":"\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Observing: what for?<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"In socio-technical approaches, mobility is a system comprising technical elements - infrastructure, vehicles, information and communication technologies - and social elements - social, political and imaginary norms. Characterizing mobility systems and understanding their specific features and trajectories therefore entails identifying its component elements.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>In socio-technical approaches, mobility is a system comprising technical elements - infrastructure, vehicles, information and communication technologies - and social elements - social, political and imaginary norms. Characterizing mobility systems and understanding their specific features and trajectories therefore entails identifying its component elements.<\/p>\n","innerContent":["\n<p>In socio-technical approaches, mobility is a system comprising technical elements - infrastructure, vehicles, information and communication technologies - and social elements - social, political and imaginary norms. Characterizing mobility systems and understanding their specific features and trajectories therefore entails identifying its component elements.<\/p>\n"],"rendered":"\n<p>In socio-technical approaches, mobility is a system comprising technical elements - infrastructure, vehicles, information and communication technologies - and social elements - social, political and imaginary norms. Characterizing mobility systems and understanding their specific features and trajectories therefore entails identifying its component elements.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Observatories have become a widespread tool since the 2000s. Most often focused on the urban or conurbation scale, these observatories are supported by different types of players \u2013 local authorities, research institutes, consulting firms, and non-governmental organizations \u2013 to serve a variety of objectives:","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>Observatories have become a widespread tool since the 2000s. Most often focused on the urban or conurbation scale, these observatories are supported by different types of players \u2013 local authorities, research institutes, consulting firms, and non-governmental organizations \u2013 to serve a variety of objectives:<\/p>\n","innerContent":["\n<p>Observatories have become a widespread tool since the 2000s. Most often focused on the urban or conurbation scale, these observatories are supported by different types of players \u2013 local authorities, research institutes, consulting firms, and non-governmental organizations \u2013 to serve a variety of objectives:<\/p>\n"],"rendered":"\n<p>Observatories have become a widespread tool since the 2000s. Most often focused on the urban or conurbation scale, these observatories are supported by different types of players \u2013 local authorities, research institutes, consulting firms, and non-governmental organizations \u2013 to serve a variety of objectives:<\/p>\n"},{"blockName":"core\/list","attrs":{"ordered":false,"values":"","type":"","start":0,"reversed":false,"placeholder":"","lock":[],"metadata":[],"className":"wp-block-list","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[{"blockName":"core\/list-item","attrs":{"placeholder":"","content":"Inform: improve our understanding of mobility systems,","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<li><strong>Inform: <\/strong>improve our understanding of mobility systems,<\/li>\n","innerContent":["\n<li><strong>Inform: <\/strong>improve our understanding of mobility systems,<\/li>\n"],"rendered":"\n<li><strong>Inform: <\/strong>improve our understanding of mobility systems,<\/li>\n"}],"innerHTML":"\n<ul class=\"wp-block-list\"><\/ul>\n","innerContent":["\n<ul class=\"wp-block-list\">",null,"<\/ul>\n"],"rendered":"\n<ul class=\"wp-block-list\">\n<li><strong>Inform: <\/strong>improve our understanding of mobility systems,<\/li>\n<\/ul>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p><\/p>\n","innerContent":["\n<p><\/p>\n"],"rendered":"\n<p><\/p>\n"},{"blockName":"core\/list","attrs":{"ordered":false,"values":"","type":"","start":0,"reversed":false,"placeholder":"","lock":[],"metadata":[],"className":"wp-block-list","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[{"blockName":"core\/list-item","attrs":{"placeholder":"","content":"Compare: offer a ranking of cities according to specific criteria (i.e., cycle-friendly cities),","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<li><strong>Compare: <\/strong>offer a ranking of cities according to specific criteria (i.e., cycle-friendly cities),<\/li>\n","innerContent":["\n<li><strong>Compare: <\/strong>offer a ranking of cities according to specific criteria (i.e., cycle-friendly cities),<\/li>\n"],"rendered":"\n<li><strong>Compare: <\/strong>offer a ranking of cities according to specific criteria (i.e., cycle-friendly cities),<\/li>\n"}],"innerHTML":"\n<ul class=\"wp-block-list\"><\/ul>\n","innerContent":["\n<ul class=\"wp-block-list\">",null,"<\/ul>\n"],"rendered":"\n<ul class=\"wp-block-list\">\n<li><strong>Compare: <\/strong>offer a ranking of cities according to specific criteria (i.e., cycle-friendly cities),<\/li>\n<\/ul>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p><\/p>\n","innerContent":["\n<p><\/p>\n"],"rendered":"\n<p><\/p>\n"},{"blockName":"core\/list","attrs":{"ordered":false,"values":"","type":"","start":0,"reversed":false,"placeholder":"","lock":[],"metadata":[],"className":"wp-block-list","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[{"blockName":"core\/list-item","attrs":{"placeholder":"","content":"Evaluate: measure the performance of the measures implemented, characterize development and provide a tool to help public authorities make decisions.","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<li><strong>Evaluate: <\/strong>measure the performance of the measures implemented, characterize development and provide a tool to help public authorities make decisions.<\/li>\n","innerContent":["\n<li><strong>Evaluate: <\/strong>measure the performance of the measures implemented, characterize development and provide a tool to help public authorities make decisions.<\/li>\n"],"rendered":"\n<li><strong>Evaluate: <\/strong>measure the performance of the measures implemented, characterize development and provide a tool to help public authorities make decisions.<\/li>\n"}],"innerHTML":"\n<ul class=\"wp-block-list\"><\/ul>\n","innerContent":["\n<ul class=\"wp-block-list\">",null,"<\/ul>\n"],"rendered":"\n<ul class=\"wp-block-list\">\n<li><strong>Evaluate: <\/strong>measure the performance of the measures implemented, characterize development and provide a tool to help public authorities make decisions.<\/li>\n<\/ul>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p><\/p>\n","innerContent":["\n<p><\/p>\n"],"rendered":"\n<p><\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"According to their objectives, the observatories will select a number of sets of indicators, either by gathering existing data or creating data to meet their needs.