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This study aims to explore the chicken and egg paradox in the taxi e-hailing business contributing to define a condition of system emergence. This paradox is a meaningful one as these platforms represent a system where the passengers systems have no reason to participate if they have no drivers-systems to answer their call, but, at the same time, the platform is not useful to the drivers-system if there are no passengers-systems using the platform.

To understand how this paradox has been dealt with in the taxi e-hailing business, this study focused on a case study on a best practice in Italian taxi e-hailing industry (i.e. MyTaxi/FreeNow). This study wants to comprehend which actions have been implemented to solve this paradox and has tried to identify the interconnections between the various strategies to create a closed loop diagram for further testing.

This study has found that the company did not choose a single “subsystem” (passenger or driver), but it has stimulated the creation of several mutually reinforcing motivation for have both subsystems interact to help the company grow.

To the best of the authors’ knowledge, this paradox has never been studied using the complex adaptive system perspective. This perspective is particularly useful in this case and in the similar ones with several different interacting factors that cannot be really studied without using a higher order perspective.

The purpose of this paper is to study the interplay between changes in policies, rules and regulations that have altered ethnic composition and incomes in the Swedish taxi industry since deregulation in the 1990s.

This is a mixed-methods study, combining the qualitative interviews, scrutiny of relevant policy documents and statistical data of the Swedish population between 1992 and 2012. The analysis uses a mixed embeddedness perspective to show how the changed regulations resulted in new openings/closings in opportunities for individuals operating in the sector and how the proportion of immigrants in the sector, increased continuously between 1992 and 2012.

Policy changes have altered ethnic composition and incomes in the Swedish taxi sector. Income differences between foreign born and Swedish born are decreasing. It occurs however in the context of a general trend of lower wages within the sector. New jobs are created, but these are low paid jobs with harsh working conditions.

What makes this paper original is the use of the mixed-method approach, combining the analyses of economic and ethnic changes in the sector with internal and external institutional changes in rules and regulations, which exemplify the essence of the mixed embeddedness concept. Additionally the quantitative part of the study uses register data - tax registers and population registers that includes entire population and is administered by Statistics Sweden in a database for REMESO.

This paper aims to investigate, inside the private sector of transport, a model for the diffusion of knowledge-sharing technologies with non-uniform internal influence that has been developed by Easingwood et al. (1983).

The authors performed an empirical evaluation of the performances of the model by Easingwood et al. (1983) by analyzing data gathered from almost 230 taxi drivers joining two of the biggest taxi brokers operating in the Southern Italian city of Naples.

Such an analysis reveals that the model by Easingwood et al. (1983) provides an excellent agreement with the empirical data and allows to obtain interesting predictions on the future evolution of the sector performances in terms of increasing use of knowledge-sharing technologies within the taxi drivers’ community of practice (CoP).

In particular, the authors show that a unique solution always exists, which is defined on the whole (positive) set of times and, in the long run, tends to a steady-state equilibrium. A first limit of the present research is certainly the use of a sample restricted to the taxi companies from only one city: future investigations should consider a larger sample by interviewing taxi companies from multiple regions as well. Another limit is that the model performed does not take into account all the factors influencing the diffusion of knowledge-sharing technologies within the CoP. Finally, the research design is not considering the impact of the diffusion of knowledge-sharing technologies on the customer relationship management.

The research shows the application of a valid model both for evaluating the diffusion of technologies for sharing knowledge within a CoP and for estimating its development trend. It represents the first original study in Italy that empirically investigates the diffusion of technological innovations for the knowledge management in an industry typically dominated by tacit codes of knowledge-sharing: the taxi companies.

Male identity and motor-mobility are deeply intertwined across much of the globe but nowhere is this relationship more strongly in evidence than in Africa. On the African continent, road transport work has always appeared, in essence, to be a masculinist domain: it is almost always men who are seen driving commercial vehicles, regulating loading activities in the lorry and bus parks (and now the motorcycle stages), undertaking roadside repairs, vulcanising tyres, and even serving fuel. This does not mean that women are entirely absent from the sector, but their place is commonly peripheral – constrained at least in part by hegemonic norms of femininity that shape women’s self-understandings. They typically supply cooked food, alcohol and sex to male road workers, or take on back-breaking work in the lowliest – and lowest paid – of porterage roles, head-loading goods along the road, carrying materials when assisting men making and mending roads, or loading vehicles. From time to time, women have aspired to infiltrate more lucrative areas of the sector, especially through ownership of commercial vehicles, but their closer engagement with the oily nuts and bolts of the road business remains rare.

This chapter draws on a wide range of published and grey literature and some personal ethnographic research from a diversity of African countries and contexts to examine women’s efforts at engagement in the sector. The discussion spans women’s employment in road transport services (porterage, ticket-selling, taxis, buses, Bus Rapid Transit [BRT] and commercial trucks) and the road construction that supports transport service operations (engineering, planning, contracting, and labouring). The authors pay particular attention to the factors that so often continue to impede women’s progress in these arenas. The concluding section first references COVID-19 and its detrimental impacts on women transport workers’ jobs, then considers the potential for overcoming current barriers and promoting a more central space for women in transport operations, a development that could provide significant benefits across the sector.

This chapter provides an overview of the policies that taxi and ridesourcing regulators in the USA and around the world have adopted in response to the COVID-19 pandemic and the recovery from it, including regulatory actions and measures to protect driver and passenger safety and health, as well as various efforts intended to provide economic relief and assistance. This chapter raises the issue of guidance versus regulatory mandates by transportation officials, and what issues need to be further researched and evaluated for permanent implementation and/or to prepare for any resurgence of this or other pandemics.

