Journal articles: 'Taxicab drivers'

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S.M. Ikhtiar, Alam. "The Serial Cartel:." DIU Journal of Business and Entrepreneurship 1, no. 1 (July 30, 2006): 1–26. http://dx.doi.org/10.36481/diujbe.v01i.q7rrmv76.

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In many developing countries and in some small cities in many developed countries, we find taxicabs without meters. These taxicab drivers sometimes form a cartel to avoid competition among themselves. They stand in a queue serially one by one. Only the first driver in the queue can pick up a passenger. The second driver will wait until the first driver leaves the queue. That is, these taxicab operators offer their services serially one by one. They are free to quote any price for a trip they want and can wait as long as they want to get an acceptable passenger. But if they wait, they incur a waiting cost. If a driver quotes a price and the passenger does not accept it and leaves the market or waits for the next cab, then the driver has to wait to get another passenger and as a result, his waiting cost increases. Such a cartel can be best described as a Serial Cartel. A serial cartel can be of two types on the basis of its continuity: (1) Discontinuous Serial Cartel, and (2) Continuous Serial Cartel. Discontinuous serial cartels are formed where demand is temporary. On the other hand, continuous serial cartels are formed where demand is permanent. These serial cartels have many features which are not present in other forms of cartels available in the existing literature. This paper presents two models of serial cartels of taxicab services market ⎯ one is a Discontinuous Serial Cartel Model, and the other one is a Continuous Serial Cartel Model. The two models are based on some plausible assumptions and two hypotheses about the willingness of passengers to pay for taxicab services. The models use differentiable negative exponential probability distribution functions to measure the willingness of the passengers. It is found that the equilibrium price, supply function, optimal size of a serial cartel, entry decision of a driver, and welfare effects of these serial cartels are totally different from the basic features of the centralized and market sharing cartels

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Flath, David. "Why Do We Tip Taxicab Drivers?" Japanese Economy 39, no. 3 (October 2012): 69–76. http://dx.doi.org/10.2753/jes1097-203x390304.

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Zhang, Wenbo, Satish Ukkusuri, and Chao Yang. "Modeling the Taxi Drivers’ Customer-Searching Behaviors outside Downtown Areas." Sustainability 10, no. 9 (August 24, 2018): 3003. http://dx.doi.org/10.3390/su10093003.

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A popular phenomenon in the street-hailing taxi system is the imbalanced mobility services between city central and outside downtown areas, which leads to unmet demand outside downtown areas and competitions in city central areas. Understanding taxi drivers’ customer-searching behaviors is crucial to addressing the phenomenon and redistributing the taxi supply. However, the current literature ignores or simply models the taxi drivers’ behaviors, in particular, lacks the in-depth discussions on individuals’ heterogeneity. This study introduces the latent class model to identify the internal and external factors influencing the taxi drivers’ destination choice after the last drop-offs. Beyond the influencing factors, the modeling structure captures the heterogeneity in vacant taxicab drivers through introducing latent classes. The proposed model outperforms other discrete choice models, for instance, multinomial logit, nested logit, and mixed logit, based on the two study cases developed from the New York City yellow taxicab system. The empirical results first statistically indicate the existence of latent classes, which further empirically prove the heterogeneity in the choices by vacant taxicab drivers while searching customers. Moreover, we obtain a set of internal and external factors influencing the customer searching behaviors. For example, the taxicab drivers are sensitive to the demand at the search destination areas and the distance from the last drop-off location to the search destination areas and behave identically in particular under the conditions of high demand and short search distance. On the other hand, the external variables have different impacts on customer searching behaviors across the different groups of drivers in the both study cases, including peak hours, weekday, holiday, earned fare from last occupied trip, raining hours, and flight arrivals at airports. In final, the proposed modeling structure and findings are useful as a sub-model of taxi system modeling while developing strategies, as well as as a regional planning tool for taxi supply estimations.

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Yuan, Changwei, Dayong Wu, Dali Wei, and Hongchao Liu. "Modeling and Analyzing Taxi Congestion Premium in Congested Cities." Journal of Advanced Transportation 2017 (2017): 1–12. http://dx.doi.org/10.1155/2017/2619810.

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Traffic congestion is a significant problem in many major cities. Getting stuck in traffic, the mileage per unit time that a taxicab travels will decline significantly. Congestion premium (or so-called low-speed fare) has become an increasingly important income source for taxi drivers. However, the impact of congestion premium on the taxicab market is not widely understood yet. In particular, modeling and analyzing of the taxi fare structure with congestion premium are extremely limited. In this paper, we developed a taxi price equilibrium model, in which the adjustment mechanism of congestion premium on optimizing the taxi driver’s income, balancing the supply and demand, and eventually improving the level of service in the whole taxicab market was investigated. In the final part, we provided a case study to demonstrate the feasibility of the proposed model. The results indicated that the current taxi fare scheme in Beijing is suboptimal, since the gain from the raise of congestion premium cannot compensate for the loss from the demand reduction. Conversely, the optimal fare scheme suggested by our model can effectively reduce the excessive demand and reach the supply-demand equilibrium, while keeping the stability of the driver’s income to the maximum extent.

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Gilbert, Betsy. "The Nature of Occupational Violence Against Taxicab Drivers." Public Health Nursing 28, no. 4 (March 21, 2011): 335–48. http://dx.doi.org/10.1111/j.1525-1446.2011.00944.x.

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Geesin, Beverly, and Simon Mollan. "Taxis for neoliberalism! Surveillance and resistance in post-industrial Philadelphia." Competition & Change 24, no. 2 (March 19, 2019): 114–32. http://dx.doi.org/10.1177/1024529419833623.

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As a consequence of neoliberalism, employment has become increasingly precarious and informal, sitting outside of traditional organizational contexts. There is a need to better understand how these structures emerge and, importantly, how workers can also adapt to challenge these shifts. This article is a study of a labour dispute between Philadelphia taxicab drivers and the governmental regulatory body. The dispute was centred around the implementation of surveillance technologies to regulate and control the industry and the drivers’ working practices which they considered to be de-professionalizing and an infringement of their liberty. The drivers resisted through traditional organizing, legal challenges and creating unconventional alliances. We argue that this labour dispute should be seen in the wider context of how a neoliberal political economy emerges and is maintained – in this case not by capital, but by the state. The article is a longitudinal case study covering the period from 2004 to 2011. As such, it is a prologue to later technologically driven transformations in the taxicab industry (such as ride-hailing apps) that have further exacerbated precarity among the workforce.