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>According to their objectives, the observatories will select a number of sets of indicators, either by gathering existing data or creating data to meet their needs.<\/p>\n","innerContent":["\n<p>According to their objectives, the observatories will select a number of sets of indicators, either by gathering existing data or creating data to meet their needs.<\/p>\n"],"rendered":"\n<p>According to their objectives, the observatories will select a number of sets of indicators, either by gathering existing data or creating data to meet their needs.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"A tradition of Western observatories","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<h2 class=\"wp-block-heading has-red-color has-text-color\">A tradition of Western observatories<\/h2>\n","innerContent":["\n<h2 class=\"wp-block-heading has-red-color has-text-color\">A tradition of Western observatories<\/h2>\n"],"rendered":"\n<h2 class=\"wp-block-heading has-red-color has-text-color\">A tradition of Western observatories<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"A state-of-the-art survey of urban mobility observatories worldwide identified 18 observatories dealing with mobility on an urban scale in 2022. The number of cities varied from 1 to 185. Most of these observatories came from institutions based in Western countries (Europe, North America), with the exception of the China Urban Sustainability Index, which lists Chinese cities. There are other observatories on a continental scale, such as the Observatory of Urban Mobility in Latin America (Observatorio de Movilidad Urbana en Am\u00e9rica Latina), run by the Development Bank of Latin America and the Caribbean. In the Asia-Pacific region, there is a thematic observatory for road safety, but none that we are aware of that focuses on urban mobility more broadly. In Africa, no observatory dedicated to urban mobility has yet been identified: there are initiatives at the level of certain conurbations, such as the observatory project of the Greater Abidjan Urban Mobility Authority (AMUGA) in C\u00f4te d'Ivoire, but none at the continental level.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>A state-of-the-art survey of urban mobility observatories worldwide identified 18 observatories dealing with mobility on an urban scale in 2022. The number of cities varied from 1 to 185. Most of these observatories came from institutions based in Western countries (Europe, North America), with the exception of the <a href=\"https:\/\/ec.europa.eu\/newsroom\/env\/items\/606514\/en\">China Urban Sustainability Index<\/a>, which lists Chinese cities. There are other observatories on a continental scale, such as the Observatory of Urban Mobility in Latin America (<a href=\"https:\/\/omu-latam.org\/\">Observatorio de Movilidad Urbana en Am\u00e9rica Latina<\/a>), run by the Development Bank of Latin America and the Caribbean. In the Asia-Pacific region, there is a thematic observatory for road safety, but none that we are aware of that focuses on urban mobility more broadly. In Africa, no observatory dedicated to urban mobility has yet been identified: there are initiatives at the level of certain conurbations, such as the observatory project of the Greater Abidjan Urban Mobility Authority (<a href=\"https:\/\/amuga.ci\/\">AMUGA<\/a>) in C\u00f4te d'Ivoire, but none at the continental level.<\/p>\n","innerContent":["\n<p>A state-of-the-art survey of urban mobility observatories worldwide identified 18 observatories dealing with mobility on an urban scale in 2022. The number of cities varied from 1 to 185. Most of these observatories came from institutions based in Western countries (Europe, North America), with the exception of the <a href=\"https:\/\/ec.europa.eu\/newsroom\/env\/items\/606514\/en\">China Urban Sustainability Index<\/a>, which lists Chinese cities. There are other observatories on a continental scale, such as the Observatory of Urban Mobility in Latin America (<a href=\"https:\/\/omu-latam.org\/\">Observatorio de Movilidad Urbana en Am\u00e9rica Latina<\/a>), run by the Development Bank of Latin America and the Caribbean. In the Asia-Pacific region, there is a thematic observatory for road safety, but none that we are aware of that focuses on urban mobility more broadly. In Africa, no observatory dedicated to urban mobility has yet been identified: there are initiatives at the level of certain conurbations, such as the observatory project of the Greater Abidjan Urban Mobility Authority (<a href=\"https:\/\/amuga.ci\/\">AMUGA<\/a>) in C\u00f4te d'Ivoire, but none at the continental level.<\/p>\n"],"rendered":"\n<p>A state-of-the-art survey of urban mobility observatories worldwide identified 18 observatories dealing with mobility on an urban scale in 2022. The number of cities varied from 1 to 185. Most of these observatories came from institutions based in Western countries (Europe, North America), with the exception of the <a href=\"https:\/\/ec.europa.eu\/newsroom\/env\/items\/606514\/en\">China Urban Sustainability Index<\/a>, which lists Chinese cities. There are other observatories on a continental scale, such as the Observatory of Urban Mobility in Latin America (<a href=\"https:\/\/omu-latam.org\/\">Observatorio de Movilidad Urbana en Am\u00e9rica Latina<\/a>), run by the Development Bank of Latin America and the Caribbean. In the Asia-Pacific region, there is a thematic observatory for road safety, but none that we are aware of that focuses on urban mobility more broadly. In Africa, no observatory dedicated to urban mobility has yet been identified: there are initiatives at the level of certain conurbations, such as the observatory project of the Greater Abidjan Urban Mobility Authority (<a href=\"https:\/\/amuga.ci\/\">AMUGA<\/a>) in C\u00f4te d'Ivoire, but none at the continental level.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"However, most observatories have a very broad geographical scope and include cities in several regions of the world. So, how and why should we compare two cities with radically different systems? Most of the observatories surveyed include cities on several continents and aim to evaluate or compare cities according to specific criteria. Indicators are therefore used to establish scores or profiles of cities, such as the Green City Index by EIU & Siemens (2008) or The Future of Mobility by Arthur D. Little (2018). But the choice of indicators and the scores awarded often produce a Western vision of a \"good\" mobility system, which the meta-observatory seeks to challenge.