Den globala situationen för person- och godstransporter visar att energianvändningen inom transportsektorn stadigt ökar och prognoser tyder på att den kommer att fördubblas till 2050. Den största ökningen förväntas ske i Asien där, Kina kommer att stå för över 12 % av den globala energianvändningen år 2050. Inom EU, Europeiska Unionen, stod personbilarna 2012 för över 81 % av passagerartransporterna räknat i antal passagerarkilometrar. Nya energieffektiva och miljövänliga transportlösningar behöver utvecklas. En lösning med spårtaxi kombinerar fördelarna med konventionella vägtransportsystem (flexibilitet, tillgänglighet och attraktivitet) och spårtransportsystem (säkerhet, kapacitet och miljövänlighet). I detta examensarbete undersöks energianvändningen för spårtaxi. Detta sker i form av en fallstudie. Spårtaxi är en automatiserad transporttjänst för direktresor utan väntetider (likt taxiservice) i ett nätverk med banor som kompletterar masstransportsystem. Fokus i studien ligger på att utvärdera fordonens energianvändning i drift. Målet är att identifiera relevanta parametrar som avgör energianvändningen samt deras bidrag till denna. Frågan om effektiv energianvändning besvaras med hjälp av en simuleringsmodell. Denna baseras på konceptet SkyCab och en bedömning av fordonets parametrar. En beräkning är utförd som utgör en referens för att sedan jämföras med 16 variationer av nyckelparametrar. Relationen till växhusgaser undersöks och utsläppen beräknas för olika elektricitetsblandningar. Ett andragradspolynom är framtaget för att beskriva fordonets gångmotstånd som inkluderar uppskattningar av vagnens rullmotstånd för små, pneumatiska däck på en raksträcka samt i doserade kurvor. Hjälpkraftens energianvändning uppskattas säsom motsvarande en liten elektrisk bil och är starkt beroende av passagerarnas komfortbehov och yttre (väder)förhållanden. Ett resultat är att rullmotståndet står för cirka 44 % av energianvändningen och hjälpkraften för 33 %. Båda är potentiella mål för effektivitetsförbättringar. Ändringar av accelerationsnivåer har liten betydelse för energianvändningen då det är en mindre del av energin som regenereras. En ökning av topphastigheten är ett effektivt sätt att minska restiden med förhållanderis liten ökning av energianvändningen. Förslag lämnas i studien hur man kan minska energianvändningen genom att förbättra fordonets och banans nyckelegenskaper. / he global situation of personal and freight transport shows that the energy demand for transportation steadily increases, and prognoses indicate that the energy usage will double until 2050. The largest growth rates are expected in Asia, and China in particular will account for over 12 % of global transport energy usage in 2050. Over 81 % of passenger transport in passenger kilometre was produced by passenger cars in 2012 in the European Union, and new energy eÿcient and environmental friendly solutions have to be developed.PRT (Personal Rapid Transit) systems combine the benefits of traditional road systems (flexibility, accessibility, attractiveness) and rail systems (safety, capacity, environmental friendliness). This MSc thesis investigates a concept by SkyCab AB as a case study, which o˙ers an automated, non-stop and on-demand transportation service in a dedicated network and is supposed to fill a gap between personal cars and public transport. The focus is put on the energy usage of the vehicles in the operational phase.The objective is to identify the relevant parameters that determine the energy usage and their contributions. This request is addressed by setting up a simulation model, based on the SkyCab concept and estimations of vehicle parameters. A reference calculation and 16 variations of key parameters are conducted. The relation to greenhouse gas emissions is investigated and emissions are calculated for di˙erent electricity mixes.A second-order polynomial of running resistance for the vehicle is determined, includ-ing estimations of rolling resistance of small pneumatic tyres on straight track and in superelevated curves. The auxiliary power is estimated for the SkyCab vehicle on basis of a small electric passenger car.For the reference case the energy for rolling resistance is approx. 