SLOCAT

Apply now: Communications and Outreach Intern

SLOCAT — Wed, 01 Feb 2023 07:00:31 +0000

Position description:

SLOCAT is the international multi-stakeholder partnership that enables collaborative knowledge and action for sustainable, low carbon transport and brings the voice of the movement into international climate change and sustainability processes. With a primary focus on land transport, and a geographic footprint targeted at the Global South; SLOCAT delivers on its mission through 3 mutually-reinforcing work streams; knowledge and policy analysis; advocacy and engagement, and dialogue and networking. The Partnership engages a vibrant international, multi-stakeholder ecosystem of over 90 entities across transport sector associations, knowledge and academia, governments, multilateral organisations, NGOs, philanthropy and industry; as well as a large community of world-class experts and change-makers.

The Communications and Outreach Intern will support the SLOCAT Secretariat in advocacy and engagement and other general administrative tasks. The intern will work under the supervision of the Senior Advisor.

Duties and responsibilities:

Support outreach and communications work, including the maintenance of the SLOCAT Knowledge Hub and the Secretariat’s internal knowledge management system.
Maintain and update the website, including making updates to text, images, and other content as needed.
Assist with the management of the social media accounts, including creating and scheduling posts and monitoring engagement.
Assist with the creation and editing of various types of content, such as reports, blog posts, web templates, social media updates, videos and other visual elements and graphics.
Provide support for the coordination and scheduling of newsletter campaigns, including the maintenance and update of media and subscribers’ contact lists.
Help to create and maintain analytics and metrics to track the performance of website and social media efforts.

Skills required:

Bachelor’s degree in a relevant field is desirable (communications/ public relations, public administration, event management).
Fluency in oral and written English. Other languages are an asset, particularly French.
Excellent computer skills, with knowledge of Microsoft Office and G Suite.
Proficiency in content management systems (CMS), i.e. WordPress and Elementor and Divi page builder.
Experience with graphic design and video editing softwares (i.e. Adobe Illustrator, InDesign, Premiere Pro and Canva).
Familiarity with social media management tools (Sendible) and email marketing platforms (MailChimp).
Knowledge of analytics and metrics tools, such as Google Analytics, MonsterInsights, Facebook Insights and LinkedIn and Twitter Analytics.
Detail-oriented and organised thinker who can juggle multiple, competing priorities.
Ability to work independently and across time zones.
Proven ability to work in multi-disciplinary and multi-cultural teams.
Knowledge of transport, climate change or sustainable development is a plus.

This is a paid internship position (around 24 hours or three days per week) to be developed through remote work arrangements. Candidates available for a minimum of six months are invited to apply.

Interested candidates kindly submit your application (CV, one-page maximum motivation letter and portfolio or collection of sample works) to secretariat@slocatpartnership.org by 11:59pm CET on 22 February 2022, indicating earliest available start date and envisioned duration. Shortlisted candidates will be invited for an online interview.

SLOCAT Communications and Outreach Intern_Feb 2023

Download the Terms of Reference here.

The post Apply now: Communications and Outreach Intern appeared first on SLOCAT.

Reimagining the Road to Zero in the Global South: What Did We Learn and What Opportunities Lie Ahead for the African Region?

SLOCAT — Thu, 10 Nov 2022 07:00:58 +0000

Earlier this year, the Global Partnership for Informal Transportation and the SLOCAT Partnership took on the challenge of creating a space for leading voices who are thinking about how we can recruit, work with, and reimagine the informal transport sector and informal transport services to address the climate crisis in the Global South, particularly in African cities.

In this exercise, we wanted authors to ask themselves, what would happen if we were to consider informal transport an asset (rather than a problem) to accelerate the decarbonisation transition while leaving no one behind? Based on this question we hoped to be able to explore and highlight the role of informal transport in Africa’s transition towards inclusive, sustainable and decarbonised transport.

After a careful selection process, we invited actors from the transport, urban, sustainability and climate sectors to participate in our blog series, which included the following topics:

Towards Clean, Green Popular Transport by Dr. Jacqueline M. Klopp
Engaging Informal Transport Operators Key to Accelerating Decarbonisation by Geofrey Ndhogezi (aka Lubyanza)
The Role of Data in Electrifying Informal Transport by Louise Ribet
Exploring the Role of Informal Transport in Africa’s Transition Towards Inclusive, Sustainable and Decarbonised Transport by Joseph Ndiritu
Enhancing the Utility and Sustainability of Popular Transport by Wilma Nchito
The Potential of Informal Transport to Provide Flexible, Low Carbon Logistics in the Global South by Omolola Madoh Gegeleso

In case you haven’t had time to read them all, in this final blog, we’ll go over the key messages and insights our authors shared with us on how to reimagine the race to zero in Africa. If you missed our introductory blog, we’d like to offer a quick reminder of what informal transport is:

Informal transport (also called paratransit, popular transport, artisanal transport, neighbourhood mobility, amongst other names), describes transport services that are demand-driven, and privately provided. The increasing urban population and expansion in the Global South makes it difficult for public infrastructure and services to keep up. In the absence of adequate public services, citizens are forced to make do, developing bottom-up solutions to their needs, and the transport sector is no exception to this. Informal transport services emerge to meet the demand for cheap, flexible mobility, especially in cities and towns that are often underserved by public transport options. Informal transport services move millions, employ hundreds of thousands, and support the overall economy of cities and countries in the Global South.

So what did we learn from our authors regarding the challenges and opportunities of integrating the informal transport sector into the decarbonization efforts in Africa? What did they agree (and disagree) on? And what innovative perspectives did they offer? Here’s a brief summary:

Popular transport is not a problem: it’s an asset and the basis for a sustainable mobility transition in African cities

The importance of informal transport services in the African economy, society and urban context is undeniable. Different sources have identified that informal services are an “offspring” of colonial design of cities and transport services in the African region, and that in many African cities, up to 90% of trips are carried out via informal transport. In her blog, Louise Ribet mentions for example, the region of Gauteng, South Africa where 82% of the public transport network is made up of informal minibus taxi routes.

Geofrey Ndhogezi argues that although this sector has been usually sidelined by regulations and handled with coercion by governments, it has long been responsible for providing an essential service, and promises to continue to do so. Jacqueline Klopp suggests that popular transport modes allow cities to generate critical access and employment for a large number of workers. Klopp also reminds us that these services fill gaps created by inadequate investments in public transport, and that informalities that emerge in relation to these systems (e.g. creating ad hoc bus routes, paying bribes to police are not intrinsic characteristics of these systems but produced by state and planning failures in the transport sector.

Louise Ribet mentions that because informal transport makes up the lion’s share of lower-income countries’ urban transport networks, approaches to decarbonization in these economies must be different from strategies in the Global North. Considering the low adoption of electric vehicles in the African region (the share of EV cars across the vehicle market registered less than 0.1% of sales), Wilma Nchito suggests that making improvements to existing buses might be more feasible than manufacturing new electric buses due to budgetary constraints in African countries. Further, Omolola Gegeleso reminds us of opportunities to integrate existing assets in informal freight transport, such as motorcycles and three wheelers, which reduce GHG emissions by approximately 90% compared to conventional freight vehicles.

2. When thinking about decarbonisation of informal transport, a detailed understanding of data-based decision making in the sector is essential

There are numerous avenues to decarbonise informal transport. But how can decision makers know where to begin and what information they should have at hand to develop their strategies?

“If public transport networks in developing cities are to be effectively decarbonised, the question of informal transport electrification should therefore take centre stage” says Louise Ribet regarding the role of data in electrifying informal transport. Although electrification will be essential to this transition, Ribet and Joseph Ndiritu agree that decarbonization is not only about a technology shift. It requires a systemic approach to tackle the complexities of the context in which informal transport operates. Ndiritu argues that decarbonising the informal transport sector in Kenya requires a full understanding of the sector, its limitations, and the needs of workers, operators, and other actors involved in the broader transport ecosystem.

Ribet mentions that unfortunately, in many emerging economies, electrification strategies are being kick-started without a clear view of the transport system as a whole, thus excluding informal transport operations from planning considerations. She suggests that planners and decision makers should be asking themselves at least these questions before even starting to develop strategies and plans for decarbonizing the sector:

How many informal transport operators currently run a route?
Which corridors have an oversupply of informal routes?
How do formal and informal routes overlap?
Which parts of the network could the formal public transport system be reaching where demand is high but unmet?
How do fares of informal transport systems compete with formal systems?
What effect is this having on public transport demand?

It is clear from the different voices in our blog series that solutions for decarbonising the transport sector in the Global South are definitely not “one size fits all”, and that solutions from the Global North won’t necessarily translate into African contexts. Gathering data to provide insights on interactions between formal and informal transport modes will therefore be essential to design appropriate and context-responsive strategies that will adequately address the needs of different stakeholders in each transport ecosystem.

A final insight from Omolola Gegeleso reminds us that an inherent advantage of the informal transport sector is that the vehicles used to provide these services are often operated by their owners, who could contribute data to inform strategies to reduce GHG emissions – if they are involved in planning and monitoring processes.

3. “Nothing about us without us”: a just transition in the transport sector must reflect both users’ and operators’ needs

The existence of informal transport is deeply connected to inequality in the Global South. Rapid urbanisation and population growth, lack of adequate planning, segregated land use, lack of employment options, and lack of road and public transport infrastructure are some of the challenges that directly or indirectly impact informal transport in emerging economies.

It is essential to understand that when we talk about informal transport, we’re talking about livelihoods, workers rights, safety, and access to opportunities. There is an enormous social and economic component that should be considered to ensure no one is left behind when developing transport decarbonisation strategies. This includes not only users of these services, but also the drivers, operators and other parties that depend on the sector and might be affected by policies or strategies if they’re not taken into consideration.

