{"id":6401,"date":"2024-06-18T10:32:42","date_gmt":"2024-06-18T08:32:42","guid":{"rendered":"https:\/\/ingenius.ecoledesponts.fr\/?p=6401"},"modified":"2025-07-29T16:19:04","modified_gmt":"2025-07-29T14:19:04","slug":"paratransit-services-in-the-digital-age-in-africa-trends-and-prospects","status":"publish","type":"post","link":"https:\/\/ingenius.ecoledesponts.fr\/en\/articles\/paratransit-services-in-the-digital-age-in-africa-trends-and-prospects\/","title":{"rendered":"Paratransit services in the digital age in Africa: trends and prospects"},"content":{"rendered":"\n\n\n
\"\"
Preliminary map of minibus taxi networks in Cape Town drawn up by WhereIsMyTransport in 2017, mimicking the London Underground map in a wink. Ph : Virginie Boutueil.<\/figcaption><\/figure>\n\n\n\n

The African continent is undergoing rapid change, not only in terms of demographics and urban development, but also in the adoption and use of information and communication technologies (ICTs). In 2020, 1.3 billion people lived in Africa (compared with 273 million in 1960), and 43% of them lived in cities (compared with 18% in 1960). The mobile phone penetration rate reached 68% in North Africa and 44% in sub-Saharan Africa in 2018 (compared with just 48% and 36% respectively in 2013). Digital technologies tend to accelerate changes in a broad range of social practices and services, especially in finance, commerce, social networks and health, and progressively in education, agriculture and mobility. Over the past decade, the continent has seen the emergence of indigenous digital platforms, some of which have emerged as leaders in their markets, such as Jumia (based in Nigeria) for e-commerce. The changes observed in the mobility systems of African metropolises echoe the speed and scale of the demographic, spatial, economic, social and technological changes taking place in African economies.<\/p>\n\n\n\n

Strengths and weaknesses of paratransit services in Africa <\/h2>\n\n\n\n

For several decades, paratransit services (including taxis, motorcycle taxis, shared taxis, minibus taxis and on-demand transport services) have been on the rise in most African cities1<\/a><\/sup>. They now often make a majority share of daily mobility. They have gradually become entrenched in the urban landscapes and local cultures and have given rise to new urban spaces – including bus stations, end of line ‘garages’, intermediate stops and car washes – and new social practices – such as joyriding onboard matatu minibuses in Nairobi. Although they are criticized for their part in the decline of public transit services, in worsening traffic congestion, in poor safety conditions – on the road and onboard vehicles – and in occasional violence, paratransit services are increasingly acknowledged for their role as \u2018gap fillers\u2019, providing service to areas and populations that would otherwise be deprived. They offer both, time flexibility (departures without fixed schedules, variable peak and off-peak frequencies) and spatial flexibility (no fixed routes, or no fixed stops along routes, variable peak and off-peak routes, ability to serve peripheral areas and informal settlements). Besides, paratransit services are a major employment sector in many African cities (providing jobs and revenues for drivers, driver mates, repair\/maintenance technicians, owners, etc.) and one of the main employment sectors for African youth.<\/p>\n\n\n\n

Historical paratransit services with a digital twist <\/h2>\n\n\n\n

The experience of the past decade suggests that African cities provide fertile ground for the digital transformation of mobility in general, and paratransit services in particular. Illustrations of how ICTs are transforming paratransit operations include the use of mobile payment in ride-hailing services in Kenya, the introduction of digital meters for motorcycle taxis in Kigali, or yet the provision of wifi internet connection onboard minibuses in Nairobi or Abidjan. The digitization of informal or semi-formal minibus transport networks is another example, as illustrated by initiatives to map paratransit services in Nairobi (project \u2018Digital Matatus\u2019), Cape Town, Accra (project \u2018Accra Mobility\u2019), Kampala or Maputo (project \u2018Mapa dos Chapas\u2019). Such paratransit maps have paved the way for the development of the first route planning tools to include paratransit services, e.g. in Kampala, Nairobi, etc. Mobile ICTs also offer opportunities to improve the quality of service perceived by paratransit users through real-time information, especially regarding safety and reliability. ICT-based crowdsourcing has been used in Nairobi to provide real-time information to paratransit users on traffic conditions and road accidents. A partnership with the National Transport Safety Agency (NTSA) and the Nairobi City Council has even enabled the crowdsourcing platform to report reckless driving behavior of matatu drivers in real time. Another crowdsourcing smartphone application has developed in Dakar for real-time information on the location of transit buses.<\/p>\n\n\n\n

The rise of digital platforms for shared mobility in Africa <\/h2>\n\n\n\n

On top of modernizing and optimizing traditional paratransit services, mobile ICTs have also triggered the development of new on-demand services provided by digital mobility platforms – international or native to the African continent. LVMT\u2019s Worldwide Observatory of Shared mobility digital Platforms (WOSP) has documented this global phenomenon since 2019. While recent observations show a proliferation of these digital platforms in African metropolises, international platforms were the first to launch their services there (starting with Uber in Johannesburg in 2014). By 2023, Uber was operating in 31 African cities, including 25 in sub-Saharan Africa. Overall, 47 digital mobility platforms with more than 100,000 downloads on Google Play Store were present on the African continent in 2023, in 96 cities with more than 500,000 inhabitants. Of these 47 platforms, 20 were international platforms (e.g. Bolt from Estonia, Careem from the United Arab Emirates, Uber from the United States and Yango from Russia) and 27 were platforms native to the continent (e.g. GoZem from Togo, Little Cab from Kenya, Oga Taxi from Nigeria, SafeBoda from Uganda, Swvl from Egypt, tem:tem and Yassir from Algeria). International platforms tend to base their development in large metropolises that are relatively stable economically and politically. Platforms native to the continent tend to launch services in one or more metropolises in their country of origin before expanding into neighboring countries (e.g. Oga Taxi, Swvl).<\/p>\n\n\n\n

Academic literature notes that the proliferation of digital platforms may entail risks, both for the players in the sector (risk of bankruptcy, hostile takeover), for the individuals involved in the production of these services (risk of downward pressure on drivers’ incomes), for customers (risk of fierce competition to the detriment of reliability or safety), and for other players in the transport sector (risk of unfair competition with regulated taxi and public transport services). Further research is underway to analyze further the interactions of these digital platforms with traditional paratransit services in African cities. Further analysis of demand will also be needed to assess whether such platforms will come as a complement to traditional paratransit services (e.g. for more affluent customers), as direct competition, or yet as a substitute in the long term.<\/p>\n\n\n\n

The need for frugal digital solutions adapted to the local context <\/h2>\n\n\n\n

Other research shows that the right adaptation to local contexts has a major impact on the actual potential of mobile ICT to transform mobility practices in African metropolises. One example of adaptation to local context has been the development of USSD2<\/a><\/sup>– and SMS-based services (for mobility-related information, booking, payment, etc.) instead of, or in addition to, mobile Internet and apps. Whether such low-tech (or low-cost technology) solutions are just a transitory palliative for lack of a better solution, or whether they provide significant advantages that are bound to endure and could be exploited in other contexts, remains to be assessed. In any case, low-cost technology solutions may offer major prospects for improving the level of service of transit and paratransit services for the many, in cities where cost (of devices, data, etc.) is still a sensitive issue.<\/p>\n\n\n\n

