Search results

In urban streets of developing countries, informal e-rickshaw operation can contribute to the development of economically viable, citizen-oriented and environmentally friendly transport systems. Even though informal e-rickshaw operation is important, significant gaps are apparent in the literature in relation to e-rickshaw sustainability issues and policies, and the development of a methodology grounded in a robust theoretical base. The current paper aims to address these gaps by integrating stakeholder theory (ST) and resource dependency theory (RDT) as we consider the linkage between e-rickshaw operation and the sustainability concept.

We apply fuzzy quality function deployment (QFD), integrated with the 0–1 non-linear optimisation technique, to identify optimal policies for the e-rickshaw informal sector on Khulna city's urban streets in Bangladesh.

The results suggest that optimal policies should be formalised to regularise e-rickshaw operation. Appropriate supervision and monitoring; infrastructural support for battery charging, parking, battery recycling and solar panel installation; and training and development should all be provided.

The theoretical and managerial implications of our results are discussed, with future research suggestions presented.

To the best of our knowledge, no previous study has used ST and RDT in e-rickshaw sector research. We recognised that the stakeholder settings for sustainability policies can well influence the behaviour of informal e-rickshaw operators while allotting the necessary resources to this sector. This move assists researchers and policymakers to understand the stakeholders and resource dependency sustainability requirements of this sector and the implementation of the required policies.

United for Hope (UfH) is an NGO and social enterprise hybrid that aims to build a prototype for an economically sustainable and progressive “smart village.” This case study focuses on their social enterprise pillar, with specific attention given to UfH's clean water, solar energy, menstrual hygiene, and social tourism projects. This case analyzes how these projects developed and how UfH has adapted its strategies multiple times in its drive to create economically sustainable business models.

UfH has managed its start-up stage by pivoting to adapt. It was seen that UfH had to adapt its strategies multiple times in response to market realities—particularly related to government interference in markets. This case shows that multiple offerings can be an effective strategy to help spread the higher risk often encountered in IB. The need to manage the choice between external partners and internal capacity building, along with the need for expectation management of employees and funders, is also discussed. It is hoped that this analysis of how UfH navigated its start-up phase will provide insights for those who are considering IB entrepreneurship in India and other markets.

The purpose of this paper is to describe an initiative to improve the daily earnings of a rickshaw puller by training them to retail branded FMCG products based on a “bulk buying retail selling” model. The paper is based on the findings of a survey conducted 112 rickshaw pullers in a semi-urban district of eastern India. It also dwells on the business of rickshaw pulling and the socio-economic status of the rickshaw puller. Critical issues related to the sustainability and the future of such interventions on a large scale has also been discussed.

An initial survey of 112 rickshaw pullers was done using a structured schedule that captured data related to age, literacy level, earnings per day, ownership and working hours. Some additional aspects related to socio-cultural aspects were also collected as an unstructured interview. A secondary survey from 107 respondents representing different sections of the society who frequently use rickshaw as a means for transport was also done to take an opinion on intervention issues.

Findings of the paper suggest that rickshaw pullers have three distinct strategic advantages of literacy, access and mobility, which makes them a potent resource for marketing intervention.

The paper reflects on a systematic intervention plan that can change the socio-economic pattern of rickshaw pulling. A possibility of contributory roles from garage owners and wholesellers is also explored. The proposed scheme may also bail-out the small-scale industries and handicraft businesses in villages. Major limitations of the research are long-term sustainability and large-scale implementation of the proposed model.

The paper can act as a manual for small entrepreneurs and NGOs working in the social-development area for implementing schemes targeted at rickshaw pullers. The paper also has valuable points for the consideration of policy makers.

The research has given insights in to the livelihood aspect of one of the most essential but neglected modes of transport, i.e. rickshaw pulling. The paper has also identified key strengths that rickshaw pulling has, which otherwise is considered purely physical and low-skilled job.

Based on a single case approach, this chapter empirically explores the triple helix configuration of Centurion University of Technology and Management (CUTM) and its social innovation programme. The study uses case files and web available material to consider the nature of the university’s relationship with industry and government. The findings show that triple helix social innovation has yet to be studied in an Indian context. Also, CUTM’s human and social orientation is a driver of its triple helix interaction. The university’s pursuit and trust in employers’ participation in the curriculum and campus experience is the hallmark of its social and pedagogic success. To advance the literature, this chapter draws attention to a much-overlooked Indian context and, for practitioners, it demonstrates the inner-workings of a functioning triple helix system.

Indian economy is based on the unorganised sector. The mayhem created to the daily earner on the streets of Delhi. Once it was considered that the street vending was one of the easiest occupations for the survival of the people living in the lowest ladder in the economy. Anyone who does not have any means of earning can espouse vending as profession as it has societal sanction and acceptability in terms of diversity and universalistic point of view. In search of better livelihood, people used to migrate from rural India to urban metros like Delhi. The analysis of the pre-conditions of the street vendors will help us to have a glimpse of prior COVID-19 situation in the region. Now, this chapter tries to debate on the kind of adaptability that street vendors needed post COVID-19 era. An informal interview conducted with the street vendors help us to comprehend their preparedness for their adaptability to survive. This chapter also tries to discuss some of the programmes and policies that can be a lifeline for the street vendors during the post COVID-19 era.