Wilma Nchito emphasises that most people who rely on informal transport live in areas that have limited mobility options. Omolola Gegeleso reminds us that informal transport systems have enhanced the standard of living for millions of people, and improved the rights of individual workers, while Joseph Ndiritu argues that there is still plenty of work to be done to ensure living wages and create better livelihoods for workers, while providing passengers with more affordable (and fairer and more predictable) fares and safer rides.

Geofrey Ndhogezi argues that the majority of informal transport operators are not prepared to face the challenges that come with the transition to electric vehicles, and that many users resist using services that have shifted towards electric mobility. Louise Ribet summed it up by saying “electrifying minibus taxis is not synonymous with more reliable, affordable and convenient public transport,” a reminder that a systemic approach to decarbonising the sector must consider the needs of those who use the system and of those who provide its services.

4. Regulation, governance and policy are critical to accelerating the transition of the informal transport sector towards inclusive sustainable mobility

If anything characterises the informal transport sector, it is the fact that it doesn’t wait for the government to start providing services, developing solutions to challenges, adjusting routes, and adopting new vehicles. Jackie Klopp provides examples of how actors working in informal transport are taking up clean energy innovations from electrification to leveraging technologies to improve operations and service. Geofrey Ndhogezi mentions that innovative mechanisms (such as lease-to-own models and battery swapping operations) have allowed for a significant transition towards electric motorcycles, as exemplified by the Zembo electric boda bodas in Uganda. However, there are still enormous challenges to ensure adequate infrastructure for this transition, in addition to financial, operational and legal security to accelerate it.

Joseph Ndiritu argues that informal transport services are stifled by policies and regulations that do not support the industry’s growth, and that there is a lack of clarity regarding the applicability of government regulations. A lack of clarity regarding government responsibilities directly and indirectly results in a lack of accountability regarding environmental, health or safety impacts that might derive from it. That lack of accountability continues a narrative of problematizing the sector and the operators that provide these essential public services.

Wilma Nchito argues that any regulatory efforts for informal transport should improve levels of service and improve efficiency to reduce negative impacts. Omolola Gegeleso advocates for policymakers to consider promoting the use of informal transport for freight and logistics by issuing regulations for the use of motorcycles and three-wheelers, setting stricter emission standards, and increasing awareness of logistics providers on the optimal use of these modes.

5. Remember the sustainable development benefits of air quality, health and well-being in African cities

Decarbonisation discussions often focus on assessing the emissions reduction potential of different policies. However, in cities in the Global South, where regulations on vehicle use and maintenance are often non-existent, there are a number of sustainable development benefits with transformative potential for the health and wellbeing of users and operators.

Jacqueline Klopp reminds us about the millions of deaths that can be attributed to fine particulate matter from vehicle exhaust and tires. A recent UNICEF study notes that children are at particular risk to air pollution. Joseph Ndiritu recognises that matatu drivers sometimes use adulterated fuel to reduce operation costs, thus increasing air pollution and impacting the health of passengers, transport workers, and people who live near major road networks.

Beyond measuring decarbonisation, highlighting other positive impacts derived from improving fuel quality, vehicle efficiency or electrification is essential to involve potential allies from sectors that can help advance an effective and inclusive transformation of the informal transport sector.

—–

Transforming the way we look at informal transport — from problem to asset, from challenge to opportunity — offers enormous possibilities for an inclusive, just and context-appropriate transition towards sustainable mobility. In the context of an African COP27, we hope these valuable lessons — from the voices of those that are working within the informal transport sector — will be useful for decision makers and practitioners to tap into the full potential of informal transport to generate benefits for our cities, their inhabitants, and our planet.

The post Reimagining the Road to Zero in the Global South: What Did We Learn and What Opportunities Lie Ahead for the African Region? appeared first on SLOCAT.

Harnessing Intergovernmental Synergies Toward Green Mobility in Africa

Tokam Cabrel — Tue, 08 Nov 2022 23:00:39 +0000

by Jerry Ndayishimiye, Head of Marketing & PR Officer, SUL Mobility

An electric van charging at EVP (evpcharger.com) charging station located at Total Energies Kacyiru station in Kigali, Rwanda.

While Africa is the least greenhouse gas emitting continent in the world, it remains the most vulnerable land to climate change impacts under all climate scenarios above 1.5 degrees Celsius. With agriculture representing the largest share of Africa’s GDP and 95% of its farming activities relying on rainfall, it is quite an alarming threat of the imminent socio-economic and health catastrophes gearing up to strike our continent. As so often reported, due to high population growth and increased urbanization, fossil fuel transportation and Internal Combustion Engines (ICE) based mobility are leading sources of emissions in Africa and elsewhere. Therefore, the provision of non-motorized green/micro-mobility transport options is the ultimate pathway that will allow African nations to gravitate towards green and sustainable economies at a much faster pace.

The question is, how do we ensure this transition scheme comes into effect?

As Africans, we have always relied on external manufacturing technologies across all sectors including automobile and vehicle production. In reality, Africa is one of the richest continents in natural resources, but it lacks the necessary industrial power to turn them into modern day finished products. Consequently, we import products/vehicles that are originally our own in the making (as raw materials) at a much higher price. This has been one of the major drawbacks in terms of the introduction of electric vehicles in Africa. If we look at the numbers, the manufacturing process of electric vehicles (EVs) is considerably expensive and requires sophisticated industrial technology and capacity. As a result, there are a few nations, if not none, that currently manufacture EVs on our continent. Consequently, the end consumer price of acquiring an EV and the adoption of electric mobility in general becomes very expensive for our population to even consider. This is why you see countries like Rwanda opting for heavy incentives such as tax exemption on EV imports and industry rated tariffs for e-mobility energy consumption.

While some countries on the continent have made commendable strides towards achieving carbon neutrality in the transport sector, Africa as a whole needs to unlock unconventional partnerships and install collective mechanisms that will allow our continent to find that gradual shift from fossil fuel dependency to renewable energy consumption as we look for ways to spike up the transition towards a sustainable future. Taking note of the African Continental Free Trade Area agreement that is coming into effect, synergies between African countries, both at the government and private sector levels, are now imperative more than ever.

Figure 1: An example of a strategy that African governments could implement to trigger the uptake of electric mobility by unlocking financing opportunities for e-mobility players.

On the other hand, we need policies and measures that facilitate this transition across African nations. In Rwanda’s case, the government is putting tremendous efforts in setting policies that drastically reduce the expense load of installing the necessary e-mobility infrastructure, provide cost effective electric vehicles, and offer affordable after-sale services to operators. These are measures that other African countries can adopt to attract e-mobility players and collectively progress towards a green continent.

As one of the few companies spearheading the uptake of green electric mobility and non-motorized transport in Africa, we face an uphill battle against inadequate infrastructure, limited funding, and a lack of ideal political environments in most African countries that can allow solutions like ours to succeed and thrive.

Figure 2: Illustration of a successful stakeholder partnership scheme currently being used by S.U.L E-Mobility (sulmobility.com) in Rwanda

As of today, the transition to electric mobility or other green transport alternatives is still in its infant stages across the globe, especially in Africa. Even though countries are currently on different levels of eco-consciousness, there is a global climate change stimulus that urges all nations to take action. Sub-Saharan Africa (SSA), in particular, is undergoing a mobility revolution spurred by rapid urbanization, rising population numbers, growing energy demand, and significant economic growth. With the introduction of electric mobility, we anticipate a downward spiral on fuel dependency across the whole transportation ecosystem in Africa. We are looking at significant relocation of funds from fossil fuel importations to other high priority sectors depending on the countries’ priorities.

If the COVID-19 pandemic and the current Russia-Ukraine tensions have taught us anything, it is that the entire human race is much more interlinked far more beyond what we are ready to admit or digest. This emerging global status quo requires everyone, big or small, to collectively embrace the new normal in an attempt to achieve a common goal with mutual interests. Therefore, as the whole world convenes at COP27 this year, African governments need to focus on creating a conducive environment for green mobility innovations, deploy strategies that guarantee easy access to financing opportunities, and trigger inter-government synergies on the continent that will boost our ability to process raw materials into market-ready finished products.

Jerry Ndayishimiye

Jerry Ndayishimiye is a multilingual seasoned marketing and sales executive, passionate about green, sustainable, and circular economies with an interest in 21st-century emerging technologies in the transport and logistics sector. Throughout his extensive experience working with start-ups in the e-commerce, logistics, and mobility industries, Jerry has been able to help different companies and businesses to achieve break-even status, revamp existing business models to generate new revenue streams, and layout market penetration strategies for their scaling and expansion goals. Jerry is a proclaimed women empowerment advocate against women's marginalization with an emphasis in the transport and logistics sector while relentlessly focusing on improving the lives of those surrounding him. He actively participate in socio-economic activities at community level to help in environment conservation and uplifting the most vulnerable.

Jerry Ndayishimiye

The post Harnessing Intergovernmental Synergies Toward Green Mobility in Africa appeared first on SLOCAT.

Transit-Oriented Development as an Anchor to Compact, Equitable, and Accessible African Cities

SLOCAT — Fri, 04 Nov 2022 22:40:24 +0000

by Carolyne Mimano, Maureen Kinyua, and Christopher Kost, Institute for Transportation and Development Policy (ITDP)

Transit-Oriented Development (TOD) brings compact, mixed-use development in proximity to high-quality rapid transit. Shown here is the BRT corridor in Dar es Salaam.

