In sub-Saharan Africa, as in other regions of the South, rapid demographic and urban growth has deeply transformed the spatial organization of capitals and other large cities. Their central districts are more and more densely populated and urban areas are spreading out even further due to the expansion of peripheral settlements which are frequently unplanned and short of facilities. Rapid urbanization, insufficient service provision, the small number of jobs in the outskirts and their concentration in the central districts have increased daily travel needs. Our objective is to study changes in daily mobility in Dakar, the capital city of Senegal, which had 3 million inhabitants in 2013. In less than fifteen years the city's population has increased by one million and important changes in public transport provision have taken place since the year 2000, such as the creation of the new state-owned public transport enterprise and the reorganization of a number of small public transport operators to create a formal structure, under the name of AFTU. Nevertheless, many other operations remain outside the formalization process. This study is supported by the analysis of data collected in two household travel surveys. These were conducted in 2000 (2,301 households) and 2015 (3,176 households) with similar methodologies, in particular the collection of details about respondents' travel the day before the interview. Even though the average number of trips for the population aged 14 years and older remained much the same between 2000 and 2015, many changes have taken place. While the proportion of the " immobile " residents of the region of Dakar on an average weekday has increased slightly, the proportion of those who travel exclusively on foot has declined substantially. Conversely, there are many more public transport users, and this group is almost as large as the captive pedestrians. The precise nature of these changes varies according to gender, age, income and place of residence. The AFTU buses, which did not exist in 2000, are currently the most widely used mode of public transport, but the role of the small-scale transport operators is still significant. In a context of increasing and complex mobility needs it is necessary to rely on operators in all market segments and on a real transport network.