15 research outputs found
Track D Social Science, Human Rights and Political Science
Peer Reviewedhttps://deepblue.lib.umich.edu/bitstream/2027.42/138414/1/jia218442.pd
Marginalisation et enclavement en Afrique de lâOuest :lâ« espace des trois frontiĂšres » sĂ©nĂ©galais
Ă la pĂ©riphĂ©rie du SĂ©nĂ©gal, la rĂ©gion des «trois frontiĂšres » (SĂ©nĂ©gal, Mali, Mauritanie) est isolĂ©e du reste du pays par de faibles communications. Les effets se font sentir sur le commerce, sur le dynamisme des villages et petites villes ainsi que sur les mouvements migratoires, plus importants au dĂ©part quâĂ lâarrivĂ©e. Sans une politique volontariste entreprise dans la rĂ©gion, lâĂ©loignement de Dakar et de lâOuest sĂ©nĂ©galais reste synonyme dâisolement et dâenclavement perçu comme nĂ©gatif. LâĂ©migration internationale permet cependant aux villageois de rĂ©investir localement dans les tĂ©lĂ©communications, dans les services sociaux de base, et de contribuer au dĂ©senclavement de lâespace des « trois frontiĂšres ».At the outskirt of Senegal, the «three borders» area (Senegal, Mali, Mauritania) is isolated from the other parts of the country by weak communications. Effects are felt on trade, on dynamism of villages and small cities and also on migration, that is more consequent at the departure than at arrival. Without determined policy in this area, the distance from Dakar and fromWest Senegal remains synonymous with insulation and enclosing in a negative perception. However, international emigration lets possibility for villagers to locally reinvest in telecommunications, basic social services, and contribute to reduce enclosing of the space of the «three borders
Marginalisation et enclavement en Afrique de lâOuest :lâ« espace des trois frontiĂšres » sĂ©nĂ©galais
At the outskirt of Senegal, the «three borders» area (Senegal, Mali, Mauritania) is isolated from the other parts of the country by weak communications. Effects are felt on trade, on dynamism of villages and small cities and also on migration, that is more consequent at the departure than at arrival. Without determined policy in this area, the distance from Dakar and fromWest Senegal remains synonymous with insulation and enclosing in a negative perception. However, international emigration lets possibility for villagers to locally reinvest in telecommunications, basic social services, and contribute to reduce enclosing of the space of the «three borders
Le nouvel horizon sénégalais
International audienceLe nouvel horizon sénégalais. Peuplement et urbanisation des campagnes occidentales aux périphéries orientales Résumé Alors que le peuplement du territoire sénégalais se concentrait dans quelques parties du pays, plusieurs processus contemporains remettent en question la répartition spatiale de la population : la densification de zones auparavant peu habitées ; l'urbanisation qui s'étend à l'ensemble du pays et qui se double de la transformation de bourgades rurales en communes de plein exercice ; la croissance du réseau routier jusque dans les parties du territoire auparavant isolées des centres urbains. Tandis que l'est du pays s'est longtemps considéré comme oublié et que la basse-Casamance demeure traversée de courants irrédentistes en partie dus à son éloignement du centre, le territoire national dans son ensemble semble rattrapé par des dynamiques spatiales qui ne concernaient que l'ouest du pays
Dakarâs clandestine taxis are essential for daily travel - but theyâre illegal
[Short excerpt] Africaâs major cities are growing at a rapid pace. In Dakar, Senegalâs capital, for instance, the population has almost doubled in 20 years, reaching 4 million inhabitants today.But in most metropolises, like Dakar, planning isnât keeping up with the expansion. One example of this is the cityâs transport system. Public transport plays a fundamental role in providing access to any city. However, in many cities, itâs lacking, particularly in areas of urban sprawl. This worsens the quality of life for people living in these areas, where there is a shortage of jobs and amenities
Au Sénégal, les taxis clandestins de Dakar sont essentiels pour les déplacements quotidiens.