Towards a consolidation of paratransit services with the support of digital technology?<\/h2>\n\n\n\n

The question remains as to whether ICTs will help African metropolises build mobility trajectories that are more in line with the environmental as well as social objectives of sustainable development. Further research would be needed into the overall equity and accessibility impacts of such technologies, especially as regards the special nature, forms and impacts of the \u201cdigital divide\u201d on access to mobility services in African cities. More research would also be needed into the potential direct and indirect contributions of ICT-enabled mobility solutions to sustainable mobility transitions. It has been suggested that ICT-based solutions could play a major role in modernizing paratransit services and maintaining their presence as an integral part of urban mobility systems, alongside transit services, in the decades to come. Whether this opportunity will materialize and open up alternative mobility pathways for African and other developing world cities by combating the rapid growth in private car ownership, remains an open question.<\/p>\n\n\n\n

<\/p>\n\n\n

  1. They have taken on a variety of shapes: from motorcycle taxis (boda-boda in Nairobi, Kampala or Dar es Salaam; jakarta in Dakar; okada in Lagos or Accra ; zemidjan in Cotonou or Lom\u00e9) to mini- or midibuses (car rapide \/ ndiaga ndiaye \/ AFTU in Dakar; combi \/ minibus-taxi in Cape Town; dala-dala in Dar es Salaam; danfo in Lagos; duruni \/ sotrama in Bamako; faba-faba in Niamey; gbaka in Abidjan; matatu in Nairobi or Kampala; tro-tro in Accra; wuyeyet in Addis Ababa), and including three-wheeler taxis (bajaj in Addis Ababa; saloni in Abidjan) or passenger cars used as taxis or shared taxis (amapelha in Cape Town; clando in Dakar; \u201cred head” taxi in Niamey; w\u00f4r\u00f4-w\u00f4r\u00f4 in Abidjan). \u21a9\ufe0e<\/a><\/li>
  2. Unstructured Supplementary Service Data (USSD) is a feature of GSM mobile phone networks. USSD codes (e.g. *1xx# or #1xx#) are used to trigger real-time interactive menu services (balance enquiry, sports results, ticket reservation, mobile payment, etc.). \u21a9\ufe0e<\/a><\/li><\/ol>\n\n\n
    \n

    Boutueil V., Aguilera A. (2018) Impacts and challenges for developing countries. In: Aguilera A., Boutueil V. (2018) Urban Mobility and the Smartphone: Transportation, Travel Behavior and Public Policy<\/em>. Elsevier, 169\u2013199.<\/a><\/p>\n\n\n\n

    Boutueil V., Lesteven G. (2023) De chaotique \u00e0 num\u00e9rique : vers une consolidation des modes interm\u00e9diaires de transport dans les villes d\u2019Afrique subsaharienne ?<\/a> In: Audard F., Desmouli\u00e8res R., Wester L. (2022)  Se d\u00e9placer dans les villes des Suds : Transports artisanaux, auto-organis\u00e9s, informels. Karthala. EAN: 9782811124311.<\/p>\n\n\n\n

    Boutueil V., Lesteven G. (2018) The role of ICT-based innovations in transforming intermediate transport in African cities. The cases of Cape Town, Nairobi, and Addis Ababa<\/a>, 7th Transport Research Arena (TRA), April 16-19, Vienna, Austria.<\/p>\n\n\n\n

    Boutueil V., Nemett L., Quillerier T. (2021) Trends in Competition among Digital Platforms for Shared Mobility. Insights from a Worldwide Census and Prospects for Research<\/a>. Transportation Research Record<\/em>. DOI: 10.1177\/03611981211036346.<\/p>\n\n\n\n

    Lesteven G., Boutueil V. (2018) Is paratransit a key asset for a sustainable mobility system? Insights from three African cities<\/a>, Transportation Research Board (TRB) 97th Annual Meeting, Jan. 7-11, Washington D.C., United States.<\/p>\n\n\n\n

    Quillerier T., Boutueil V. (2021) Essor et strat\u00e9gies des plateformes num\u00e9riques de mobilit\u00e9 partag\u00e9e dans les m\u00e9tropoles africaines \u00bb, Nov. 22-23, Conf\u00e9rence CODATU XVIII, Online, S\u00e9n\u00e9gal.<\/a><\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