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Raman, Naveen. "Investigating Methods of Balancing Inequality and Efficiency in Ride Pooling." Proceedings of the AAAI Conference on Artificial Intelligence 35, no. 18 (May 18, 2021): 15978–79. http://dx.doi.org/10.1609/aaai.v35i18.17985.

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Our research focuses on developing matching policies that match drivers and riders for ride-pooling services. We aim to develop policies that balance efficiency and various forms of fairness. We did this through two methods: new matching algorithms that include a fairness term in the objective function, and income redistribution methods based on the Shapley value of a driver. I tested these methods on New York City Taxicab data to evaluate their performance and found that they succeed in reducing certain forms of fairness.

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von Massow, Michael, and Mustafa S. Canbolat. "Fareplay: An examination of taxicab drivers’ response to dispatch policy." Expert Systems with Applications 37, no. 3 (March 15, 2010): 2451–58. http://dx.doi.org/10.1016/j.eswa.2009.07.073.

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Stone, John R., and Daniel C. Stevens. "Effectiveness of Taxi Partitions: Baltimore, Maryland, Case Study." Transportation Research Record: Journal of the Transportation Research Board 1731, no. 1 (January 2000): 71–78. http://dx.doi.org/10.3141/1731-09.

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Questions are answered as to whether taxicab partitions between drivers and passengers reduce assaults. Assaults on Baltimore, Maryland, taxi drivers decreased 56 percent the year following a citywide mandate requiring partitions between taxi drivers and passengers. Data also show that between 1991, when only 5 percent of cabs had shields, and 1998, when all taxis had shields, assaults decreased 90 percent. Confounding factors such as annual changes in city population, crime rate, robberies, unemployment, and drug arrests are addressed by comparing the 1991 assault rate for the shielded cabs of one taxi association with a similar association without shielded cabs. This analysis shows that in 1991 an unshielded Baltimore taxi driver was five times more likely to be assaulted. Using linear regression to account for the time variation in factors from 1991 to 1998, the results indicate that reduced driver assaults correlated the most with population changes, improved policing, decreases in robberies, and the percentage of shielded taxis. A related economic analysis yielded a 17-to-1 benefit-to-cost ratio of estimated savings from reduced injuries versus the costs of citywide shield installation. The results support the Baltimore shield mandate and argue for shields in other cities.

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Chacko, Elizabeth. "Ethiopian taxicab drivers: forming an occupational niche in the US Capital." African and Black Diaspora: An International Journal 9, no. 2 (September 23, 2015): 200–213. http://dx.doi.org/10.1080/17528631.2015.1083177.

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Booton, Paul. "Commentary." Advances in Psychiatric Treatment 8, no. 5 (September 2002): 395–96. http://dx.doi.org/10.1192/apt.8.5.395.

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‘Knowledge management’ is not a term which makes the pulse race. It smacks of a combination of dull facts and bureaucracy. It could almost be something from a European Commission (EC) directive on the training of taxicab drivers. Neither Bellinger et al's (1999) definition of knowledge (‘the collation of information for a particular purpose, intended to be useful’) nor Sensky's (2002, this issue) own definition of knowledge management make it sound much more exciting.

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Jo, Wan-Kuen, and Chang-Ho Yu. "Public Bus and Taxicab Drivers' Work-Time Exposure to Aromatic Volatile Organic Compounds." Environmental Research 86, no. 1 (May 2001): 66–72. http://dx.doi.org/10.1006/enrs.2001.4257.

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Ferguson, Susan A., JoAnn K. Wells, Allan F. Williams, and Amy F. Feldman. "Belt Use Rates Among Taxicab Drivers in a Jurisdiction with License Points for Nonuse." Journal of Safety Research 30, no. 2 (June 1999): 87–91. http://dx.doi.org/10.1016/s0022-4375(99)00002-x.

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Morisky, Donald E., Chrystene Nguyen, Alfonso Ang, and Teodora V. Tiglao. "HIV/AIDS Prevention Among the Male Population: Results of a Peer Education Program for Taxicab and Tricycle Drivers in the Philippines." Health Education & Behavior 32, no. 1 (February 2005): 57–68. http://dx.doi.org/10.1177/1090198104266899.

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This study assesses the results of a 2-year community-based peer education program aimed at increasing HIV/AIDS knowledge, attitudes toward condoms, and condom use behavior among taxicab and tricycle drivers in the Philippines. Pretest, posttest, and follow-up data were collected throughout the educational intervention program. The results of the repeated measures analysis of variance (ANOVA) indicate a significant change on knowledge about HIV/AIDS from baseline to posttest and from posttest to follow-up ( F= 449.27, df= 2, p< .001). There was also a significant change on attitudes about condom use from baseline to posttest and from posttest to follow-up ( F= 425.19, df= 2, p= 0.001), and a significant effect on condom use behavior with commercial sex workers from baseline to posttest and follow-up ( F= 428.31, df= 2, p= .001). The peer-mediated intervention was found to be an effective means of HIV/AIDS prevention among taxi and tricycle drivers in the Philippines.

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Motghare, Swapnil. "The long-run elasticity of labor supply: New evidence for New York City taxicab drivers." Labour Economics 71 (August 2021): 102025. http://dx.doi.org/10.1016/j.labeco.2021.102025.

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Newman, Ehren L., Jeremy B. Caplan, Matthew P. Kirschen, Igor O. Korolev, Robert Sekuler, and Michael J. Kahana. "Learning your way around town: How virtual taxicab drivers learn to use both layout and landmark information." Cognition 104, no. 2 (August 2007): 231–53. http://dx.doi.org/10.1016/j.cognition.2006.05.013.

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Wu, Yiping, Xiaohua Zhao, Chen Chen, Jian Rong, and Yunlong Zhang. "Development and Application of an Ecodriving Support Platform Based on Internet+: Case Study in Beijing Taxicabs." Transportation Research Record: Journal of the Transportation Research Board 2645, no. 1 (January 2017): 57–66. http://dx.doi.org/10.3141/2645-07.