Around the world, calls are increasing for cities to have jobs and amenities in close proximity to residences, reducing unnecessary vehicle travel and encouraging the use of active modes. Mixed-use development is at the heart of these urban plans, shortening commutes by ensuring that neighbourhoods have a combination of workplaces, housing, retail, education, and medical services. Yet today, many African cities are experiencing the opposite trend, with rapidly expanding sprawl leading to longer, more costly commutes. Given the growing impacts of climate change and the high cost of living, there is an urgent need to change the approach to urban planning in Africa to make cities more sustainable, affordable, and efficient.

Cities such as Nairobi and Dar es Salaam historically developed with a single commercial core surrounded by dispersed residential uses, leading to radial commute patterns and heavy congestion on major arterials leading to the city centre. Land use patterns reflect erstwhile colonial zoning rules, with stark segregation between high- and low-income areas. Lack of access to affordable housing close to job centres has contributed to the proliferation of informal settlements with insecure land tenure, poor access to sanitation and inadequate areas allocated to streets and public space. High-income districts feature large blocks and gated neighbourhoods with no access to walking and cycling facilities. In addition, building codes enforce minimum parking requirements, resulting in a plentiful supply of inexpensive parking. Public transport is inefficient, leading to the use of private cars for those who can afford it.

Transit-oriented development (TOD) offers a more equitable approach to land use planning, making it possible for job centres, markets, and housing to develop in close proximity to mass rapid transit. At the centre of TOD is high-quality public transport, such as bus rapid transit (BRT). African cities need to upgrade their public transport systems to free buses from traffic congestion and offer a viable alternative to the use of private cars. To facilitate access to public transport, urban plans need to incorporate pedestrian-oriented urban design, affordable housing, and a diverse mix of residential and non-residential uses.

Cities can incorporate TOD principles at several levels of planning. At the metropolitan level, zoning should be aligned with public transport networks to ensure that the majority of urban residents are within walking distance of high-quality rapid transit. In Kigali, the Master Plan 2050 places the highest residential and commercial densities along the city’s planned BRT network (Figure 1). In addition, the city offers a 30 percent higher floor area ratio (FAR) if at least 15 percent of the residential units in a project are affordable. Similarly, the Addis Ababa Structure Plan 2017-2032 sets a minimum FAR of 5.0 along BRT and LightRail Transit (LRT) corridors and 10.0 in the city centre, which is served by multiple rapid transit lines. There is no maximum FAR in these zones.

Figure 1: The Kigali Master Plan incentivises compact, mixed-use development along planned BRT corridors. (Source: City of Kigali)

At the neighbourhood level, TOD planning can facilitate the introduction of fine-grained street networks, new public spaces, and pedestrian-oriented built form. Local area TOD planning necessarily involves a physical planning process—not just written regulations. Local area plans identify opportunities to introduce new streets and pedestrian connections, helping to improve access to local services and rapid transit stations (Figure 2). Land readjustment can realign existing plot boundaries to facilitate improved pedestrian networks and reclaim land for the public realm.

Figure 2: Pedestrian-friendly urban design, including active shopfronts and permeable facades, is a key element of transit-oriented development.

Given the diversity of urban forms in African cities, planners need to take a nuanced approach to developing TOD policies. In formal areas, cities can update building codes to mandate pedestrian-friendly urban design and eliminate off-street parking requirements. Informal areas require attention to land tenure, street improvements, and service provision, including upgrades in water, sewer, and drainage systems. Incremental in-situ upgrading of informal areas is a powerful means of improving services while minimising displacement of existing residents and businesses.

In Dar es Salaam, the Corridor Development Strategy identifies key BRT station types, categorised under five typologies, to ensure that measures to encourage higher-density, mixed-use development suit the local conditions (Figure 3). The 20.9 km first-phase BRT network spans several typologies, ranging from high-rise development in the central business district to low-density informal residential areas in the periphery. Densification in these areas can facilitate the introduction of complementary land uses and enable 24-hour activation of public spaces to improve security for local residents.

Figure 3: The Dar es Salaam Corridor Development Study proposes to improve basic services to facilitate densification along the phase 1 BRT network. (Source: President’s Office, Regional Administration and Local Government)

The Institute for Transportation and Development Policy (ITDP) is working with government agencies in Dar es Salaam to develop local area plans for two stations areas, Gerezani and Tandale, identifying local interventions to improve pedestrian access, urban design, utilities, and the quality of public space:

The Gerezani station area is a bustling market centre with high-rise development combining retail space, go-downs, and residential flats. As the area continues to increase in density, the use of street space needs to transform to reduce the dominance of private cars, facilitate pedestrian mobility, and manage access for cargo vehicles.
The Tandale area, by contrast, is largely informal, with dense, low-rise residential development with some local commercial uses. This station area requires improved drainage and sewage systems to improve liveability and support a growing population. Improved walking and cycling paths can enhance last-mile access to the BRT.

In sum, TOD reforms that are tailored to local conditions can maximise the use of rapid transit investments and expand access to well-located affordable housing. Compact growth in turn can contribute to reduced infrastructure costs, lower greenhouse gas emissions due to reduced private vehicle travel, and improved quality of life in urban Africa.

Going into COP27, governments and development banks have the opportunity to reaffirm commitments to investing in smart urban infrastructure, including citywide cycle networks, clean city bus fleets, BRT systems, and utility infrastructure. Following a TOD approach will enable governments to support equitable urbanisation and contribute to global efforts toward climate change mitigation and adaptation. COP27 also presents a chance for African governments to jump-start knowledge sharing across the region, ensuring that TOD plays a central role in political agendas from the national level all the way to local governance. With a transit-oriented approach, we can help to build more resilient cities and communities across the continent.

Carolyne Mimano

Carolyne Mimano is a Senior Communications Associate at ITDP-Africa. Before joining ITDP, Carolyne worked as an e-commerce consultant in the hospitality industry in Africa. She has also worked as the project lead for technology startups in the region. Carolyne is currently working with ITDP on diverse projects including a data dashboard for Africa, dynamic websites and an engaging communication strategy. Carolyne holds an MBA and a bachelor’s degree in Business Information Systems from the University of Nairobi.

Maureen Kinyua

Maureen Kinyua is an Urban Planning Manager at ITDP-Africa. Maureen’s purpose is led by advocating for socially and environmentally just, co-productive and strategic solutions, to issues and challenges faced in the rapidly urbanizing world; to promote sustainable and resilient communities, project developments, and initiatives. On top of an MSc in Urban Development Planning from the University College of London, UK, she also holds an MA in Urban Design from the University of Sheffield, UK and a Bachelor of Arts in Architecture from the University of Kent, UK. Before joining ITDP, Maureen worked as an Urban Designer and Planner at TRIAD Architects Ltd where she spearheaded the Master-planning Department for Triad Architects Ltd and streamlined the development of key procedures and processes within the department. Leveraging on her training and work experience, she has developed robust expertise in Master-planning, formulation of Urban Design and Development Frameworks, and Integrated Planning Standards and Principles.

Christopher Kost

Christopher Kost is the Africa Director. Chris joined the Institute for Transportation and Development Policy as a full-time staff member in 2008 after being involved as a consultant since 2004, focusing on transport projects in Africa and India. In Cape Town, Accra, and Johannesburg, he assessed the impacts of proposed BRT systems on greenhouse gas emissions. More recently, Chris has been involved in projects in the Indian states of Tamil Nadu, Maharashtra, Gujarat, and Jharkhand, covering areas such as bus rapid transit, street design, parking management, and transit-oriented development. Chris has been involved in a number of TOD projects, including the Local Area Plan for Ahmedabad’s Central Business District, an updated TOD policy for BRT corridors in Pimpri Chinchwad, TOD planning efforts for Chennai’s metro and suburban rail networks, and TOD elements in Nashik’s new Development Plan. Chris now leads ITDP’s initiatives in Kenya, Uganda, and other African countries. Before joining ITDP, Chris worked for the Transportation and Land Use Coalition (now Transform) in Oakland; the Metropolitan Transportation Commission, also in Oakland; the City of Berkeley’s Planning Department; Meyer, Mohadddes Associates, Los Angeles; and Delin Consult in Accra. Chris received his bachelor’s and master’s degrees in environmental policy from the Earth Systems Program at Stanford University.

Carolyne Mimano

Maureen Kinyua

Christopher Kost

The post Transit-Oriented Development as an Anchor to Compact, Equitable, and Accessible African Cities appeared first on SLOCAT.

Are Nationally Determined Contributions aligned with the commitments and initiatives on transport announced on the occasion of COP26? A Comparative Analysis by SLOCAT

Nikola Medimorec — Wed, 02 Nov 2022 01:42:50 +0000

Updated with latest information as of 14 December 2022

Introduction

The 2021 UN Climate Conference COP26 saw an unprecedented number of commitments and initiatives on sustainable, low carbon transport. This comparative analysis examines to what extent Nationally Determined Contributions (NDCs) are aligned with these transport commitments and initiatives pledged by countries. Since the COP26 Glasgow Climate Pact requested countries to revisit their NDCs and strengthen their climate action targets ahead of COP27, this analysis is an evolution of the preliminary analysis released by SLOCAT in November 2021. Based on publicly available information as of 14 December 2022, the SLOCAT Secretariat has examined whether this opportunity to better align NDCs to the COP26 transport commitments and initiatives has been leveraged by countries. We have also identified new signatories to the commitments and initiatives since their launch in November 2021.

Analysis methodology

This analysis is based on publicly available information as of 14 December 2022. The general intention of the announced transport commitment was compared to transport actions and targets included in the NDC of the signatory country. The analysis focused only on second-generation NDCs (covering Second NDCs and Updated NDCs). Only the major five transport commitments and initiatives that have country signatories were included in the analysis. For identifying new countries supporting these commitments after COP26, the signatories were retrieved from the respective declaration webpages and compared to the countries that signed each commitment during the time of launch in November 2021 at COP26, of which SLOCAT kept record.