44 % of the energy usage, and auxiliary energy contributes by 33 %. Both o˙er potential for eÿciency im-provement. The auxiliary power is strongly dependent on the passengers’ comfort needs and the ambient conditions. Changes of acceleration rates have low impact on the energy usage, since a smaller proportion of energy is regenerated. An increase in top speed is a suÿcient measure to reduce trip time with comparably low increase in energy usage. Finally, suggestions are proposed to reduce the energy usage by improving key properties of the vehicle and guideway. / Der weltweite Energiebedarf des Personen- und Gütertransports zeigt einen kontinuier-lichen Anstieg, und der Ausblick bis 2050 zeigt eine Verdopplung des gesamten Ener-giebedarfs. Die größten Zuwachsraten werden in Asien erwartet, und insbesondere China allein wird in 2050 über 12 % des weltweiten Energiebedarfs verzeichnen. Über 81 % aller Personenkilometer in der Europäischen Union in 2012 wurden mit dem persönlichen Auto-mobil durchgeführt, und ein Bedarf für energieeÿziente und umweltfreundliche Transport-möglichkeiten wird deutlich.PRT (Personal Rapid Transit) Systeme vereinen die Vorzüge von traditionellen straßenge-bundenen Transportsystemen (Flexibilität, Zugänglichkeit, Attraktivität) und Schien-ensystemen (Sicherheit, Kapazität, Umweltfreundlichkeit). Diese MSc Thesis untersucht das Transportkonzept von SkyCab AB als Fallstudie. Es bietet einen automatisierten, un-unterbrochenen und bedarfsgesteuerten Transportdienst auf einem exklusiven Netzwerk und soll so die Lücke zwischen dem persönlichen Automobil und ö˙entlichen Transport-mitteln schließen. Der Fokus wird dabei auf den Energieverbrauch des Fahrzeugs in der operativen Phase gelegt.Die Zielsetzung besteht in der Identifizierung und Quantifizierung der relevanten Para-meter, die den Energieverbrauch bestimmen. Zu diesem Zweck wird ein Simulationsmodell konfiguriert welches auf dem Konzept von SkyCab basiert und zusätzlich Abschätzungen von Fahrzeugparametern enthält. Eine Referenzberechnung und 16 Parametervariationen werden durchgeführt. Der Bezug zur Emission von Treibhausgasen wird für verschiedene Energiemixe hergestellt.Das Polynom zweiter Ordnung für den Fahrwiderstand wird aufgestellt, wobei Abschätzun-gen bezüglich des Rollwiderstands kleiner pneumatischer Reifen auf gerader Strecke und in überhöhten Kurven berücksichtigt werden. Die Zusatzleistung für das Konzeptfahrzeug wird auf Basis eines kleinen rein elektrischen Fahrzeugs abgeschätzt.Der Energieverbrauch in der Referenzsimulation für den Rollwiderstand beträgt ca. 44 % des Gesamtenergieverbrauchs, und die Zusatzenergie beläuft sich auf ca. 33 %. Beide Anteile bieten Potential zur Optimierung, und die Zusatzenergie ist stark abhängig von den Komfortbedürfnissen der Passagiere und den Umgebungsbedingungen. Variationen der Beschleunigungs- und Bremsraten haben einen geringen Einfluss auf den Energiever-brauch, da gleichzeitig ein kleinerer Anteil regeneriert wird. Eine Zunahme der Höchst-geschwindigkeit wirkt sich durch mehr regenerierte Energie vergleichsweise gering auf den bezogenen Energieverbrauch aus, reduziert jedoch die Fahrzeit merklich. Abschließend werden Potentiale von Schlüsselparametern zur Reduktion des Energieverbrauchs des Fahrzeugs und der Fahrbahn aufgedeckt.

Studiens syfte har varit att undersöka hur brottsutsattheten hos taxiförare i Örnsköldsvik, Sundsvall, Hudiksvall och Gävle ser ut, att undersöka om situationella åtgärder kan tänkas minska risken för brottsutsatthet samt att få en inblick i taxiförarnas egna tankar kring hur risken för brottsutsatthet kan minskas. Detta har gjorts genom en enkätundersökning och materialet har analyserats genom univariat analys och innehållsanalys. Resultatet visar att brottsutsattheten skiljer sig mellan taxiförarna kopplat till ålder, kön, etnicitet och yrkeserfarenhet, att larm och kamera kan tänkas minska risken för brottsutsatthet samt att taxiförarna föreslår brottsförebyggande åtgärder såsom att installera övervakningskamera och att få utbildning i kundbemötande. De viktigaste slutsatserna som har dragits är att brottsutsatthet hos taxiförare fortfarande är ett problem och att säkerhetsåtgärder i form av larm och övervakningskamera samt utbildning i kundbemötande är önskvärt. / The purpose of this study has been to examine how the crime victimization among taxi drivers in Örnsköldsvik, Sundsvall, Hudiksvall and Gävle looks, to examine if situational measures conceivably reduce the risk of crime victimization and to get insight in what the taxi drives themselves think about how to reduce the risk of crime victimization. This has been examined through a questionnaire survey and the data has been analyzed through univariate analysis and content analysis. The results show that the crime victimization differs between the taxi drivers regarding age, sex, ethnicity and professional experience, that alarms and surveillance cameras conceivably reduce the risk of crime victimization, and that the taxi drivers suggest crime prevention measures such as installing surveillance cameras and education in customer service. The most important conclusions that have been drawn are that crime victimization among taxi drivers is still a problem and that safety measures in terms of alarms and surveillance cameras as well as education in customer service are desirable.