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This research developed an ecodriving support platform based on Internet+ technology and aimed at real-time dynamic collection and feedback optimization of driving behavior. The system served government and enterprises in monitoring and managing drivers’ driving behaviors and provides practical ecodriving feedback information on improvement in individual drivers’ driving behavior through a smartphone app. The vehicle operation data were collected by onboard diagnostics and GPS devices mounted on vehicles, and then these basic data were transmitted to the cloud platform for storage through a 3G network. The user information about ecodriving behaviors was created and stored in a local server. Nine driving events related to ecodriving and an ecodriving score could be detected and estimated. The validation test of 50 taxicab drivers’ fuel consumption of 1 month before and after receiving ecodriving feedback through the smartphone app showed that the effectiveness of the ecodriving app on reducing fuel consumption was statistically significant, with an average reduction of 4.5% and the highest of 13.0%. Furthermore, both the adaptive process at the beginning of and a long-term effect after a period of time were maintained for ecodriving training through the smartphone app. In addition, the relationship between vehicle fuel consumption and app usage frequency was found to be highly linear: fuel consumption decreased as app usage increased. The study results demonstrated a real-time dynamic and practical approach for the ecodriving app and further provided a research platform for monitoring and management of driving behavior in the big data era.

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Hassan, Afzaal, Mark Wallace, Irene Moser, and Daniel D. Harabor. "Snapshot-Optimal Real-Time Ride Sharing." Information 15, no. 4 (March 22, 2024): 174. http://dx.doi.org/10.3390/info15040174.

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Ridesharing effectively tackles urban mobility challenges by providing a service comparable to private vehicles while minimising resource usage. Our research primarily concentrates on dynamic ridesharing, which conventionally involves connecting drivers with passengers in need of transportation. The process of one-to-one matching presents a complex challenge, particularly when addressing it on a large scale, as the substantial number of potential matches make the attainment of a global optimum a challenging endeavour. This paper aims to address the absence of an optimal approach for dynamic ridesharing by refraining from the conventional heuristic-based methods commonly used to achieve timely solutions in large-scale ride-matching. Instead, we propose a novel approach that provides snapshot-optimal solutions for various forms of one-to-one matching while ensuring they are generated within an acceptable timeframe for service providers. Additionally, we introduce and solve a new variant in which the system itself provides the vehicles. The efficacy of our methodology is substantiated through experiments carried out with real-world data extracted from the openly available New York City taxicab dataset.

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Maiso Sercon, Adrian Melgo, Ailyn Ompad, Maria Gemel Palconit, and Jun-Jun Obiso. "Taxicab Tracking System with Cloud Data Logging using the Internet of Things." Journal of Science, Engineering and Technology (JSET) 6, no. 1 (December 28, 2018): 1–14. http://dx.doi.org/10.61569/xqq8fa80.

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Riding in a taxicab is a common mode of public transportation. Due to its accessibility, it is very susceptible to robbery. The only security measure is the installation of the emergency light indicator at the top of the taxicab. This light indicator has problems on visibility and awareness. To address this problem, a tracking system which can send key information via Short Message Service (SMS) to the dedicated receiver is developed. Such information contains the driver’s location, car body and license numbers, and location coordinates with the utilization of the Global Positioning System (GPS). The system enables the user to track the coordinates and timing details using the Internet of Things (IoT) platform. The real time activities inside the taxicab can be retrieved using the camera through the Secure Digital (SD) card. During robbery, the nearby people can be alerted by triggering the toggle switch placed at the back of the steering wheel which then displays a blinking distress message —HELP at the top of the taxicab using a matrix display panel. To test the reliability of the system, the following experiments were conducted in three different locations within Cebu, Philippines: SMS delay test, reliability test of localized coordinates using Global Systems for Mobile (GSM), GPS repeatability test, camera capture test and data logging test. Experiment results verified that the designed system can effectively perform its desired functions. The integration of this system in taxicabs can alleviate and can help solve the robbery cases.

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Alsaaty, Falih M. "Case Study: Desert Storm And The Entrepreneurial Spirit." Journal of Business Case Studies (JBCS) 1, no. 1 (July 7, 2011): 25. http://dx.doi.org/10.19030/jbcs.v1i1.4913.

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This case is appropriate for any college level entrepreneurial class. The purpose of this case study is to explore the business experience of an Iraqi entrepreneur, and share it with the community of entrepreneurs worldwide. The paper traces the journey of Mr. Sammy Awad, the entrepreneur, from the 1991 Gulf war to the fall of Baghdad to Coalition Forces in 2003. The Gulf war caused widespread devastation to the Iraqi economy, and large scale unemployment. On the other hand, the war created lucrative market opportunities for entrepreneurs, including Mr. Awad who, in a few years time was capable of moving from being a conscript in the Iraqi armed forces with a trivial salary, to a taxicab driver, and finally to an owner of a fleet of taxicabs. His stamina, determination, and foresight make him a role model for young entrepreneurs around the world.

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Epstein, Seth. "“The Police Cannot Be Present at Every Transaction”: Regulating Marketplace Meetings between Taxi Drivers and Passengers in Asheville, North Carolina, 1914-1922." Journal of Urban History 46, no. 2 (November 14, 2018): 364–82. http://dx.doi.org/10.1177/0096144218806862.

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This article examines the contentious regulation of taxicabs in Asheville, North Carolina, to explore the strains on and supplements to paternalistic ways of knowing and governing in New South cities in the early twentieth century. Authorities attempted to manage marketplace meetings between drivers and patrons to create predictable and transparent places out of taxis in motion. Regulations governed who could act as driver and as customer, where they could meet, and the rates that the former could charge. However, each of these stages tended to produce spaces that resisted elites’ disciplinary aspirations. The regulation of taxis undermined paternalistic ways of governing and knowing the city while facilitating the dispersal of objective knowledge-creating technologies such as taximeters. Commissioners’ exercise of power rested on the belief that they could know taxi drivers, while taximeters’ exercise of power rested on the belief that they could know the city.

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Chen, Chen, Xiaohua Zhao, Ying Yao, Yunlong Zhang, Jian Rong, and Xiaoming Liu. "Driver’s Eco-Driving Behavior Evaluation Modeling Based on Driving Events." Journal of Advanced Transportation 2018 (2018): 1–12. http://dx.doi.org/10.1155/2018/9530470.