Keen on the transport dimension of NDCs? Check out the GIZ-SLOCAT Tracker of Climate Strategies for Transport and the SLOCAT Analysis Report of NDCs and Long-Term Strategies.

Based on publicly available information of 14 December 2022.

Overall, the number of signatories to COP26 commitments has generally increased since November 2021. However, only the aviation-related commitment and the Global Memorandum of Understanding on Zero-Emission Medium- and Heavy-Duty Vehicles gained a substantial number of new country signatories, whereas few new countries have joined the COP26 commitments on zero-emission vehicles and green shipping corridors since their launch in November 2021.

Accelerating to Zero Coalition (A2Z)

Launched at COP26 with 178 signatories, of which 38 are countries.
Grew to 221 signatories.
Greece and Spain are the only new country signatories. New signatories are cities, states and regional governments; automotive manufacturers; fleet owners and operators of shared mobility platforms and other signatories.
Previously named ‘Declaration on Accelerating the Transition to 100% Zero Emission Cars and Vans’.

Breakthrough Agenda on Transport

Launched at COP26 with 33 signatories , all countries.
No new country signatories.
Previously named ‘Breakthrough Agenda on Road Transport’. The scope has been widened from road transport to include aviation and shipping. In 2022 focus has been on implementation.

Clydebank Declaration for Green Shipping Corridors

Launched at COP26 with 22 signatories, all countries.
Grew to 24 signatories (Palau and Singapore). No update since April 2022.

Global Memorandum of Understanding on Zero-Emission Medium- and Heavy-Duty Vehicles:

Launched at COP26 with 15 signatories, all countries.
Grew to 27 signatories
New country signatories are Belgium, Croatia, Dominican Republic, Ireland, Liechtenstein, Lithuania, Portugal, Ukraine and the USA, as well as constituent countries Aruba, Curaçao and Sint Maarten.
Received new endorsers to the ecosystem of the initiative.
Introduced a progress dashboard to monitor the relevant policies by signatory countries.

International Aviation Climate Ambition Coalition

Launched at COP26 with 25 signatories, all countries.
Grew to 59 signatories.
New signatories are Albania, Austria, Belgium, Belize, Bulgaria, Chad, Côte d’Ivoire, Croatia, Cyprus, Czech Republic, Dominican Republic, Equatorial Guinea, Georgia, Greece, Guinea, Hungary, Iceland, Latvia, Lithuania, Luxembourg, Madagascar, Mexico, Monaco, Montenegro, Niger, North Macedonia, Papua New Guinea, Poland, Portugal, Romania, Rwanda, Slovakia, Switzerland, Ukraine.

	Number of total signatories at COP26 in Nov. ‘21	Number of total signatories as of Dec. ’22	New country signatories since COP26 as of 14 Dec. ‘22	Other observations
Accelerating to Zero Coalition (A2Z)	178 signatories	221 signatories (40 country signatories)	Greece and Spain
Breakthrough Agenda on Transport	33 signatories	33 signatories (all countries)	No new country signatories.
Clydebank Declaration for Green Shipping Corridors	22 signatories	24 signatories (all countries)	Palau and Singapore	No update since April 2022
Global Memorandum of Understanding on Zero-Emission Medium- and Heavy-Duty Vehicles	15 signatories	17 signatories (all countries)	Belgium, Croatia, Dominican Republic, Ireland, Liechtenstein, Lithuania, Portugal, Ukraine and the USA, as well as constituent countries Aruba, Curaçao and Sint Maarten	Received new endorsers to the ecosystem of the initiative. Introduced a progress dashboard to monitor the relevant policies by signatory countries.
International Aviation Climate Ambition Coalition	25 signatories	59 signatories (all countries)	Albania, Austria, Belgium, Belize, Bulgaria, Chad, Côte d’Ivoire, Croatia, Cyprus, Czech Republic, Dominican Republic, Equatorial Guinea, Georgia, Greece, Guinea, Hungary, Iceland, Latvia, Lithuania, Luxembourg, Madagascar, Mexico, Monaco, Montenegro, Niger, North Macedonia, Papua New Guinea, Poland, Portugal, Romania, Rwanda, Slovakia, Switzerland, Ukraine

Overall, the NDCs of signatory countries continue lacking explicit references to the transport commitments they signed to on the occasion of COP26.

At the moment of launch, seven country signatories to these commitments had not submitted a second-generation NDC. Since then, three countries (Egypt, El Salvador and India) – which are signatories across the commitments launched on the occasion of COP26 – have submitted NDCs. These NDCs do not refer to the commitments.
Nevertheless, the NDCs of Egypt (signatory to the Breakthrough Agenda on Transport) and El Salvador (signatory to the Accelerating to Zero Coalition (A2Z)) provide a strong support mechanism for their signed commitments. India’s second-generation NDC, on the other hand, does not have any transport sector-specific targets and actions, and thus does not provide any kind of support to their signed commitments.

In general, there is still weak alignment between the NDCs of signatory countries and the transport commitments and initiatives launched on the occasion of COP26 that they signed to.

Only five (Burkina Faso, Egypt, Fiji, Israel, and Japan) of the 68 countries which signed up to at least one of the transport commitments include specific transport greenhouse gas (GHG) targets in their second-generation NDCs. Overall, out of all NDCs submitted as of 15 September 2022, there are a total of 23 countries whose NDC include transport GHG targets (SLOCAT Climate Strategies for Transport).
Only four (Fiji, the Marshall Islands, the United Kingdom and the United States of America) of the 24 country signatories of the Clyde Declaration for Green Shipping Corridors include in their NDCs mechanisms to support the delivery of maritime transport decarbonisation.
The strongest alignment is still observed in the case of the International Aviation Climate Ambition Coalition. Several NDCs of signatory countries express their intention to engage with ICAO or to tackle aviation emissions (in some cases, limited to domestic aviation emissions). The NDCs of new signatories (Austria, Czech Republic, Greece, Poland and the Republic of Korea) are also well aligned with the Ambition Coalition.
In general, there are weak connections between commitments and initiatives related to zero-emission vehicles and the second-generation NDCs of signatory countries. The disparities are however important: NDCs of new signatories to the Breakthrough Agenda on Transport range from no support to strong support to the Agenda.
As exceptions, Cabo Verde, Cambodia, Canada and Chile state strong e-mobility ambitions in their NDCs, while the European Union emphasises its aims for a clean vehicle fleet.

Countries have not utilised the call by the COP26 Glasgow Pact to enhance their NDCs before COP27 as an opportunity to strengthen the content related to transport commitments they signed in November 2021.

Only five countries (Australia, Ghana, Japan, the Republic of Korea, the United Kingdom) that are signatories to transport commitments released on the occasion of COOP26 have revised their new NDC since COP26. Australia, the Republic of Korea and the United Kingdom have strengthened in their revised NDC the content related to the transport commitment.
Australia includes in its NDC references to the national electric vehicle plan; hence, ensuring a strong connection to the Breakthrough Agenda on Transport they are signatory to.
The Republic of Korea features in its NDC the aim for zero-emission aircraft fleets; hence, strengthening the linkage to the International Aviation Climate Ambition Coalition they are signatory to.
The United Kingdom’s revised version of their Updated NDC (September 2022) includes clear references to the Breakthrough Agenda on Transport and the Accelerating to Zero Coalition (A2Z) they are signatory to.

Important questions remain open, across all the transport commitments and initiatives that were launched on the occasion of COP26, including:

What UNFCCC mechanisms contribute to monitoring and assessing the actual implementation of these commitments and initiatives and their impact on Paris Agreement goals s over time?

Non-legally binding commitments made in the parallel space to COP formal negotiations can be very relevant to encourage and enable ambitious multi-stakeholder action towards the implementation of the Paris Agreement – particularly in the ever growing context of geopolitical instability in which the UNFCCC and COPs processes operate. Establishing concrete monitoring, review and verification mechanisms would contribute to mitigating potential risks related to the long-term sustainability and impact, the scalability and the accountability of the transport commitments that were announced in November 2021 at COP26. It is strongly recommended that UNFCCC and COP processes enable mechanisms for: (i) enhanced alignment of these commitments through the NDCs of signatory countries; (ii) sustained enlargement to new signatories; and (iii) transparent implementation, monitoring, verification and review.

To what extent do these commitments signal long-term political ambition and determination to improve climate action in transport policy, if signatory countries are not (sufficiently) integrating them in their respective NDCs?
The transport commitments and initiatives launched on the occasion of COP26 focus on clean vehicles, aviation and shipping), while do not address the important solutions to many of the climate and sustainability challenges that public transport, walking, cycling and shared informal mobility provide. Will COP27 and future COPs enable the implementation of robust commitments towards a transformative change and integrated transport and mobility systems?

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Shaping COP27 around African Climate, Health and Transport Priorities

SLOCAT — Tue, 01 Nov 2022 13:29:45 +0000

by Desmond Appiah (Clean Air Fund), Alison Doig (Health and Climate Network) and Karl Peet (SLOCAT Partnership)

This is Kigali in Rwanda, “Africa's cleanest city”. Credit photo by Tim Treza (Afrik Buzz, 2021)

There is an urgent need to deliver the 2030 Sustainable Development Goals (SDGs) while addressing the climate injustices experienced in Africa, the most vulnerable continent that has done least to cause the climate crisis. For climate action to be effective, impactful and healthy for African countries and people, there must be a convergence of the climate framing of the North and the development framing of the South. Long-term climate timescales do not prioritise immediate benefits from decreasing air pollution; it is critical to deal with air quality now; we should not live with an unhealthy environment while we wait for future solutions. In this context, African governments have an opportunity to link clean transport and energy access to public health, as illustrated in recent work of the Health and Climate Network.

