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This chapter identifies the reasons why widespread and large-scale development of DRT has not emerged in the past 10 years even though previous research and analysis had suggested that conditions existed to facilitate such development.

Drawing on personal experience of operating DRT networks, supplemented by an analysis of the operating environment, operational barriers to implementation are identified.

Research results into the identified inhibiting factors are presented and supplemented by personal experience and interviews with key individuals. A successful integrated approach that has allowed a large DRT network to develop is described.

Recent changes in financial and structural conditions affecting the suitability of DRT in the United Kingdom as a solution to unmet travel needs and as a cost-effective alternative to conventional passenger transport are described. It is suggested that these factors have the potential to overcome barriers to further development. However, remaining obstacles in the field of Telematics are identified which may need further attention.

Introduction of large-scale DRT networks will not only be more cost effective but also offset financially driven service reductions and allow unmet travel needs to be met.

The identification of financial, technical, legal and social obstacles to the widespread implementation of DRT allows barriers to be addressed and removed and the full benefits of DRT to be realised. At a time of financial constraint, this allows more economic and integrated passenger transport solutions to be introduced to benefit both end users and service commissioners.

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.

An increasing literature focuses on how Demand Responsive Transport (DRT) may contribute to improve public transport. However, qualitative studies about whether such services contribute to social inclusion are lacking. The aim is therefore to understand how citizens experience DRT services.

For this purpose, we compare the different local public transport solutions in three rural municipalities in Norway. One case represents a conventional public transport service with a school bus that is open for all. The two other cases represent DRT solutions with different characteristics in terms of how extensive the services are. The data are qualitative, gathered via interviews and focus groups.

We find that who the users are and their patterns of use differ between the cases. The more extensive the service is, the more popular it is – even to the extent that leisure clubs adapt their start and end times to the public transport routes. Moreover, the evidence suggests that door-to-door transport is crucial for the ability of many people of older age to travel.

The need for door-to-door services means that flexibility has to be incorporated into DRT schemes with fixed bus stops, if the aim is to cover all citizens.

The insights about how not only the users themselves experience different transport services, but also their relations, provide added value. Finally, we argue that, given among others the dispersion of transport responsibilities on different political levels and sectors, the DRT services have not been successful in solving efficiency issues.

The purpose of this chapter is to describe and analyze the economic advantage of the geographical location of the Republic of Belarus. The current state of the Belarusian logistics system is analyzed in detail in the chapter. Thus effects of each direction of transportations are analyzed and also approaches to assessment of their cost efficiency are formulated. The factors influencing the export of transport services as well as the development of trends in the transport sector of Belarus are defined. The main directions and ways of improvement of logistics in the Republic of Belarus are described.

The purpose of this study is to investigate the different types of innovation that are predominant in companies in the UK services sector, the degree of innovativeness, the practices associated with the pursuit of innovation and their relationship with company performance.

The empirical phase of the study was conducted using a two‐stage process initiated by interviews and completed with mail surveys. Interviews were held with six senior executives of leading service companies in the UK. 214 senior managers of UK service companies were surveyed. The response rate was 47 per cent. Relevant statistical analytical techniques including regressions were used to analyse the data.

Product innovations are emphasized more in telecommunications and financial sectors than in transport and retail sectors while service innovations are emphasized more in retail and transport sectors. Radical and incremental innovations were found to be related to innovation performance. Radical innovations were also found to be related to innovation management practices.

Service companies need to pursue radical, me‐too and incremental innovations. Formal practices and processes must not be limited to the pursuit of radical innovations. Service companies must also recognize the pursuit of incremental innovations formally in their innovation strategies and define formal process for implementing these types of innovation.

The finding that formal practices are set up to foster the development of radical innovations in spite of the fact that both me‐too and incremental innovations are also related to innovation performance represents an interesting contribution. Applying a framework that was based on the development of new products and innovations in the manufacturing context to the service context represents a contribution to the extant literature. Finally, investigating the link between innovation types, innovativeness, management practices and innovation performance in service companies is pioneering.

The following is an introductory profile of the fastest growing firms over the three-year period of the study listed by corporate reputation ranking order. The business activities in which the firms are engaged are outlined to provide background information for the reader.

This paper identifies market forces which induce employers to provide training in Ireland. It investigates if they are present in sufficient strength in the consumer service sectors with a high concentration of low‐skill jobs to provide a basis to upgrade such jobs. Data from a survey of firms on training incidence, duration, and cost are used in OLS regressions to investigate the determinants of training at national and sector level. The results show that firm size, the proportion of skilled workers, foreign ownership, perception of changing skill requirements and tightness of the labour market all influence employers' training decisions. Analysis of sector‐specific effects indicates that firms in consumer service sectors are unlikely to respond to market forces by increasing training to a level which would encompass low‐skill jobs. However, policies involving the school system and company‐based training could help to enhance low‐skill jobs in consumer service sectors.