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>However, most observatories have a very broad geographical scope and include cities in several regions of the world. So, how and why should we compare two cities with radically different systems? Most of the observatories surveyed include cities on several continents and aim to evaluate or compare cities according to specific criteria. Indicators are therefore used to establish scores or profiles of cities, such as the <a href=\"https:\/\/assets.new.siemens.com\/siemens\/assets\/api\/uuid:fddc99e7-5907-49aa-92c4-610c0801659e\/european-green-city-index.pdf\">Green City Index by EIU &amp; Siemens<\/a> (2008) or <a href=\"https:\/\/www.adlittle.com\/sites\/default\/files\/viewpoints\/adl_uitp_future_of_mobility_3.0_1.pdf\">The Future of Mobility by Arthur D. Little<\/a> (2018). But the choice of indicators and the scores awarded often produce a Western vision of a \"good\" mobility system, which the meta-observatory seeks to challenge.<\/p>\n","innerContent":["\n<p>However, most observatories have a very broad geographical scope and include cities in several regions of the world. So, how and why should we compare two cities with radically different systems? Most of the observatories surveyed include cities on several continents and aim to evaluate or compare cities according to specific criteria. Indicators are therefore used to establish scores or profiles of cities, such as the <a href=\"https:\/\/assets.new.siemens.com\/siemens\/assets\/api\/uuid:fddc99e7-5907-49aa-92c4-610c0801659e\/european-green-city-index.pdf\">Green City Index by EIU &amp; Siemens<\/a> (2008) or <a href=\"https:\/\/www.adlittle.com\/sites\/default\/files\/viewpoints\/adl_uitp_future_of_mobility_3.0_1.pdf\">The Future of Mobility by Arthur D. Little<\/a> (2018). But the choice of indicators and the scores awarded often produce a Western vision of a \"good\" mobility system, which the meta-observatory seeks to challenge.<\/p>\n"],"rendered":"\n<p>However, most observatories have a very broad geographical scope and include cities in several regions of the world. So, how and why should we compare two cities with radically different systems? Most of the observatories surveyed include cities on several continents and aim to evaluate or compare cities according to specific criteria. Indicators are therefore used to establish scores or profiles of cities, such as the <a href=\"https:\/\/assets.new.siemens.com\/siemens\/assets\/api\/uuid:fddc99e7-5907-49aa-92c4-610c0801659e\/european-green-city-index.pdf\">Green City Index by EIU &amp; Siemens<\/a> (2008) or <a href=\"https:\/\/www.adlittle.com\/sites\/default\/files\/viewpoints\/adl_uitp_future_of_mobility_3.0_1.pdf\">The Future of Mobility by Arthur D. Little<\/a> (2018). But the choice of indicators and the scores awarded often produce a Western vision of a \"good\" mobility system, which the meta-observatory seeks to challenge.<\/p>\n"},{"blockName":"core\/image","attrs":{"id":6166,"sizeSlug":"full","linkDestination":"none","align":"center","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1.png","alt":"","caption":"Geographical distribution of organizations supporting the observatories surveyed. No observatory was found in Africa. (Moatassime, 2022)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"className":"wp-block-image aligncenter size-full","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<figure class=\"wp-block-image aligncenter size-full\"><img src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1.png\" alt=\"\" class=\"wp-image-6166\"\/><figcaption class=\"wp-element-caption\">Geographical distribution of organizations supporting the observatories surveyed. No observatory was found in Africa. (Moatassime, 2022)<\/figcaption><\/figure>\n","innerContent":["\n<figure class=\"wp-block-image aligncenter size-full\"><img src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1.png\" alt=\"\" class=\"wp-image-6166\"\/><figcaption class=\"wp-element-caption\">Geographical distribution of organizations supporting the observatories surveyed. No observatory was found in Africa. (Moatassime, 2022)<\/figcaption><\/figure>\n"],"rendered":"\n<figure class=\"wp-block-image aligncenter size-full\"><img src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-1.png\" alt=\"\" class=\"wp-image-6166\"\/><figcaption class=\"wp-element-caption\">Geographical distribution of organizations supporting the observatories surveyed. No observatory was found in Africa. (Moatassime, 2022)<\/figcaption><\/figure>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Limiting bias in the difficult task of international comparison","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<h2 class=\"wp-block-heading has-red-color has-text-color\">Limiting bias in the difficult task of international comparison<\/h2>\n","innerContent":["\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Limiting bias in the difficult task of international comparison<\/h2>\n"],"rendered":"\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Limiting bias in the difficult task of international comparison<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Today, the meta-observatory aggregates over 80 indicators in five categories - infrastructure, vehicles, demand, energy and environment, and regulation - on a national scale, with data from 2003 to 2019 enabling diachronic analyses. Using an urban scale, it includes over 50 indicators for more than 100 cities in six categories - infrastructure, vehicles, demand, mobility services, regulation, and air quality.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>Today, the meta-observatory aggregates over 80 indicators in five categories - infrastructure, vehicles, demand, energy and environment, and regulation - on a national scale, with data from 2003 to 2019 enabling diachronic analyses. Using an urban scale, it includes over 50 indicators for more than 100 cities in six categories - infrastructure, vehicles, demand, mobility services, regulation, and air quality.<\/p>\n","innerContent":["\n<p>Today, the meta-observatory aggregates over 80 indicators in five categories - infrastructure, vehicles, demand, energy and environment, and regulation - on a national scale, with data from 2003 to 2019 enabling diachronic analyses. Using an urban scale, it includes over 50 indicators for more than 100 cities in six categories - infrastructure, vehicles, demand, mobility services, regulation, and air quality.<\/p>\n"],"rendered":"\n<p>Today, the meta-observatory aggregates over 80 indicators in five categories - infrastructure, vehicles, demand, energy and environment, and regulation - on a national scale, with data from 2003 to 2019 enabling diachronic analyses. Using an urban scale, it includes over 50 indicators for more than 100 cities in six categories - infrastructure, vehicles, demand, mobility services, regulation, and air quality.