Submitted by Lucas Pinto (lvspinto@gmail.com) on 2018-06-14T18:47:56Z No. of bitstreams: 1 Thesis_Lucas_Pinto.pdf: 574830 bytes, checksum: ecb43b867c2cf85709e8ddedbf9ac172 (MD5) / Approved for entry into archive by Katia Menezes de Souza (katia.menezes@fgv.br) on 2018-06-14T18:51:40Z (GMT) No. of bitstreams: 1 Thesis_Lucas_Pinto.pdf: 574830 bytes, checksum: ecb43b867c2cf85709e8ddedbf9ac172 (MD5) / Approved for entry into archive by Isabele Garcia (isabele.garcia@fgv.br) on 2018-06-15T18:13:57Z (GMT) No. of bitstreams: 1 Thesis_Lucas_Pinto.pdf: 574830 bytes, checksum: ecb43b867c2cf85709e8ddedbf9ac172 (MD5) / Made available in DSpace on 2018-06-15T18:13:57Z (GMT). No. of bitstreams: 1 Thesis_Lucas_Pinto.pdf: 574830 bytes, checksum: ecb43b867c2cf85709e8ddedbf9ac172 (MD5) Previous issue date: 2018-05-15 / Ao tirarmos proveito das diferentes datas de lançamento de plataformas de compartilhamento de veículos particulares, pudemos investigar o efeitos destas na segurança do trânsito, mensurada pelo número de acidentes reportados na popular plataforma de navegação Waze. Não encontramos efeito conclusivo no número total de acidentes. No entanto, encontramos um heterogeneidade substancial em função do dia da semana analisado, com uma redução significativa no número de acidentes aos domingos. Dividindo os dias em períodos, encontramos efeitos ainda mais heterogêneos, com reduções significativas tanto aos sábados como aos domingos pela noite. Ao contrário de nossa espectativa, encontramos efeitos mais fortes no curto prazo (primeiros dois meses) do que no longo prazo (mais de dois meses). Estes resultados sugerem que aplicativos de compartilhamento de veículos particulares têm um impacto relevante na redução do número de acidentes de trânsito, especialmente aos finais de semana a noite, o que corrobora com a popular hipótese de que tais plataformas reduzem o número de motoristas alcoolizados. Os resultados também indicam que há outros canais (além da diminuição do número de motoristas alcoolizados) pelos quais os aplicativos levam a uma redução no número de acidentes. / By taking advantage of the timing in the expansion of car sharing platforms in Brazil, we investigated their impact on road safety, measured as user-reported car accidents on the popular navigation platform Waze. We found no conclusive effect on the overall number of accidents. However, we found substantial heterogeneity depending on the weekday and a significant reduction on the number of accident on Sundays. Dividing the days into periods showed further heterogeneity, with a significant reduction on the number of accidents both on Saturday and Sunday nights. Contrary to our expectations we found a stronger effect on the short run (first two months) rather than in the long run (more then two months). This findings suggest that car sharing apps have a relevant impact in reducing the number of car accidents, specially at weekend nights, which corroborates to the popular hypotheses that such platforms help curb drunk driving. The results also indicate that there are more channels in play leading to the reduction of car accidents other than restricting drunk driving.

Transportation-network companies such as Uber and Lyft have permeated cities around the world. While they have been lauded for introducing a new mobility option, questions of equity have been raised, including in relation to people with disabilities. Numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility of transportation service they facilitate, with some of the lawsuit focusing on wheelchair accessibility. These have been reported in the media while work on the topic is lacking in the academic literature. This doctoral research explores wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A mixed-methods approach was used to investigate the research problem. The quantitative strand surveyed 341 wheelchair users in the U.S., while the qualitative strand consisted of three sets of 16 qualitative interviews with drivers on the Uber and Lyft apps, Uber and Lyft company representatives, and representatives of relevant government agencies in Washington, DC. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions. / Doctor of Philosophy / Transportation-network companies connect drivers who are interested in providing a ride to riders who are looking for transportation through smartphone apps. Uber and Lyft are the most common of these companies. Both companies operate in many cities around the world. They are praised for creating a transportation alternative, but there is a concern that they may not serve everyone equally. For example, people with disabilities, especially wheelchair users have complained that they are not receiving the same service as those who do not use wheelchair. In the US, there are numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility. Some of the lawsuit focus on wheelchair accessibility. These issues are reported in the media mostly. This doctoral research looks at wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A survey and a set of interviews were used to investigate the research problem. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions.