The application of GPS probes in traffic management is growing rapidly as the required data collection infrastructure is increasingly in place in urban areas with significant number of mobile sensors moving around covering expansive areas of the road network. Most travelers carry with them at least one device with a built-in GPS receiver. Furthermore, vehicles are becoming more and more location aware. Currently, systems that collect floating car data are designed to transmit the data in a limited form and relatively infrequently due to the cost of data transmission. That means the reported locations of vehicles are far apart in time and space. In order to extract traffic information from the data, it first needs to be matched to the underlying digital road network. Matching such sparse data to the network, especially in dense urban, area is challenging. This thesis introduces a map-matching and path inference algorithm for sparse GPS probes in urban networks. The method is utilized in a case study in Stockholm and showed robustness and high accuracy compared to a number of other methods in the literature. The method is used to process floating car data from 1500 taxis in Stockholm City. The taxi data had been ignored because of its low frequency and minimal information. The proposed method showed that the data can be processed and transformed into information that is suitable for traffic studies. The thesis implemented the main components of an experimental ITS laboratory, called iMobility Lab. It is designed to explore GPS and other emerging traffic and traffic-related data for traffic monitoring and control. / <p>QC 20121107</p>

Cette étude cherche à clarifier les trajectoires de l’intégration des immigrants iraniens travaillant comme chauffeurs de taxi à Montréal. En effet, les conclusions de certaines études portant sur l’amélioration de l’insertion professionnelle des immigrants à moyen et à long terme étaient en opposition avec l’état actuel d’immigrants qualifiés travaillant toujours dans l’industrie du taxi après cinq, dix, quinze ans ou même plus après leur arrivée, bien que plusieurs avaient déjà une formation universitaire avant leur arrivé au Canada. Effectuée dans le cadre des études sur l’intégration des immigrants en général et en particulier au Canada et au Québec, cette recherche fait ressortir des résultats plus larges que les expériences de ce groupe après son arrivée dans le pays d’accueil en incluant les attentes et les motifs avant le départ. L’utilisation d’une démarche plutôt qualitative à partir des expériences et des trajectoires d’environ une quarantaine de chauffeurs de taxi travaillant dans une société de taxi montréalaise dont la majorité des travailleurs sont iraniens a permis de dépasser les difficultés liées à l’étude de ce groupe ainsi que d’en approfondir la connaissance. Cette étude se divise en deux parties. La première familiarise le lecteur avec l’histoire de l’immigration et celle des Iraniens au Canada ainsi qu’avec le cadre conceptuel et l’approche méthodologique de cette recherche. La deuxième partie, présentant les résultats, révèle le fait que plusieurs dans ce groupe d’immigrants n’ont pas eu accès aux droits de scolarité réduits offerts aux résidents québécois avant la régularisation de leur demande d’asile, ce qui a eu pour résultat de freiner leur grand désir de poursuivre des études au Canada. Ce blocage les a confinés dans des emplois de bas niveaux. Les cours peu avancés de français offerts aux immigrants n’ont pas pu les préparer à accéder aux bons emplois. Également, ce groupe a rejeté l’aide des agents d’emploi à cause des bas niveaux d’emplois que ceux-ci offraient. Alors que les périodes de chômage ont pu encourager certains à poursuivre leurs études, la discrimination après le 11 septembre 2001 a barré leur accès aux emplois qualifiés. La communauté iranienne n’a pas contribué à l’accès de ses membres aux emplois qualifiés à cause de son émergence récente au Canada. Ainsi, pour certains, le partenariat avec des compatriotes qu’ils connaissaient à peine et non experts dans la création d’entreprises, qui de plus ne se préoccupaient pas des exigences du métier, a abouti à leur fermeture. La comparaison entre les emplois déjà occupés et les avantages matériels et non matériels du taxi a mené ce groupe à recourir à ce métier. Pourtant, ses désavantages ont causé le départ non réfléchi de certains du Québec, mais ils sont revenus par la suite. Les traits culturels de ce groupe dans une société ethnique de taxi bien réglementée ont permis d’améliorer le fonctionnement de cette société. Enfin, malgré le désir de bon nombre de ces immigrants de changer d’emploi, l’analyse suggère que la probabilité reste, pour la