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"The selection of indicators for the meta-observatory depends in part on data availability. At the country level, certain indicators relevant to the analysis of transport policies, such as the amount of investment in infrastructure, had to be set aside due to the lack of available data for too many countries. The databases of the world's major organizations, such as the OECD and the World Bank, are useful for data on demand - gross national income per capita, access to electricity and mobile telephony - but it is difficult to obtain reliable data for more specific indicators on transport, such as the age of the vehicles on the road. The International Road Forum (IRF) produces a more comprehensive statistical database on road infrastructure and motorization rates, with a particular focus on African countries. However, it does not cover all the countries on the continent, or sometimes contains outdated data or data collected using different methods. These databases are fed by national statistical institutes, but they do not always produce data that can be used for these studies. For example, in Africa, only data from Morocco and Tunisia is available for the CO2 emissions of the road transport sector per inhabitant in the OECD database. At city level, the quality of the data produced varies greatly from one conurbation to another, depending on the number of organizations capable of producing and collecting local information on transport demand and supply. Here again, access to recent, reliable data is more complex for African cities. Parking supply is rarely available, and it is not always possible to find details of travel demand - average distance, average travel time, or the modal breakdown.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>The selection of indicators for the meta-observatory depends in part on data availability. At the country level, certain indicators relevant to the analysis of transport policies, such as the amount of investment in infrastructure, had to be set aside due to the lack of available data for too many countries. The databases of the world's major organizations, such as the OECD and the World Bank, are useful for data on demand - gross national income per capita, access to electricity and mobile telephony - but it is difficult to obtain reliable data for more specific indicators on transport, such as the age of the vehicles on the road. <a href=\"https:\/\/www.itf-oecd.org\/\">The International Road Forum<\/a> (IRF) produces a more comprehensive statistical database on road infrastructure and motorization rates, with a particular focus on African countries. However, it does not cover all the countries on the continent, or sometimes contains outdated data or data collected using different methods. These databases are fed by national statistical institutes, but they do not always produce data that can be used for these studies. For example, in Africa, only data from Morocco and Tunisia is available for the CO2 emissions of the road transport sector per inhabitant in the OECD database. At city level, the quality of the data produced varies greatly from one conurbation to another, depending on the number of organizations capable of producing and collecting local information on transport demand and supply. Here again, access to recent, reliable data is more complex for African cities. Parking supply is rarely available, and it is not always possible to find details of travel demand - average distance, average travel time, or the modal breakdown.<\/p>\n","innerContent":["\n<p>The selection of indicators for the meta-observatory depends in part on data availability. At the country level, certain indicators relevant to the analysis of transport policies, such as the amount of investment in infrastructure, had to be set aside due to the lack of available data for too many countries. The databases of the world's major organizations, such as the OECD and the World Bank, are useful for data on demand - gross national income per capita, access to electricity and mobile telephony - but it is difficult to obtain reliable data for more specific indicators on transport, such as the age of the vehicles on the road. <a href=\"https:\/\/www.itf-oecd.org\/\">The International Road Forum<\/a> (IRF) produces a more comprehensive statistical database on road infrastructure and motorization rates, with a particular focus on African countries. However, it does not cover all the countries on the continent, or sometimes contains outdated data or data collected using different methods. These databases are fed by national statistical institutes, but they do not always produce data that can be used for these studies. For example, in Africa, only data from Morocco and Tunisia is available for the CO2 emissions of the road transport sector per inhabitant in the OECD database. At city level, the quality of the data produced varies greatly from one conurbation to another, depending on the number of organizations capable of producing and collecting local information on transport demand and supply. Here again, access to recent, reliable data is more complex for African cities. Parking supply is rarely available, and it is not always possible to find details of travel demand - average distance, average travel time, or the modal breakdown.<\/p>\n"],"rendered":"\n<p>The selection of indicators for the meta-observatory depends in part on data availability. At the country level, certain indicators relevant to the analysis of transport policies, such as the amount of investment in infrastructure, had to be set aside due to the lack of available data for too many countries. The databases of the world's major organizations, such as the OECD and the World Bank, are useful for data on demand - gross national income per capita, access to electricity and mobile telephony - but it is difficult to obtain reliable data for more specific indicators on transport, such as the age of the vehicles on the road. <a href=\"https:\/\/www.itf-oecd.org\/\">The International Road Forum<\/a> (IRF) produces a more comprehensive statistical database on road infrastructure and motorization rates, with a particular focus on African countries. However, it does not cover all the countries on the continent, or sometimes contains outdated data or data collected using different methods. These databases are fed by national statistical institutes, but they do not always produce data that can be used for these studies. For example, in Africa, only data from Morocco and Tunisia is available for the CO2 emissions of the road transport sector per inhabitant in the OECD database. At city level, the quality of the data produced varies greatly from one conurbation to another, depending on the number of organizations capable of producing and collecting local information on transport demand and supply. Here again, access to recent, reliable data is more complex for African cities. Parking supply is rarely available, and it is not always possible to find details of travel demand - average distance, average travel time, or the modal breakdown.