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Eco-driving is an effective means to reduce vehicle fuel consumption. Although many researches and devices have been developed to introduce eco-driving, quantitative effects of driver behaviors on fuel consumption are still unclear, as well as quantitative eco-driving advices. To solve this problem and promote the application of eco-driving in China, a driving-events-based eco-driving behavior evaluation model was proposed in this paper. First, based on taxicab operating data, the relationship between three vehicle operating parameters (speed, acceleration, and driving mode duration) and fuel consumption was analyzed. Then, nine fuel-consumption-involved driving events (including Accelerating Sharply, Decelerating Sharply, and Long-Time Accelerating) were proposed and defined. Using the frequency of each driving event in a certain distance as independent variable and vehicle fuel consumption as dependent variable, principal component analysis (PCA) and multiple linear regression were applied to establish driver’s eco-driving behavior evaluation model. The model was proved to be highly accurate (96.72%). At last, based on the evaluation model, corresponding quantitative eco-driving advices were provided to help driver to improve their driving skills.

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Anderson, Donald Nathan. "Wheels in the Head: Ridesharing as Monitored Performance." Surveillance & Society 14, no. 2 (September 21, 2016): 240–58. http://dx.doi.org/10.24908/ss.v14i2.6018.

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Ridesharing services offer on-demand rides much like taxicabs, but distinguish themselves from cabs by emphasizing the friendly, social aspect of the in-car interaction. Crucial to the ability of these companies to distinguish themselves from cabs has been the insertion of smartphones as “social interfaces” between drivers and passengers, restructuring social interaction through an allegorithm the productive co-deployment of a socially relevant allegorical script and a software-mediated algorithm). Much of the affective labor of ridesharing drivers consists in maintaining this affective framing and internalizing the logic by which their performances are monitored. In this article the writings of three ridesharing drivers will be drawn on to illustrate the ways drivers develop and evaluate their own performances as ridesharing drivers.Ridesharing services offer on-demand rides much like taxicabs, but distinguish themselves from cabs by emphasizing the friendly, social aspect of the in-car interaction. Crucial to the ability of these companies to distinguish themselves from cabs has been the insertion of smartphones as “social interfaces” between drivers and passengers, restructuring social interaction through an allegorithm the productive co-deployment of a socially relevant allegorical script and a software-mediated algorithm). Much of the affective labor of ridesharing drivers consists in maintaining this affective framing and internalizing the logic by which their performances are monitored. In this article the writings of three ridesharing drivers will be drawn on to illustrate the ways drivers develop and evaluate their own performances as ridesharing drivers.

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Menéndez, Cammie K. C., Harlan E. Amandus, Parisa Damadi, Nan Wu, Srinivas Konda, and Scott A. Hendricks. "Effectiveness of Taxicab Security Equipment in Reducing Driver Homicide Rates." American Journal of Preventive Medicine 45, no. 1 (July 2013): 1–8. http://dx.doi.org/10.1016/j.amepre.2013.02.017.

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Hoffmann, Elizabeth A. "Driving Street Justice: The Taxicab Driver As The Last American Cowboy." Labor Studies Journal 31, no. 2 (June 2006): 31–48. http://dx.doi.org/10.1177/0160449x0603100202.

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Hoffmann, Elizabeth A. "Driving Street Justice: The Taxicab Driver As The Last American Cowboy." Labor Studies Journal 31, no. 2 (2006): 31–48. http://dx.doi.org/10.1353/lab.2006.0025.

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Ibhaze, Augustus E., Ignatius K. Okakwu, Ayobami T. Akinrelere, and Agbotiname L. Imoize. "An Intelligent Dispatch System Operating in a Partially Closed Environment." Network and Communication Technologies 4, no. 1 (June 12, 2019): 26. http://dx.doi.org/10.5539/nct.v4n1p26.

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Taxicabs are very important in our daily lives and are reputed to be one of the mostly used forms of transportation. The cab dispatch system was first created to help passengers get through to taxi drivers and make it easier to book reservations. The evolution of cab dispatch system has moved from the ordinary callboxes to computer-aided dispatch system. These solutions were created to help organizations that own fleet of taxis manage and control their operations. Campuses and other partially closed environments also require these solutions but due to their high cost of implementation, they find it quite difficult to deploy and execute. In this paper, a smart dispatch system (SDS) is proposed. The system comprises of software and hardware units. The database and the android application make up the software unit while the microcontroller, the GSM module, and an android device constitute the hardware unit. The microcontroller intelligently reads and makes decisions based on the information received from the android device. The microcontroller also retrieves drivers’ details from a database where all the information about the vehicles and drivers are stored. The GSM module acts as the intermediary between the android device and the microcontroller, and enhances the communication between the microcontroller and other devices. The system makes use of a microcontroller that selects a driver and dispatches it based on the capacity of the vehicle corresponding to the number of passengers in need. Consequently, an android application is built to be used by the clients making the request process much easier. The proposed system reduces human operator intervention, gives the passengers the estimated time for the dispatched cab to arrive at their bus stops thereby satisfying the clients in terms of cost efficiency and improved quality of service.

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Onawumi, Ayodele Samuel, and Emmanuel Babajide Lucas. "Ergonomic assessment of taxicabs using participatory ergonomic intervention approach among Southwestern Nigerian drivers." International Journal of Manufacturing Technology and Management 25, no. 1/2/3 (2012): 33. http://dx.doi.org/10.1504/ijmtm.2012.047717.

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Dou, Wanchun, Wenda Tang, Shu Li, Shui Yu, and Kim-Kwang Raymond Choo. "A heuristic line piloting method to disclose malicious taxicab driver’s privacy over GPS big data." Information Sciences 483 (May 2019): 247–61. http://dx.doi.org/10.1016/j.ins.2018.12.056.

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Sherer, Peter D., Nikolai Rogovsky, and Norman Wright. "What Drives Employment Relationships in Taxicab Organizations? Linking Agency to Firm Capabilities and Strategic Opportunities." Organization Science 9, no. 1 (February 1998): 34–48. http://dx.doi.org/10.1287/orsc.9.1.34.

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Wan, Xiangpeng, Hakim Ghazzai, and Yehia Massoud. "A Generic Data-Driven Recommendation System for Large-Scale Regular and Ride-Hailing Taxi Services." Electronics 9, no. 4 (April 15, 2020): 648. http://dx.doi.org/10.3390/electronics9040648.