majorité, peu élevée. / This study examines the integration trajectories of Iranian immigrants working as taxi drivers in Montreal, Canada. Participants in this study were still working as taxi drivers after five, ten and fifteen years or more after their arrival, although some had a university degree. Thus, the conclusions of this study differ from the results of other studies in the degree of success immigrants achieve in terms of professional insertion in the medium to long term. This research emerged from a review of studies which focused on issues related to the integration of immigrants, specifically in Canada and Quebec. This paper presents broader results by recording, reporting, and investigating participant expectations and motivations prior to departure, and their experiences and motivations after their arrival in the country of reception. Using a qualitative methodology, data was collected on the life-experiences and the professional trajectories of forty immigrants working as drivers at a Montreal taxi company. The majority of the subjects were Iranian, which removed potential difficulties in the research process, and allowed the researcher to explore specific issues in greater depth. The first part of this study aims to familiarize the reader with an overview of the history of immigration in Canada, and more specifically the history of Iranian immigration patterns in Canada, and to present the conceptual framework and methodological approach used in this research. The second part documents the participants’ stories and discusses the findings. After being denied access to subsidized post-secondary education, and after trying a number of low-level jobs, participants identified taxi driving as most advantageous in terms of income and working conditions. The discussion of the results reveals a number of key phenomena that directly contribute to the low success rate of professional integration of Iranian immigrants into the Quebec economy. These phenomena include an initial lack of access to subsidized, post-secondary education for asylum seekers prior to the granting of permanent status in Canada; the inadequate level of French language preparation through government funded courses; the inadequacy of public job-seeking agencies to advertise anything other than low-level jobs; subtle post 9/11 discrimination in the employment market, and the inability of the relatively new Iranian community in Canada to provide social and professional support and resources to new immigrants as they seek appropriate professional employment. A number of participants formed business partnerships with other Iranian immigrants. However, these partnerships were between partners who barely knew each other, and in every case, a lack of technical expertise and business know-how led to the collapse of the businesses. Frustration with their ongoing low level of professional integration in Quebec led a number of participants to leave Quebec in search of greater professional satisfaction. These decisions were often made without considering the realities of the move and with little or no forethought to integrating into another new environment. As a result, all of the participants who left Quebec have since returned. While other studies have been critical of the cultural and work behaviours of Iranian immigrants, this study has found that these same characteristics, when observed within the parameters of a well managed work environment, have had a positive impact on the performance and functioning of the Montreal taxi company. While it remained the wish of the majority of the participants in this study to find more satisfying, professional employment, in the final analysis, the findings of this study suggest that under the current conditions, the majority of these participants will continue to drive taxis.

台灣大車隊股份有限公司 (Taiwan Taxi Corporation,簡稱台灣大車隊),為台灣民間第一家導入無線衛星派遣系統於2002年正式成立的計程車車隊,到2017年已是一個擁有17,000 名駕駛隊員的大企業,成功地創新了計程車派遣的經營模式。 在這十七年間,換過三個經營團隊,最後在林村田董事長經營下讓公司穩定下來並有盈餘。經營團隊接手後持續更新了早已建構完成之GPS衛星定位與PDA車機派遣系統。另外,更結合了空中排班、熱點候車點、多元化叫車服務與非現金消費系統,升級為平台經營架構。由多種面向匯集了電子技術、智慧手機雲端科技,不但有助於車輛的調度,提昇服務品質,也提昇了駕駛和乘客的安全性,增加了公司的競爭力。在此競爭激烈及節約能源的時期,台灣大車隊透過創新經營模式,持續檢討優缺點,迅速改善缺點,加強優點,增強正向迴路經營模式以創造利潤及業績,使企業持續成長。 前幾年面臨國內外叫車服務系統的挑戰時,如2013年6月Uber入台以及政府推行多元化計程車,台灣大車隊就已投入軟硬體研發和改善公司的作業流程以擴展計程車司機隊員規模、便利顧客、增加附屬營業收入、和流動資金的管理,以及電腦資訊自動化管理系統等多樣措施加強了利潤的成長。對外在環境變化的最新應變措施包括：叫車系統快速自動化、建構多元化叫車體系、增加車隊類型和功能、採取多種措施如手機APP電召,配上軟體記憶增加顧客黏著度、擴充平台經營層面,增加平台經營附加價值、綁定信用卡付費方式,建構出叫車平台營運成功的商業模式。 管理團隊認為所有的成功都基於重視隊友及顧客的價值,堅信：乘客即顧客、加盟隊員為家盟隊員,以增加人際溫暖度的心態來經營。使接觸到大車隊的人,都有得到照顧與或取得利潤的確幸。相對的,車隊營收亦可經由各個微小的服務利潤集結發揮為平台結構關聯性收益而得以實現。 / Taiwan Taxi Corporation Ltd. (Taiwan Taxi) is the first civilian taxi fleet which established a wireless satellite dispatch system in 2002. By 2017, it has succeeded in the innovating of business model for taxi dispatch, and become a large enterprise with 17,000 drivers. During seventeen years, replaced by three management teams, the revenue of Taiwan Taxi finally increasingly stabilized. At present, the manager team led by Lin Cun-Tian still constantly updating the already constructed GPS satellite positioning and PDA car dispatch system. By a variety of aspects for the integration of electronic technology, smart phone cloud technology, this platform not only helps the vehicle scheduling and improves service quality, but also enhance driving and passenger safety which increase their competitiveness. In the period of severe competition and energy conservation, Taiwan Taxi has continually reviewed the advantages and disadvantages through the innovative business model they built. Manager team quickly improves the shortcomings, enhance the advantages, so that a positive loop to create profits and performance can operate and make the enterprises continue to grow. Facing the challenges of domestic and foreign call systems, such as Uber and diversified taxi, Taiwan Taxi has developed new hardware and software research and has improved the operating process to expand their fleet of taxi drivers, facilitate customers since 2013, thus increased the subsidiary operating income, working capital management, and automize the computer management system to strengthen the growth of profits. The newly strategic approaches against external changes include: construct an on-line taxi system, a diversified taxi on call management containing mobile phone call, increase the fleet type and function. Other adoptions such as: memory of previous calls to increase customer stickiness, increase the running of additional function on platform, binding credit card payment, thus a successful business model upon taxi platform are constructed. Manager team believe: all the success is based on the values of teammates and customers, passengers are customers, and all the drivers joined are members of this family. They are happy to increase the warmth between the interpersonal through their management. As long as who contacts with Taiwan Taxi, will get a warm care and obtain profits of fortune. Synchronously, the revenue of cooperation can also be achieved through the combination of each profit margin for platform.

Cette étude cherche à clarifier les trajectoires de l’intégration des immigrants iraniens travaillant comme chauffeurs de taxi à Montréal. En effet, les conclusions de certaines études portant sur l’amélioration de l’insertion professionnelle des immigrants à moyen et à long terme étaient en opposition avec l’état actuel d’immigrants qualifiés travaillant toujours dans l’industrie du taxi après cinq, dix, quinze ans ou même plus après leur arrivée, bien que plusieurs avaient déjà une formation universitaire avant leur arrivé au Canada. Effectuée dans le cadre des études sur l’intégration des immigrants en général et en particulier au Canada et au Québec, cette recherche fait ressortir des résultats plus larges que les expériences de ce groupe après son arrivée dans le pays d’accueil en incluant les attentes et les motifs avant le départ. L’utilisation d’une démarche plutôt qualitative à partir des expériences et des trajectoires d’environ une quarantaine de chauffeurs de taxi travaillant dans une société de taxi montréalaise dont la majorité des travailleurs sont iraniens a permis de dépasser les difficultés liées à l’étude de ce groupe ainsi que d’en approfondir la connaissance. Cette étude se divise en deux parties. La première familiarise le lecteur avec l’histoire de l’immigration et celle des Iraniens au Canada ainsi qu’avec le cadre conceptuel et l’approche méthodologique de cette recherche. La deuxième partie, présentant les résultats, révèle le fait que plusieurs dans ce groupe d’immigrants n’ont pas eu accès aux droits de scolarité réduits offerts aux résidents québécois avant la régularisation de leur demande d’asile, ce qui a eu pour résultat de freiner leur grand désir de poursuivre des études au Canada. Ce blocage les a confinés dans des emplois de bas niveaux. Les cours peu avancés de français offerts aux immigrants n’ont pas pu les préparer à accéder aux bons emplois. Également, ce groupe a rejeté l’aide des agents d’emploi à cause des bas niveaux d’emplois que ceux-ci offraient. Alors que les périodes de chômage ont pu encourager certains à poursuivre leurs études, la discrimination après le 11 septembre 2001 a barré leur accès aux emplois qualifiés. La communauté iranienne n’a pas contribué à l’accès de ses membres aux emplois qualifiés à cause de son émergence récente au Canada. Ainsi, pour certains, le partenariat