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Incorporating new indicators to characterize paratransit","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<h2 class=\"wp-block-heading has-red-color has-text-color\">Incorporating new indicators to characterize paratransit<\/h2>\n","innerContent":["\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Incorporating new indicators to characterize paratransit<\/h2>\n"],"rendered":"\n<h2 class=\"wp-block-heading has-red-color has-text-color\">Incorporating new indicators to characterize paratransit<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"These difficulties in accessing data play a part in the selection of indicators; moreover, the meta-observatory also seeks to qualify the diversity of mobility systems by integrating relevant indicators in different contexts, not just those of Western mobility systems. This means, for example, characterizing the dominant type of individual motorization in cities between cars and motorized two-wheelers. In many African cities, motorcycles are the most important mode of individual motorized transport, as in Yamoussoukro (C\u00f4te d'Ivoire) and Bamako (Mali).","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>These difficulties in accessing data play a part in the selection of indicators; moreover, the meta-observatory also seeks to qualify the diversity of mobility systems by integrating relevant indicators in different contexts, not just those of Western mobility systems. This means, for example, characterizing the dominant type of individual motorization in cities between cars and motorized two-wheelers. In many African cities, motorcycles are the most important mode of individual motorized transport, as in Yamoussoukro (C\u00f4te d'Ivoire) and Bamako (Mali).<\/p>\n","innerContent":["\n<p>These difficulties in accessing data play a part in the selection of indicators; moreover, the meta-observatory also seeks to qualify the diversity of mobility systems by integrating relevant indicators in different contexts, not just those of Western mobility systems. This means, for example, characterizing the dominant type of individual motorization in cities between cars and motorized two-wheelers. In many African cities, motorcycles are the most important mode of individual motorized transport, as in Yamoussoukro (C\u00f4te d'Ivoire) and Bamako (Mali).<\/p>\n"],"rendered":"\n<p>These difficulties in accessing data play a part in the selection of indicators; moreover, the meta-observatory also seeks to qualify the diversity of mobility systems by integrating relevant indicators in different contexts, not just those of Western mobility systems. This means, for example, characterizing the dominant type of individual motorization in cities between cars and motorized two-wheelers. In many African cities, motorcycles are the most important mode of individual motorized transport, as in Yamoussoukro (C\u00f4te d'Ivoire) and Bamako (Mali).<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Shifting the focus away from Western mobility systems also requires us to better characterize paratransit, which is very present in African, Latin American and Asian cities. This often takes the form of shared mobility, ranging from individual transport (moto-taxis, present in several African countries) to collective urban transport (shared cabs in Morocco or Senegalese clandos, minibuses such as matatus in Nairobi) or intercity transport (Gbakas in C\u00f4te d'Ivoire, for example). Paratransit therefore takes very different forms in different cities, and this diversity is poorly reflected in current observatories. Surprisingly, only the Arthur D. Little study mentions it using the term \u201cinformal transport\u201d1 but it does not include it as an indicator in its own right, only as part of individual motorized transport. However, paratransit lies somewhere between bus-type capacity transport and individual mobility, covering intermediate transport modes that should be identified and characterized. However, integrating the wide range of services covered by paratransit presents a challenge: these mobility services are often largely underdocumented, and it is difficult to know their exact number in each city or the number of passengers carried. In the meta-observatory, it is therefore divided into three indicators to characterize it according to vehicle size: individual (2 seats or fewer), shared (4 to 8 seats) and collective (minibus).","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>Shifting the focus away from Western mobility systems also requires us to better characterize paratransit, which is very present in African, Latin American and Asian cities. This often takes the form of shared mobility, ranging from individual transport (moto-taxis, present in several African countries) to collective urban transport (shared cabs in Morocco or Senegalese <em>clandos<\/em>, minibuses such as <em>matatus<\/em> in Nairobi) or intercity transport (Gbakas in C\u00f4te d'Ivoire, for example). Paratransit therefore takes very different forms in different cities, and this diversity is poorly reflected in current observatories. Surprisingly, only the Arthur D. Little study mentions it using the term \u201cinformal transport\u201d<sup data-fn=\"4dd087de-e255-44f3-995b-b719f90e4fa8\" class=\"fn\"><a href=\"#4dd087de-e255-44f3-995b-b719f90e4fa8\" id=\"4dd087de-e255-44f3-995b-b719f90e4fa8-link\">1<\/a><\/sup> but it does not include it as an indicator in its own right, only as part of individual motorized transport. However, <a rel=\"noreferrer noopener\" href=\"https:\/\/journals.sagepub.com\/doi\/abs\/10.1177\/03611981211036346?journalCode=trra\" target=\"_blank\">paratransit lies somewhere between bus-type capacity transport and individual mobility<\/a>, covering intermediate transport modes that should be identified and characterized. However, integrating the wide range of services covered by paratransit presents a challenge: these mobility services are often largely underdocumented, and it is difficult to know their exact number in each city or the number of passengers carried. In the meta-observatory, it is therefore divided into three indicators to characterize it according to vehicle size: individual (2 seats or fewer), shared (4 to 8 seats) and collective (minibus).<\/p>\n","innerContent":["\n<p>Shifting the focus away from Western mobility systems also requires us to better characterize paratransit, which is very present in African, Latin American and Asian cities. This often takes the form of shared mobility, ranging from individual transport (moto-taxis, present in several African countries) to collective urban transport (shared cabs in Morocco or Senegalese <em>clandos<\/em>, minibuses such as <em>matatus<\/em> in Nairobi) or intercity transport (Gbakas in C\u00f4te d'Ivoire, for example). Paratransit therefore takes very different forms in different cities, and this diversity is poorly reflected in current observatories. Surprisingly, only the Arthur D. Little study mentions it using the term \u201cinformal transport\u201d<sup data-fn=\"4dd087de-e255-44f3-995b-b719f90e4fa8\" class=\"fn\"><a href=\"#4dd087de-e255-44f3-995b-b719f90e4fa8\" id=\"4dd087de-e255-44f3-995b-b719f90e4fa8-link\">1<\/a><\/sup> but it does not include it as an indicator in its own right, only as part of individual motorized transport. However, <a rel=\"noreferrer noopener\" href=\"https:\/\/journals.sagepub.com\/doi\/abs\/10.1177\/03611981211036346?journalCode=trra\" target=\"_blank\">paratransit lies somewhere between bus-type capacity transport and individual mobility<\/a>, covering intermediate transport modes that should be identified and characterized. However, integrating the wide range of services covered by paratransit presents a challenge: these mobility services are often largely underdocumented, and it is difficult to know their exact number in each city or the number of passengers carried. In the meta-observatory, it is therefore divided into three indicators to characterize it according to vehicle size: individual (2 seats or fewer), shared (4 to 8 seats) and collective (minibus).