For instance, In many low- and middle-income countries, residents have limited access to public transport, instead relying on high-polluting minibuses and motorcycles or being limited to the resources and opportunities they can access on foot. Where public transport is available in low-income countries, it’s often expensive (e.g. commuters in Lagos, Nigeria, spend on average 40% of incomes on transport (see more in Transport Systems That Protect Health and Climate).

The world’s poorest populations make most of their daily journeys by walking, often on dangerous roads which expose them to high levels of air pollution and limit their access to healthcare resources. No or limited access to safe, designated pedestrian areas or public transport – especially in cities – has many compounding health effects, including increased exposure to traffic pollution and a risk of road injuries and deaths. The combined costs of air pollution, congestion, lost productivity, road accidents and other costs associated with high-carbon transport contribute to annual losses of around 10% of GDP in low-income countries.

Health must also be a fundamental component of energy planning and decision making. Lack of access to modern energy across the African continent is associated with deprivation in health, education and productive use, plus residential cooking, gathering fuelwood and using it brings major health implications from indoor air pollution. Polluting transport, low-productivity agriculture and food insecurity are part of the energy, health, and climate dilemma for Africa. The burdens associated with limited access to clean and reliable energy fall more heavily on women.

Transport and energy access is a key part of building resilience of African communities, creating a mitigation and adaptation nexus. Communities with proper access have a higher capacity to respond to impacts of climate change due to improved health from clean air and increased income opportunities. Greater integration of transport and energy with other sectors will enhance the delivery of the SDGs, recognising sustainability benefits of healthy cities, energy efficient health services and gender inclusion. In each country the route to these goals will be different, as noted in the HCN briefing Shaping COP27 around African climate and health priorities.

Increasing traffic congestion is a major threat to the resilience and sustainable growth of rapidly growing African cities. The negative impact on air quality and health is understated. In Ghana, air pollution is reported by the World Bank to be costing the economy close to $2.5 billion per year. A study of four fastest growing African cities (Accra, Cairo, Johannesburg and Lagos) has further indicated a total cost of $115.7 billion from 2023-2040 relating to air pollution if development follows the business as usual scenario. Public transport options are limited and planning with a private vehicle-focused approach continues to have grave costs on human health. This is highlighted in Clean Air Fund’s from Pollution to Solutions Report on select African megacities.

African countries are thus at a crossroads, with new transport and energy infrastructure still to be built to meet growing demands. This will require additional finance and investment, and this investment must target urgent development needs first, while also being climate compatible. Development partners including multilateral and bilateral entities must urgently increase their level of investment in Africa’s transport and energy resources, ensuring that available and realistic financing is provided to all countries to transition to cleaner fuels and greater access.

African countries also need an honest discussion on fossil fuels and the transition pathways to develop a strategy to reduce dependency on fossil fuel revenues and develop supported transition pathways for transport and energy. A framework that ensures inclusive and equitable development, ending fossil fuel subsidies, placing a moratorium on oil and gas investments, focusing on renewable and sustainable energy as vehicles for economic development must be the way to go (as discussed in HCN’s Just Energy Transition for a healthy fossil fuel free world).

Improved active and public transport and clean energy options will protect the health of people and the climate while delivering substantial cost savings. To deliver sustainable transport and energy systems for a healthy Africa and a thriving planet, national governments and local authorities are recommended to take the following actions:

1) Prioritise safe active and public transport and clean energy in planning and infrastructure decisions to reduce emissions and increase health benefits.

Research modelling transport policy in nine countries found that a shift towards greater active transport would help save around 1.2 million lives annually by 2040 due to increased exercise.

2) Invest in efficient and zero-carbon transport and energy systems and technologies.

A transition to zero-carbon transport and mobility powered by renewables can save lives, limit climate damage, and reduce costs in vulnerable countries hardest hit by the climate crisis.

3) Ensure that mobility solutions reduce inequities and benefit all users.

Ensuring that transport solutions are safe, accessible, and affordable – through investment in dedicated infrastructure – will ensure that health benefits are equitably distributed.

African governments must recognise that transport and energy problems are also public health problems. Delivering a transport and energy transition for Africa requires further regulatory measures and air and water quality monitoring. African transport and energy ministries must make rapid and continued improvements in access and sustainability, and local communities must have greater decision making power in these areas. Developing and implementing joint policies on climate change, clean energy and sustainable transport would free up billions of dollars from associated negative health impacts for investment in other sectors of African economies.

Desmond Appiah

Desmond Appiah is leading Clean Air Fund's work in Ghana. He is overseeing the implementation of CAF’s strategic plan to build collaborative partnerships for research, policy development and supporting actions to promote clean air for all. Desmond has over 21-years’ experience in business sustainability-related projects in private sector, manufacturing, academia, forestry, mining, agro-business, and commercial entities across Europe, USA, and Africa. He is a trained Health & Safety, Quality and Environmental Management Systems Auditor and a Trainer. Desmond holds an MS (Environmental Protection & Safety Management) from St. Joseph’s University, Philadelphia USA, an MSc (Energy and Sustainable Development) from De Montfort University, Leicester UK, and a Bachelors with Honours from the University of Ghana.

Alison Doig

Alison Doig is the Director of Health and Climate Network (HCN). She has worked for more than 25 years in the international development and environment sectors, with specialisation in climate policy and clean energy. She is an experienced and effective policy expert and advocate, including prioritising health in climate negotiations, climate action in the SDGs and a shift towards investment in low-carbon energy for all.

Karl Peet

Karl Peet is Senior Advisor to the SLOCAT Partnership on Sustainable Low Carbon Transport. Karl oversees and provides strategic direction for SLOCAT research and knowledge development activities to support promotion of sustainable transport in global policies on climate change and sustainable development. Karl leads the organisation’s work in the transport-health and transport-energy nexuses, transport resilience issues, and Paris Agreement alignment efforts. Karl is also a key contributor to SLOCAT’s Transport and Climate Change Global Status Report. Karl holds a Master of Public Policy/Urban Planning and a Master of Linguistics from Harvard University, and a Bachelor of Science in Symbolic Systems from Stanford University.

Desmond Appiah

Alison Doig

Karl Peet

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Overcoming Arrested Mobility for Persons with Disabilities Across Africa

SLOCAT — Tue, 01 Nov 2022 12:31:34 +0000

By Robert Ambunda with inputs by Fatoumata Diallo, Cabrel Tokam, Bianca Ryseck and Richard Unuigboje, SLOCAT-VREF Young Leaders in Sustainable Transport

Figure 1: International White Cane day, Swakopmund, Namibia

Photo courtesy of Adam Hartman, The Namibian News (2020).

Willy Johannes has been diagnosed with congenital blindness, a condition which has affected his sensory organs and has caused him mild visual impairment from birth. Due to his condition, Willy is restricted in his daily movements due to a lack of adequate inclusion in mobility policies and infrastructure – or so-called “arrested mobility”. Despite his condition, Willy exudes confidence and optimism for the future and advocates for a transport and mobility system-wide inclusion for persons with disabilities (PWDs).

“Ever since my childhood, even with a white cane and the help of a mobility specialist to learn how to navigate my environment, I am still unable to walk around safely and easily in my neighbourhood. Sidewalks that abruptly end, uneven sidewalks and curbs have been a major challenge and are stressful to navigate.” – Willy.

Willy’s daily mobility struggles resonate with many people living with other forms of physical disabilities globally. Over one billion people globally live with some form of disability, about 10% to 15% of the world’s population, and this number is increasing every year. By 2050, the number of PWDs is projected to double to two billion^1,2 (Figure 2).

Figure 2: WHO Disability Statistics

Source: United Nations Convention on the rights of Persons with Disabilities (CRPD)³

About 80% of PWDs live in developing countries, with an estimated 60 to 80 million living in Africa (a majority of which are of working age (80%) or female (55%)). On average, PWDs are estimated to account for 10% of the continent’s population, with the proportion possibly as high as 20% in the poorer regions.¹ Sadly, there has been an apparent underreporting of disability in low-income countries, which can be attributed to the stigma associated with disability and to an extent the reporting methods used.⁴ There is also a significant information gap on the extent of PWDs in avoiding travel due to poor access to safe walking infrastructure and transport services.^2,5

As a consequence, many African countries omit or superficially include PWDs in their transport policy frameworks.^6,7,8 The lack of acknowledgement in mobility policy frameworks and accommodation in infrastructure and services further stiffened “arrested mobility” – PWDs are marginalised from society and are unable to fully enjoy the basic rights and freedoms of a socially inclusive life. In fact, studies show that on average, PWDs make much fewer trips in a day than people that are not PWDs, due to concerts on aggressive or distracted drivers and able-bodied pedestrians, lack of access to public transit and the lack of inclusive walkways.

“I want to be a productive member of society, but I have to face many mobility barriers to access good education, health services and even employment opportunities. I do not want my condition to be viewed as an inability to positively contribute to society.” – Willy

The 2030 Agenda for Sustainable Development has made a commitment to PWDs that “by 2030, provide access to safe, affordable, accessible and sustainable transport systems for all, improving road safety, notably by expanding public transport, with special attention to the needs of those in vulnerable situations, women, children, persons with disabilities and older persons”⁹ (Figure 3).

Figure 3: Sustainable Development Goals: Accessibility for Persons with Disabilities

Source: United Nations Disability and Development Report 2019¹⁰

With the United Nations Climate Change Conference 2022 (COP27) taking place in just a little more than a week, we, as the SLOCAT-VREF Young Leaders in Sustainable Transport, want to tell policy makers around the world that there are lots of ways to help PWDs overcome arrested mobility.