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Modern taxi services are usually classified into two major categories: traditional taxicabs and ride-hailing services. For both services, it is required to design highly efficient recommendation systems to satisfy passengers’ quality of experience and drivers’ benefits. Customers desire to minimize their waiting time before rides, while drivers aim to speed up their customer hunting. In this paper, we propose to leverage taxi service efficiency by designing a generic and smart recommendation system that exploits the benefits of Vehicular Social Networks (VSNs). Aiming at optimizing three key performance metrics, number of pick-ups, customer waiting time, and vacant traveled distance for both taxi services, the proposed recommendation system starts by efficiently estimating the future customer demands in different clusters of the area of interest. Then, it proposes an optimal taxi-to-region matching according to the location of each taxi and the future requested demand of each region. Finally, an optimized geo-routing algorithm is developed to minimize the navigation time spent by drivers. Our simulation model is applied to the borough of Manhattan and is validated with realistic data. Selected results show that significant performance gains are achieved thanks to the additional cooperation among taxi drivers enabled by VSN, as compared to traditional cases.

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Deng, Yajuan, Meiye Li, Qing Tang, Renjie He, and Xianbiao Hu. "Heterogenous Trip Distance-Based Route Choice Behavior Analysis Using Real-World Large-Scale Taxi Trajectory Data." Journal of Advanced Transportation 2020 (September 9, 2020): 1–16. http://dx.doi.org/10.1155/2020/8836511.

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Most early research on route choice behavior analysis relied on the data collected from the stated preference survey or through small-scale experiments. This manuscript focused on the understanding of commuters’ route choice behavior based on the massive amount of trajectory data collected from occupied taxicabs. The underlying assumption was that travel behavior of occupied taxi drivers can be considered as no different than the well-experienced commuters. To this end, the DBSCAN algorithm and Akaike information criterion (AIC) were first used to classify trips into different categories based on the trip length. Next, a total of 9 explanatory variables were defined to describe the route choice behavior, and and the path size (PS) logit model was then built, which avoided the invalid assumption of independence of irrelevant alternatives (IIA) in the commonly seen multinomial logit (MNL) model. The taxi trajectory data from over 11,000 taxicabs in Xi’an, China, with 40 million trajectory records each day were used in the case study. The results confirmed that commuters’ route choice behavior are heterogenous for trips with varying distances and that considering such heterogeneity in the modeling process would better explain commuters’ route choice behaviors, when compared with the traditional MNL model.

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Eldawy, Eman O., Abdeltawab Hendawi, Mohammed Abdalla, and Hoda M. O. Mokhtar. "FraudMove: Fraud Drivers Discovery Using Real-Time Trajectory Outlier Detection." ISPRS International Journal of Geo-Information 10, no. 11 (November 11, 2021): 767. http://dx.doi.org/10.3390/ijgi10110767.

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Taxicabs and rideshare cars nowadays are equipped with GPS devices that enable capturing a large volume of traces. These GPS traces represent the moving behavior of the car drivers. Indeed, the real-time discovery of fraud drivers earlier is a demand for saving the passenger’s life and money. For this purpose, this paper proposes a novel time-based system, namely FraudMove, to discover fraud drivers in real-time by identifying outlier active trips. Mainly, the proposed FraudMove system computes the time of the most probable path of a trip. For trajectory outlier detection, a trajectory is considered an outlier trajectory if its time exceeds the time of this computed path by a specified threshold. FraudMove employs a tunable time window parameter to control the number of checks for detecting outlier trips. This parameter allows FraudMove to trade responsiveness with efficiency. Unlike other related works that wait until the end of a trip to indicate that it was an outlier, FraudMove discovers outlier trips instantly during the trip. Extensive experiments conducted on a real dataset confirm the efficiency and effectiveness of FraudMove in detecting outlier trajectories. The experimental results prove that FraudMove saves the response time of the outlier check process by up to 65% compared to the state-of-the-art systems.

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Maxwell, Simon J., Philip J. Hopley, Paul Upchurch, and Christophe Soligo. "Sporadic sampling, not climatic forcing, drives observed early hominin diversity." Proceedings of the National Academy of Sciences 115, no. 19 (April 23, 2018): 4891–96. http://dx.doi.org/10.1073/pnas.1721538115.

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The role of climate change in the origin and diversification of early hominins is hotly debated. Most accounts of early hominin evolution link observed fluctuations in species diversity to directional shifts in climate or periods of intense climatic instability. None of these hypotheses, however, have tested whether observed diversity patterns are distorted by variation in the quality of the hominin fossil record. Here, we present a detailed examination of early hominin diversity dynamics, including both taxic and phylogenetically corrected diversity estimates. Unlike past studies, we compare these estimates to sampling metrics for rock availability (hominin-, primate-, and mammal-bearing formations) and collection effort, to assess the geological and anthropogenic controls on the sampling of the early hominin fossil record. Taxic diversity, primate-bearing formations, and collection effort show strong positive correlations, demonstrating that observed patterns of early hominin taxic diversity can be explained by temporal heterogeneity in fossil sampling rather than genuine evolutionary processes. Peak taxic diversity at 1.9 million years ago (Ma) is a sampling artifact, reflecting merely maximal rock availability and collection effort. In contrast, phylogenetic diversity estimates imply peak diversity at 2.4 Ma and show little relation to sampling metrics. We find that apparent relationships between early hominin diversity and indicators of climatic instability are, in fact, driven largely by variation in suitable rock exposure and collection effort. Our results suggest that significant improvements in the quality of the fossil record are required before the role of climate in hominin evolution can be reliably determined.

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Farooq, Danish, Rana Faisal Tufail, Muhammad Ali, Huzafa Iqbal, and Abdul Rehman Tariq. "Investigation of Traffic Issues at Unsignalized Taxila Intersection and their Countermeasures." Periodica Polytechnica Transportation Engineering 52, no. 3 (May 27, 2024): 310–16. http://dx.doi.org/10.3311/pptr.23326.

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Taxila intersection is facing severe traffic issues includingcongestion, delays, increased travel times and inadequate infrastructure. The aim of the study is to highlight the real problems at Taxila intersection related to road users, vehicles and road infrastructure. Traffic data was collected during peak hours through traffic observing video cameras at the unsignalized intersection. Subsequently, traffic violation measurements and their comparisons between morning and evening peak hours, as well as between weekend and week days were developed. The study also identifies the involvement in traffic violations by different drivers, age groups and vehicle types. Comparing morning and evening peak hours reveals variations in traffic patterns and congestion levels throughout the day, helping to create customized plans. Similarly, investigating disparities between weekends and weekdays uncovers unique factors influencing traffic conditions on different days. Results showed that highest percentage of violations at the intersection resulted from 'illegal crossing of road by pedestrian' followed by 'illegal parking' at the intersection. While the lowest percentage of violation observed was 'wrong way driving' at the intersection. In conclusion, this research provides a comprehensive understanding of the traffic issues at the Taxila intersection and offers evidence-based strategies to improve traffic flow, mitigate congestion, and enhance road safety in the area.