<\/p>\n"],"rendered":"\n<p>Shifting the focus away from Western mobility systems also requires us to better characterize paratransit, which is very present in African, Latin American and Asian cities. This often takes the form of shared mobility, ranging from individual transport (moto-taxis, present in several African countries) to collective urban transport (shared cabs in Morocco or Senegalese <em>clandos<\/em>, minibuses such as <em>matatus<\/em> in Nairobi) or intercity transport (Gbakas in C\u00f4te d'Ivoire, for example). Paratransit therefore takes very different forms in different cities, and this diversity is poorly reflected in current observatories. Surprisingly, only the Arthur D. Little study mentions it using the term \u201cinformal transport\u201d<sup data-fn=\"4dd087de-e255-44f3-995b-b719f90e4fa8\" class=\"fn\"><a href=\"#4dd087de-e255-44f3-995b-b719f90e4fa8\" id=\"4dd087de-e255-44f3-995b-b719f90e4fa8-link\">1<\/a><\/sup> but it does not include it as an indicator in its own right, only as part of individual motorized transport. However, <a rel=\"noreferrer noopener\" href=\"https:\/\/journals.sagepub.com\/doi\/abs\/10.1177\/03611981211036346?journalCode=trra\" target=\"_blank\">paratransit lies somewhere between bus-type capacity transport and individual mobility<\/a>, covering intermediate transport modes that should be identified and characterized. However, integrating the wide range of services covered by paratransit presents a challenge: these mobility services are often largely underdocumented, and it is difficult to know their exact number in each city or the number of passengers carried. In the meta-observatory, it is therefore divided into three indicators to characterize it according to vehicle size: individual (2 seats or fewer), shared (4 to 8 seats) and collective (minibus).<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"The meta-observatory's challenge: gathering data on Africa","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<h2 class=\"wp-block-heading has-red-color has-text-color\">The meta-observatory's challenge: gathering data on Africa<\/h2>\n","innerContent":["\n<h2 class=\"wp-block-heading has-red-color has-text-color\">The meta-observatory's challenge: gathering data on Africa<\/h2>\n"],"rendered":"\n<h2 class=\"wp-block-heading has-red-color has-text-color\">The meta-observatory's challenge: gathering data on Africa<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"In existence since 2013, the meta-observatory provides an important database on mobility systems around the world, particularly on continents that do not yet have such databases, such as Africa. It enables us to draw up typologies of mobility systems and highlights a certain homogeneity in the mobility profiles of sub-Saharan African countries and cities, with the exception of South Africa and cities such as Dakar (Senegal) or Durban (South Africa), which have stronger urbanization and regulation dynamics (figure 2). It also allows us to document in greater detail the mobility systems of less-studied, non-Western cities: today, 26 African cities in 22 different countries are covered by the observatory. To our knowledge, there is no specific database on mobility in Africa, but the meta-observatory now gathers a certain amount of information on the forms of mobility that exist at the country and city levels. To overcome the problem of data access, the meta-observatory draws on various sources of information, from local statistical institutes, planning and public policy documents and scientific literature. Eventually, this data will be made available on a platform, making it public and accessible to as many people as possible.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>In existence since 2013, the meta-observatory provides an important database on mobility systems around the world, particularly on continents that do not yet have such databases, such as Africa. It enables us to draw up typologies of mobility systems and highlights a certain homogeneity in the mobility profiles of sub-Saharan African countries and cities, with the exception of South Africa and cities such as Dakar (Senegal) or Durban (South Africa), which have stronger urbanization and regulation dynamics (figure 2). It also allows us to document in greater detail the mobility systems of less-studied, non-Western cities: today, 26 African cities in 22 different countries are covered by the observatory. To our knowledge, there is no specific database on mobility in Africa, but the meta-observatory now gathers a certain amount of information on the forms of mobility that exist at the country and city levels. To overcome the problem of data access, the meta-observatory draws on various sources of information, from local statistical institutes, planning and public policy documents and scientific literature. Eventually, this data will be made available on a platform, making it public and accessible to as many people as possible.<\/p>\n","innerContent":["\n<p>In existence since 2013, the meta-observatory provides an important database on mobility systems around the world, particularly on continents that do not yet have such databases, such as Africa. It enables us to draw up typologies of mobility systems and highlights a certain homogeneity in the mobility profiles of sub-Saharan African countries and cities, with the exception of South Africa and cities such as Dakar (Senegal) or Durban (South Africa), which have stronger urbanization and regulation dynamics (figure 2). It also allows us to document in greater detail the mobility systems of less-studied, non-Western cities: today, 26 African cities in 22 different countries are covered by the observatory. To our knowledge, there is no specific database on mobility in Africa, but the meta-observatory now gathers a certain amount of information on the forms of mobility that exist at the country and city levels. To overcome the problem of data access, the meta-observatory draws on various sources of information, from local statistical institutes, planning and public policy documents and scientific literature. Eventually, this data will be made available on a platform, making it public and accessible to as many people as possible.