Improving data collection, information and communications technology (ICT) and infrastructure.

“It is important to highlight and understand the active mobility issues faced by people with disabilities within the African region for them to realise the opportunities available to them – through improved quality data collection. Mobility stakeholders at COP27 need to fully commit and give adequate priority to addressing active mobility infrastructure and access barriers to aid the integration of PWDs into public life and to aid them to make an economic contribution to society by providing sustainable, environmentally friendly and barrier free mobility systems.”

Robert Ambunda (University of Namibia)

A deeper understanding is needed of how different individual circumstances intersect with mobility environments to produce and deepen inequalities. While disabled populations face an increased risk of road traffic injury, the lack of data both on social and environmental factors contributing to high-risk scenarios as well as on disability status makes targeted interventions to improve active mobility difficult.¹¹

“Gathering data on various aspects of the built environment is key to improving the quality of active travel for disabled persons. For example, OpenStreetMaps is a global initiative to crowdsource data on everything from large points of interest down to the tiniest of details, like whether the pedestrian crosswalk button has accessibility features like sounds or vibrations. Collecting this information into an open data format is critical not only to power information systems to help disabled persons plan journeys that work for them, but also to identify gaps in the city where there is room for improvement.”

Bianca Ryseck (Arup)

ICT data can help build navigation and mapping tools for persons with disabilities. Notably, there is potential to make this happen as more than 80% of Africa’s urban areas have 4G network coverage.¹² Moreover, many use smartphones, but access among the older population cannot be guaranteed. Hence, the target population for this initiative. Accordingly, such information can help residents and visitors navigate cities in places of parking, street environments, public spaces, and transport.

“COP27 should look at ICT as a long-term approach to increase accessibility in African cities. It could take the form of a tool that allows anyone to submit accessibility information remotely (e.g. existence/absence of a sidewalk, curb ramps, surface issues) of cities. Attaining this involves exemplary leadership, coupled with sound policies and advocacies, to ensure progress on accessibility.”

Richard Unuigboje (University of New South Wales)

Reforming mobility policies that are conscious to PWD needs

Reforming policies and actions to fully be inclusive and to improve the safety and conditions of active mobility in human settlements is imperative to addressing mobility barriers for vulnerable populations, who to a great degree have been excluded from mobility planning. For example, Tanzania developed reform policies and funding structures to improve the active mobility experiences and make them more inclusive for vulnerable populations in mid-sized cities.

“COP 27 will provide a strong platform for political leaders to lead discussions on addressing the exclusion of PWDs in mobility planning, which will largely be addressed by tackling barriers in policy, governance and implementation.”

Robert Ambunda (University of Namibia)

Raising awareness

Reforming policies and improving infrastructure are but a part of a systemic solution to improving active mobility for PWDs. The mobility needs of PWDs need to be well understood at a wider societal level. It is imperative to carry out targeted campaigns, an educational role/activity that can be strengthened by involving community leaders, NGOs and lobby groups, towards drivers and aggressive pedestrians to better understand the challenges faced by PWDs and to be more accommodating within the mobility system. Organisations such as the Centre for Employment of Persons with Disabilities in Ghana, jonapwd in Nigeria or the Western Cape Association for Persons with Disabilities in South Africa are regularly intervening at the local level, advocating for the improvement of persons with disabilities’ mobility.

“Arrested mobility needs to be addressed at COP27 as it is a major hindrance to sustainable – and inclusive mobility and a crucial entrave to livable cities for all. While we hope to raise awareness on the matter to ensure that the needs of PWDs are more systematically accounted for by governments, transport agencies and operators, we mostly encourage leaders at COP27 to make space for organisations who are representing and gathering data on the physically impaired in African cities.”

Fatoumata Diallo (CERI Sciences Po)

Financing SUMPs and NUMPs that addresses PWDs needs

Sustained funding is so critical for Sustainable Urban Mobility Plans (SUMPs) and National Urban Mobility Plans (NUMPs) that addresses the issue of arrested mobility. A study examining the existence of transport policies and guidelines in 29 African countries, focusing on the inclusion of PWDs, revealed that many African countries omit, or only superficially include, people with disabilities in their transport policy framework. The study further highlighted that Ghana has the most inclusive disability law, while South Africa is the most inclusive in the planning and design of transport facilities and services.

Although substantial progress has been made over the past decade, access to finance for mobility and transport projects remains a major constraint for African countries. For a more inclusive mobility, African countries need access to long-term funding to invest in the implementation of inclusive transport policy frameworks that address the isolation of PWDs; isolation that manifests itself in reduced trip-making. Furthermore, it would be crucial to change the funding streams that are currently directed towards unsustainable private motorised transport modes used by able-bodied people.

“COP27, an African COP, should enable our political leaders to recognise that the mobility of PWDs has not yet become an institutional priority at the local, national or international level, where decisions concerning resources and funding opportunities are taken. It is therefore urgent for us Africans to pool efforts and with the help of development partners that will convene in Egypt, in order to raise and secure long-term funding for infrastructure initiatives contributing to a safer and more peaceful mobility for PWDs. African institutions are vital to provide strategic and technical expertise, but development partners and financial institutions must play their part too by catalysing various capital. Let’s make this COP a legacy for future African generations”.

Cabrel Tokam (SLOCAT Partnership)

¹African policy inventory and South African mobility case study on the exclusion of persons with disabilities.

²Global Burden of 369 Diseases and Injuries in 204 Countries and Territories, 1990–2019: a Systematic Analysis for the Global Burden of Disease Study 2019

³UN-Conventions on the Rights of Persons with Disabilities (CRPD)

⁴UN-Conventions on the Rights of Persons with Disabilities (CRPD)

⁵Epilepsy care in Zambia: a study of traditional healers.

⁶Stigma and the lives of families of children with disabilities.

⁷The difference a word makes: responding to questions on “disability” and “difficulty” in South Africa.

⁸People with disabilities in the suburban areas of Maputo and Matola.

⁹Transforming Our World: The 2030 agenda for sustainable development.

¹⁰United Nations: Disability and Development Report (2019)

¹¹Disability and pedestrian road traffic injury: A scoping review.

¹²International Telecommunication Union (2021)

SLOCAT-VREF Young Leaders in Sustainable Transport

Robert Ambunda, Fatoumata Diallo, Cabrel Tokam, Bianca Ryseck and Richard Unuigboje are the third round of the SLOCAT-VREF Young Leaders in Sustainable Transport (2021-2022). The programme builds bridges between the transport community and young people and explores new perspectives by creating an interface between knowledge and policy. It will also raise the capacity of young people and provide them new skills in evidence-based policy analysis for sustainable transport.

SLOCAT-VREF Young Leaders in Sustainable Transport

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Raising Awareness for Safer Pedestrian Walkways in Harare, Zimbabwe

SLOCAT — Tue, 01 Nov 2022 09:54:42 +0000

by Sam Nyaude, Founder and Executive Director, Road Safe Zimbabwe Trust

The urban jungle trying to get to the other side of the road in Harare, Zimbabwe.

Credit photo by Sam Nyaude (2021)

Walking is the oldest and the primary mode of transport for the majority of people in Africa. Up to 78% of Africans walk on a daily basis to access healthcare, education, shops, jobs and public transport – often because they have no other mobility choice.

Despite this prevalence of walking in Africa, vehicle fleets in several African countries, including Zimbabwe, continue to grow and threaten the lives of vulnerable road users – namely the pedestrians and cyclists. Zimbabwe has seen a considerable and worrisome increase in private vehicles. The number of registered private vehicles has increased by an average of 18% annually over the past 15 years, with the highest number of vehicle purchases recorded in 2015. Currently, the number of registered vehicles in Zimbabwe stands at 1.5 million, with the largest concentration in the capital, Harare. The capital also saw a huge jump in population growth from 2.2 million people in 2012 to 3.2 million people in 2022, leading to ever-increasing mobility demands. Unfortunately, Zimbabwe does not have a sufficient mass public transportation system to move the nation, and a lot of people have resorted to either walking and cycling to make their trips.

The paradox between recreational and necessity walking in Harare

While travelling on foot continues to present growing benefits for health and for the environment, where no other choices are offered, the cost of walking is on the negative side. There is a noticeable difference between recreational walking and walking out of necessity. To understand this, have a look at Jenna Hutchings’s blog, which tells her personal story of walking in Harare and lays the foundations for finding ways to strengthen community initiatives to make African cities more walkable. In Harare, some people walk distances of anything between 5km and 15 kms to access their livelihoods. Local public transport charges range from between USD0.50c per short trip and up to about USD2 for the longer local trips. These fares are unfortunately not affordable to most commuters who in turn opt to hitch-hiking or using unsafe and often illegal transport means.

Leopold Takawira Street is one of the busiest roads in the capital that leads out of the central business district towards the western suburbs of Harare. Some of the pedestrians are hospital staff who work at the Parirenyatwa General Hospital; but the bulk of the pedestrians using this road of +/-3km trip are family members of hospital patients.

Tongai is a young man studying pharmacy at the University of Zimbabwe in Harare and staying with his uncle who fortunately owns his own house in one of Harare’s high density suburbs.

“I have to wake up very early every morning for me to be able to beat the peak travelling period where prices of travelling to town gets more expensive. When I get to town, I can then walk to school because the distance is more manageable. I have to walk to school because my uncle can only afford my trip from home to town. This 6km walk takes up a lot of my time and by the time I get home, I am exhausted. However, I know this is the only way for me to be able to complete my studies and therefore I am grateful. I am going to make sure I buy a car as soon as I start working so that I make my family proud and raise my family’s image.” said Tongai.

Tongai is not the only young person who suffers the strain of compulsory walking and dreams of buying a car as a solution to his mobility barriers. For them, clean air, health, decarbonisation, road safety and most other concerns are overridden by the social status and convenience that come with owning cars.

