<p>Model za organizaciju taksi transporta putnika baziran je na<br />definisanju generalisanih troškova u funkciji ostvarenja prihoda.<br />Simplifikacijom postupka analize sistema taksi transporta grada,<br />omogućeno je brže utvrđivanje optimalnog broja taksi vozila lokalnog<br />taksi tržišta. Optimalan broj taksivozila predstavlja prvi korak ka<br />postavljanju &bdquo;zdravih odnosa&ldquo; između svih činioca sistema taksi<br />transporta u gradovima i omogoćuje ostvarenje reproduktivne<br />sposobnosti operatera. Konstantnim praćenjem navedenih parametara<br />(generalisanih troškova i prihoda sistema), omogućeno je održavanje<br />ravnoteže između ponude i tražnje u sistemu taksi transporta putnika.</p> / <p>The model for the organization of taxi transport of passengers is based on<br />defining the generated costs in the function of realized revenue. By simplifying<br />the procedure for analyzing the city taxi taxi system, it is possible to determine<br />the optimal number of taxis of the local taxi market. The optimum number of<br />taxis is the first step towards the establishment of &quot;healthy relationships&quot;<br />between all the operators of the taxi transport system in cities and enables the<br />operator&#39;s reproductive ability to be achieved. Constant monitoring of these<br />parameters (generated costs and system revenues), the balance between<br />supply and demand in the taxi transport system is maintained, which is the<br />basis of the quality organization of this system in cities.</p>

This report is going to be focusing on the development of a promotion page and login system for the web production company Adoreyou. The promotion page and login will be parts of a new taxi application for iPhone that lets the customer book a taxi and drivers manage the requests from the customers. Taxi application’s that let customer’s book trips are nothing new but they are constantly being explored and developed. The most common practice is to let the customer fill in from what address he or she wants to be picked up and to where he or she wants to be taken. Then the price is set in the application depending on the distance and most likely other factors like weekday and time. Some of them do not have functionalities such as being able to choose which type of car you want to order or managing payments from the app itself. This taxi app will be developed to take it to the next level and utilize GPS to locate cars close to the customers. The promotion page will be constructed in HTML and CSS. The login system will be constructed in the PHP framework Codeigniter and connected to Parse.com through an API. The project has been using the so called waterfall model to develop the promotion page and the login system. The model has been used throughout the project and each stage was been checked with the project manager on Adoreyou before the next stage was initialized.

No description available.

Transportation Network Companies (TNC) are companies that use online-enabled platforms to connect passengers with drivers. In recent years, they have sparked controversy with the taxi industry, which accuses TNCs of operating unfairly. In my study, I look at taxi regulation, consumer transportation preferences, and costs and benefits of TNCs. I analyze data comparing three of these companies, Uber, Lyft, and Sidecar, with a traditional taxicab, and evaluate trends in taxi employment from the Bureau of Labor Statistics. I find that Transportation Network Companies generally have shorter wait times, cheaper prices, and increased convenience, aspects that appeal to consumer preferences. I also find that taxi driver employment tends to fluctuate with economic conditions, however cities that are more likely to use TNCs exhibit smaller growth. I predict that at current conditions, TNCs such as Uber and Lyft will overtake taxi services. Thus, the taxi industry must focus on increasing TNC regulation, creating innovative technology, and modifying its service to appeal to consumers.

This study is an investigation of the impact of public policy on competing interests in the case of the South African Taxi Recapitalization Programme. I explore this through a theoretical framework of implementation theory which includes the concept of broader public participation in policy formulation and implementation processes and the significance of a bottom-up approach in decision-making. I employ a qualitative methodology comprising fieldwork interviews, surveys and focus groups. The findings of this study show that for the recapitalisation programme to achieve its objectives of regulating the mini-bus taxi industry, conditions that enable interests to access, bargain and influence decision-making must be redefined. Broader representation has to be encouraged in order for diverse interests to be reflected in policy outcomes and for implementation to be effective. This includes the recognition of other taxi organisations, the integration of the taxi industry into the legal frameworks of the Department of Labour, a structural and functional transformation of the Transportation Board and the application of an innovative violence reduction framework which includes an effective route-regulation and route-based operating-license system. This also requires the introduction of a taxi industry-specific minibus fleet, a comprehensive taxi driver-training programme and, possibly, subsidising the taxi industry. If the TRP does not become the framework through which the taxi industry is comprehensively regulated, violence is curbed and road accidents that include mini-bus taxis are drastically decreased, many more lives will be lost, thus contradicting the principal objective of commuter safety. / Thesis (M.A.)-University of KwaZulu-Natal, Durban, 2009.