This chapter examines the labor-empowerment potential of emerging taxi driver cooperative-union partnerships. Cooperative-union partnerships can adopt differing stances toward the virtue of waging broad-based, class-conscious conflict against economic elites to win economic change, as opposed to the virtue of small-scale and practical steps to improve the immediate conditions of individual “job-conscious” workers. This case study utilizes a “class consciousness” versus “job consciousness” framework to examine a recent immigrant taxi driver union-cooperative partnership.

Case study of taxi driver organizing in Denver (CO), utilizing narrative inquiry, and survey and interviews with 69 drivers.

The US tradition of accommodational job consciousness continues to influence union and cooperative leaders. Among Denver’s taxi cooperatives, an emphasis on accommodational job consciousness, bereft of class perspectives, has undermined a narrative promoting worker solidarity or encouraging workers to engage in social justice campaigns for immigrant workers. The consequence has been to weaken the transformational potential of taxi driver activism.

Findings based on a single case study need to be confirmed through additional research.

Cooperative-union partnerships that adopt a class-conscious political approach, including leadership development opportunities, a “labor empowerment curriculum, and partnerships with broader social movements, are a promising alternative to narrowly tailored “job conscious” organizing strategies.

Immigrants are increasingly forming worker cooperatives, and the recent Denver taxi driver union-cooperative is one of the largest taxi cooperatives in the country. Current research on the labor empowerment consequences of these emerging immigrant cooperatives is sparse.

This paper aims to explore the dynamic context of the sharing economy in the transportation sector. This paper looks into the development of government regulations on the growing business of transportation network companies in Indonesia, the Philippines (represented as middle-income countries) and Taiwan (high-income country). How do government regulations and policies respond to the growing online-enabled transportation service (OETS) in Indonesia, the Philippines and Taiwan?

This study is qualitative-comparative research. Data on the transportation sector of each country have been gathered from reputable online sources.

Authors found evidence that the policy responses made by the Governments of Indonesia, Philippines and Taiwan to the sharing economy in the transportation sector are incremental and trial-error based policies.

This paper has not addressed the policy issues’ relationship between driver and platform companies.

The future of the relationship between sharing firms and local governments suggests that the focus should be on stronger consumer protections, deeper economic redistribution and achievement of other policy aims (Rauch and Schleicher, 2015).

This is a comparative study on different levels of economy, particularly between low- or middle-income and high-income country.

Gaining skills in analyzing context during a crisis situation, using a political, economic, social, technological, legal and environmental framework understanding strategic leadership engagement with stakeholders to cultivate an environment for emergent change gaining skills in drawing up a strategic communications plan.

On 15 May 2020, Alec Moemi, Director-General of the South African Government’s Department of Transport (DoT), contemplates how his department can use the opportunity that COVID-19 presents to transform the transport system and to maintain relationships with business and the taxi industry beyond COVID-19? The nation was just reeling from a first: the President announced a “lockdown” which meant that all economic activity except “essential services” could operate. Life almost ground to halt and South Africans faced a new reality. No movement out of your property unless it was a medical emergency or if you needed to buy food. The minibus taxi, an economic enabler to millions of South Africans also had to stop operating. The South African DoT had a mammoth task of communicating to a range of stakeholders. However, the most sensitive being the minibus taxi owners, drivers and their related associations. How would they accept the news that they will not have a livelihood for the next few weeks or perhaps even months? Given the nature of industrial shift patterns and need for a more flexible transport system for workers, some organisation’s such as Nestlé contracted private transport services to ensure their staff travelled to work safely. Nestlé also had their own compulsory sanitizing protocols in place to support private transporters.

Postgraduate programmes, including MBA, MPhil Corporate Strategy and Masters’ Public Administration and Executive Education Programmes.

Teaching notes are available for educators only.

CSS: 7 Management Science.

The study sought to examine the impacts of COVID-19 on tourism from the stakeholder perspective in the case of Famagusta town in Northern Cyprus.

Via a qualitative research approach, data are collected through face-to-face interviews from direct and indirect tourism stakeholders operating in Famagusta. A judgmental sampling strategy was employed to collect data from tourism stakeholders on the impacts of COVID-19 on tourism. Descriptive data analysis is engaged to report the results.

Results of the study showed that the novel coronavirus has hampered the tourism sector in Famagusta, Northern Cyprus. Indeed, as the globe suffered its effects in terms of economic gains, business and business closure. It has been the same with Famagusta, while a few private sectors positively gained (Internet and Technology), all other tourism-reliant sectors such as hotels, restaurants, travel agencies and the transport sector massively suffered as a result of the global lockdown due to COVID-19 pandemic.

Given the ever-changing state of knowledge and scarcity of literature, the current study seeks to summarize what has been learned from previous crises and back it up with qualitative research including senior industry stakeholders.

The road transport sector is the second biggest CO2 emissions contributor after energy generation. In urban environments, its impact is increased due to the worse combustion engine driving efficiency. It is thought that electric mobility might bring some relief to big cities’ polluted air. At the same time, car manufacturers are searching for second battery applications in order to reduce its manufacture cost and make electric cars achievable for most people. This paper seeks to address these issues.

This study presents an economic and environmental approach of an electric taxi fleet charged with second use electric car batteries. The environment impact comes from the possible CO2 emissions reduction due to the use of electricity instead of fuel and from reusing the old electric car batteries instead of brand new ones. On the economic side, apart from the financial and consumption costs and profits, the Kyoto protocol trades permit an economic evaluation of the benefits achieved.

The results show that improvements come together with the type of electric generation technology, but it is clear that if both sectors (road transport and energy generation) are treated together, the emissions might substantially drop.

The originality of this article comes from taking into account two environmental issues in the project: the reuse of “old batteries” from electric cars to enlarge their useful life and the gas emissions analysis.