Africa’s EV Future May Depend on Electrifying the Informal Sector

When conversations turn to electric vehicles (EVs) in Africa, the narrative often swings between optimism and skepticism. 

Many people ask: Are countries in Africa really ready? Is the continent’s infrastructure too weak to support EVs? And are the policies strong enough?

Dr. Obiora A. Nnene, a senior lecturer at the Centre for Transport Studies in the Department of Civil Engineering at the University of Cape Town, has been working to answer these questions. Together with his team, Iremitide I. Oyelohunnu and Mark H.P. Zuidgeest, they have been examining EV policy across African nations, cutting through assumptions to reveal where momentum truly lies.

In a  recent study, the team found that while there is a fragmented inclusion of electric mobility adoption policies in different African countries, significant policy gaps still hinder the effective implementation and uptake of electric mobility on the continent. 

“Electric mobility fiscal policies primarily focus on import tax exemptions and rarely feature other essential policies, such as purchase subsidies. Additionally, non-fiscal incentives are seldom implemented, with Rwanda being a notable exception, as it is the only nation to include them in its policy framework. The administrative and regulatory measures also indicate the varied commitment levels across different countries,” the researchers note.

Though several countries in Africa have made tentative moves toward electrification, the questions of capacity to move to EVs, policy and governance challenges, and the structural legacy of transport systems designed during the colonial era still remain.

The reasons for the slow adoption of EVs in Africa are still under investigation. Research by Dr. Nnene and his team, however, shows significant variation: while some countries lag, others are accelerating, registering considerable growth in EV adoption.

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Pressed to name a front-runner for EV rollout success by 2030, Dr. Nnene points to “Rwanda or Kenya, for the reason that they have put effective policies in place and have encouraged the growth of the EV sector, and are ready for the EV rollout. Both Rwanda and Kenya have moved beyond rhetoric. They’ve introduced enabling policies, reduced import duties on EVs and components, and actively encouraged private-sector participation in the electric mobility space.”

In Kigali, Rwanda’s capital, electric motorcycle taxis are becoming increasingly common. While in Nairobi, electric matatus—Kenya’s iconic traditional shared minibuses— and pilot charging stations are expanding. 

Policy clarity, it seems, may matter more than wealth in many countries in Africa. Ask most policymakers what Africa needs for EV growth, and the familiar answers are subsidies, tax breaks, and charging stations. While Dr. Nnene agrees these measures matter, he believes the real breakthrough lies elsewhere. 

“Electrify the informal transport sector,” he says.

This is the quiet giant of African mobility. In cities across South Africa, Zimbabwe, Kenya and Rwanda, many commuters rely on informal, small-scale public transport, such as minibus taxis and motorcycle taxis. Yet most EV strategies focus primarily on private vehicles.

One key finding from Dr. Nnene and the team’s research is that EV policy already exists in many African countries. Though most of these policies are confined to fiscal incentives, such as tax reductions, import duty waivers, or VAT exemptions, broader ecosystem support is often missing.

The absence of non-fiscal incentives, like dedicated EV lanes, preferential parking, and regulatory support mechanisms, highlights a significant gap in Africa’s EV policy landscape.

Dr Nnene identified the one outlier: “EV policy exists in many places, but it’s largely limited to fiscal incentives. Non-fiscal incentives are only available in Rwanda.” 

That distinction sets Rwanda apart not just as an early adopter but as a policy innovator. Yet too often, African EV discussions focus on what’s lacking: infrastructure gaps, grid reliability, and affordability concerns. 

Dr. Nnene and his team have put forward a range of recommendations, including improving public awareness and communication around EV policies. They argue that campaigns educating citizens on the benefits of electric vehicles can help dispel negative perceptions and are essential for driving adoption.

“Awareness campaigns should be led by government agencies, such as the ministries of transportation and energy, in partnership with private sector operators, including vehicle importers and charging providers, as well as civil society organizations focused on the environment. Policymakers must ensure effective communication of strategies to raise awareness about the benefits of electric vehicles,” says the team of researchers.

The researchers also recommended the establishment of workforce training programs, because a sustainable EV ecosystem requires a skilled local workforce. 

“The lack of qualified workers capable of repairing and maintaining electric vehicles, chargers, and their related components will limit adoption and encourage negative opinions among consumers towards EVs. This necessitates collaboration between national governments, through ministries of education and labor, technical and vocational training institutes, and the private sector,” they add.

Ministries of transport and municipal authorities, working closely with transport operator associations and financial institutions, must find innovative schemes to support the electrification of public transportation and paratransit modes.

“Electrifying this sector offers the most significant opportunity for decarbonization of the transport sector. Pilot projects such as the electrification of minibus taxis in South Africa and the commercial scaling of e-motorcycles in East African countries are good models that can be emulated across the continent,” the researchers say.

However, the groundwork is being laid. Policies are forming. Momentum is uneven but real.

The next chapter in EVs may not depend on flashy consumer incentives but on whether governments dare to electrify the beating heart of African mobility: the informal sector.

If that lever is pulled, Africa’s EV transition may accelerate faster than many expect.

And for institutions like the University of Cape Town, research such as this demonstrates how African scholars are shaping global conversations on climate transition, mobility justice, and platform economies and ensuring that the continent’s transport future is defined not by external narratives, but by evidence grounded on the continent itself.