<\/p>\n"],"rendered":"\n<p>In existence since 2013, the meta-observatory provides an important database on mobility systems around the world, particularly on continents that do not yet have such databases, such as Africa. It enables us to draw up typologies of mobility systems and highlights a certain homogeneity in the mobility profiles of sub-Saharan African countries and cities, with the exception of South Africa and cities such as Dakar (Senegal) or Durban (South Africa), which have stronger urbanization and regulation dynamics (figure 2). It also allows us to document in greater detail the mobility systems of less-studied, non-Western cities: today, 26 African cities in 22 different countries are covered by the observatory. To our knowledge, there is no specific database on mobility in Africa, but the meta-observatory now gathers a certain amount of information on the forms of mobility that exist at the country and city levels. To overcome the problem of data access, the meta-observatory draws on various sources of information, from local statistical institutes, planning and public policy documents and scientific literature. Eventually, this data will be made available on a platform, making it public and accessible to as many people as possible.<\/p>\n"},{"blockName":"core\/image","attrs":{"id":6169,"sizeSlug":"full","linkDestination":"none","align":"center","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png","alt":"","caption":"The African continent is experiencing strong growth in demand, with infrastructures and regulations under construction. Dakar and Durban have implemented strong regulations. (Nemett, 2020)","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"className":"wp-block-image aligncenter size-full","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<figure class=\"wp-block-image aligncenter size-full\"><img src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png\" alt=\"\" class=\"wp-image-6169\"\/><figcaption class=\"wp-element-caption\">The African continent is experiencing strong growth in demand, with infrastructures and regulations under construction. Dakar and Durban have implemented strong regulations. (Nemett, 2020)<\/figcaption><\/figure>\n","innerContent":["\n<figure class=\"wp-block-image aligncenter size-full\"><img src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png\" alt=\"\" class=\"wp-image-6169\"\/><figcaption class=\"wp-element-caption\">The African continent is experiencing strong growth in demand, with infrastructures and regulations under construction. Dakar and Durban have implemented strong regulations. (Nemett, 2020)<\/figcaption><\/figure>\n"],"rendered":"\n<figure class=\"wp-block-image aligncenter size-full\"><img src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png\" alt=\"\" class=\"wp-image-6169\"\/><figcaption class=\"wp-element-caption\">The African continent is experiencing strong growth in demand, with infrastructures and regulations under construction. Dakar and Durban have implemented strong regulations. (Nemett, 2020)<\/figcaption><\/figure>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"This data allows us to characterize the dynamics underway in the African mobility sector, describing transport supply, demand and regulation, among other things. On this last point, the meta-observatory includes a number of indicators characterizing transport electrification trajectories, looking at infrastructure (charging stations), vehicles (electric vehicles) and public policies (financial aid, in particular). Drawing on other work carried out by the LVMT on electric mobility in Africa (Yao article), data from the meta-observatory can be used to compare the specific features of electrification in Africa with those in Europe and Asia.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>This data allows us to characterize the dynamics underway in the African mobility sector, describing transport supply, demand and regulation, among other things. On this last point, the meta-observatory includes a number of indicators characterizing transport electrification trajectories, looking at infrastructure (charging stations), vehicles (electric vehicles) and public policies (financial aid, in particular). Drawing on other work carried out by the LVMT on electric mobility in Africa (Yao article), data from the meta-observatory can be used to compare the specific features of electrification in Africa with those in Europe and Asia.<\/p>\n","innerContent":["\n<p>This data allows us to characterize the dynamics underway in the African mobility sector, describing transport supply, demand and regulation, among other things. On this last point, the meta-observatory includes a number of indicators characterizing transport electrification trajectories, looking at infrastructure (charging stations), vehicles (electric vehicles) and public policies (financial aid, in particular). Drawing on other work carried out by the LVMT on electric mobility in Africa (Yao article), data from the meta-observatory can be used to compare the specific features of electrification in Africa with those in Europe and Asia.<\/p>\n"],"rendered":"\n<p>This data allows us to characterize the dynamics underway in the African mobility sector, describing transport supply, demand and regulation, among other things. On this last point, the meta-observatory includes a number of indicators characterizing transport electrification trajectories, looking at infrastructure (charging stations), vehicles (electric vehicles) and public policies (financial aid, in particular). Drawing on other work carried out by the LVMT on electric mobility in Africa (Yao article), data from the meta-observatory can be used to compare the specific features of electrification in Africa with those in Europe and Asia.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p><\/p>\n","innerContent":["\n<p><\/p>\n"],"rendered":"\n<p><\/p>\n"},{"blockName":"core\/footnotes","attrs":{"lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","fontSize":"","fontFamily":"","borderColor":""},"innerBlocks":[],"innerHTML":"","innerContent":[],"rendered":""},{"blockName":"enpc\/accordion","attrs":{"title":"TO LEARN MORE :","lock":[],"metadata":[],"className":"wp-block-enpc-accordion","style":""},"innerBlocks":[{"blockName":"core\/paragraph","attrs":{"align":"","content":"Trouv\u00e9 M., Lesteven G., Leurent F. (2020).\u00a0Worlwide Investigation of Private Motorization Dynamics at the Metropolitan Scale, in\u00a0Transportation Research Procedia,\u00a048, p. 3413-3430.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>Trouv\u00e9 M., Lesteven G., Leurent F. (2020).\u00a0<a href=\"https:\/\/hal.science\/hal-02950190\">Worlwide Investigation of Private Motorization Dynamics at the Metropolitan Scale, in\u00a0<em>Transportation Research Procedia,\u00a0<\/em>48, p. 3413-3430.<\/a><\/p>\n","innerContent":["\n<p>Trouv\u00e9 M., Lesteven G., Leurent F. (2020).\u00a0<a href=\"https:\/\/hal.science\/hal-02950190\">Worlwide Investigation of Private Motorization Dynamics at the Metropolitan Scale, in\u00a0<em>Transportation Research Procedia,\u00a0<\/em>48, p. 3413-3430.