Les grandes villes d'Afrique se dĂ©veloppent Ă un rythme rapide. Ă Dakar, la capitale du SĂ©nĂ©gal, par exemple, la population a presque doublĂ© en 20 ans, pour atteindre 4 millions d'habitants aujourd'hui.Mais dans la plupart des mĂ©tropoles, comme Dakar, les politiques dâamĂ©nagement peinent Ă suivre le rythme de la croissance urbaine. Câest Ă©galement le cas du systĂšme de transport. Les transports publics jouent un rĂŽle fondamental dans l'accĂšs Ă la ville. Or, dans de nombreuses villes, ils sont dĂ©faillants, notamment dans les pĂ©riphĂ©ries. Cela dĂ©grade la qualitĂ© de vie de leurs rĂ©sidents, qui habitent des quartiers oĂč les emplois et les Ă©quipements de toute nature font dĂ©faut
Sâadapter face aux difficultĂ©s de mobilitĂ©Â ? Eclairages dâune mĂ©tropole africaine, Dakar
International audienceThis study examines the daily mobility practices of urban residents in major African cities focusing on the case study of Dakar, Senegal. With population growth, urban sprawl, inadequate public transportation options, and limited motorized means among households, everyday travel proves to be both costly and difficult for many sub-Saharan African city residents. This article investigates the difficulties encountered by individuals in achieving their daily mobility needs and explores the adaptations they implement to meet their essential needs. To accomplish this, it draws upon a collection of 38 semi-structured interviews conducted with Dakar residents in 2022 and 2023, focusing on their daily mobility, as well as secondary analyses of a household mobility survey from 2015. It demonstrates how difficulties associated with the urban context and limitations in public transportation reinforce and exacerbate individual challenges in terms of physical strain, time loss, and financial pressure on household budgets. Urban dwellers, in response to these systemic transportation difficulties, employ various strategies as adjusting their current journeys by changing modes, routes, or destinations based on their requirements; pre-planning their trips and seeking financial or practical support; or accepting and resigning to the difficulties by internalizing them. The case of Dakar highlights the pervasive economic constraints in daily mobility and urban lifestyles in sub-Saharan Africa.Cette recherche sâintĂ©resse aux pratiques de mobilitĂ© quotidienne des citadins dans les grandes villes africaines, Ă partir du cas dâĂ©tude de Dakar au SĂ©nĂ©gal. Dans un contexte de croissance dĂ©mographique, dâĂ©talement urbain, dâoffre en transport collectif sous-dimensionnĂ©e et de faible Ă©quipement des mĂ©nages en moyens motorisĂ©s, se dĂ©placer au quotidien se rĂ©vĂšle coĂ»teux et compliquĂ© pour de nombreux citadins dâAfrique subsaharienne. Lâarticle explore les difficultĂ©s que rencontrent les populations dans la rĂ©alisation de leur mobilitĂ© quotidienne et les adaptions quâelles mettent en Ćuvre pour satisfaire leurs besoins essentiels. Pour ce faire, il sâappuie sur un corpus de 38 entretiens semi-directifs menĂ©s auprĂšs de Dakarois et Dakaroises en 2022 et 2023 concernant leur mobilitĂ© quotidienne et sur des analyses secondaires dâune enquĂȘte mĂ©nages mobilitĂ© rĂ©alisĂ©e en 2015. Il montre comment les difficultĂ©s liĂ©es au contexte urbain et Ă lâoffre de transport collectif se renforcent et alimentent les difficultĂ©s dâordre physique (corps Ă lâĂ©preuve), temporel (pertes de temps) et financier (pressions sur les budgets des mĂ©nages). Face Ă ces difficultĂ©s systĂ©miques de dĂ©placement, les citadins adoptent diffĂ©rentes stratĂ©gies : ajustement du dĂ©placement en cours de route en changeant de mode, dâitinĂ©raire ou de destination ; anticipation du dĂ©placement par planification des trajets et sollicitation dâaide financiĂšre ou en nature ; acceptation du dĂ©placement ou renoncement par intĂ©riorisation des difficultĂ©s. Le cas de Dakar met en lumiĂšre lâimportance de la contrainte Ă©conomique dans la mobilitĂ© quotidienne et dans les modes de vie urbains au sud du Sahara
New patterns of migration between Senegal and Europe
