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To explore how the rise of Transportation Network Companies (TNCs) may affect paratransit.

A review of published material and interviews with paratransit managers.

TNCs, typified by Uber and Lyft, are having a significant impact on the taxi industry, which is affecting some US paratransit programs for people with disabilities because it limits the ability of those programs to partner with taxis for a portion of their service. However, some programs have avoided these negative impacts by contracting with taxi companies in a way that provides guaranteed work for some number of drivers.

Paratransit programs might be able to partner with TNCs much as they do now with taxis. However, a number of significant issues would have to be addressed including the lack of any way to schedule a trip in advance, little or no monitoring or dispatching assistance provided to drivers at the time of service, insurance coverage that does not meet typical public agency requirements for contracts, limited screening of drivers or inspection of vehicles, lack of specialized driver training, lack of any provision to negotiate rates, and lack of wheelchair accessible vehicles.

US civil rights legislation applies to TNCs and requires them to serve individuals with disabilities who can use the service; assist with the stowing of mobility devices; not charge higher fares or fees for people with disabilities; and allow service animals.

The value is to help paratransit programs and policy makers adapt to changes in the market for transportation services brought on by technology.

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.

To assess how advances in technology are changing the market prospects for paratransit, particularly DRT services.

To review recent developments in technology-enabled paratransit service through their impact on the supply curve for local transportation.

Some technology-enabled paratransit services, notably one-way car sharing and shared ride services offered by transportation network companies (TNCs), have been successful in generating significant usage within the past 24 months in Europe as well as the United States. At the same time, the introduction of technological advances in a comprehensive technology platform used for general public DRT services in Denver has not resulted in a ridership response of a large magnitude. Similarly, technology-enabled micro-transit services have had difficulty attracting sustainable levels of ridership. This suggests only some packages of technological innovations are able to shift the transportation supply curve. The key appears to be the development of a comprehensive technology platform which makes the new service simple and convenient to engage, use, and pay for; it is also highly advantageous if the service is less costly to the end user than existing alternatives.

Technology-enabled improvements of paratransit/DRT services are feasible and increasingly available, but the evidence shows that only when the use of technology significantly shifts the supply curve for local transportation that major impacts occur.

To provide concrete evidence as to the circumstances in which technology can make a significant impact on paratransit’s market prospects, but also identifies some of the limits to technology being able to create such impacts.

The study has two related objectives. At the firm level of analysis, the author proposes that a clearer distinction between firms’ mediating functions and mediators could enhance the understanding of business network strategizing. Whereas firms’ mediating functions have received attention in IMP research, less focus has been given to organizations whose core business is mediation. At the system level of analysis, the study complements the perception of a network horizon with that of a network verizon. Whereas the horizon is closely associated with work on firms’ mediating functions, the network verizon is of particular interest to mediators. The paper aims to discuss these issues.

This conceptual study combines IMP insights with strategic management theory.

The notion of a network horizon is important for business network strategizing, but also influences the perception of relevant network structures. These structures tend to be characterized by sequential interdependencies and a long-linked technology, often associated with physical products and production facilities. The notion of a network verizon highlights a network “depth” that has been unnoticed by previous work, which has focused on how narrow or wide a firm’s network horizon should be. The network horizon and the network verizon add strategizing options in terms of connecting key actors in the network to create additional value.

This paper concerns how IMP scholars understand boundaries and firms, and how perceptions of these influence business network strategizing. The study articulates a distinction between firms’ mediating functions and those organizations that fundamentally create value through mediating services. This distinction has system-level implications. In particular, the claim that the basis for a firm’s strategizing is its network horizon is discussed. The author proposes the notion of a “network Verizon,” providing a boundary perception of specific relevance to mediators. The network verizon portrays a network depth beyond both sequential tiers in a supply chain and links between different supply chains.

Mobile taxi booking apps (MTB) have revolutionalized the transportation industry. As taxis can be hired via smartphones, irrespective of any time or place, the business platform for taxi service has completely changed. Now customers are saved from the hassle of going to the designated taxi stands or waiting along the roadside. But, the long-term sustainability of this service depends on its continued use. Therefore, this study aims to explore factors that hedonically incline people toward continuance of MTB. To achieve the purpose, the unified theory of acceptance and use of technology (UTAUT) was extended with mediation effects of hedonic motivation.

The data were collected from existing users of MTB and analyzed through structural equation modeling and revalidated via artificial neural networks.

The statistical results show that the main factors of UTAUT substantially create hedonic motivation to use the apps and significantly mediate their effects on behavioral intention to continue using MTB. However, mediation between social influence and continuity intent was not statistically supported. The findings represent important contributions to the extended UTAUT.

This study adds value to the theoretical horizon and also presents M-taxi companies with useful and pertinent plans for efficient designing and effective implementation of MTB. Moreover, limitations and suggestions for future researchers are also discussed.

This study extends UTAUT with the mediating role of hedonic motivation to predict continued use of MTB, which further initiates the applicability of UTAUT in a new setting and a new perspective (post adoption). This, in turn, significantly expands theory by using hedonic motivation as an important attribute that could mediate impact of all main antecedents to shape customers loyalty toward system use.

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 engage with the social issues emerging from the increasing reliance upon app-driven services, as they pertain to precarious labor and ethical standpoints in a digital era. Popular ride services such as Uber have been lauded for bringing much needed transportation services that are superior to expensive taxis or unpleasant or inaccessible public transit.

As a result of over three years of ongoing research and analysis, this paper is a comprehensive assessment of a number of social issues facing the integration of practices both signified and enacted in an economy driven by apps such as Uber. While these companies are indeed profitable, questions remain as to just how much of a panacea these practices actually herald.

Findings indicate that privatization and a lack of labor regulation may present a significant savings to the user, but full cost economics suggest that the social and environmental costs require consideration.

The recommendations here refer to the ethical considerations forwarded in this paper and serve to open up dialog to further discuss the persistent issues facing a precarious future.

In terms of practical implications, there is a point of tension between governmental/regulatory bodies, disruptive innovators and users.

Stakeholders of all stripes are scrambling to keep up with the pace and problematics of digital innovations and an inclusive critical dialog on app-driven services has yet to become a priority.

The original value of this analytical framework from a social justice perspective stands to catalyze action on a number of pervasive social issues surrounding digital ethics and policy.

The purpose of this paper is to investigate the enabling factors and the customers’ acceptance of ride-hailing in Indonesia.

The authors adopt some constructs from the unified theory of acceptance and use of technology (UTAUT) 2 as the framework for the study to derive factors that influence the acceptance of ride-hailing in Indonesia. Samples through a convenience sampling method were collected from an online survey and were transformed into data through coding and subsequently processed using SPSS for descriptive analysis, reliability test, correlation and multiple regression analysis for hypothesis testing.

Ride-hailing started in 2015 in Indonesia. Five enabling factors make digital ride-hailing possible, the internet, smartphone, broadband wireless network, digital map and global positioning system. The authors found that performance expectancy, social influence and habit positively influence customers to accept ride-hailing in Indonesia.

Although this research has a small sample, it is still relevant to understand people’s acceptance to the ride-hailing platform. As a ride-hailing platform is now transformed to a multisided markets platform, adoption studies or other studies on each market to cover the whole picture of the platform influence to the society, and its contribution to the national economy will be very interesting. The authors’ future research will cover various services covered by ride-hailing companies.

This study proposes and argues that four main enabling factors make digital ride-hailing a viable business. The study contributes to three significant factors that influence the acceptance of ride-hailing in Indonesia.