    The African continent is undergoing rapid change, not only in terms of demographics and urban development, but also in the […]<\/p>\n","protected":false},"author":6,"featured_media":6381,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_related_content_post":[],"_related_content_subject":[690,692],"_related_content_author":[6457],"_related_content_category":[1720,1716],"_related_content_folder":[6454],"_excerpt":"Africa is undergoing rapid change, with demographic growth, urban development and the rise of information and communication technologies (ICTs) redefining modes of mobility. Paratransit services (taxis, motorcycle taxis, shared taxis, minibus taxis) have been the mainstay of transport services in African cities for several decades. More recently, digital players have entered the scene, raising questions about their interactions with traditional modes and their ability to adapt to the local context.","_duration":7,"_manual_duration":false,"footnotes":"[{\"content\":\"They have taken on a variety of shapes: from motorcycle taxis (boda-boda in Nairobi, Kampala or Dar es Salaam; jakarta in Dakar; okada in Lagos or Accra ; zemidjan in Cotonou or Lom\u00e9) to mini- or midibuses (car rapide \/ ndiaga ndiaye \/ AFTU in Dakar; combi \/ minibus-taxi in Cape Town; dala-dala in Dar es Salaam; danfo in Lagos; duruni \/ sotrama in Bamako; faba-faba in Niamey; gbaka in Abidjan; matatu in Nairobi or Kampala; tro-tro in Accra; wuyeyet in Addis Ababa), and including three-wheeler taxis (bajaj in Addis Ababa; saloni in Abidjan) or passenger cars used as taxis or shared taxis (amapelha in Cape Town; clando in Dakar; \u201cred head\\\" taxi in Niamey; w\u00f4r\u00f4-w\u00f4r\u00f4 in Abidjan).\",\"id\":\"5be7f520-040f-4f03-967c-7d9070156e31\"},{\"content\":\"Unstructured Supplementary Service Data (USSD) is a feature of GSM mobile phone networks. USSD codes (e.g. *1xx# or #1xx#) are used to trigger real-time interactive menu services (balance enquiry, sports results, ticket reservation, mobile payment, etc.).\",\"id\":\"d5fc8bdf-ca7b-43db-9ca8-3171d416eee5\"}]"},"article-types":[13,27],"class_list":["post-6401","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","article-types-article","article-types-folder"],"has_blocks":true,"block_data":[{"blockName":"enpc\/excerpt","attrs":{"lock":[],"metadata":[],"className":"","style":""},"innerBlocks":[],"innerHTML":"","innerContent":[],"rendered":""},{"blockName":"core\/image","attrs":{"id":6381,"sizeSlug":"large","linkDestination":"none","align":"wide","blob":"","url":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/Cape-Town-Map-1024x718.jpg","alt":"","caption":"Preliminary map of minibus taxi networks in Cape Town drawn up by WhereIsMyTransport in 2017, mimicking the London Underground map in a wink. Ph : Virginie Boutueil.","lightbox":[],"title":"","href":"","rel":"","linkClass":"","width":"","height":"","aspectRatio":"","scale":"","linkTarget":"","lock":[],"metadata":[],"className":"wp-block-image alignwide size-large","style":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    \"\"
    Preliminary map of minibus taxi networks in Cape Town drawn up by WhereIsMyTransport in 2017, mimicking the London Underground map in a wink. Ph : Virginie Boutueil.<\/figcaption><\/figure>\n","innerContent":["\n
    \"\"
    Preliminary map of minibus taxi networks in Cape Town drawn up by WhereIsMyTransport in 2017, mimicking the London Underground map in a wink. Ph : Virginie Boutueil.<\/figcaption><\/figure>\n"],"rendered":"\n
    \"\"
    Preliminary map of minibus taxi networks in Cape Town drawn up by WhereIsMyTransport in 2017, mimicking the London Underground map in a wink. Ph : Virginie Boutueil.<\/figcaption><\/figure>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"The African continent is undergoing rapid change, not only in terms of demographics and urban development, but also in the adoption and use of information and communication technologies (ICTs). In 2020, 1.3 billion people lived in Africa (compared with 273 million in 1960), and 43% of them lived in cities (compared with 18% in 1960). The mobile phone penetration rate reached 68% in North Africa and 44% in sub-Saharan Africa in 2018 (compared with just 48% and 36% respectively in 2013). Digital technologies tend to accelerate changes in a broad range of social practices and services, especially in finance, commerce, social networks and health, and progressively in education, agriculture and mobility. Over the past decade, the continent has seen the emergence of indigenous digital platforms, some of which have emerged as leaders in their markets, such as Jumia (based in Nigeria) for e-commerce. The changes observed in the mobility systems of African metropolises echoe the speed and scale of the demographic, spatial, economic, social and technological changes taking place in African economies.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    The African continent is undergoing rapid change, not only in terms of demographics and urban development, but also in the adoption and use of information and communication technologies (ICTs). In 2020, 1.3 billion people lived in Africa (compared with 273 million in 1960), and 43% of them lived in cities (compared with 18% in 1960). The mobile phone penetration rate reached 68% in North Africa and 44% in sub-Saharan Africa in 2018 (compared with just 48% and 36% respectively in 2013). Digital technologies tend to accelerate changes in a broad range of social practices and services, especially in finance, commerce, social networks and health, and progressively in education, agriculture and mobility. Over the past decade, the continent has seen the emergence of indigenous digital platforms, some of which have emerged as leaders in their markets, such as Jumia (based in Nigeria) for e-commerce. The changes observed in the mobility systems of African metropolises echoe the speed and scale of the demographic, spatial, economic, social and technological changes taking place in African economies.<\/p>\n","innerContent":["\n

    The African continent is undergoing rapid change, not only in terms of demographics and urban development, but also in the adoption and use of information and communication technologies (ICTs). In 2020, 1.3 billion people lived in Africa (compared with 273 million in 1960), and 43% of them lived in cities (compared with 18% in 1960). The mobile phone penetration rate reached 68% in North Africa and 44% in sub-Saharan Africa in 2018 (compared with just 48% and 36% respectively in 2013). Digital technologies tend to accelerate changes in a broad range of social practices and services, especially in finance, commerce, social networks and health, and progressively in education, agriculture and mobility. Over the past decade, the continent has seen the emergence of indigenous digital platforms, some of which have emerged as leaders in their markets, such as Jumia (based in Nigeria) for e-commerce. The changes observed in the mobility systems of African metropolises echoe the speed and scale of the demographic, spatial, economic, social and technological changes taking place in African economies.<\/p>\n"],"rendered":"\n

    The African continent is undergoing rapid change, not only in terms of demographics and urban development, but also in the adoption and use of information and communication technologies (ICTs). In 2020, 1.3 billion people lived in Africa (compared with 273 million in 1960), and 43% of them lived in cities (compared with 18% in 1960). The mobile phone penetration rate reached 68% in North Africa and 44% in sub-Saharan Africa in 2018 (compared with just 48% and 36% respectively in 2013). Digital technologies tend to accelerate changes in a broad range of social practices and services, especially in finance, commerce, social networks and health, and progressively in education, agriculture and mobility. Over the past decade, the continent has seen the emergence of indigenous digital platforms, some of which have emerged as leaders in their markets, such as Jumia (based in Nigeria) for e-commerce. The changes observed in the mobility systems of African metropolises echoe the speed and scale of the demographic, spatial, economic, social and technological changes taking place in African economies.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Strengths and weaknesses of paratransit services in Africa ","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Strengths and weaknesses of paratransit services in Africa <\/h2>\n","innerContent":["\n

    Strengths and weaknesses of paratransit services in Africa <\/h2>\n"],"rendered":"\n

    Strengths and weaknesses of paratransit services in Africa <\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"For several decades, paratransit services (including taxis, motorcycle taxis, shared taxis, minibus taxis and on-demand transport services) have been on the rise in most African cities1. They now often make a majority share of daily mobility. They have gradually become entrenched in the urban landscapes and local cultures and have given rise to new urban spaces - including bus stations, end of line 'garages', intermediate stops and car washes - and new social practices - such as joyriding onboard matatu minibuses in Nairobi. Although they are criticized for their part in the decline of public transit services, in worsening traffic congestion, in poor safety conditions - on the road and onboard vehicles - and in occasional violence, paratransit services are increasingly acknowledged for their role as \u2018gap fillers\u2019, providing service to areas and populations that would otherwise be deprived. They offer both, time flexibility (departures without fixed schedules, variable peak and off-peak frequencies) and spatial flexibility (no fixed routes, or no fixed stops along routes, variable peak and off-peak routes, ability to serve peripheral areas and informal settlements). Besides, paratransit services are a major employment sector in many African cities (providing jobs and revenues for drivers, driver mates, repair\/maintenance technicians, owners, etc.) and one of the main employment sectors for African youth.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    For several decades, paratransit services (including taxis, motorcycle taxis, shared taxis, minibus taxis and on-demand transport services) have been on the rise in most African cities1<\/a><\/sup>. They now often make a majority share of daily mobility. They have gradually become entrenched in the urban landscapes and local cultures and have given rise to new urban spaces - including bus stations, end of line 'garages', intermediate stops and car washes - and new social practices - such as joyriding onboard matatu minibuses in Nairobi. Although they are criticized for their part in the decline of public transit services, in worsening traffic congestion, in poor safety conditions - on the road and onboard vehicles - and in occasional violence, paratransit services are increasingly acknowledged for their role as \u2018gap fillers\u2019, providing service to areas and populations that would otherwise be deprived. They offer both, time flexibility (departures without fixed schedules, variable peak and off-peak frequencies) and spatial flexibility (no fixed routes, or no fixed stops along routes, variable peak and off-peak routes, ability to serve peripheral areas and informal settlements). Besides, paratransit services are a major employment sector in many African cities (providing jobs and revenues for drivers, driver mates, repair\/maintenance technicians, owners, etc.) and one of the main employment sectors for African youth.<\/p>\n","innerContent":["\n