The minibus taxi industry serves approximately 68% of the South Africans using public transport. It is credited with supporting black South African communities by providing a more accessible alternative to the public transportation. It has also been a primary activity for black entrepreneurship since the early 1970s up to the present. It also provides a strong example of enterprise serving as a platform for creating employment and for fighting poverty. However, its growth and prosperity is hindered by a number of challenges, some of which emanated from the past apartheid laws that restricted black economic policies. Some are related to the industry, such as continuing problems of persistent violence, at times resulting in death and safety concerns. In an effort to address these challenges, the National Department of Transport published a Taxi Recapitalisation Strategy (TRS). The TRS is not only about the replacement of old vehicles with new and safe vehicles, but presents the government with an opportunity to transform, empower and regulate the industry. The key pillars of the TRS are the scrapping of old taxi vehicles, the introduction of new and safe vehicles, effective regulations, empowerment of the taxi industry and law enforcement. This study measures the impact of the TRS on poverty levels and expenditure patterns of the taxi-mode commuters of the Vaal, situated south of Gauteng. It focuses mainly on the few townships identified; where the taxis are the most frequently used mode of transport. It has been shown that regulation of the taxi industry through the implementation of the TRS would lead to a rise in taxi fares and other consequences for the owners and users (passengers). Subsequently, this would result in increased levels of poverty and a change in expenditure patterns of most of the Vaal households. Although the levels of poverty have decreased in the townships of the Vaal as compared to 2003, the severity of poverty still remains in some households. Using the Household Subsistence Level (HSL) as the household's respective poverty line, 45.4% of the households have an income that is less than 50% of their HSL amount, indicating severe poverty. The headcount index was determined at 0.59 in 2006, indicating that 59% of households live below their poverty lines. The poverty gap index was determined at 0.45, reflecting that households lack on average 45% of income to attain a level equal to their poverty line. The impact of increases in taxi fares would then directly have a negative effect on the average standard of living of the Vaal households. To measure the impact of the TRS on expenditure patterns, affordability levels of the households of the Vaal were considered. The three scenarios used (taxi fares increase by 10%, 15%, and 20%) showed that the average monthly transport costs would rise by 9.9%, 10.3% and 10.6% respectively, following the implementation of the TRS. If user-targeted subsidies could be offered that would result in the taxi fare reduction, it could have an impact on expenditure patterns and poverty levels of the Vaal households. Applying the impact assessment model to households living below their poverty lines in the Vaal, increased government subsidy would supplement the existing incomes of these households. For instance, if a subsidy of 20% on taxi fares is offered, that is to make the taxi fare lower than the current fare, the poverty gap would decrease from 0.45 to 0.31 and the headcount index would be reduced from 0.59 to 0.48. This would reflect that households lacking income to attain a level equal to their poverty line is reduced by 14%.This suggests that the recapitalisation of the taxi fleet which is supported by a taxi fare subsidy is critical to ensure the provision of safe, affordable and efficient minibus taxis. In the case of even higher government subsidies, reduction in the cost of transport through government subsidies may supplement the existing income of households to such an extent that the headcount indexes for the population decreases even more. The study therefore concludes that poverty alleviation and improved standards of living among the Vaal households can only be achieved if appropriate subsidies which may lead to the reduction in the taxi fares can be provided. / Thesis (Ph.D. (Economics))--North-West University, Vaal Triangle Campus, 2008.

Το περιεχόμενο της εργασίας είναι η διαδικασία ανάπτυξης της εφαρμογής "Patras' Taxi" για την πλατφόρμα συσκευών smartphone Google Android. Η εφαρμογή είναι μια ψηφιακή εκδοχή του κλασικού αναλογικού ταξιμέτρου που βρίσκεται εγκατεστημένο στα οχήματα ταξί και προορίζεται για χρήση στην πόλη της Πάτρας και την ευρύτερη περιοχή. / The content of the paper is the process of development of the "Patras' Taxi" application, for smartphone devices with Google Android. The application is a digital version of the classic analog taximeter that is installed in taxis and is destined for use in the city of Patras and the surrounding area.

