[{"bbox": [96, 153, 1163, 260], "category": "Text", "text": "2022, seven private bus operators were providing urban bus services in Kigali through service agreements between the national regulator (RURA) and bus operators. The introduction of an automated fare collection system in 2015 contributed to a significant increased daily ridership⁵. Despite these efforts, Kigali is starting to face urban mobility challenges that, if not addressed in a timely manner, will impact its future prosperity."}, {"bbox": [96, 288, 1163, 366], "category": "Text", "text": "While the Kigali Master Plan promotes mixed use development, and in particular compact and integrated neighbourhoods with amenities accessible at a short distance, urban expansion is resulting in increased average travel distances."}, {"bbox": [96, 397, 1163, 636], "category": "Text", "text": "Besides, the number of automobiles and motorcycles is rapidly growing. In the absence of sufficient public transport supply and deterioration of public transport services, moto-taxis are taking over a significant and growing share of the travel market (12% modal share). Traffic congestion, while still manageable compared to other cities in the region, has begun to impact connectivity and accessibility, increase travel times, exacerbate air pollution along the main corridors, and threaten road safety across the city. A review of studies on existing air quality indicates that the primary pollutants of concern are PM2.5 and PM10 concentrations in the City of Kigali. For example, mean 24-hour concentrations of PM2.5 in Kigali were more than five times greater than the World Health Organization (WHO) guideline value of 25µg/m3. The high concentrations of these pollutants were attributed mainly to vehicle emissions, as concentrations of particulates significantly decreased during holidays and car-free days⁶."}, {"bbox": [96, 666, 1163, 931], "category": "Text", "text": "Kigali's transport system is highly exposed and vulnerable to climate change and natural hazards, especially river flooding and associated landslides. Kigali has historically experienced flood events, exacerbated by rapid urbanization and associated changes in land cover that limit water infiltration rate and increase surface run-off. Furthermore, upstream wetlands that can play an important role in flood attenuation have become severely degraded due to urban encroachment, agricultural activities in the wetland and deforestation, unplanned settlements, and unsustainable agricultural practices on nearby hillsides. The Nyabugogo bus terminal area has been particularly affected by frequent flooding, which hinders public transport operations. A recent assessment studied the Nyabugogo catchment and the City's strategic plan focusing on the identified flooding concerns. Flood disruptions to transit in Kigali study (2022) documented that floods conditions on bus services across the city cause loss in average accessibility between a five and 15-minute delay, with rerouting (42 percent of all routes) and cancellation (18 percent of all routes) of services.⁷"}, {"bbox": [96, 959, 1163, 1093], "category": "Text", "text": "The National Transport policy identified the lack of well-designed facilities for pedestrians and cyclists especially in the cities. Streets often lack proper dedicated footpaths, cycle tracks, traffic calmed crossings, street lighting, and other essential elements of a complete NMT environment. Where walkways and cycle ways are available, they typically lack universal access elements, thereby preventing use by persons, people with reduced mobility (i.e. persons with physical disabilities, caretakers-often women-with children, etc.)."}, {"bbox": [96, 1122, 1163, 1439], "category": "Text", "text": "Urban mobility is not gender neutral. The distinct mobility patterns of women indicate the differences in the kind of responsibilities (esp. care, domestic work) mostly shouldered by women. Their limited agency in decision-making and safety and financial stability concerns further deepen those divergencies. Women are vulnerable to sexual harassment while traveling publicly, disrupting their travel experience – especially during the waiting time and actual travel time periods. The lack of representation of women and gender minorities in the transport sector in general (i.e. not only as conductors or drivers but also as urban transport planners or managers) is another factor contributing to unsafe travel experiences. Omitting women's travel patterns as they tend to take shorter and more frequent trips further deepens the problem. Post-pandemic norms on social distancing globally led to increase of motorised individual traffic, increasing traffic congestion. There is a volume of research how gendered mobility patterns tend to have a cumulative impact on other areas of economic growth, development and well-being. Data shows how girl students tend to opt for lower-ranked colleges due to lack of safe and accessible transport, thus negatively impacting the quality of education they receive⁸."}, {"bbox": [86, 1525, 627, 1550], "category": "Footnote", "text": "⁵ Rwanda Urban Mobility Project (P176885), World Bank, 2023."}, {"bbox": [86, 1550, 133, 1570], "category": "Footnote", "text": "⁶ Ibid"}, {"bbox": [86, 1573, 133, 1594], "category": "Footnote", "text": "⁷ Ibid"}, {"bbox": [86, 1598, 1139, 1643], "category": "Footnote", "text": "⁸ Gavankar and Sareen (2023). *Mainstreaming gender in urban mobility: Towards inclusive and accessible city transit systems.* Urban Futures"}, {"bbox": [1038, 1682, 1143, 1706], "category": "Page-footer", "text": "Page 6 of 24"}]