Harare’s staggering pedestrian safety crisis

What was once the “Sunshine City” is now a city characterised by traffic congestion, fossil fuel fumes, unclean air and overcrowded sidewalks. Though walking is prevalent in Harare, it is unsafe as roads are often intruded by vehicles. A 2022 report from the Zimbabwe Republic Police estimates that a monthly average of 320 pedestrians are involved in car crashes, with about 50 pedestrians being killed. About 230 suffer from severe injuries – what a carnage it is!

Despite these shocking statistics, school children as young as 6 years old are permitted by Zimbabwean law to use the roads unsupervised. So it is common to see young children scampering across busy roads all in an effort to access schools. Sadly, ever so often, the media reports school children being struck down in the proximity of their schools.

Road Safe Zimbabwe Trust is working on setting up Road Safety Clubs in a few schools as a pilot project of educating children on safe road use. We hope by teaching children how to be safe on the road, we can reduce the incidence of road crashes. In the same breath we continue to advocate for road safety priority in Zimbabwe and protect the most vulnerable road users – pedestrians, especially young children, the elderly and people with health conditions and impairments.

Pedestrian-friendly streets for a safer, cleaner and more productive Harare

Imagine the city of Harare designed to be pedestrian-friendly. It would be more connected, active, safe and healthy. Taking pedestrians as full-fledged road users requires mobility infrastructure that is adapted to their needs. People usually know how to use a good street when they see one, and it’s up to planners to create them. It is imperative to put pedestrians at the centre of all spatial planning and redeployment of other sustainable transport modes such as cycling, public transport, car sharing etc. This requires a global approach combining:

Developing pedestrian-centred areas;
Reversing the balance of power between modes and strengthening the collective power of pedestrians;
Involving decision-makers, technicians and users to develop pedestrian policies.

By adopting this approach, guided by the Principles of Pedestrian Planning, we will not only improve the safety of these pedestrians but also make the city of Harare more beautiful (for example with colourful pedestrian walkways) and improve people’ s connection to employment opportunities.

COP 27 presents a huge opportunity to push for safe and sustainable multimodal transport systems in Africa that enable people to commute freely according to their preferences and comfort. Public transport systems should have a minimum safety standard and be accessible and safe to all, including pedestrians. As African cities are continually growing, it is of great importance that COP27 emphasises on the protection of wetlands and creating compulsory green spaces in cities. This will encourage active mobility by making travel less tiring. Pedestrians want to be considered and protected. So let’s advocate for them at this COP, which if successful, will make lasting and life-saving impacts.

Sam Nyaude

Sam Nyaude is the Founder and Executive Director of Road Safe Zimbabwe Trust a non-governmental organisation in Zimbabwe that works in the space of road safety awareness, advocacy & education, prevention of road crash injuries and support of road traffic victims. Currently Sam sits on the City of Harare – Non-Motorized Transport Planning Stakeholder Committee and he is a member of a volunteer group – Zimbabweans Against Drink Driving.

Sam Nyaude

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Ethio-Djibouti Railway: a Line for People, Goods and the Planet

SLOCAT — Tue, 25 Oct 2022 21:36:51 +0000

by Tebebu Terefe Mencha, Chief Safety Officer, Ethio-Djibouti Railway

Here is a picture of the Ethio-Djibouti Railway (EDR)

Credit photo by EDR.

The Ethio-Djibouti Railway is a real success story not only for my country, but for Africa. Since its reopening in 2017, it has been a game changer to transform a historically landlocked country like Ethiopia. Becoming internationally linked by railway, or as we call it – “land-linkedness” – is so essential because 95% of our export and import goes through the port of Djibouti. It is a great example of concrete benefits of international cooperation that yields significant socioeconomic and environmental benefits.

The old railway line, built at the beginning of the 20th century, had been deactivated for the last 10 years. Goods were transported to and from the seaport by trucks. This made Ethiopia’s trade logistics very slow, expensive and therefore uncompetitive, with poor impacts on air quality and the environment.

A much needed railway for people and goods

The Governments of the Federal Democratic Republic of Ethiopia and of the Republic of Djibouti decided to develop a modern and efficient railway service, with joint cooperation in the operation, maintenance and governance of the line. Ethio-Djibouti Railway has been taken as the flagship project for regional integration and cooperation not only for the horn of Africa but also for the continent.

The new rail is an electrified line, powered by hydro-electric renewable energy. The 728 km journey between Ethiopia and Djibouti, which used to take four days, now takes just a few hours. This is why the new railway campaign is “New Railway, New Life“. As I said, it’s a real game changer because in addition to improving passenger transport trips, it contributes to shifting thousands of containers off the roads and further contributes to cleaner air and less congested traffic. Everything from heavy machinery to everyday goods are shipped, including commodities such as fertilisers, wheat, steel and most of the exports market of Ethiopian coffee, a delicacy that is enjoyed by many around the world.

The case of coffee export

As our country is the origin of coffee and its climate is very suitable for the product, coffee is the most important agricultural product that is exported to the foreign market. Ethiopia, Africa’s top coffee producer, has secured 248,000 tonnes of coffee to the international market and earned 906 million USD from coffee export in the 2020/21 budget year, making our country the tenth largest exporter of coffee in the world and coffee the first most exported product in Ethiopia.

However, the coffee export market has had many challenges, logistics being the main one. Among them are long transportation time, quality maintenance during transportation, security problems, causing the price of coffee to not generate the expected income. In order to overcome these problems, the Ethiopian government turned to the new railway line, which now transport 98% of the exported coffee. Ethiopia’s annual coffee export achieved 300,000 tonnes within the next year and revenue has hit a record 1.4 billion USD, generating an additional 500 million USD compared with the average yearly earning.

A crown jewel of Africa’s fastest-growing economy

The new rail project has also significantly improved Ethiopia’s international trade and economic growth by reducing logistical costs and time of delivery on all levels. For example, we used to have many challenges exporting fresh goods such as vegetables from Ethiopia to Djibouti every week. Because of repeated transport delays, many traders closed their businesses. Now, this is no longer a concern.

Ethiopia is a diverse nation. This new link is running though areas where much of the population resides. Our passenger trains are quite successful since tickets are offered at affordable prices, with 155K passengers transported in 2021. Besides, for both countries, the railway provides job opportunities to the local population, improved access to public transport, reduced transport cost and a safe, reliable and comfortable journey which is environmentally friendly. Besides, passengers can enjoy the attractive landscape and station designs and it is easily accessible for everyone. For Ethiopia this is more than just a railway project, it is the crown jewel in the development ambitions of Africa’s fastest-growing economy. Ethiopia is ready to see more projects initiated as we march into a future of prosperity and we hope that this project can inspire many more in the African continent.

Shifting freight from road to rail

To achieve this ambitious modal shift targets of road freight to rail in African countries, a set of policy instruments have to be applied. Out of the various options which can enhance rail share we picked out:

pricing instruments,
investments in railway infrastructures and,
market regulation.

In order to provide a competitive price and reliable service, it will be essential for upcoming projects in Africa to reduce operating costs by implementing a number of measures, including the operation of heavier and longer trains, a wider loading gauge, higher average speed and better use of wagon space and all assets. This will lead to increased capacity, as well as better planning of timetables, signalling systems and infrastructure improvements. By doing this, the modal shift of road freight to rail will be very easily achievable by our African countries, but more importantly, will contribute significantly to reducing carbon emissions and avoiding the worst of the climate catastrophe in Africa which is already suffering greatly.

It is very exciting that the world’s eyes will be on Africa this November for COP27. Just as the railway has been an engine for the green growth of Ethiopia, the African COP must be the engine for green growth across Africa and especially for the railway sector! The time is now – let’s shift all medium- and long-distance freight to rail for a low carbon future in Africa!

Tebebu Terefe Mencha

Tebebu T. Mencha serves as Chief Safety Officer at Ethio-Djibouti Railway since the beginning of commercial operation of the line in 2018. His responsibilities include maintaining safe train operation, quality of freight and passenger transport and environmental issues. Mr. Mencha has also served as Expert and Power Supply Manager at the construction phase of the project. He has a MSc. in Railway Engineering in traction and train control from Addis Ababa University Institute of Technology with over 10 years of experience in the Ethiopian railway sector.

Tebebu Terefe Mencha

The post Ethio-Djibouti Railway: a Line for People, Goods and the Planet appeared first on SLOCAT.

Safer Roads for All in Africa

SLOCAT — Mon, 17 Oct 2022 08:11:11 +0000

by Ayikai Poswayo, Programme Director, Amend

An exterior view of the Justin Kabwe School in Zambia after SARSAI programme (2017)

Credit photo by Amend

I remember the day of my undergraduate civil engineering graduation – it was a day of hope and a lot of excitement about my future career. Hope and excitement at the thought of using my acquired knowledge and skills to contribute to the development and advancement of the world around me. I had discovered I had a particular interest in transportation and traffic engineering and I started off working in the highway, transportation and traffic engineering section of an engineering consultancy.

I began with a lot of enthusiasm, but this enthusiasm started to wane the more I realised a lot of my work was done behind a desk, oftentimes focused on the needs of motorised vehicles. While we paid visits to the sites of road improvements and did basic pedestrian counts, for me, there wasn’t enough attention given to understanding the needs and challenges of the majority of road users – the children, women and men walking alongside and crossing the roads.

Africa is known to be the least motorised continent in the world and yet has the most dangerous roads with 44% of fatalities on the roads being pedestrians and cyclists. Road traffic injury is also the leading cause of death for young people aged 5 – 29 years. It was this unease with the disregard for and the fate of the most vulnerable road users which led me to start my search for a career which could make use of my civil engineering skills but with more focus on the needs of those at most risk… and that is how I found road safety NGO, Amend.