New innovation often forces The rise of the sharing economy has created a host of regulatory challenges for both agencies and legislators. Specifically, the ride-sharing and short-term rental industries have faced significant challenges from incumbent industries, lawmakers, and the public. Evaluating the respective policy development of these industries and the strategies of the industry leaders provide a useful lens of analysis.

New companies with business models based on technology-enabled sharing have emerged as the hot topic in technology in recent years. Uber, the sharing-economy’s poster-child, is now the world’s most valuable start-up by far. Lyft, its younger competitor, is seeing year over year growth in the hundreds of percentage points. This growth is coming at the cost of the incumbent taxi industry, and this is what this study sets out to examine. What is the effect of Uber, Lyft, and other ride-sharing services on the taxi industry? My study reveals that there has been an extremely negative effect on taxicabs, and that there are only a few last strands of hope for ways taxis can compete. Based on my study and learning, in final I forecast the ways that the firms in this space can continue to grow and dominate the ride-sharing market, and beyond.

A economia compartilhada é um sistema econômico baseado no compartilhamento de bens subutilizados, de forma gratuita ou por uma taxa. Com os adventos da internet, smartphones e Gps surgiram as plataformas digitais que se baseiam nesse conceito, em que se faz emergir a necessidade da compreensão de sua relação com mercados two-side. Tal expansão atingiu diversos setores da economia, e, ainda, criou nova demanda, como a plataforma Uber, o que, no entanto, gerou distúrbios no setor de táxis, tradicionalmente regulamentado e com ineficiências mundialmente reconhecidas. Dessa forma, o objetivo dessa dissertação é entender o que são as plataformas digitais e analisar o caso especifico da empresa Uber, apresentando quais os principais fatores que permitiram que esse tipo de empresa surgisse; onde estamos, definindo o que é efetivamente a Uber e os serviços por ela prestado, abordando quais os ganhos de bem-estar proporcionados (excedente do consumidor) e problemas de regulamentação enfrentados; e para onde iremos, prospectando um caminho para a economia compartilhada a respeito das plataformas digitais em mercados two-side. / Shared economy is an economic system based on the share of underutilized goods free of charge or for a fee. With the advent of the internet, the digital platforms based on this concept have been developed, emerging the need of understanding its relationship with two-side markets. This expansion has reached various sectors of the economy, as well as created new demand, such as the Uber platform, which ,however, has generated disturbances in the taxi sector, traditionally regulated with its worldwide recognised inefficiencies. Thus, the goal of this dissertation is to understand what the digital platforms are and to analyse the specific case of Uber company, showing the main factors which allowed this type of business to arise; where we are, defining what Uber effectively is and the services provided by it, addressing the welfare gains provided (consumer surplus) and regulatory problems faced; and where we go, prospecting a path for the shared economy regarding the digital platforms in two-side markets.