This chapter works with Lefebvre’s “Right to the City” (1996b) to understand how a Smart City initiative was being implemented and as a consequence who benefitted. While a model of citizenship is offered in smart cities, the “actually existing” smart city in fact reconfigures models of citizenship in ways that instrumentalize technology and data that can reinforce the patterns of exclusion for marginalized groups. Therefore, this chapter aims to understand how citizens participate in smart city projects and whether they can in fact lead to the exacerbation of existing urban historical, material, and social inequalities. The chapter focuses on some of those excluded by smart city projects: the urban poor, street traders, and those who live in informal settlements and explores the way in which they access and participate in the city. In the Global South context, India is a key actor in implementing a national-level smart city program, and research was undertaken in the city of Chennai to investigate the way that the India Smart Cities Mission was being planned and implemented and the corresponding implications for marginalized communities. The chapter argues that there is a need to recognize the value of a range of everyday, small-scale ways in which citizens employ technologies and data that meet their needs in a social and spatially embedded context. In this way, marginalized people may be empowered to have what Lefebvre describes as “the right to the oeuvre, to participation and appropriation” (1996, p. 173) in urban space.

The outset of the COVID-19 pandemic caused disruptions of all forms in the supply chain globally for almost two and a half years. This study identifies various challenges in the effective functioning of the existing supply chain during COVID-19. The focus is to see the disruptions impacting the energy storage supply chains.

The procedure entails a thorough analysis of scholarly literature pertaining to various supply chain interruptions, confirmed and verified by experts working in an energy storage company in India. These experts also confirmed the occurrence of more disruptive factors during their interviews and questionnaire survey. Moreover, this process attempts to filter out the relevant causal disruption factors in an energy storage company by using the integrated approach of qualitative and quantitative methodologies.

The results provide practical insights for the company management in planning and devising new strategies to manage supply chain disruptions. Supply chains for companies in other industry sectors can also benefit from the proposed framework and results in making them more robust to counter future disastrous events.

The study provides an easily adaptable decision framework to different industries by closely examining supply chain disruptions and identifying associated causes for building a robust supply chain focused on the energy storage sector. It examines four disruption dimensions and investigates possible outcomes and impacts of disruptions.

The Indian government has set an ambitious target for reducing the import of fossil fuels by 10% and introducing an all-electric car fleet by 2030. The Government of India launched the National Electric Mobility Mission Plan (NEMMP) 2020 in 2013 to promote Electric Vehicles (EVs) in India with the objective of providing incentives for use of EVs; encouraging research & development in the areas of battery technology, system integration, testing infrastructure; and promoting charging infrastructure. The Indian government is also working on a scheme by which an electric car can be purchased free of cost: zero down payments, and monthly payments out of savings on the cost of petrol. It is envisaged that sooner or later, e-vehicles will transform the automobile market and provide environmental sustainability to the society. Political stability to provide stable policies is expected to play a key role in driving the growth of such vehicles. So far, preliminary research has been undertaken on perception of Indian Society on EVs. Based on empirical research, this paper attempts to address the gap. A study was conducted from November 2016 to April 2017 in Delhi-NCR with a sample size of 220 professionals working in manufacturing and service industry to understand the upcoming green transport facilities and their perceived environmental benefits as perceived by the residents of the society. Convenience sampling was used to collect the data. The Study highlighted that the design and utility of the EVs need to be reshaped so that it can compete with the gasoline vehicles in the current environment. Almost 95% of the respondents are ready to pay a premium for new technology or EVs. The study revealed that infusion of capital support and government subsidies can play a key role in acquiring new customers and establishing the market for EVs in the Indian market. The results show that there is a need to enhance awareness of NEMMP scheme within the society so that the EV market share can be increased. The results highlight that with availability of options, society will use the transport system which is environment friendly.

The learning outcomes of this case study are to understand the business model canvas and value propositions and apply advanced business innovation tools in electric vehicle business models; evaluate the current cargo vehicle scenarios at national and global levels and draw out the possibilities and costs for a new player; extrapolate the future scenario of the cargo economy, its electrification and positioning in a business-to-business (B2B) and business-to-customer (B2C) segment, especially for a developing economy; and improve the student’s ability to get organisational buy-in and execute new business models.

LoadExx is a fully electrified electric cargo service focusing on logistics in Kolkata, a metropolitan city in the eastern part of the country. The service of LoadExx commenced in January 2021 in the B2B segment after overcoming its then issues of driver hesitancy and customer anxiety and financial issues to adopt electrified cargo systems. The conundrum faced by LoadExx in its commencement thus had been solved under the able guidance of its owner Amit Arora. The case study was positioned four months after the commencement of LoadExx. To gain market power and traction, Arora and his team came up with the idea of market expansion. However, the current conundrum was whether LoadExx would enter the B2C segment in its current location or expand with the same business model to other parts of the country. The expansion was to be implemented in the immediate future to retain its rarity and reduce the imitability of the business model of LoadExx. This case study details the logistics and market operations of the cargo sector, especially electric cargo, in a developing economy, especially India. A teaching note supplementing the “Cracking the conundrum of e-cargo logistics: curious case of LoadExx” case study has been provided.

This case study is designed for undergraduate and postgraduate students and senior management professionals in executive education programmes undertaking courses in logistics management and supply chain operations and related cargo logistics courses. This case study denotes integrating key processes from end-users and gaining the trust of drivers, thereby showing the perspective of the plight and conundrums of a cargo aggregator working in the B2C segment. This case study could be used to discuss concepts related to not-for-profit firms, aggregators, policymakers and think tanks.

Teaching notes are available for educators only.

CSS 9: Operations and logistics.