    For several decades, paratransit services (including taxis, motorcycle taxis, shared taxis, minibus taxis and on-demand transport services) have been on the rise in most African cities1<\/a><\/sup>. They now often make a majority share of daily mobility. They have gradually become entrenched in the urban landscapes and local cultures and have given rise to new urban spaces - including bus stations, end of line 'garages', intermediate stops and car washes - and new social practices - such as joyriding onboard matatu minibuses in Nairobi. Although they are criticized for their part in the decline of public transit services, in worsening traffic congestion, in poor safety conditions - on the road and onboard vehicles - and in occasional violence, paratransit services are increasingly acknowledged for their role as \u2018gap fillers\u2019, providing service to areas and populations that would otherwise be deprived. They offer both, time flexibility (departures without fixed schedules, variable peak and off-peak frequencies) and spatial flexibility (no fixed routes, or no fixed stops along routes, variable peak and off-peak routes, ability to serve peripheral areas and informal settlements). Besides, paratransit services are a major employment sector in many African cities (providing jobs and revenues for drivers, driver mates, repair\/maintenance technicians, owners, etc.) and one of the main employment sectors for African youth.<\/p>\n"],"rendered":"\n

    For several decades, paratransit services (including taxis, motorcycle taxis, shared taxis, minibus taxis and on-demand transport services) have been on the rise in most African cities1<\/a><\/sup>. They now often make a majority share of daily mobility. They have gradually become entrenched in the urban landscapes and local cultures and have given rise to new urban spaces - including bus stations, end of line 'garages', intermediate stops and car washes - and new social practices - such as joyriding onboard matatu minibuses in Nairobi. Although they are criticized for their part in the decline of public transit services, in worsening traffic congestion, in poor safety conditions - on the road and onboard vehicles - and in occasional violence, paratransit services are increasingly acknowledged for their role as \u2018gap fillers\u2019, providing service to areas and populations that would otherwise be deprived. They offer both, time flexibility (departures without fixed schedules, variable peak and off-peak frequencies) and spatial flexibility (no fixed routes, or no fixed stops along routes, variable peak and off-peak routes, ability to serve peripheral areas and informal settlements). Besides, paratransit services are a major employment sector in many African cities (providing jobs and revenues for drivers, driver mates, repair\/maintenance technicians, owners, etc.) and one of the main employment sectors for African youth.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Historical paratransit services with a digital twist ","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Historical paratransit services with a digital twist <\/h2>\n","innerContent":["\n

    Historical paratransit services with a digital twist <\/h2>\n"],"rendered":"\n

    Historical paratransit services with a digital twist <\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"The experience of the past decade suggests that African cities provide fertile ground for the digital transformation of mobility in general, and paratransit services in particular. Illustrations of how ICTs are transforming paratransit operations include the use of mobile payment in ride-hailing services in Kenya, the introduction of digital meters for motorcycle taxis in Kigali, or yet the provision of wifi internet connection onboard minibuses in Nairobi or Abidjan. The digitization of informal or semi-formal minibus transport networks is another example, as illustrated by initiatives to map paratransit services in Nairobi (project \u2018Digital Matatus\u2019), Cape Town, Accra (project \u2018Accra Mobility\u2019), Kampala or Maputo (project \u2018Mapa dos Chapas\u2019). Such paratransit maps have paved the way for the development of the first route planning tools to include paratransit services, e.g. in Kampala, Nairobi, etc. Mobile ICTs also offer opportunities to improve the quality of service perceived by paratransit users through real-time information, especially regarding safety and reliability. ICT-based crowdsourcing has been used in Nairobi to provide real-time information to paratransit users on traffic conditions and road accidents. A partnership with the National Transport Safety Agency (NTSA) and the Nairobi City Council has even enabled the crowdsourcing platform to report reckless driving behavior of matatu drivers in real time. Another crowdsourcing smartphone application has developed in Dakar for real-time information on the location of transit buses.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    The experience of the past decade suggests that African cities provide fertile ground for the digital transformation of mobility in general, and paratransit services in particular. Illustrations of how ICTs are transforming paratransit operations include the use of mobile payment in ride-hailing services in Kenya, the introduction of digital meters for motorcycle taxis in Kigali, or yet the provision of wifi internet connection onboard minibuses in Nairobi or Abidjan. The digitization of informal or semi-formal minibus transport networks is another example, as illustrated by initiatives to map paratransit services in Nairobi (project \u2018Digital Matatus\u2019), Cape Town, Accra (project \u2018Accra Mobility\u2019), Kampala or Maputo (project \u2018Mapa dos Chapas\u2019). Such paratransit maps have paved the way for the development of the first route planning tools to include paratransit services, e.g. in Kampala, Nairobi, etc. Mobile ICTs also offer opportunities to improve the quality of service perceived by paratransit users through real-time information, especially regarding safety and reliability. ICT-based crowdsourcing has been used in Nairobi to provide real-time information to paratransit users on traffic conditions and road accidents. A partnership with the National Transport Safety Agency (NTSA) and the Nairobi City Council has even enabled the crowdsourcing platform to report reckless driving behavior of matatu drivers in real time. Another crowdsourcing smartphone application has developed in Dakar for real-time information on the location of transit buses.<\/p>\n","innerContent":["\n

    The experience of the past decade suggests that African cities provide fertile ground for the digital transformation of mobility in general, and paratransit services in particular. Illustrations of how ICTs are transforming paratransit operations include the use of mobile payment in ride-hailing services in Kenya, the introduction of digital meters for motorcycle taxis in Kigali, or yet the provision of wifi internet connection onboard minibuses in Nairobi or Abidjan. The digitization of informal or semi-formal minibus transport networks is another example, as illustrated by initiatives to map paratransit services in Nairobi (project \u2018Digital Matatus\u2019), Cape Town, Accra (project \u2018Accra Mobility\u2019), Kampala or Maputo (project \u2018Mapa dos Chapas\u2019). Such paratransit maps have paved the way for the development of the first route planning tools to include paratransit services, e.g. in Kampala, Nairobi, etc. Mobile ICTs also offer opportunities to improve the quality of service perceived by paratransit users through real-time information, especially regarding safety and reliability. ICT-based crowdsourcing has been used in Nairobi to provide real-time information to paratransit users on traffic conditions and road accidents. A partnership with the National Transport Safety Agency (NTSA) and the Nairobi City Council has even enabled the crowdsourcing platform to report reckless driving behavior of matatu drivers in real time. Another crowdsourcing smartphone application has developed in Dakar for real-time information on the location of transit buses.<\/p>\n"],"rendered":"\n