O mercado de transporte individual de passageiros (TIP), como o conhecemos hoje, feito por taxistas, existe há mais de cem anos ao redor do mundo. Desde a invenção do taxímetro no início do século passado, quando o nome "taxi" apareceu pela primeira vez, esta indústria sofreu modificações como regulamentações, redução no número de frotas e criação de associações de rádio táxi. Aqueles que tentaram competir diretamente com motoristas de táxi foram eliminados do mercado. Com a recente proliferação de smartphones e aplicativos de celular, novas empresas estão entrando neste setor, trazendo grandes mudanças para esse mercado. O presente estudo tem como objetivo compreender como ocorreu essa transformação de mercado no período de abril de 2012 a abril de 2017, através de um estudo multimétodo, envolvendo dados qualitativos e quantitativos. As seguintes técnicas de coleta de dados foram utilizadas entre 2016 e 2017 em duas cidades brasileiras – São Paulo e Porto Alegre: (1) Observação participante em uma audiência pública, (2) entrevistas em profundidade e (3) coleta de artigos de jornal. Além disso, teve-se acesso (4) a gravações e transcrições das audiências públicas realizadas em São Paulo; e (5) uma palestra do gerente geral da empresa Uber no Brasil. Este estudo contribui para as teorias sobre a evolução do mercado através da detecção de três fases distintas de transformação do mercado: Preparação de Mercado, Abertura de Mercado e Expansão de Mercado. A primeira fase ainda não foi abordada pela literatura e pode ser caracterizada como uma fase de melhorias no mercado, onde empresas facilitadoras começam a atuar usando novas tecnologias e são apresentadas pela mídia aos usuários. A segunda fase é marcada pela entrada de uma empresa concorrente inovadora no setor e por discussões sobre clandestinidade e regulamentação. Nesta fase, surgem conflitos entre os tradicionais prestadores do serviço no setor e os novos entrantes. Esses conflitos podem envolver violência física. Já na terceira fase, o tema regulamentação, em menor grau, permanece em evidência e surgem novos concorrentes diretos, expandindo o mercado. Além dessas três fases, este estudo explica a trajetória de mudança radical do mercado, os gatilhos que permitem a evolução de uma fase para outra e os papéis dos vários stakeholders envolvidos nesta transformação. Foram encontrados seis tipos de gatilhos que, combinados, contribuíram para a evolução desse mercado: fatores tecnológicos, sociais, políticos, econômicos, demanda do mercado não atendida e força da marca. / For more than a hundred years, taxi drivers have comprised the market for individual passenger transport (IPT) around the world. Since the invention of the taximeter at the beginning of the last century, when the name “taxi” first appeared, this industry underwent modifications such as regulations, fleet reduction, and creation of radio taxis associations. Those who tried to compete direct with taxi drivers were eliminated from the market. With the recent proliferation of smartphones and mobile applications, new companies are entering this sector, bringing great changes to this market. This study attempts to understand this market transformation. A multi-method research, involving qualitative and quantitative data, was undertaken to understand how the transformation of the individual passenger transport market occurred in the period from April 2012 to April 2017. The following data collection techniques were used between 2016 and 2017 in two Brazilian cities – São Paulo and Porto Alegre: (1) Participant observation at a public hearing, (2) in-depth interviews, and (3) collection of newspaper articles. In addition, the researcher had access (4) to recordings and transcripts of public hearings held in São Paulo; and (5) a lecture by the general manager of Uber in Brazil. This study contributes to theories on market evolution by detecting three distinct phases of market transformation: Market Preparedness, Conflicting Market Openness, and Market Expansion. The first phase was not address by the literature and can be characterized as a phase where facilitating companies begin to act using new technologies and are presented by the media to users. The second phase is characterized by the entry of an innovative competitor in the sector and by discussions about clandestine and regulation. At this stage, there are conflicts between traditional service providers in the sector and new entrants. These conflicts may involve physical violence. Already in the third phase, the regulatory issue, to a lesser degree, remains in evidence and new direct competitors appear, expanding the market. Besides these three phases, this study explains the path of radical market change, the triggers that allow the evolution from one phase to another and the roles of the various stakeholders involved in this transformation. Six types of triggers were found that combined contributed to the evolution of this market: technological, social, political, economic factors, unmet market demand and brand strength.