avec des compatriotes qu’ils connaissaient à peine et non experts dans la création d’entreprises, qui de plus ne se préoccupaient pas des exigences du métier, a abouti à leur fermeture. La comparaison entre les emplois déjà occupés et les avantages matériels et non matériels du taxi a mené ce groupe à recourir à ce métier. Pourtant, ses désavantages ont causé le départ non réfléchi de certains du Québec, mais ils sont revenus par la suite. Les traits culturels de ce groupe dans une société ethnique de taxi bien réglementée ont permis d’améliorer le fonctionnement de cette société. Enfin, malgré le désir de bon nombre de ces immigrants de changer d’emploi, l’analyse suggère que la probabilité reste, pour la majorité, peu élevée. / This study examines the integration trajectories of Iranian immigrants working as taxi drivers in Montreal, Canada. Participants in this study were still working as taxi drivers after five, ten and fifteen years or more after their arrival, although some had a university degree. Thus, the conclusions of this study differ from the results of other studies in the degree of success immigrants achieve in terms of professional insertion in the medium to long term. This research emerged from a review of studies which focused on issues related to the integration of immigrants, specifically in Canada and Quebec. This paper presents broader results by recording, reporting, and investigating participant expectations and motivations prior to departure, and their experiences and motivations after their arrival in the country of reception. Using a qualitative methodology, data was collected on the life-experiences and the professional trajectories of forty immigrants working as drivers at a Montreal taxi company. The majority of the subjects were Iranian, which removed potential difficulties in the research process, and allowed the researcher to explore specific issues in greater depth. The first part of this study aims to familiarize the reader with an overview of the history of immigration in Canada, and more specifically the history of Iranian immigration patterns in Canada, and to present the conceptual framework and methodological approach used in this research. The second part documents the participants’ stories and discusses the findings. After being denied access to subsidized post-secondary education, and after trying a number of low-level jobs, participants identified taxi driving as most advantageous in terms of income and working conditions. The discussion of the results reveals a number of key phenomena that directly contribute to the low success rate of professional integration of Iranian immigrants into the Quebec economy. These phenomena include an initial lack of access to subsidized, post-secondary education for asylum seekers prior to the granting of permanent status in Canada; the inadequate level of French language preparation through government funded courses; the inadequacy of public job-seeking agencies to advertise anything other than low-level jobs; subtle post 9/11 discrimination in the employment market, and the inability of the relatively new Iranian community in Canada to provide social and professional support and resources to new immigrants as they seek appropriate professional employment. A number of participants formed business partnerships with other Iranian immigrants. However, these partnerships were between partners who barely knew each other, and in every case, a lack of technical expertise and business know-how led to the collapse of the businesses. Frustration with their ongoing low level of professional integration in Quebec led a number of participants to leave Quebec in search of greater professional satisfaction. These decisions were often made without considering the realities of the move and with little or no forethought to integrating into another new environment. As a result, all of the participants who left Quebec have since returned. While other studies have been critical of the cultural and work behaviours of Iranian immigrants, this study has found that these same characteristics, when observed within the parameters of a well managed work environment, have had a positive impact on the performance and functioning of the Montreal taxi company. While it remained the wish of the majority of the participants in this study to find more satisfying, professional employment, in the final analysis, the findings of this study suggest that under the current conditions, the majority of these participants will continue to drive taxis.