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Das, Subasish, Mouyid Islam, Anandi Dutta, and Tahmida Hossain Shimu. "Uncovering Deep Structure of Determinants in Large Truck Fatal Crashes." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 2, 2020): 742–54. http://dx.doi.org/10.1177/0361198120931507.

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The number of fatalities and severe injuries in large truck-related crashes has significantly increased since 2009. According to the safety experts, the recent increase in large truck-related crashes can be explained by the significant growth in freight tonnage all over the U.S. over the past few years. This notable freight-haul growth has allowed continuous day–night movement of freight on roads and highways, exposing the trucks to a greater number of potential crashes or near-crash scenarios. There are many ongoing research efforts that aim to identify the different factors that influence large truck crashes; however, further research with innovative approaches is still needed to better understand the relationship between crash-related factors. In this study, the project team applied taxicab correspondence analysis (TCA), a data-mining method known for dimension reduction, to large truck fatal crash data to investigate the complex interaction between multiple factors under a two-dimensional map. For this study, 6 years (2010–2015) of large truck fatal crash data from the Fatality Analysis Reporting System (FARS) were used. The study found five clusters of attributes that show patterns of association between different crash attributes such as two-lane undivided roadways, intersection types, posted speed limit, crash types, number of vehicles, driver impairment, and weather. The findings of this study will help the safety professionals, trucking industry, and policymakers to make decisions for safer road design, and improvement in truck driver training, and education.

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Moran, Maarit, and Philip Lasley. "Legislating Transportation Network Companies." Transportation Research Record: Journal of the Transportation Research Board 2650, no. 1 (January 2017): 163–71. http://dx.doi.org/10.3141/2650-19.

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The rapid expansion of transportation network companies (TNCs), such as Uber and Lyft, has led policy makers across the country to consider legislation to legalize and regulate TNC operations. In 2012, TNCs introduced a new travel option that used digital technology to provide an on-demand and highly automated private ride service, which has received support from consumers and investors. The emergence of TNCs has generated uncertainty about the legal status of TNC services, criticism from the taxicab industry, and concerns about public safety. In almost every U.S. state, policy makers have considered TNC legislation to address these issues, but there is no comprehensive source of information on the content of these policies. In this study, researchers systematically compiled a database of state TNC legislation and evaluated a set of policy issues addressed in the legislation. Thirty-four states and Washington, D.C., enacted legislation to authorize TNC operations through May 2016. These laws addressed policy areas including permits and fees, insurance and financial responsibility, driver and vehicle requirements, operational requirements, passenger protections, data reporting, and regulatory and rulemaking authority. This database can help policy makers navigate the evolving policy considerations presented by the rising popularity—and accompanying controversy—of TNCs. Key policy questions that emerged from this review of state TNC legislation include whether to regulate TNCs; if so, at what level of government; how to harmonize TNC policies with existing taxi and transportation policies; and how to address public safety without suppressing market competition.

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Cullen, T. M., F. J. Longstaffe, U. G. Wortmann, L. Huang, F. Fanti, M. B. Goodwin, M. J. Ryan, and D. C. Evans. "Large-scale stable isotope characterization of a Late Cretaceous dinosaur-dominated ecosystem." Geology 48, no. 6 (March 18, 2020): 546–51. http://dx.doi.org/10.1130/g47399.1.

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Abstract In the Cretaceous of North America, environmental sensitivity and habitat specialization have been hypothesized to explain the surprisingly restricted geographic ranges of many large-bodied dinosaurs. Understanding the drivers behind this are key to determining broader trends of dinosaur species and community response to climate change under greenhouse conditions. However, previous studies of this question have commonly examined only small components of the paleo-ecosystem or operated without comparison to similar modern systems from which to constrain interpretations. Here we perform a high-resolution multi-taxic δ13C and δ18O study of a Cretaceous coastal floodplain ecosystem, focusing on species interactions and paleotemperature estimation, and compare with similar data from extant systems. Bioapatite δ13C preserves predator-prey offsets between tyrannosaurs and ornithischians (large herbivorous dinosaurs), and between aquatic reptiles and fish. Large ornithischians had broadly overlapping stable isotope ranges, contrary to hypothesized niche partitioning driven by specialization on coastal or inland subhabitat use. Comparisons to a modern analogue coastal floodplain show similar patterns of ecological guild structure and aquatic-terrestrial resource interchange. Multi-taxic oxygen isotope temperature estimations yield results for the Campanian of Alberta (Canada) consistent with the few other paleotemperature proxies available, and are validated when applied for extant species from a modern coastal floodplain, suggesting that this approach is a simple and effective avenue for paleoenvironmental reconstruction. Together, these new data suggest that dinosaur niche partitioning was more complex than previously hypothesized, and provide a framework for future research on dinosaur-dominated Mesozoic floodplain communities.

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Yano, Hiromi, Masataka Uchida, Tatsuya Saito, Takafumi Aoki, Michael Kremenik, and Eri Oyanagi. "Reduction of Real-Time Imaging of M1 Macrophage Chemotaxis toward Damaged Muscle Cells is PI3K-Dependent." Antioxidants 7, no. 10 (October 8, 2018): 138. http://dx.doi.org/10.3390/antiox7100138.

