Although slower than that of metropolitan areas, the growth of secondary cities in Africa is nonetheless a major phenomenon influencing urban, socio-economic, and environmental dynamics. This research aims to assess the urban sustainability of Sarh based on the indicators of Sustainable Development Goal 11 (SDG 11). The methodology adopted is based on a mixed approach, combining documentary analysis, the use of demographic and spatial data, a survey of household heads, the calculation of SDG 11 indicators, interviews, and statistical analysis. The results reveal that the majority of SDG 11 indicators show significant negative deviations. Furthermore, the performance of these indicators is statistically associated with several socio-economic variables, including income, occupation, age, and residence status. Analysis of the correlation matrix highlights synergistic relationships between the indicators for SDG 1, SDG 6, SDG 8, SDG 9, and SDG 11. Finally, five main obstacles to urban development in Sarh were identified: weak governance (47.30%), urban poverty (15.06%), low citizen participation in urban planning and management (13.41%), insufficient infrastructure (12.23%), and social tensions (12%). This research highlights the critical need for effective urban policy strategies to address the challenges posed by the implementation of Sustainable Development Goal 11 (SDG 11) in secondary cities.

The main objective of this study is to analyze the extent to which reform based on minibus renewal improves operators' operating methods, profitability, and access to formal financing. It is based on a comparative analysis between old minibus networks (OMN), such as the “cars rapides/ndiaga ndiaye” in the Senegalese capital, the “sotramas” in Bamako, and the “magbanas” in Conakry, and a new minibus network (NMN), namely the Urban Transport Funding Association (AFTU), created as part of the minibus fleet renewal program in Dakar. The methodology adopted combines statistical analysis of data from field surveys of minibus operators and semi-directive interviews with key stakeholders in the sector. The results reveal improved structuring of reformed minibuses, which has promoted the social inclusion of actors in the AFTU network, the transformation of their business model, and the bancarization of vehicle owners, who are now able to access formal financing enabling them to invest in reliable and high-capacity rolling stock. This study highlights the decisive role that reforming paratransit financing can play in modernizing the operational practices of artisanal networks. It is a strategic lever for promoting the gradual formalization of actors into professional transport companies, in line with the objectives of sustainable urban mobility.