現代化組織雖然熱衷於導入資訊科技來提升組織競爭力，但研究發現近一半的科技導入最後是以失敗收場；此種不導入科技則組織將失去競爭力、但導入科技後卻達不到預期成效的兩難，是造成組織生產力困境的原因之一。此一企業面對科技採用的兩難困境，引發本論文的研究動機。 實務中許多科技導入失敗的案例已經說明決定企業是否擁有競爭力不在於組織是否導入科技或使用者如何採用新科技，愈來愈多的研究已證實如何在導入科技後，讓員工願意改變既有的工作習性，並樂於持續地使用科技，且逐漸將科技使用內化成為日常工作實踐，可能更加重要。此外，實務中也常發現組織內的科技使用者在面對相同科技時，往往並不是接受科技，或是拒絕科技的二元採用論；相反地，因為使用者會對科技進行自我詮釋與賦予個人意義，故導致許多不同且有趣的採用類型，甚至可能造成非預期的負面反應與行為。 過去許多探討個人層次的科技採用研究專注於科技採用者的認知因素對科技接受與否之影響，本論文則專注於科技採用的情感面探討，瞭解使用者對科技的心理擁有感受如何影響採用行為。綜合過往文獻的不足，本論文提出二項主要研究問題：(1) 科技採用是否存在多元化的採用類型？影響原因為何？與 (2) 科技採用者對科技的心理擁有感如何影響科技採用行為與績效？ 針對上述的研究問題，本論文回顧科技採用、科技意會、心理擁有感與在地知識等相關文獻，輔以二階段的研究策略，依序進行個案質化研究的理論建構 (研究一) 與量化假說的理論驗證 (研究二)。首先，研究一以新加坡康福計程車與台灣大車隊計程車為研究個案，藉由瞭解二地的計程車司機如何採用衛星派遣科技之紮根研究，歸納出科技採用者的科技心理擁有感將影響對科技的意會，與使用科技的在地知識類型；其次，科技心理擁有感可藉由以上二者的中介效果，進而影響科技採用型態與採用頻次。本論文由研究一推導出相關的研究假說，以供研究二進行關係驗證。最後，在研究二中，本論文藉由科技心理擁有感、在地知識、科技意會的量表發展與結構方程式統計分析，進行研究一的假說驗證與探討。 經由數百位計程車司機開車實踐的觀察、訪談與大樣本問卷調查後，本論文發現科技心理擁有感可區分為「我的科技心理擁有感」與「我們的科技心理擁有感」二類屬性；而科技心理擁有感將產生二大類的科技意會類型：「實用認同型科技意會」與「自利專屬型科技意會」，與二大類的在地知識：「近地型在地知識」與「遠地型在地知識」，最後，進而影響科技的多元採用類型與採用績效。 本論文有系統地利用質性紮根研究進行構念的歸納與分類，發現不同型式的科技心理擁有感、多元科技意會、在地知識與科技採用類型，並建構一個多構念且具完整性的科技採用分析架構與衡量方法。同時，本論文也借用組織行為理論中的心理擁有感理論於科技採用研究中，以解釋個人對科技的心理擁有感如何影響科技採用行為。整體而言，本論文力求達到研究情境真實性、研究衡量精準性與研究結論類推性的理論建構三大目標。 / For purposed of efficiency, organizations often engage in adopting or transferring new technology across national boundary to increase their competitive advantage. But researches found over half cases of IT (information technology) implementation failed in the end. This dilemma between losing competitive advantage without IT implication and failing in adoption with technology transfer is a main challenge of organization. The research objective of this dissertation is to understand the profound occasions of this dilemma. In the reality, many IT failure cases have illustrated keeping competitive advantage for organization was depends on how to transform users’ routines or habits from current IT usage on post-adoption stage rather than adopting a new technology on pre-adoption stage. In other words, the final goal of IT implementation is to internalize the technology use to become users’ daily practices. In addition, what is missing from the current discussion literature of technology management is that technology adoption is multiple patterns rather than a trade off between acceptance and rejection. Therefore, in different organizational context various users may render multiple interpretations of the same technology, leading diversified adoptive behaviors or some negative and unexpected results of IT use. The first research question of this dissertation is: How do people’s situated practices enact patterns of users’ sense-making towards technology, leading to multiple modes of technology use? Prior studies of technology adoption in individual level have developed a set of useful analysis on technology acceptance from users’ cognition perspective. However, the current literature has not yet investigated behaviors of technology adoption from affective approach. The second research question of this dissertation is: How feeling of ownership of technology individual user has influences their technology use? Through the literature review from technology adoption, technology sense-making, psychological ownership, and local knowledge, we built a two-stage research strategy to answer the above research questions. First, we formulae a conceptual framework by conducting qualitative research approach. Two cases was investigated in this stage, they were Comfort Taxi Co. in Singapore and Taiwan High Transportation Co. (THT) in Taiwan. By ethnographic data collecting from two cases in two years fieldwork, we observed how taxi drivers in Singapore and Taiwan adopt and use the same technology, G.P.S. (Global Positioning System) dispatch system, named Cablink. Second, from the findings of qualitative cases, we generalized the some hypothetical relationships among psychological ownership of technology, technology sense-making as well as patterns of local knowledge users own. The next, we test these hypotheses through questionnaire development and surveys answered by THT taxis drivers in Taiwan. The findings indicated that the taxi drivers had two types of psychological ownership of technology (Self-oriented and Collective-oriented) triggering two modes of technology sense-making (Pragmatism sense-making and Autism sense-making), and two kinds of local knowledge (Local search on knowledge and Distant search on knowledge). Consequently, the frequency of technology use will be influenced by above constructs directly and indirectly. In conclusion, this dissertation proposes to analyze technology adoption through sense-making and feelings of ownership by combining qualitative and quantitative methods. The findings enhance the theory of technology sense-making and psychological ownership, and suggest practical implications for post technology adoption and global technology transfer.