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Macrophages migrate and invade into damaged muscle rapidly and are important for muscle repair and subsequent regeneration. The exact cellular and biological events that cause macrophage migration toward injured muscle are not completely understood. In this study, the effect of macrophage differentiation on the chemotactic capability to invade local damaged muscle was investigated using an in vitro model of muscle injury. We used C2C12 cell myoblasts and J774 cell macrophages, and the “killed-C2C12” cells were combined with live C2C12 cells as a partially damaged muscle model. The cultured J774 cells, with or without lipopolysaccharide (LPS), were treated with Ly294002 (Ly), which is an inhibitor of phosphoinositide 3-kinase (PI3K). In order to evaluate the polarization effect of LPS stimulation on J774 cells, expression of cell surface Toll-like receptor 4 (TLR4), CD11c and CCR2, and expression of F-actin intensity, were analyzed by flow cytometry. The real-time horizontal chemotaxis assay of J774 cells was tested using the TAXIScan device. The expressions of TLR4, CD11c, and F-actin intensity in LPS-treated cells were significantly higher than those in Ctrl cells. In LPS-treated cells, the chemotactic activity toward damaged muscle cells completely disappeared. Moreover, the reduced chemotaxis depended far more on directionality than velocity. However, Ly treatment reversed the reduced chemotactic activity of the LPS-treated cells. In addition, cell-adhesion and F-actin intensity, but not CCR2 expression, in LPS-treated cells, was significantly reduced by Ly treatment. Taken together, our results suggest that the PI3K/Akt activation state drives migration behavior towards damaged muscle cells.

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Ayers, Joseph, Anthony Westphal, and Daniel Blustein. "A Conserved Neural Circuit-Based Architecture for Ambulatory and Undulatory Biomimetic Robots." Marine Technology Society Journal 45, no. 4 (July 1, 2011): 147–52. http://dx.doi.org/10.4031/mtsj.45.4.17.

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AbstractThe adaptive capabilities of underwater organisms result from layered exteroceptive reflexes responding to gravity, impediment, and hydrodynamic and optical flow. In combination with taxic responses to point sources of sound or chemicals, these reflexes allow reactive autonomy in the most challenging of environments. We are developing a new generation of lobster and lamprey-based robots that operate under control by synaptic networks rather than algorithms. The networks, based on the command neuron, coordinating neuron, and central pattern generator architecture, code sensor input as labeled lines and activate shape memory alloy-based artificial muscles through a simple interface that couples excitation to contraction. We have completed the lamprey-based robot and are adapting this sensor, board, and actuator architecture to a new generation of the lobster-based robot. The networks are constructed from discrete time map-based neurons and synapses and are instantiated on the digital signal processing chip. A sensor board integrates inputs from a short baseline sonar array (for beacon tracking and supervisory control), accelerometer, a compass, antennae, and optionally chemosensors. Actuator control is mediated by pulse-width duty cycle coding generated by the electronic motor neurons and a comparator and power field-effect transistor (FET) system housed on low- and high-current driver boards. These circular boards are stacked in a tubular hull with the processor and batteries. This system can readily mimic the biomechanics of the model organisms by the addition of hydrodynamic control surfaces. The behavioral set results from chaining sequences of exteroceptive reflexes released by sensory feedback from the environment.

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Flath, David J. "Why Do We Tip Taxicab Drivers?" SSRN Electronic Journal, 2009. http://dx.doi.org/10.2139/ssrn.1403812.

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Das, Subasish, Xiaoqiang Kong, Zihang Wei, Xiao Xiao, David Mills, and Ahmed Hossain. "Probing into Driver Speeding Patterns and Their Influence on Child Occupancy in Urban Areas." Transportation Research Record: Journal of the Transportation Research Board, August 2, 2023. http://dx.doi.org/10.1177/03611981231188374.

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Many studies have investigated how child occupants lead to distraction-associated crashes. However, not many studies have focused on how the presence of child passengers influences drivers’ speeding behavior. This study examines how the presence of child passengers can affect driving behavior considering sociodemographic characteristics such as driver’s age, gender, ethnicity, employment, and driving aggressiveness. The current study used resourceful, open-source data based on urban areas in Texas to identify the key patterns of speeding behavior and associated safety surrogates in the presence or absence of child occupants. A unique data analysis procedure known as Taxicab Correspondence Analysis (TCA) was used to analyze the data. The results indicate that speeding patterns are affected by child occupancy during a trip. The results find that regardless of the presence of child passengers, female and unemployed drivers are more likely to drive defensively and male and employed drivers are more likely to drive aggressively. The findings also indicate that drivers from the young age group (20–29 years old) are strongly associated with speeding trips without child occupancy. However, young parent drivers from this age group are strongly associated with non-speeding trips and driving defensively. The study also finds that the impact of child occupancy on driving behaviors varies across different ethnicities. These findings will benefit transportation agencies in identifying aggressive driver groups and developing countermeasures to mitigate speeding behaviors, especially for trips with child occupancy.

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CRA, Assavedo, Challa A, Sounouvou I, Sidonie Tchabi Hounnou, and Claudia Doutetien Gbaguidi C. "Ocular Morbidity among Taxicab Drivers of Common Transport at Parakou (Benin) in 2014." International Journal of Ophthalmic Pathology 06, no. 01 (2017). http://dx.doi.org/10.4172/2324-8599.1000197.

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Chaumont Menéndez, Cammie, Harlan Amandus, Parisa Damadi, Nan Wu, Srinivas Konda, and Scott Hendricks. "Cities with camera-equipped taxicabs experience reduced taxicab driver homicide rates: United States, 1996–2010." Crime Science 3, no. 1 (May 9, 2014). http://dx.doi.org/10.1186/s40163-014-0004-3.

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"RADIO TAXICABS (LONDON) LTD v OWNER DRIVERS RADIO TAXI SERVICES LTD." Reports of Patent, Design and Trade Mark Cases 121, no. 10 (January 1, 2004): 351–89. http://dx.doi.org/10.1093/rpc/2004rpc19.

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"Information for CME Credit — Effectiveness of Taxicab Security Equipment in Reducing Driver Homicide Rates." American Journal of Preventive Medicine 45, no. 1 (July 2013): A3. http://dx.doi.org/10.1016/s0749-3797(13)00302-4.

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Ahmed, Syed Ashif Jardary Al, Nishad Bapatdhar, Bipin Pradeep Kumar, Samik Ghosh, Ayako Yachie, and Sucheendra K. Palaniappan. "Large scale text mining for deriving useful insights: A case study focused on microbiome." Frontiers in Physiology 13 (August 31, 2022). http://dx.doi.org/10.3389/fphys.2022.933069.