Esta dissertação é resultado de uma pesquisa que objetivou descrever e analisar como se constitui a estratégia de inventar a vida de taxista no exercício do trabalho imaterial, considerando o medo característico da sociedade líquido-moderna. Para tanto, em termos teóricos e com o objetivo de sustentar a dissertação, trabalhou-se com conceitos de vida líquida, sociedade líquido-moderna, medo e estilo de vida apoiados especialmente em Bauman (1999, 2001, 2003, 2004, 2007a, 2007b, 2008, 2009), Gaulejac (2007), Sennett (2012a), Giddens (2002), Deleuze (1992, 1998); de trabalho imaterial amparado em autores tais como Grisci (2008), Mansano (2009b), Gorz (2005), Lazzarato e Negri (2001). Foram entrevistados quinze taxistas, bem como um representante sindical e um instrutor do curso de formação profissional para taxistas. As entrevistas semiestruturadas foram realizadas em diversos pontos da cidade de Porto Alegre. Foi feita observação participante no curso de formação profissional para taxistas totalizando quarenta e sete horas e trinta minutos de observação participante. Foi realizado um grupo focal com seis participantes do curso de formação profissional para taxistas. A análise dos dados foi realizada de maneira qualitativa e seguiu as orientações propostas por Minayo (2001). Os resultados da pesquisa indicaram que os medos característicos do trabalho de taxista, tem relação com os medos da sociedade líquido-moderna, sendo relativos ao sustento próprio e de terceiros; à circulação pela cidade, e ao transporte de passageiros. Em relação a estratégia de inventar a vida de taxista, os resultados apontaram que ela está pautada em elementos de afirmação e negação. / This dissertation is the result from a research that aimed to describe and analyze the strategy to invent the life of taxi drivers in the exercise of immaterial work, considering the fear characteristics of liquid-modern society. In order to do so, the theoretical basis of the present dissertation the use the following concepts: liquid life, liquid-modern society, fear and lifestyle especially supported in Bauman (1999, 2001, 2003, 2004, 2007a, 2007b, 2008, 2009), Gaulejac (2007), Sennett (2012a), Giddens (2002), Deleuze (1992, 1998); immaterial work supported in authors such as Grisci (2008), Mansano (2009b), Gorz (2005), Lazzarato and Negri (2001). The interviews were conducted with fifteen taxi drivers, one syndicate representative and one instructor from a professional training course for taxi drivers. The semi-structured interviews were conducted at various points in the city of Porto Alegre. A participant observation was also conducted in the professional training course for taxi drivers, summing up to forty-seven hours and thirty minutes of participant observation. Additionally, a focus group was carried with six participants from the taxi driver training course. The collected data were analyzed in a qualitative way following the guidelines proposed by Minayo (2001). The results indicated that the characteristic fear of taxi driver worker relates with fears of liquid-modern society, it is related to the support of themselves and others, driving in the city and the transport of passengers. About the strategy to invent the life of taxi driver, the results showed that it is guided by elements of affirmation and negation.