從工業革命以來，科技造成人類社會快速的進步，而從二十世紀至今，科技導入、科技創新等相關的研究，便成為商業、組織管理、科技管理與心理學領域爭相研究的重點議題，許多證據指出，科技所帶來的結果，卻不如管理者或學者原本所預期，產生了許多「非預期的創新」。 本研究認為，非預期創新的產生，是因為過去的研究與觀察，是從一個巨觀的角度分析科技所帶來的影響。本研究架構於漸衍過程(emergent)的觀點，以詮釋型(interpretive)質性的研究，透過使用者工作實務(work practice)微觀層次的觀察，來呈現科技與組織的演化。 透過鼎華科技導入衛星派遣系統成立台灣大車隊的歷程，本研究呈現台灣大車隊中的司機在科技導入前、後的工作方式，以及與科技互動下產生的創新結果。本研究發現，經過七年的時間，台灣大車隊的司機，已經發展出許多不同的創新工作實務，包括預期型工作實務、品牌型創新工作實務與科技型創新工作實務，並且於三種類型的工作創新之中，存在有更豐富、更多元的創新。 而透過個案的觀察，本研究認為，一種科技可以造成如此迥異的科技採用與結果，可以歸因於產業情境所造就的多樣化工作實務。而本研究的研究方法與結論，可以做為組織與企業進行科技導入與轉移時的參考。

The South African taxi industry has experienced large-scale growth in the nineteen nineties and increased its share of the passenger transport market to a majority. However, it tends to suffer from various problems and has been subject to interventions from various quarters, the most recent being the Central Government's recapitalization scheme. The aim of this research was to investigate the perceptions of taxi-owners vis-a-vis the Government's Recapitalization Scheme. More specifically, the objectives were: • To critically appraise the government's recapitalization scheme with a view to assessing its impact on the taxi industry • To establish the economic problems that are faced by the taxi industry in achieving development, thereby empowering the industry and • To identify the capacity-building needs of the taxi-owners. Consequently, while recognizing the notion that 'poor understanding of taxi-owners towards the government's recapitalization scheme has led to resistance on their side'; this research maintains that the taxi-owners' main expectation of the government's recapitalization scheme relates to black economic empowerment. Hence, the view that the government should assist the taxi industry to face the current development challenges. Using both qualitative and quantitative methods, the study focused on short distance taxi-owners under Umsunduzi one municipality in Pietermaritzburg. The main focus of this research was on their perceptions towards the proposed government's recapitalization scheme. Of the 137 taxi-owners, representing 21 Associations, in Pietermaritzburg, the majority of the respondents have positive perceptions towards the scheme. One other concern raised was that the proposed vehicles are too big and that the scheme would impact negatively on some owners who operate on routes where there is only a small number of commuters, as a result the new vehicle will take time to fill with the required number of passengers. The other concern was that some of the drivers and conductors, who are sometimes bread-winners in their homes, were going to lose their jobs. However, they felt that to run their businesses effectively, they would benefit from the government assistance in terms of business skills, education and training. The taxi-owners interviewed, felt that the government is taking too long to implement the scheme and they suggested that the government speed up the process. In addition to the recapitalization scheme, the taxi-owners felt that the government should provide the infrastructure for the scheme, for example taxi ranks with facilities. The taxi-owners believe that conflict within the industry is a threat to their business and they felt that the government should assist them in solving this problem. Findings show that taxi-owners in Pietermaritzburg support the proposed recapitalization scheme. However, some of the taxi-owners are still not clear about the whole process of the recapitalization scheme. The taxi-owners suggested therefore, that the government should communicate more with the taxi-owners in order to implement the scheme successfully. Furthermore, government intervention is required so as to capacitate the taxi-owners by providing them with relevant skills. Infrastructure improvement is required so as to make the taxi business viable. / Thesis (M.A.)-University of Natal, Pietermaritzburg, 2003.

Submitted in partial fulfillment of the requirements for the Degree of Doctor in Technology: Civil Engineering at Technikon Natal, 1998. / The Government of South Africa has recognised transport as one of its five main priority areas for socia-economic development. One of the Governments strategic objectives, as reflected in the white paper on National Transport Policy, is to promote the use of public transport with the goal of achieving a ratio of 80:20 between public transport and private car usage, as a long term vision. This is no easy task and in order to achieve this goal, an in depth analysis of the current transport situation is required. The structure and land-use patterns of most of the South African cities have forced the residents to be predominantly dependent on private transport, resulting in high car ownerships. Over the years, this has caused the traffic on the major links connecting the suburban areas leading to the city centres to be very high and some of them have already approached forced flow conditions during morning and evening peak periods / D