Submitted by PPG Comunica??o Social (famecos-pg@pucrs.br) on 2018-10-16T13:12:39Z No. of bitstreams: 1 TIAGO_DA_COSTA_GUIMAR?ES_DIS.pdf: 2281002 bytes, checksum: 0afcc652ef689015dd4a37e88d93fbce (MD5) / Approved for entry into archive by Sheila Dias (sheila.dias@pucrs.br) on 2018-10-17T14:44:02Z (GMT) No. of bitstreams: 1 TIAGO_DA_COSTA_GUIMAR?ES_DIS.pdf: 2281002 bytes, checksum: 0afcc652ef689015dd4a37e88d93fbce (MD5) / Made available in DSpace on 2018-10-17T14:55:11Z (GMT). No. of bitstreams: 1 TIAGO_DA_COSTA_GUIMAR?ES_DIS.pdf: 2281002 bytes, checksum: 0afcc652ef689015dd4a37e88d93fbce (MD5) Previous issue date: 2018-08-27 / Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior - CAPES / This essay is a study of the impacts of disruptive organizations, taking as case study the Uber Technologies, defined for this research as a disruptive company, choosed for being one of the most prominent and controversial within the present-day capitalism?s new shape of own business. Uber Technologies communication practices are evidenced and discussed as an innovative organization, whose discourse is constructed according to their stakeholders. Therefore, its tactics include charm the printed media using the innovative speech and the quality improvement of the public transportation service, which can be reached through competition dynamics. This way, it is assumed that this model follower companies are ruled for an unbridled quest for innovation, causing market ruptures and pre-made social models, even analyzing, thereupon, the social impacts provoked by Uber Technologies. The research has a bibliographic and documentary character. The bibliographic character based on the disruption and creative destruction, based on the works of Christensen (2001), Schumpeter (1961) and Harvey (2011). The similarities of virtuality and ubiquity with the concepts of place and non-place, are presented from the works of ?uge (1994), L?vi (1996,1999), Santaella (2007) and Santos (2008). We also reviewed different perspectives of the organizational studies, drawing on the works of Baldissera (2010), Chanlat (2010), Freitas (1999), Hall (2006), Han (2017), Kunsch (2008), Mumby (2013), Schiraro (2004) and Srour (2012). The analysis of the Uber news published in the newspapers Zero Hora and Correio do Povo in the period from november 2015 to april 2018 showed at first the disruptive impact of the organization and, later, its trajectory and regulation. In turn, the Uber advertising campaign sought to humanize the relations between passengers/customers and drivers, representing situations of lightness and good acquaintanceship provided by the application. The presence of Uber Technologies is recent in the world, and with its maturation, new guidelines can become relevant in the eyes of the media organizations, acquiring more space in the social agenda. / A presente disserta??o trata sobre os impactos das organiza??es disruptivas, tendo como estudo de caso a Uber Technologies, justificando-se sua escolha por ser uma das empresas mais expoentes e controversas desse novo modelo de neg?cio pr?prio do capitalismo contempor?neo. Evidencia-se e discute-se as suas pr?ticas comunicacionais enquanto organiza??o inovadora, cujo discurso ? constru?do acordo com seus p?blicos de interesse. Suas estrat?gias incluem a sedu??o dos meios impressos, atrav?s do discurso da inova??o e da melhora na qualidade do servi?o de transporte, que pode ser atingido atrav?s das din?micas de competi??o. Assim, parte-se do pressuposto de que empresas que seguem esse modelo s?o pautadas por uma busca desenfreada pela inova??o e causam rupturas de mercados e modelos sociais preestabelecidos, analisando-se, em raz?o disso, tamb?m, os impactos sociais provocados pela Uber Technologies. A pesquisa de car?ter bibliogr?fico e documental, reflete sobre a tem?tica da disrup??o e destrui??o criativa, embasadas nas obras de Christensen (2001), Schumpeter (1961) e Harvey (2011). As semelhan?as de virtualidade e ubiquidade com os conceitos de lugar e n?o lugar s?o apresentadas a partir das obras de ?uge (1994), L?vi (1996,1999), Santaella (2007) e Santos (2008). Tamb?m foram revisadas diferentes perspectivas dos estudos organizacionais, apoiando-se nas obras de Baldissera (2010), Chanlat (2010), Freitas (1999), Hall (2006), Han (2017), Kunsch (2008), Mumby (2013), Schiraro (2004) e Srour (2012). A an?lise das mat?rias sobre a Uber veiculadas nos jornais Zero Hora e Correio do Povo, no per?odo de novembro de 2015 a abril de 2018, evidenciou num primeiro momento, o impacto disruptivo da organiza??o, e posteriormente, a sua trajet?ria e regulamenta??o. Por sua vez, a campanha publicit?ria da Uber procurou humanizar as rela??es entre passageiros/clientes e motoristas, representando situa??es de leveza e boa conviv?ncia proporcionadas pelo aplicativo. A presen?a da Uber Technologies ? recente no mundo, e com seu amadurecimento, novas pautas podem tornar-se relevantes diante dos olhos das organiza??es midi?ticas, ganhando maior espa?o na pauta social.