    The experience of the past decade suggests that African cities provide fertile ground for the digital transformation of mobility in general, and paratransit services in particular. Illustrations of how ICTs are transforming paratransit operations include the use of mobile payment in ride-hailing services in Kenya, the introduction of digital meters for motorcycle taxis in Kigali, or yet the provision of wifi internet connection onboard minibuses in Nairobi or Abidjan. The digitization of informal or semi-formal minibus transport networks is another example, as illustrated by initiatives to map paratransit services in Nairobi (project \u2018Digital Matatus\u2019), Cape Town, Accra (project \u2018Accra Mobility\u2019), Kampala or Maputo (project \u2018Mapa dos Chapas\u2019). Such paratransit maps have paved the way for the development of the first route planning tools to include paratransit services, e.g. in Kampala, Nairobi, etc. Mobile ICTs also offer opportunities to improve the quality of service perceived by paratransit users through real-time information, especially regarding safety and reliability. ICT-based crowdsourcing has been used in Nairobi to provide real-time information to paratransit users on traffic conditions and road accidents. A partnership with the National Transport Safety Agency (NTSA) and the Nairobi City Council has even enabled the crowdsourcing platform to report reckless driving behavior of matatu drivers in real time. Another crowdsourcing smartphone application has developed in Dakar for real-time information on the location of transit buses.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"The rise of digital platforms for shared mobility in Africa ","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    The rise of digital platforms for shared mobility in Africa <\/h2>\n","innerContent":["\n

    The rise of digital platforms for shared mobility in Africa <\/h2>\n"],"rendered":"\n

    The rise of digital platforms for shared mobility in Africa <\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"On top of modernizing and optimizing traditional paratransit services, mobile ICTs have also triggered the development of new on-demand services provided by digital mobility platforms - international or native to the African continent. LVMT\u2019s Worldwide Observatory of Shared mobility digital Platforms (WOSP) has documented this global phenomenon since 2019. While recent observations show a proliferation of these digital platforms in African metropolises, international platforms were the first to launch their services there (starting with Uber in Johannesburg in 2014). By 2023, Uber was operating in 31 African cities, including 25 in sub-Saharan Africa. Overall, 47 digital mobility platforms with more than 100,000 downloads on Google Play Store were present on the African continent in 2023, in 96 cities with more than 500,000 inhabitants. Of these 47 platforms, 20 were international platforms (e.g. Bolt from Estonia, Careem from the United Arab Emirates, Uber from the United States and Yango from Russia) and 27 were platforms native to the continent (e.g. GoZem from Togo, Little Cab from Kenya, Oga Taxi from Nigeria, SafeBoda from Uganda, Swvl from Egypt, tem:tem and Yassir from Algeria). International platforms tend to base their development in large metropolises that are relatively stable economically and politically. Platforms native to the continent tend to launch services in one or more metropolises in their country of origin before expanding into neighboring countries (e.g. Oga Taxi, Swvl).","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    On top of modernizing and optimizing traditional paratransit services, mobile ICTs have also triggered the development of new on-demand services provided by digital mobility platforms - international or native to the African continent. LVMT\u2019s Worldwide Observatory of Shared mobility digital Platforms (WOSP) has documented this global phenomenon since 2019. While recent observations show a proliferation of these digital platforms in African metropolises, international platforms were the first to launch their services there (starting with Uber in Johannesburg in 2014). By 2023, Uber was operating in 31 African cities, including 25 in sub-Saharan Africa. Overall, 47 digital mobility platforms with more than 100,000 downloads on Google Play Store were present on the African continent in 2023, in 96 cities with more than 500,000 inhabitants. Of these 47 platforms, 20 were international platforms (e.g. Bolt from Estonia, Careem from the United Arab Emirates, Uber from the United States and Yango from Russia) and 27 were platforms native to the continent (e.g. GoZem from Togo, Little Cab from Kenya, Oga Taxi from Nigeria, SafeBoda from Uganda, Swvl from Egypt, tem:tem and Yassir from Algeria). International platforms tend to base their development in large metropolises that are relatively stable economically and politically. Platforms native to the continent tend to launch services in one or more metropolises in their country of origin before expanding into neighboring countries (e.g. Oga Taxi, Swvl).<\/p>\n","innerContent":["\n

    On top of modernizing and optimizing traditional paratransit services, mobile ICTs have also triggered the development of new on-demand services provided by digital mobility platforms - international or native to the African continent. LVMT\u2019s Worldwide Observatory of Shared mobility digital Platforms (WOSP) has documented this global phenomenon since 2019. While recent observations show a proliferation of these digital platforms in African metropolises, international platforms were the first to launch their services there (starting with Uber in Johannesburg in 2014). By 2023, Uber was operating in 31 African cities, including 25 in sub-Saharan Africa. Overall, 47 digital mobility platforms with more than 100,000 downloads on Google Play Store were present on the African continent in 2023, in 96 cities with more than 500,000 inhabitants. Of these 47 platforms, 20 were international platforms (e.g. Bolt from Estonia, Careem from the United Arab Emirates, Uber from the United States and Yango from Russia) and 27 were platforms native to the continent (e.g. GoZem from Togo, Little Cab from Kenya, Oga Taxi from Nigeria, SafeBoda from Uganda, Swvl from Egypt, tem:tem and Yassir from Algeria). International platforms tend to base their development in large metropolises that are relatively stable economically and politically. Platforms native to the continent tend to launch services in one or more metropolises in their country of origin before expanding into neighboring countries (e.g. Oga Taxi, Swvl).<\/p>\n"],"rendered":"\n

    On top of modernizing and optimizing traditional paratransit services, mobile ICTs have also triggered the development of new on-demand services provided by digital mobility platforms - international or native to the African continent. LVMT\u2019s Worldwide Observatory of Shared mobility digital Platforms (WOSP) has documented this global phenomenon since 2019. While recent observations show a proliferation of these digital platforms in African metropolises, international platforms were the first to launch their services there (starting with Uber in Johannesburg in 2014). By 2023, Uber was operating in 31 African cities, including 25 in sub-Saharan Africa. Overall, 47 digital mobility platforms with more than 100,000 downloads on Google Play Store were present on the African continent in 2023, in 96 cities with more than 500,000 inhabitants. Of these 47 platforms, 20 were international platforms (e.g. Bolt from Estonia, Careem from the United Arab Emirates, Uber from the United States and Yango from Russia) and 27 were platforms native to the continent (e.g. GoZem from Togo, Little Cab from Kenya, Oga Taxi from Nigeria, SafeBoda from Uganda, Swvl from Egypt, tem:tem and Yassir from Algeria). International platforms tend to base their development in large metropolises that are relatively stable economically and politically. Platforms native to the continent tend to launch services in one or more metropolises in their country of origin before expanding into neighboring countries (e.g. Oga Taxi, Swvl).<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Academic literature notes that the proliferation of digital platforms may entail risks, both for the players in the sector (risk of bankruptcy, hostile takeover), for the individuals involved in the production of these services (risk of downward pressure on drivers' incomes), for customers (risk of fierce competition to the detriment of reliability or safety), and for other players in the transport sector (risk of unfair competition with regulated taxi and public transport services). Further research is underway to analyze further the interactions of these digital platforms with traditional paratransit services in African cities. Further analysis of demand will also be needed to assess whether such platforms will come as a complement to traditional paratransit services (e.g. for more affluent customers), as direct competition, or yet as a substitute in the long term.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Academic literature notes that the proliferation of digital platforms may entail risks, both for the players in the sector (risk of bankruptcy, hostile takeover), for the individuals involved in the production of these services (risk of downward pressure on drivers' incomes), for customers (risk of fierce competition to the detriment of reliability or safety), and for other players in the transport sector (risk of unfair competition with regulated taxi and public transport services). Further research is underway to analyze further the interactions of these digital platforms with traditional paratransit services in African cities. Further analysis of demand will also be needed to assess whether such platforms will come as a complement to traditional paratransit services (e.g. for more affluent customers), as direct competition, or yet as a substitute in the long term.<\/p>\n","innerContent":["\n

