14 What Can the South Learn from the North Regarding the …
171
Fig. 14.1 The alignment
framework (inspired from
Finger et al. 2010)
Institutions
Technology
Time
integrated fare system. Thus, for the Seoul case, one can see the change having first
happened on the institution axis of our framework, and then on the technology axis,
because the Seoul bus reform created a misalignment that could only be tackled
by the introduction of a technological innovation. The T-money card must thus be
understood as a mean for public authorities to “catch-up” on institutional changes
introduced, or at least as a way to support those. Although the card was actually
developed by LG CNS prior to the bus reform, and even prior to the election of
Mr. Lee Myung-Bak as the Mayor of Seoul (Lee and Lee 2013), its introduction
was only made possible because of the introduction of institutional changes, known
as the Seoul bus reform. In Bogota, things seem to have happened the other way
around. The introduction of the smart card actually predated a wider institutional
change in the transportation sector. Indeed, the “Tu Llave” card was introduced not
as a mean to support a system-wide institutional reform (as it was the case in Seoul),
but as a vector for the development of the SITP, which was being incrementally
implemented as Bogota city hall was struggling to integrate pre-TransMilenio busoperating companies into its new transportation network. Consequently, one can say
that the introduction of the smart card in Bogota, that is to say, the technological
change, might have happened a little bit too early, and not as a mean to catch-up on
institutional change, thus perhaps making the institutional change (development of
the SITP) more laborious to accomplish.
14.5 Conclusion
From this chapter, it seems that an IoT solution originally developed in the North
can also produce positive outcomes when implemented in the South. Indeed, the
implementation of an integrated smart ticketing system seems to have contributed to
improving the experience of public transport users and the efficiency of the public
transport system both for Seoul and Bogota. However, it also seems that, in order
for southern cities to fully benefit from the technological innovation implemented,
171
Fig. 14.1 The alignment
framework (inspired from
Finger et al. 2010)
Institutions
Technology
Time
integrated fare system. Thus, for the Seoul case, one can see the change having first
happened on the institution axis of our framework, and then on the technology axis,
because the Seoul bus reform created a misalignment that could only be tackled
by the introduction of a technological innovation. The T-money card must thus be
understood as a mean for public authorities to “catch-up” on institutional changes
introduced, or at least as a way to support those. Although the card was actually
developed by LG CNS prior to the bus reform, and even prior to the election of
Mr. Lee Myung-Bak as the Mayor of Seoul (Lee and Lee 2013), its introduction
was only made possible because of the introduction of institutional changes, known
as the Seoul bus reform. In Bogota, things seem to have happened the other way
around. The introduction of the smart card actually predated a wider institutional
change in the transportation sector. Indeed, the “Tu Llave” card was introduced not
as a mean to support a system-wide institutional reform (as it was the case in Seoul),
but as a vector for the development of the SITP, which was being incrementally
implemented as Bogota city hall was struggling to integrate pre-TransMilenio busoperating companies into its new transportation network. Consequently, one can say
that the introduction of the smart card in Bogota, that is to say, the technological
change, might have happened a little bit too early, and not as a mean to catch-up on
institutional change, thus perhaps making the institutional change (development of
the SITP) more laborious to accomplish.
14.5 Conclusion
From this chapter, it seems that an IoT solution originally developed in the North
can also produce positive outcomes when implemented in the South. Indeed, the
implementation of an integrated smart ticketing system seems to have contributed to
improving the experience of public transport users and the efficiency of the public
transport system both for Seoul and Bogota. However, it also seems that, in order
for southern cities to fully benefit from the technological innovation implemented,