A presente dissertação é dividida em três capítulos, o primeiro deles buscando explicar o aparecimento de novas formas de trabalho com a ascensão da chamada economia colaborativa, focando especialmente no aplicativo Uber e o trabalho prestado por motoristas parceiros no transporte individual privado de passageiros, bem como o surgimento de um novo termo na economia e no mundo do trabalho, a uberização. É objeto de exame a natureza do trabalho prestado por esses motoristas, se subordinado, com o exame detalhado dos requisitos da relação de emprego, ou se autônomo, bem como sua aproximação a alguns modelos trabalhistas assemelhados a essa nova forma de trabalho, com menção à zona cinzenta existente entre a subordinação e a autonomia, com o exemplo da parassubordinação italiana. Estudam-se tendências mundiais, com os exemplos de duas decisões judiciais (na Califórnia e no Reino Unido) reconhecendo direitos trabalhistas ao motorista do Uber, bem como os primeiros passos possíveis em território nacional – igualmente com decisões judiciais recentes -, e as possibilidades de tutela de direitos trabalhistas dos motoristas parceiros do Uber. / This thesis is divided into three chapters, the first one seeking to explain the emergence of new ways of working with the rise of so-called collaborative economy, focusing especially on the Uber app and the work done by partners drivers in the private individual passenger transport, as well as the rising of a new term in the economy and the world of work, the uberization. The nature of the work performed by these drivers is examined, if subordinated, with the detailed examination of the requirements of the employment relationship, or if autonomous, as well as its approximation to some labor models similar to this new form of work, with mention of the gray area between subordination and autonomy, with the example of Italian parassubordination. New trends are being studied worldwide, with examples of two judicial decisions (in California and the United Kingdom) recognizing labor rights for the driver of Uber, as well as the first possible steps in national territory – also with judicial decisions -, and the possibilities of protection of labor rights of Uber's partner drivers.

The emergence and rapid growth of Transportation Network Companies (TNCs), such as Uber and Lyft, has challenged the transportation industry by offering a new mode of transportation to consumers. It is imperative that transit agencies and cities understand the effect of TNCs on public transit usage to make informed decisions. This study analyzes the impact of TNCs on Bay Area Rapid Transit (BART) ridership at the San Francisco International Airport (SFO) to measure the effect of TNCs on public transit. Using a fixed effects model to analyze hourly BART and TNC ridership data from 2011 to 2018, these findings suggest that TNCs are a substitute to BART. Before the entrance of TNCs, BART ridership at the BART SFO station increases. However, with the presence of TNCs, BART ridership at the SFO station decreases. Further research will proxy for transportation demand using hourly air traffic data at SFO and an instrumental variable for TNC supply to reduce endogeneity.

This research investigates whether Transportation Network Companies (TNCs), such as Uber and Lyft, live up to their stated vision of reducing congestion by complementing transit and reducing car ownership in major cities. The objective of this research study is to answer the question: are TNCs are correlated to traffic congestion in the city of San Francisco? If found to be so, do they increase or decrease traffic congestion for the case of San Francisco? If and how TNC pickups and drop-offs impact traffic congestion within San Francisco? And finally, how does the magnitude of this measured command of TNCs on congestion compare to that caused by pre-existing conventional drivers of traffic and congestion change? Apart from answering these questions, it is also sought to establish a framework to be able to include TNCs, a seemingly fledgling mode of transportation but one that is demonstrably shaping and modifying extant transportation and mode choice trends, as part of the travel demand models estimated by any geographic jurisdiction. Traffic congestion has worsened noticeably in San Francisco and other major cities over the past few years. Part of this change could reasonably be explained by strong economic growth or other standard factors such as road and transit network changes. The sharp increase in travel times and congestion also corresponds to the emergence of TNCs, raising the question of whether the two trends may be related. Existing research has produced conflicting results and been hampered by a lack of data. Using data scraped from the Application Programming Interfaces (APIs) of two TNCs, combined with observed travel time data, this research finds that contrary to their vision, TNCs are the biggest contributor to growing traffic congestion in San Francisco. Between 2010 and 2016, weekday vehicle hours of delay increased by 62%, compared to 22% in a counterfactual 2016 scenario without TNCs. The findings provide insight into expected changes in major cities as TNCs continue to grow, informing decisions about how to integrate TNCs into the existing transportation system. This research also decomposes the contributors to increased congestion in San Francisco between 2010 and 2016, considering contributions from five incremental effects: road and transit network changes, population growth, employment growth, TNC volumes, and the effect of TNC pick-ups and Drop-offs. It is so done through a series of controlled travel demand model runs, supplemented with observed TNC data. The results show that road and transit network changes over this period have only a small effect on congestion, population and employment growth are important contributors, and that TNCs are the biggest contributor to growing congestion over this period, contributing about half of the increase in vehicle hours of delay, and adding to worsening travel time reliability. This research contradicts several studies that suggest TNCs may reduce congestion and adds evidence in support of a recent empirical analysis showing that their net effect is to increase congestion. This research gives transportation planners a better understanding of the causes of growing congestion, allowing them to more effectively craft strategies to mitigate or adapt to it.