    Academic literature notes that the proliferation of digital platforms may entail risks, both for the players in the sector (risk of bankruptcy, hostile takeover), for the individuals involved in the production of these services (risk of downward pressure on drivers' incomes), for customers (risk of fierce competition to the detriment of reliability or safety), and for other players in the transport sector (risk of unfair competition with regulated taxi and public transport services). Further research is underway to analyze further the interactions of these digital platforms with traditional paratransit services in African cities. Further analysis of demand will also be needed to assess whether such platforms will come as a complement to traditional paratransit services (e.g. for more affluent customers), as direct competition, or yet as a substitute in the long term.<\/p>\n"],"rendered":"\n

    Academic literature notes that the proliferation of digital platforms may entail risks, both for the players in the sector (risk of bankruptcy, hostile takeover), for the individuals involved in the production of these services (risk of downward pressure on drivers' incomes), for customers (risk of fierce competition to the detriment of reliability or safety), and for other players in the transport sector (risk of unfair competition with regulated taxi and public transport services). Further research is underway to analyze further the interactions of these digital platforms with traditional paratransit services in African cities. Further analysis of demand will also be needed to assess whether such platforms will come as a complement to traditional paratransit services (e.g. for more affluent customers), as direct competition, or yet as a substitute in the long term.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"The need for frugal digital solutions adapted to the local context ","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    The need for frugal digital solutions adapted to the local context <\/h2>\n","innerContent":["\n

    The need for frugal digital solutions adapted to the local context <\/h2>\n"],"rendered":"\n

    The need for frugal digital solutions adapted to the local context <\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Other research shows that the right adaptation to local contexts has a major impact on the actual potential of mobile ICT to transform mobility practices in African metropolises. One example of adaptation to local context has been the development of USSD2- and SMS-based services (for mobility-related information, booking, payment, etc.) instead of, or in addition to, mobile Internet and apps. Whether such low-tech (or low-cost technology) solutions are just a transitory palliative for lack of a better solution, or whether they provide significant advantages that are bound to endure and could be exploited in other contexts, remains to be assessed. In any case, low-cost technology solutions may offer major prospects for improving the level of service of transit and paratransit services for the many, in cities where cost (of devices, data, etc.) is still a sensitive issue.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Other research shows that the right adaptation to local contexts has a major impact on the actual potential of mobile ICT to transform mobility practices in African metropolises. One example of adaptation to local context has been the development of USSD2<\/a><\/sup>- and SMS-based services (for mobility-related information, booking, payment, etc.) instead of, or in addition to, mobile Internet and apps. Whether such low-tech (or low-cost technology) solutions are just a transitory palliative for lack of a better solution, or whether they provide significant advantages that are bound to endure and could be exploited in other contexts, remains to be assessed. In any case, low-cost technology solutions may offer major prospects for improving the level of service of transit and paratransit services for the many, in cities where cost (of devices, data, etc.) is still a sensitive issue.<\/p>\n","innerContent":["\n

    Other research shows that the right adaptation to local contexts has a major impact on the actual potential of mobile ICT to transform mobility practices in African metropolises. One example of adaptation to local context has been the development of USSD2<\/a><\/sup>- and SMS-based services (for mobility-related information, booking, payment, etc.) instead of, or in addition to, mobile Internet and apps. Whether such low-tech (or low-cost technology) solutions are just a transitory palliative for lack of a better solution, or whether they provide significant advantages that are bound to endure and could be exploited in other contexts, remains to be assessed. In any case, low-cost technology solutions may offer major prospects for improving the level of service of transit and paratransit services for the many, in cities where cost (of devices, data, etc.) is still a sensitive issue.<\/p>\n"],"rendered":"\n

    Other research shows that the right adaptation to local contexts has a major impact on the actual potential of mobile ICT to transform mobility practices in African metropolises. One example of adaptation to local context has been the development of USSD2<\/a><\/sup>- and SMS-based services (for mobility-related information, booking, payment, etc.) instead of, or in addition to, mobile Internet and apps. Whether such low-tech (or low-cost technology) solutions are just a transitory palliative for lack of a better solution, or whether they provide significant advantages that are bound to endure and could be exploited in other contexts, remains to be assessed. In any case, low-cost technology solutions may offer major prospects for improving the level of service of transit and paratransit services for the many, in cities where cost (of devices, data, etc.) is still a sensitive issue.<\/p>\n"},{"blockName":"core\/heading","attrs":{"textColor":"red","textAlign":"","content":"Towards a consolidation of paratransit services with the support of digital technology?","level":2,"levelOptions":[],"placeholder":"","lock":[],"metadata":[],"align":"","className":"wp-block-heading has-red-color has-text-color","style":"","backgroundColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Towards a consolidation of paratransit services with the support of digital technology?<\/h2>\n","innerContent":["\n

    Towards a consolidation of paratransit services with the support of digital technology?<\/h2>\n"],"rendered":"\n

    Towards a consolidation of paratransit services with the support of digital technology?<\/h2>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"The question remains as to whether ICTs will help African metropolises build mobility trajectories that are more in line with the environmental as well as social objectives of sustainable development. Further research would be needed into the overall equity and accessibility impacts of such technologies, especially as regards the special nature, forms and impacts of the \u201cdigital divide\u201d on access to mobility services in African cities. More research would also be needed into the potential direct and indirect contributions of ICT-enabled mobility solutions to sustainable mobility transitions. It has been suggested that ICT-based solutions could play a major role in modernizing paratransit services and maintaining their presence as an integral part of urban mobility systems, alongside transit services, in the decades to come. Whether this opportunity will materialize and open up alternative mobility pathways for African and other developing world cities by combating the rapid growth in private car ownership, remains an open question.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    The question remains as to whether ICTs will help African metropolises build mobility trajectories that are more in line with the environmental as well as social objectives of sustainable development. Further research would be needed into the overall equity and accessibility impacts of such technologies, especially as regards the special nature, forms and impacts of the \u201cdigital divide\u201d on access to mobility services in African cities. More research would also be needed into the potential direct and indirect contributions of ICT-enabled mobility solutions to sustainable mobility transitions. It has been suggested that ICT-based solutions could play a major role in modernizing paratransit services and maintaining their presence as an integral part of urban mobility systems, alongside transit services, in the decades to come. Whether this opportunity will materialize and open up alternative mobility pathways for African and other developing world cities by combating the rapid growth in private car ownership, remains an open question.<\/p>\n","innerContent":["\n