Pedestrians and cyclists exposed to high risk on Ghana’s streets

Credit photo by Edward Echwalu (2016)

I started working with Amend in 2015 as a Programme Manager for the School Area Road Safety Assessment and Improvements (SARSAI) programme. The SARSAI programme had started 3 years prior and involves identifying schools in urban Africa where children have been injured or killed on their journeys to school and the implementation of lifesaving infrastructure measures as a mitigation measure. With SARSAI, we carry out detailed assessments and consultations on the risks faced by these children. The findings from the assessments and consultations lead to putting forward recommendations for the implementation of infrastructure changes to reduce the identified road safety challenges faced by children. Finally, we oversee the implementation of these measures. A population-based study led by the US Centres for Disease Control and Prevention (the results of which were later published in the journal Injury Prevention) showed that SARSAI does indeed reduce road traffic injury amongst school children and lessens the severity of injuries that do occur.

Over the years, the SARSAI programme evolved as we refined our methodologies and began to gain further insights into the problem of road traffic injuries amongst children in Africa. It became clearer and clearer to us that the SARSAI programme is really a reactive attempt to save the lives of children and prevent injuries on our roads, so we began to think more deeply and creatively about how we could apply the principles of SARSAI before unsafe roads were built and children injured.

Thus, after a decade of experience implementing SARSAI at 54 school areas (79 schools) reaching approximately 85,000 school children across nine countries in Africa, we developed the concept for Safe Schools Africa. The Safe Schools Africa programme applies the principles of SARSAI – providing for the most vulnerable road users – across the road financing and building project cycle. Such new roads can be hundreds of kilometres long and affect children at hundreds of schools.

Safe Schools Africa was developed with support from the FIA Foundation and is currently being rolled out on a number of World Bank financed roads projects in Africa. The project teams implementing these projects – which include financing institutions, governments, engineering consultants, and contractors – do not want people, above all children, to be killed or injured on the roads they build. Making roads safe is not a controversial proposition. However, the challenge is changing the practices that allow unsafe roads to be built, and Safe Schools Africa attempts to do just that.

Safe Schools Africa brings a microscope to the road safety needs of school children in the entire road design and construction process. The process of financing, designing and building roads in Africa can take years, and the best results come when safety has been considered every step of the way. We provide very focused attention on understanding the needs of school children who use the proposed project roads, and, by extension, the needs of other vulnerable road users. Government roads authorities, their design consultants and contractors can then use this detailed information as they plan, design and construct new roads, and the Safe Schools Africa team remains the voice children throughout the process, ensuring that their safety and that of others is prioritised.

The Safe Schools Africa approach is not rocket science and the principles being applied are not new. The innovation comes from the undivided focus on the needs of one of the most vulnerable groups of road users: school children. And this focus is important and very relevant because well-intentioned road design project teams are overstretched, focussing on so many different and sometimes competing aspects of roads projects – budgets, land ownership issues, workability of road alignments, contract management, the list could go on and on – which is often why the safety of vulnerable groups slips through the cracks.

We are currently applying the Safe Schools Africa approach on projects in Mozambique, Tanzania and Zambia. And, as was intended, it is clear that through this approach we can reach more schools and improve safety for more school children in a single year than we have in over a decade with SARSAI.

Looking into the future, I am confident that just as Safe Schools Africa evolved from SARSAI, Safe Schools Africa itself will be a stepping stone to developing solutions to the even larger challenge of the need for appropriate land use planning and its effect on road safety. Hopefully, we will reach a point in Africa where roads can be planned and built for appropriate settings and appropriate use from the very beginning. I am excited for the future, which I think, is very bright for the continent and for young people as, together, we continue to take steps – safely, sustainably and equitably – in a positive direction. With next month’s COP 27 taking place in Africa, it is an excellent opportunity to raise awareness of the unique challenges around transportation on the continent and how programmes like Safe Schools Africa can address some of these issues.

¹World Health Organisation Global Status Report on Road Safety, 2018

²Ibid

³Poswayo et al., ‘School Area Road Safety Assessment and Improvements (SARSAI) programme reduces road traffic injuries among children in Tanzania’, 2018

Ayikai Poswayo

Ayikai is a program director for Amend. She joined Amend Tanzania in 2015 and is currently based in Johannesburg, South Africa. Ayikai has a background in civil engineering, with a specialization in transport planning and traffic engineering. She began work with Amend as a program manager for the School Area Road Safety Assessments and Improvements (SARSAI) programme. Ayikai currently directs Amend’s infrastructure programmes across the organisation and travels to project countries. Some of her current assignments include pedestrian assessments on World Bank–funded roads in Tanzania and infrastructure improvements around schools in Botswana, Côte d’Ivoire, Ghana, Malawi, Mozambique, Namibia, Senegal, Tanzania, and Zambia.

Ayikai Poswayo

The post Safer Roads for All in Africa appeared first on SLOCAT.

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Harnessing Intergovernmental Synergies Toward Green Mobility in Africa

An electric van charging at EVP (evpcharger.com) charging station located at Total Energies Kacyiru station in Kigali, Rwanda.

Figure 1: An example of a strategy that African governments could implement to trigger the uptake of electric mobility by unlocking financing opportunities for e-mobility players.

Figure 2: Illustration of a successful stakeholder partnership scheme currently being used by S.U.L E-Mobility (sulmobility.com) in Rwanda

Jerry Ndayishimiye

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Transit-Oriented Development (TOD) brings compact, mixed-use development in proximity to high-quality rapid transit. Shown here is the BRT corridor in Dar es Salaam.

Figure 1: The Kigali Master Plan incentivises compact, mixed-use development along planned BRT corridors. (Source: City of Kigali)

Figure 2: Pedestrian-friendly urban design, including active shopfronts and permeable facades, is a key element of transit-oriented development.

Figure 3: The Dar es Salaam Corridor Development Study proposes to improve basic services to facilitate densification along the phase 1 BRT network. (Source: President’s Office, Regional Administration and Local Government)

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Shaping COP27 around African Climate, Health and Transport Priorities

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Overcoming Arrested Mobility for Persons with Disabilities Across Africa

Figure 1: International White Cane day, Swakopmund, Namibia

Photo courtesy of Adam Hartman, The Namibian News (2020).

Figure 2: WHO Disability Statistics

Source: United Nations Convention on the rights of Persons with Disabilities (CRPD)3

Figure 3: Sustainable Development Goals: Accessibility for Persons with Disabilities

Source: United Nations Disability and Development Report 201910

1African policy inventory and South African mobility case study on the exclusion of persons with disabilities.

2Global Burden of 369 Diseases and Injuries in 204 Countries and Territories, 1990–2019: a Systematic Analysis for the Global Burden of Disease Study 2019

3UN-Conventions on the Rights of Persons with Disabilities (CRPD)

4UN-Conventions on the Rights of Persons with Disabilities (CRPD)

5Epilepsy care in Zambia: a study of traditional healers.

6Stigma and the lives of families of children with disabilities.

7The difference a word makes: responding to questions on “disability” and “difficulty” in South Africa.

8People with disabilities in the suburban areas of Maputo and Matola.

9Transforming Our World: The 2030 agenda for sustainable development.

10United Nations: Disability and Development Report (2019)

11Disability and pedestrian road traffic injury: A scoping review.

12International Telecommunication Union (2021)

SLOCAT-VREF Young Leaders in Sustainable Transport

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The urban jungle trying to get to the other side of the road in Harare, Zimbabwe.

Credit photo by Sam Nyaude (2021)

Sam Nyaude

Sam Nyaude

Ethio-Djibouti Railway: a Line for People, Goods and the Planet

Here is a picture of the Ethio-Djibouti Railway (EDR)

Credit photo by EDR.

Tebebu Terefe Mencha

Tebebu Terefe Mencha

Safer Roads for All in Africa

An exterior view of the Justin Kabwe School in Zambia after SARSAI programme (2017)

Credit photo by Amend

Pedestrians and cyclists exposed to high risk on Ghana’s streets

Credit photo by Edward Echwalu (2016)

1World Health Organisation Global Status Report on Road Safety, 2018

2Ibid

3Poswayo et al., ‘School Area Road Safety Assessment and Improvements (SARSAI) programme reduces road traffic injuries among children in Tanzania’, 2018

Ayikai Poswayo

Ayikai Poswayo

Source: United Nations Convention on the rights of Persons with Disabilities (CRPD)³

Source: United Nations Disability and Development Report 2019¹⁰

¹African policy inventory and South African mobility case study on the exclusion of persons with disabilities.

²Global Burden of 369 Diseases and Injuries in 204 Countries and Territories, 1990–2019: a Systematic Analysis for the Global Burden of Disease Study 2019

³UN-Conventions on the Rights of Persons with Disabilities (CRPD)

⁴UN-Conventions on the Rights of Persons with Disabilities (CRPD)

⁵Epilepsy care in Zambia: a study of traditional healers.

⁶Stigma and the lives of families of children with disabilities.

⁷The difference a word makes: responding to questions on “disability” and “difficulty” in South Africa.

⁸People with disabilities in the suburban areas of Maputo and Matola.

⁹Transforming Our World: The 2030 agenda for sustainable development.

¹⁰United Nations: Disability and Development Report (2019)

¹¹Disability and pedestrian road traffic injury: A scoping review.

¹²International Telecommunication Union (2021)

¹World Health Organisation Global Status Report on Road Safety, 2018

²Ibid

³Poswayo et al., ‘School Area Road Safety Assessment and Improvements (SARSAI) programme reduces road traffic injuries among children in Tanzania’, 2018