The purpose of this working paper is to consider the images (true or false) of Senegalese migration found in the literature, the media and public discourse in the light of the quantitative data from the 2008 MAFE household and life history surveys. Primarily, it assesses the ways in which migration from Senegal has changed since 1975 by examining the behaviour of Senegalese migrants to France, Italy and Spain and those returning from those countries. The data are taken from the Senegal household survey and from the life history survey conducted on both sides of the Mediterranean, in France, Italy, Spain and Senegal. Although for convenience the migrants will be referred to as "Senegalese", it should be born in mind that the survey in Senegal was conducted solely in the Dakar region. The Dakar agglomeration is home to nearly a quarter of the country's total population and half its urban population, but migration from there may differ in some respects from migration from other parts of the country
Mobilité quotidienne dans les périphéries urbaines. Le rÎle des taxis clandestins à Dakar
International audienceBackground: This study addresses the mobility practices of the inhabitants of the peripheries of Dakar and the transport services they use to meet their mobility needs, in particular the unlicensed shared taxis (âClandosâ). In the peripheries, which suffer from a lack of jobs and amenities, mobility is essential to meet household needs and for social integration. Current transport policies focus on formalizing supply and organizing the system around high-capacity transport facilities, such as the Regional Express Railway (TER) or Bus Rapid Transit (BRT), but they have difficulty in dealing with the mobility problems facing the outskirts of the city.. Methods: The study is based on secondary analysis of the 2015 Household Travel Survey and on a survey on the activity of Clandos conducted in 2021 in Dakar. Results: The analysis highlights the daily mobility practices of the inhabitants of the peripheral areas. These residents, who are on average poorer than the others, travel mainly on foot. Their access to public transport remains limited and, when they use it, a significant proportion of their trips are made by Clando. Clandos have a dual function. On one hand, they are used for long trips to the center, in competition with buses, but more often they operate as a complement to buses. On the other hand, they are mostly used for local mobility within the peripheries. Conclusions: Although relatively expensive, Clando services are valuable for the inhabitants of the peripheries and their daily mobility. They should be better integrated into transport and planning strategies for the peripheral areas.Cette Ă©tude sâintĂ©resse aux pratiques de mobilitĂ© des habitants des pĂ©riphĂ©ries de Dakar et aux transports quâils utilisent pour satisfaire leurs besoins de mobilitĂ©, en particulier les taxis collectifs clandestins, dits Clandos, exerçant sans licence et trĂšs prĂ©sents dans les dĂ©partements pĂ©riphĂ©riques de Dakar. Dans les pĂ©riphĂ©ries sous-Ă©quipĂ©es en emplois et amĂ©nitĂ©s, le besoin de mobilitĂ© est impĂ©rieux pour subvenir aux besoins du mĂ©nage, accĂ©der aux biens et services, sâintĂ©grer socialement. Les politiques de transport actuelles se concentrent sur une formalisation de lâoffre et une structuration autour dâune offre de transport capacitaire, du type mĂ©tro ou BRT, mais peinent Ă traiter des problĂ©matiques de mobilitĂ© des pĂ©riphĂ©ries.Lâanalyse sâappuie sur une EnquĂȘte MĂ©nage MobilitĂ© de 2015 et sur une enquĂȘte rĂ©alisĂ©e en 2021 sur lâactivitĂ© des Clandos. Les rĂ©sultats mettent en avant les pratiques de mobilitĂ© quotidienne des habitants des pĂ©riphĂ©ries. Ces citadins, en moyenne plus pauvres, se dĂ©placent principalement Ă pied. LâaccĂšs aux transports publics reste limitĂ©. Lorsque les habitants des dĂ©partements pĂ©riphĂ©riques y recourent, une part importante de ces dĂ©placements est rĂ©alisĂ©e en Clando. Les Clandos occupent une double fonction. Ils sont dans certains cas utilisĂ©s pour des dĂ©placements longs vers le centre, en concurrence des bus, mais plus souvent de maniĂšre complĂ©mentaire, en rabattement vers les bus. Leurs usages les plus nombreux concernent des dĂ©placements de moyenne portĂ©e internes Ă la pĂ©riphĂ©rie. Bien que relativement coĂ»teux pour des mĂ©nages aux revenus limitĂ©s, ce recours au Clando se rĂ©vĂšle utile Ă la fois pour connecter les habitants des pĂ©riphĂ©ries aux autres parties de la ville et permettre une mobilitĂ© motorisĂ©e au sein des pĂ©riphĂ©ries