    The question remains as to whether ICTs will help African metropolises build mobility trajectories that are more in line with the environmental as well as social objectives of sustainable development. Further research would be needed into the overall equity and accessibility impacts of such technologies, especially as regards the special nature, forms and impacts of the \u201cdigital divide\u201d on access to mobility services in African cities. More research would also be needed into the potential direct and indirect contributions of ICT-enabled mobility solutions to sustainable mobility transitions. It has been suggested that ICT-based solutions could play a major role in modernizing paratransit services and maintaining their presence as an integral part of urban mobility systems, alongside transit services, in the decades to come. Whether this opportunity will materialize and open up alternative mobility pathways for African and other developing world cities by combating the rapid growth in private car ownership, remains an open question.<\/p>\n"],"rendered":"\n

    The question remains as to whether ICTs will help African metropolises build mobility trajectories that are more in line with the environmental as well as social objectives of sustainable development. Further research would be needed into the overall equity and accessibility impacts of such technologies, especially as regards the special nature, forms and impacts of the \u201cdigital divide\u201d on access to mobility services in African cities. More research would also be needed into the potential direct and indirect contributions of ICT-enabled mobility solutions to sustainable mobility transitions. It has been suggested that ICT-based solutions could play a major role in modernizing paratransit services and maintaining their presence as an integral part of urban mobility systems, alongside transit services, in the decades to come. Whether this opportunity will materialize and open up alternative mobility pathways for African and other developing world cities by combating the rapid growth in private car ownership, remains an open question.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    <\/p>\n","innerContent":["\n

    <\/p>\n"],"rendered":"\n

    <\/p>\n"},{"blockName":"core\/footnotes","attrs":{"lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","fontSize":"","fontFamily":"","borderColor":""},"innerBlocks":[],"innerHTML":"","innerContent":[],"rendered":""},{"blockName":"enpc\/accordion","attrs":{"title":"TO GO FURTHER :","lock":[],"metadata":[],"className":"wp-block-enpc-accordion","style":""},"innerBlocks":[{"blockName":"core\/paragraph","attrs":{"align":"","content":"Boutueil V., Aguilera A. (2018) Impacts and challenges for developing countries. In: Aguilera A., Boutueil V. (2018)\u00a0Urban Mobility and the Smartphone: Transportation, Travel Behavior and Public Policy. Elsevier, 169\u2013199.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Boutueil V., Aguilera A. (2018) Impacts and challenges for developing countries. In: Aguilera A., Boutueil V. (2018) Urban Mobility and the Smartphone: Transportation, Travel Behavior and Public Policy<\/em>. Elsevier, 169\u2013199.<\/a><\/p>\n","innerContent":["\n

    Boutueil V., Aguilera A. (2018) Impacts and challenges for developing countries. In: Aguilera A., Boutueil V. (2018) Urban Mobility and the Smartphone: Transportation, Travel Behavior and Public Policy<\/em>. Elsevier, 169\u2013199.<\/a><\/p>\n"],"rendered":"\n

    Boutueil V., Aguilera A. (2018) Impacts and challenges for developing countries. In: Aguilera A., Boutueil V. (2018) Urban Mobility and the Smartphone: Transportation, Travel Behavior and Public Policy<\/em>. Elsevier, 169\u2013199.<\/a><\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Boutueil V., Lesteven G. (2023)\u00a0De chaotique \u00e0 num\u00e9rique : vers une consolidation des modes interm\u00e9diaires de transport dans les villes d\u2019Afrique subsaharienne ?\u00a0In: Audard F., Desmouli\u00e8res R., Wester L. (2022)\u00a0 Se d\u00e9placer dans les villes des Suds : Transports artisanaux, auto-organis\u00e9s, informels. Karthala. EAN: 9782811124311.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Boutueil V., Lesteven G. (2023) De chaotique \u00e0 num\u00e9rique : vers une consolidation des modes interm\u00e9diaires de transport dans les villes d\u2019Afrique subsaharienne ?<\/a> In: Audard F., Desmouli\u00e8res R., Wester L. (2022)  Se d\u00e9placer dans les villes des Suds : Transports artisanaux, auto-organis\u00e9s, informels. Karthala. EAN: 9782811124311.<\/p>\n","innerContent":["\n

    Boutueil V., Lesteven G. (2023) De chaotique \u00e0 num\u00e9rique : vers une consolidation des modes interm\u00e9diaires de transport dans les villes d\u2019Afrique subsaharienne ?<\/a> In: Audard F., Desmouli\u00e8res R., Wester L. (2022)  Se d\u00e9placer dans les villes des Suds : Transports artisanaux, auto-organis\u00e9s, informels. Karthala. EAN: 9782811124311.<\/p>\n"],"rendered":"\n

    Boutueil V., Lesteven G. (2023) De chaotique \u00e0 num\u00e9rique : vers une consolidation des modes interm\u00e9diaires de transport dans les villes d\u2019Afrique subsaharienne ?<\/a> In: Audard F., Desmouli\u00e8res R., Wester L. (2022)  Se d\u00e9placer dans les villes des Suds : Transports artisanaux, auto-organis\u00e9s, informels. Karthala. EAN: 9782811124311.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Boutueil V., Lesteven G. (2018)\u00a0The role of ICT-based innovations in transforming intermediate transport in African cities. The cases of Cape Town, Nairobi, and Addis Ababa, 7th Transport Research Arena (TRA), April 16-19, Vienna, Austria.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Boutueil V., Lesteven G. (2018) The role of ICT-based innovations in transforming intermediate transport in African cities. The cases of Cape Town, Nairobi, and Addis Ababa<\/a>, 7th Transport Research Arena (TRA), April 16-19, Vienna, Austria.<\/p>\n","innerContent":["\n

    Boutueil V., Lesteven G. (2018) The role of ICT-based innovations in transforming intermediate transport in African cities. The cases of Cape Town, Nairobi, and Addis Ababa<\/a>, 7th Transport Research Arena (TRA), April 16-19, Vienna, Austria.<\/p>\n"],"rendered":"\n

    Boutueil V., Lesteven G. (2018) The role of ICT-based innovations in transforming intermediate transport in African cities. The cases of Cape Town, Nairobi, and Addis Ababa<\/a>, 7th Transport Research Arena (TRA), April 16-19, Vienna, Austria.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Boutueil V., Nemett L., Quillerier T. (2021)\u00a0Trends in Competition among Digital Platforms for Shared Mobility. Insights from a Worldwide Census and Prospects for Research.\u00a0Transportation Research Record. DOI: 10.1177\/03611981211036346.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Boutueil V., Nemett L., Quillerier T. (2021) Trends in Competition among Digital Platforms for Shared Mobility. Insights from a Worldwide Census and Prospects for Research<\/a>. Transportation Research Record<\/em>. DOI: 10.1177\/03611981211036346.<\/p>\n","innerContent":["\n