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Text mining has been shown to be an auxiliary but key driver for modeling, data harmonization, and interpretation in bio-medicine. Scientific literature holds a wealth of information and embodies cumulative knowledge and remains the core basis on which mechanistic pathways, molecular databases, and models are built and refined. Text mining provides the necessary tools to automatically harness the potential of text. In this study, we show the potential of large-scale text mining for deriving novel insights, with a focus on the growing field of microbiome. We first collected the complete set of abstracts relevant to the microbiome from PubMed and used our text mining and intelligence platform Taxila for analysis. We drive the usefulness of text mining using two case studies. First, we analyze the geographical distribution of research and study locations for the field of microbiome by extracting geo mentions from text. Using this analysis, we were able to draw useful insights on the state of research in microbiome w. r.t geographical distributions and economic drivers. Next, to understand the relationships between diseases, microbiome, and food which are central to the field, we construct semantic relationship networks between these different concepts central to the field of microbiome. We show how such networks can be useful to derive useful insight with no prior knowledge encoded.

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McCourt, Alexander Duncan, Andrew Hellinger, Mi Ran Shin, Wendy Shields, Eileen M. McDonald, Jeffrey Michael, and Johnathon P. Ehsani. "State and city laws governing the use of child restraint systems in rideshare vehicles and taxicabs: requirements and responsibility." Injury Prevention, March 16, 2022, injuryprev—2021–044500. http://dx.doi.org/10.1136/injuryprev-2021-044500.

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ObjectivesTo identify, describe and critique state and local policies related to child passenger safety in for-hire motor vehicles including ridesharing and taxis.MethodsWe used standard legal research methods to collect policies governing the use of child restraint systems (CRS) in rideshare and taxi vehicles for all 50 states and the 50 largest cities in the USA. We abstracted the collected policies to determine whether the policy applies to specific vehicles, requires specific safety restraints in those vehicles, lists specific requirements for use of those safety restraints, seeks to enhance compliance and punishes noncompliance.ResultsAll 50 states have policies that require the use of CRS for children under a certain age, weight or height. Seven states exempt rideshare vehicles and 28 states exempt taxis from their CRS requirements. Twelve cities have relevant policies with eight requiring CRS in rideshare vehicles, but not taxis, and two cities requiring CRS use in both rideshare vehicles and taxis.ConclusionMost states require CRS use in rideshare vehicles, but not as many require CRS use in taxis. Though states describe penalties for drivers who fail to comply with CRS requirements, these penalties do not actually facilitate the use of CRS in rideshare or taxis. Furthermore, there is ambiguity in the laws about who is responsible for the provision and installation of the restraints. To prevent serious or fatal injuries in children, policy-makers should adopt policies that require, incentivise and facilitate the use of CRS in rideshare vehicles and taxis.

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"1939." Camden Fifth Series 11 (December 1998): 236–61. http://dx.doi.org/10.1017/s0960116300000993.

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Sunday 1 January 7–30 pm. After some work and a bite of lunch I took a taxicab for fleet Street, calling en route at the Press Association Offices, at the Central News and the Exchange Telegraph, to see that Cecil Harmsworth has a good show in tomorrow's Press when his Peerage is announced. At the D.M. office I found Bob Prew by himself and congratulated him on being, even against his will, the acting editor of the Daily Mail. While we waited for the honours list he told me the inside story of the ‘sackings’ of Cranfield and Head and the resignation of Roberts, the Night Editor. It seems that Cranfield was away on holiday. The day before his return Esmond Harmsworth and Bell drafted a careful letter which they sent to Cranfield's flat, telling him to take six months holiday and saying they would announce his health was indifferent. But Cranfield came straight from the aerodrome to the office, to Bell's extreme embarrassment. Esmond was in Scotland and Bell didn't know if the letter had been sent. The next day and the next Cranfield appeared as usual. One night he and Prew arranged to go to their respective flats for dinner, before the proofs came down of the first edition. Prew then had a ring from Cranfield saying that they had both better return together as news had come that Neville was flying to Berchtesgaden the next day. Prew suggested that he would wait outside his own flat till Cranfield picked him up in the office car. He waited and to his surprise the car was driving past him. He attracted the driver's attention and climbed in. Cranfield was huddled in a corner. Prew began to report that by phone he had told them to be ready to open the leader page, had got a leaderwriter waiting, and so on. To all this Cranfield made no response.

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Deb, Debal. "The Dual Role of Culture in Evolutionary Play: Anthropogenic Expansion Vs Destruction of Biodiversity." Qeios, April 3, 2024. http://dx.doi.org/10.32388/cwbmg2.4.

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A large number of Green discourse blames the human species for the current ecological crisis. However, this description of humanity as the ecocidal culprit serves to conceal the role of humans, in both past and contemporary pre-industrial societies, as custodians of biodiversity. Indigenous societies are known to have conserved their natural resource base for posterity, by instituting cultural norms and institutions against exhaustive resource use. In addition, pre-industrial societies also increased biodiversity on taxic and genetic levels, by domestication of many wild biota, and on the ecosystem level with agroforestry. While Darwin gave much importance to the process of domestication of plants and animals by means of artificial selection, modern science and agriculture curricula tend to neglect this aspect of the history of human civilization. The novel taxa, created in the process of domestication, are characterised by many morphological and behavioural traits never found in the wild progenitor species. Further selection of favourable traits of the new species created an abundance of distinctive crop landraces and animal breeds. The increment in diversity at the ecosystem, taxic and genetic levels, by the process of domestication and in ancient agroforestry systems, began to reverse with industrial development over the past two centuries. Indeed, industrial development has been the chief driver of the continuing process of biodiversity erosion and habitat loss worldwide. Industrial agricultural systems, signposted by the Green Revolution (GR), has severely truncated the on-farm crop species and genetic diversity, which characterised traditional multi-crop farming and agroforestry systems in native agrarian cultures. Over the past six decades, the continual replacement of hundreds of landraces with a handful of GR cultivars, combined with the institutional apathy toward in situ landrace conservation efforts, has led to the disappearance of the importance of genetic purity of landraces from breeding programs and heirloom crop conservation discourse. Most of the modern farmers, predominantly dependent on the industrial supply of crop seeds, have forgotten the methods of genetic purity maintenance, resulting in the rapid loss of the hundreds of crop landraces with distinctive properties, which were selected centuries ago for diverse agronomic, gustatory, and aesthetic qualities. A recognition of the value of the custodian role of ecosystem people in creating and conserving biodiversity, vis-a-vis the current industrial decimation of biodiversity on all levels, will likely promote biodiversity conservation ethos in modern societies, and the value of genetic purity of the extant crop landraces.

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Journal articles on the topic 'Taxicab drivers'

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