O presente estudo teve como objetivo avaliar o perfil da molécula relacionada à inflamação (ICAM-1), citocinas e da atividade das NTPDases como potencial influência sobre a genotoxicicdade em trabalhadores expostos ocupacionalmente a HPA. Este estudo incluiu 45 taxistas e 40 indivíduos com atividades administrativas (não-expostos ocupacionalmente), ambos nãi fumantes. O monitoramento biológico foi realizado pela quantificação do 1-hidroxipireno (1-pireno OH) urinário. A expressão de ICAM-1 (CD54) em neutrófilos foi realizada por citometria de fluxo. O perfil de hidrólise das NTPDases em plaquetas foi determinada pelo método colorimétrico. Além disso, os níveis de malondialdeído no plasma (MDA), citoquinas inflamatórias (IL-1β, IL-6, IL-10, TNF-α e IFN-γ) e o dano ao DNA (ensaio cometa e do micronúcleo) foram também avaliados. Os resultados demonstraram que os níveis de 1-OH pireno foram significativamente aumentados nos motoristas de táxi em comparação com o grupo não exposto ocupacionamente (p <0.0001); também foi positivamente correlacionada com neutrófilos ICAM-1, níveis de MDA e biomarcadores de danos no DNA. A expressão de ICAM-1 em neutrófilos foi significativamente elevado em motoristas de táxi (p <0.05), bem como os níveis de MDA (p <0.01), sendo a última positivamente correlacionada com a % de DNA na Cauda e frequência de MN. Aumento da hidrólise de ATP e ADP forma encontrados nos taxistas. Concentrações dos marcadores pró-inflamatórios foram aumentadas e anti-inflamatórias (IL-10) diminuída no grupo exposto. Para o teste de ensaio de micronúcleos e cometa, houve aumento significativo em motoristas de táxi, inclusive depois da adição de enzimas de reparo. Correlações positivas foram encontradas entre IL-1β, IL-6, TNF-α, IFN-γ e preditores de danos no DNA (% de DNA na cauda e frequência de MN), enquanto que a IL-10 está negativamente correlacionada com os biomarcadores de lesão ao DNA. Em resumo, a exposição ocupacional à poluição do ar pode levar a anormalidade homeostática como potencial contribuição para o processo aterosclerótico. Este estudo mostrou também que a exposição crônica à poluição do ar pode causar danos no DNA relacionado com a peroxidação lipídica e processo inflamatório. / The present study aimed to evaluate the profile of inflammatory molecule (ICAM-1), cytokines and the NTPDases activity as potential influence on genotoxicity process in workers exposed occupationally to PAH. This study included 45 taxi drivers and 40 non-occupationally exposed subjects, both non smorkers. Biological monitoring was performed by quantification of urinary 1-hydroxypyrene (1-OH pyrene). The expression of ICAM-1 (CD54) in neutrophil was performed and the hydrolysis profile of the NTPDases in platelets was determined. Plasma malondialdehyde (MDA) levels, inflammatory cytokines and DNA damage (comet and micronucleus assays) were also evaluated. The results demonstrated that the 1-OH pyrene levels were significantly increased in taxi drivers (p<0.0001); were also positively correlated to neutrophil ICAM-1 expression, MDA levels and biomarkers of DNA damage. ICAM-1 expression in neutrophil was significantly elevated in taxi drivers (p<0.05), as well as MDA levels (p<0.01), being the last positively correlated with % Tail DNA and MN frequency. ATP and ADP hydrolysis was increased in taxi drivers. Pro-inflammatory markers concentrations were increased and anti-inflammatory (IL-10) was decreased in exposed group. For the comet assay and micronucleus test, increase was significant in taxi drivers, inclusive after repair enzymes. Positively correlations were found between IL-1β, IL-6, TNF-α, IFN-γ and predictors of DNA damage (%Tail DNA and MN frequency), while IL-10 is negatively correlated with the biomarkers of DNA lesion. In summary, occupational exposure to air pollution, especially to PAHs, may be related with homeostatic abnormality as potential contribute to atherosclerosis process. This study showed also that the chronic exposure to outdoor air pollution may cause DNA damage related with lipid peroxidation and inflammatory process.

abstract: Informal public transport is commonplace in the developing world, but the service exists in the United States as well, and is understudied. Often called "dollar vans", New York's commuter vans serve approximately 120,000 people every day (King and Goldwyn, 2014). While this is a tiny fraction of the New York transit rider population, it is comparable to the total number of commuters who ride transit in smaller cities such as Minneapolis/St Paul and Phoenix. The first part of this study reports on the use of commuter vans in Eastern Queens based on a combination of surveys and a ridership tally, all conducted in summer 2016. It answers four research questions: How many people ride the vans? Who rides the commuter vans? Why do they ride commuter vans? Do commuter vans complement or compete against formal transit? Commuter van ridership in Eastern Queens was approximately 55,000 with a high percentage of female ridership. Time and cost savings were the main factors influencing commuter van ridership. Possession of a MetroCard was shown to negatively affect the frequency of commuter van ridership. The results show evidence of commuter vans playing both a competing and complementary role to MTA bus and subway transit. The second part of this study presents a SWOT analysis results of commuter vans, and the policy implications. It answers 2 research questions: What are the main strengths, weaknesses, opportunities and threats of commuter vans in Eastern Queens? and How do the current policies, rules and regulations affect commuter van operation? The SWOT analysis results show that the commuter van industry is resilient, performs a necessary service, and, with small adjustments that will help reduce operating costs and loss of profits have a chance of thriving in Eastern Queens and the rest of New York City. The study also discusses the mismatch between policy and practice offering recommendations for improvement to ensure that commuter vans continue to serve residents of New York City. / Dissertation/Thesis / Masters Thesis Urban and Environmental Planning 2017