    Boutueil V., Nemett L., Quillerier T. (2021) Trends in Competition among Digital Platforms for Shared Mobility. Insights from a Worldwide Census and Prospects for Research<\/a>. Transportation Research Record<\/em>. DOI: 10.1177\/03611981211036346.<\/p>\n"],"rendered":"\n

    Boutueil V., Nemett L., Quillerier T. (2021) Trends in Competition among Digital Platforms for Shared Mobility. Insights from a Worldwide Census and Prospects for Research<\/a>. Transportation Research Record<\/em>. DOI: 10.1177\/03611981211036346.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Lesteven G., Boutueil V. (2018)\u00a0Is paratransit a key asset for a sustainable mobility system? Insights from three African cities, Transportation Research Board (TRB) 97th Annual Meeting, Jan. 7-11, Washington D.C., United States.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

    Lesteven G., Boutueil V. (2018) Is paratransit a key asset for a sustainable mobility system? Insights from three African cities<\/a>, Transportation Research Board (TRB) 97th Annual Meeting, Jan. 7-11, Washington D.C., United States.<\/p>\n","innerContent":["\n

    Lesteven G., Boutueil V. (2018) Is paratransit a key asset for a sustainable mobility system? Insights from three African cities<\/a>, Transportation Research Board (TRB) 97th Annual Meeting, Jan. 7-11, Washington D.C., United States.<\/p>\n"],"rendered":"\n

    Lesteven G., Boutueil V. (2018) Is paratransit a key asset for a sustainable mobility system? Insights from three African cities<\/a>, Transportation Research Board (TRB) 97th Annual Meeting, Jan. 7-11, Washington D.C., United States.<\/p>\n"},{"blockName":"core\/paragraph","attrs":{"align":"","content":"Quillerier T., Boutueil V. (2021)\u00a0Essor et strat\u00e9gies des plateformes num\u00e9riques de mobilit\u00e9 partag\u00e9e dans les m\u00e9tropoles africaines \u00bb, Nov. 22-23, Conf\u00e9rence CODATU XVIII, Online, S\u00e9n\u00e9gal.","dropCap":false,"placeholder":"","direction":"","lock":[],"metadata":[],"className":"","style":"","backgroundColor":"","textColor":"","gradient":"","fontSize":"","fontFamily":"","borderColor":"","anchor":""},"innerBlocks":[],"innerHTML":"\n

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    Boutueil V., Aguilera A. (2018) Impacts and challenges for developing countries. In: Aguilera A., Boutueil V. (2018) Urban Mobility and the Smartphone: Transportation, Travel Behavior and Public Policy<\/em>. Elsevier, 169\u2013199.<\/a><\/p>\n\n\n\n

    Boutueil V., Lesteven G. (2023) De chaotique \u00e0 num\u00e9rique : vers une consolidation des modes interm\u00e9diaires de transport dans les villes d\u2019Afrique subsaharienne ?<\/a> In: Audard F., Desmouli\u00e8res R., Wester L. (2022)  Se d\u00e9placer dans les villes des Suds : Transports artisanaux, auto-organis\u00e9s, informels. Karthala. EAN: 9782811124311.<\/p>\n\n\n\n

    Boutueil V., Lesteven G. (2018) The role of ICT-based innovations in transforming intermediate transport in African cities. The cases of Cape Town, Nairobi, and Addis Ababa<\/a>, 7th Transport Research Arena (TRA), April 16-19, Vienna, Austria.<\/p>\n\n\n\n

    Boutueil V., Nemett L., Quillerier T. (2021) Trends in Competition among Digital Platforms for Shared Mobility. Insights from a Worldwide Census and Prospects for Research<\/a>. Transportation Research Record<\/em>. DOI: 10.1177\/03611981211036346.<\/p>\n\n\n\n

    Lesteven G., Boutueil V. (2018) Is paratransit a key asset for a sustainable mobility system? Insights from three African cities<\/a>, Transportation Research Board (TRB) 97th Annual Meeting, Jan. 7-11, Washington D.C., United States.<\/p>\n\n\n\n

    Quillerier T., Boutueil V. (2021) Essor et strat\u00e9gies des plateformes num\u00e9riques de mobilit\u00e9 partag\u00e9e dans les m\u00e9tropoles africaines \u00bb, Nov. 22-23, Conf\u00e9rence CODATU XVIII, Online, S\u00e9n\u00e9gal.<\/a><\/p>\n<\/div>\n"}],"seo":{"title":"Paratransit services in the digital age in Africa: trends and prospects"},"media":{"img":"\"\"","src":"https:\/\/ingenius.ecoledesponts.fr\/wp-content\/uploads\/2024\/06\/Cape-Town-Map-scaled.jpg"},"url":"\/en\/articles\/paratransit-services-in-the-digital-age-in-africa-trends-and-prospects\/","related":{"post":[],"author":[{"title":"Virgine Boutueil","url":"\/en\/authors\/virgine-boutueil\/","id":"6457","media":"\"\"","slug":"virgine-boutueil"}],"subject":[{"title":"Digital Technology, Modeling & Artificial Intelligence","url":"\/en\/subjects\/digital-technology-modeling-artificial-intelligence\/","id":"690","media":"\"\"","slug":"digital-technology-modeling-artificial-intelligence"},{"title":"Mobility, Transport & Infrastructure","url":"\/en\/subjects\/mobility-transport-infrastructure\/","id":"692","media":"\"\"","slug":"mobility-transport-infrastructure"}],"category":[{"title":"Article collection","url":"\/en\/articles\/category\/dossier\/","id":"1720","media":"","slug":"dossier","_related_post_type":"folder"},{"title":"Articles","url":"\/en\/articles\/category\/articles\/","id":"1716","media":"","slug":"articles","_related_post_type":""}],"folder":[{"title":"Mobility in Africa","url":"\/en\/folders\/mobility-in-africa\/","id":"6454","media":"\"\"","slug":"mobility-in-africa"}]},"translated":"https:\/\/ingenius.ecoledesponts.fr\/articles\/les-modes-intermediaires-de-transport-en-afrique\/","icon":"icon-article","duration":"7","custom_excerpt":"Africa is undergoing rapid change, with demographic growth, urban development and the rise of information and communication technologies (ICTs) redefining modes of mobility. Paratransit services (taxis, motorcycle taxis, shared taxis, minibus taxis) have been the mainstay of transport services in African cities for several decades. More recently, digital players have entered the scene, raising questions about their interactions with traditional modes and their ability to adapt to the local context.","duration_type":"","_links":{"self":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6401","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/users\/6"}],"replies":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/comments?post=6401"}],"version-history":[{"count":3,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6401\/revisions"}],"predecessor-version":[{"id":8993,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/posts\/6401\/revisions\/8993"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/media\/6381"}],"wp:attachment":[{"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/media?parent=6401"}],"wp:term":[{"taxonomy":"article-types","embeddable":true,"href":"https:\/\/ingenius.ecoledesponts.fr\/en\/wp-json\/wp\/v2\/article-types?post=6401"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}