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2017 | OriginalPaper | Buchkapitel

31. Smart Infrastructure Development Makes Smart Cities—Promoting Smart Transport and ICT in Dakar

verfasst von : Gora Mboup

Erschienen in: Smart Economy in Smart Cities

Verlag: Springer Singapore

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Abstract

A smart city is viewed as a sustainable, inclusive and prosperous city that promotes a people-centric approach based on three core components and seven dimensions. The three core components are Smart City Foundation, Smart ICT and Smart Institutions and Laws, which in turn are the pillars of the seven dimensions of a smart city: Infrastructure Development, Environmental Sustainability, Social Development, Social Inclusion, Disasters Exposure, Resilience, and Peace and Security. The three components together with the seven dimensions make a Smart Economy. Infrastructure development has several elements across various social, economic and environmental dimensions. Here, our analysis focuses on those connecting people to several categories of services, particularly transport and ICT infrastructures. The first section analyses the classical option of connecting people to services through non-motorized means or motorized means of transport. The interaction between the development of urban spatial patterns and transport is thus a key factor shaping accessibility in cities both in physical and in socioeconomic terms. To access to services such as work, to the health centers, to the school or to the market among several other destinations, the share of motorized means is 40 % (public an private) compared to 60 % for the non-motorized means, mainly by walking. The public transport sector is predominantly informal (95 % against 5 % for the formal sector). Turning informal transport sector challenges to opportunities in the smart city making is a call along with the enhancement of the public sector with the introduction of Bus Rapid Transit (BRT) and other higher efficient means of public transport. In the absence of affordable, reliable public transport, the poor are no choice rather walking to access to services. It is urgent to make streets friendly to pedestrians with sufficient public spaces for social interactions. Today, it is recognized that the information and communication technology (ICT) development is an important enabler of accessing to services and must be integrated in the planning and management of transport systems. For these past 15 years, the Senegalese government has taken various steps to create an environment favorable to the development and use of ICT at all levels. It has created legal institutional framework to support regulatory mechanisms on the development and use of ICT and has also introduced ICT platforms such as E-Governance, E-Education, E-infrastructure and supports education and training on ICT. The second presents different forms of ICT infrastructures in the creation of smart, digital city.

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Fußnoten
1
Road pricing policies have been implemented in Singapore, London (England) and Stockholm (Sweden) where drivers pay to enter the city center or use special lanes. Parking management has the potential to modify demand on an area-wide basis yet, despite being relatively easy to implement, is often under used. Rationing policies, which restrict cars with license plate numbers ending in specific numbers during rush hour, have been implemented in Bogotá (Colombia), La Paz (Bolivia), Santiago de Chile (Chile), São Paulo (Brazil) and Quito (Ecuador).
 
2
For example, in China, central Hong Kong’s high density results in 85 % of all trips being made on public transport but in areas with density below 35 p/ha, trips on public transport are only 10 % of the total. Different densities support different service levels of public transport: A basic bus service needs a density of around 35–40 p/ha; an intermediate bus service is viable with a density of 50 p/ha; light rail transit would be viable in areas with a density of 90–120 p/ha. The distance from origin is a key determinant of travel demand with one study in the UK estimating that with a density of 150 p/ha, more than 80 % of people could walk or cycle to services.
 
3
Most dwellings would be located within 800 m of the transport node; streets are designed for walking and cycling, with traffic calming features, bike lanes and carefully designed pavements. Parking is minimized. Transit-oriented developments (TODs) have an average density of about 60 p/ha and above, and combine office, retail and housing uses. The
use mix varies with location. TODs increase public transport use, improve access to jobs
and reduce commuter times per household worker. A TOD can reduce car use per capita by half and save households around 20 % of their income since they would cut car-related expenditures.
 
4
For example, regulators around the world seem to be conflicted on whether ride-sharing services should be regulated as transport service companies or as software companies. Is mobile money a banking or a telecom product? And in highly connected markets, could the absence of competition across various digital platforms inhibit future innovation?
 
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Metadaten
Titel
Smart Infrastructure Development Makes Smart Cities—Promoting Smart Transport and ICT in Dakar
verfasst von
Gora Mboup
Copyright-Jahr
2017
Verlag
Springer Singapore
DOI
https://doi.org/10.1007/978-981-10-1610-3_31

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