<\/a><\/p>\n"],"rendered":"\n<p>Trouv\u00e9 M., Lesteven G., Leurent F. (2020).\u00a0<a href=\"https:\/\/hal.science\/hal-02950190\">Worlwide Investigation of Private Motorization Dynamics at the Metropolitan Scale, in\u00a0<em>Transportation Research Procedia,\u00a0<\/em>48, p. 3413-3430.<\/a><\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Eskenazi M., Lesteven G., Leurent F. (2017).\u00a0Meta-Observatory of Mobility At Country And City Scale. 96th Annual Meeting Transportation Research Board\u00a0, Jan 2017, Washington, United States.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n<p>Eskenazi M., Lesteven G., Leurent F. (2017).\u00a0<a href=\"https:\/\/hal.archives-ouvertes.fr\/hal-01658282\">Meta-Observatory of Mobility At Country And City Scale. 96th Annual Meeting Transportation Research Board<del>\u00a0<\/del>, Jan 2017, Washington, United States.<\/a><\/p>\n","innerContent":["\n<p>Eskenazi M., Lesteven G., Leurent F. (2017).\u00a0<a href=\"https:\/\/hal.archives-ouvertes.fr\/hal-01658282\">Meta-Observatory of Mobility At Country And City Scale. 96th Annual Meeting Transportation Research Board<del>\u00a0<\/del>, Jan 2017, Washington, United States.<\/a><\/p>\n"],"rendered":"\n<p>Eskenazi M., Lesteven G., Leurent F. (2017).\u00a0<a href=\"https:\/\/hal.archives-ouvertes.fr\/hal-01658282\">Meta-Observatory of Mobility At Country And City Scale. 96th Annual Meeting Transportation Research Board<del>\u00a0<\/del>, Jan 2017, Washington, United States.<\/a><\/p>\n"}],"innerHTML":"\n<div class=\"wp-block-enpc-accordion\">\n\n<\/div>\n","innerContent":["\n<div class=\"wp-block-enpc-accordion\">",null,"\n\n",null,"<\/div>\n"],"rendered":"\n<div class=\"wp-block-enpc-accordion\">\n<p>Trouv\u00e9 M., Lesteven G., Leurent F. (2020).\u00a0<a href=\"https:\/\/hal.science\/hal-02950190\">Worlwide Investigation of Private Motorization Dynamics at the Metropolitan Scale, in\u00a0<em>Transportation Research Procedia,\u00a0<\/em>48, p. 3413-3430.<\/a><\/p>\n\n\n\n<p>Eskenazi M., Lesteven G., Leurent F. (2017).\u00a0<a href=\"https:\/\/hal.archives-ouvertes.fr\/hal-01658282\">Meta-Observatory of Mobility At Country And City Scale. 96th Annual Meeting Transportation Research Board<del>\u00a0<\/del>, Jan 2017, Washington, United States.<\/a><\/p>\n<\/div>\n"}],"seo":{"title":"Characterizing mobility systems on a global scale: Africa, an expanding continent worth documenting"},"media":{"img":"<img width=\"604\" height=\"340\" src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png\" class=\"attachment-full size-full\" alt=\"\" decoding=\"async\" loading=\"lazy\" srcset=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png 604w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2-300x169.png 300w\" sizes=\"auto, (max-width: 604px) 100vw, 604px\" \/>","src":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/image-2.png"},"url":"\/en\/articles\/characterizing-mobility-systems-on-a-global-scale-africa-an-expanding-continent-worth-documenting\/","related":{"post":[],"author":[{"title":"Manon Eskenazi","url":"\/en\/authors\/manon-eskenazi\/","id":"6429","media":"<img width=\"60\" height=\"60\" src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2023\/04\/2023_DDAP_ingenius_auteurs-3-60x60.png\" class=\"attachment-author-thumb size-author-thumb wp-post-image\" alt=\"\" decoding=\"async\" loading=\"lazy\" srcset=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2023\/04\/2023_DDAP_ingenius_auteurs-3-60x60.png 60w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2023\/04\/2023_DDAP_ingenius_auteurs-3-150x150.png 150w\" sizes=\"auto, (max-width: 60px) 100vw, 60px\" \/>","slug":"manon-eskenazi"}],"subject":[{"title":"Mobility, Transport &#038; Infrastructure","url":"\/en\/subjects\/mobility-transport-infrastructure\/","id":"692","media":"<img width=\"1920\" height=\"1080\" src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2022\/11\/Ecole-des-ponts-webmagazine-mobilites.jpg\" class=\"attachment- size- wp-post-image\" alt=\"\" decoding=\"async\" loading=\"lazy\" srcset=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2022\/11\/Ecole-des-ponts-webmagazine-mobilites.jpg 1920w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2022\/11\/Ecole-des-ponts-webmagazine-mobilites-300x169.jpg 300w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2022\/11\/Ecole-des-ponts-webmagazine-mobilites-1024x576.jpg 1024w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2022\/11\/Ecole-des-ponts-webmagazine-mobilites-768x432.jpg 768w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" \/>","slug":"mobility-transport-infrastructure"}],"category":[{"title":"Article collection","url":"\/en\/articles\/category\/dossier\/","id":"1720","media":"","slug":"dossier","_related_post_type":"folder"},{"title":"Articles","url":"\/en\/articles\/category\/articles\/","id":"1716","media":"","slug":"articles","_related_post_type":""}],"folder":[{"title":"Mobility in Africa","url":"\/en\/folders\/mobility-in-africa\/","id":"6454","media":"<img width=\"2560\" height=\"1705\" src=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-4-scaled.jpg\" class=\"attachment- size- wp-post-image\" alt=\"\" decoding=\"async\" loading=\"lazy\" srcset=\"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-4-scaled.jpg 2560w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-4-300x200.jpg 300w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-4-1024x682.jpg 1024w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-4-768x511.jpg 768w, https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/2017-Dakar-4-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\" \/>","slug":"mobility-in-africa"}]},"translated":"https:\/\/ingenius.ecoledesponts.fr\/articles\/caracteriser-les-systemes-de-mobilite-a-lechelle-mondiale-lafrique-un-continent-en-pleine-expansion-a-documenter\/","icon":"icon-article","duration":"7","custom_excerpt":"Incorporating Africa into studies of urban mobility systems remains a major challenge. While mobility observatories are proliferating in the West, Africa remains on the sidelines of these analyses. The Meta-observatory of Mobilities, launched in 2013, aims to fill this gap by including other specific data, such as intermediate modes. However, the lack of reliable data and structures complicates this task, underscoring the importance of an inclusive approach to better understand and improve mobility systems worldwide.","duration_type":"","_links":{"self":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6431","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=6431"}],"version-history":[{"count":5,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6431\/revisions"}],"predecessor-version":[{"id":8992,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6431\/revisions\/8992"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/media\/6169"}],"wp:attachment":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/media?parent=6431"}],"wp:term":[{"taxonomy":"article-types","embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/article-types?post=6431"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}