The history of Uber's interaction with local and national governments is surveyed to provide a case study for the wider issue of the governance of private-sector involvement, technological innovation and disruption in the mobility sector. Uber's tenacious and highly competitive approach to building markets is identified as a significant challenge to authorities and the limited power they have over Uber (beyond simply refusing access) is acknowledged. Uber's entry into the delivery of statutory services is identified as a particularly striking development. The case of Uber provides useful insights concerning technological innovation and disruption, but more important is the company's business model. The analysis enables some findings concerning how authorities can prepare for the "next" Uber: these include working on preparedness (by conducting futures work, for example); on standing arrangements (such as insisting on an open data model); and on responding to the entry of a challenging provider or service, through the use of experimental legislation.
A lack of concerted action on the part of local authorities and their citizens to respond to climate change is argued to arise partly from a poor relationship between the two. Meanwhile, local authorities could have a significant impact on community-wide levels of greenhouse gas emissions because of their influence over many other actors, but have had limited success with orthodox voluntary behaviour change methods and hold back from stricter behaviour change interventions. Citizen participation may offer an effective means of improving understanding between citizens and government concerning climate change and, because it is inherently a dialogue, avoids many of the pitfalls of more orthodox attempts to effect behaviour change. Participatory budgeting is a form of citizen participation which seems well suited to the task in being quantitative, drawing a diverse audience and, when successfully run, engendering confidence amongst authority stakeholders. A variant of it, participatory emissions budgeting, would introduce the issue of climate change in a way that required citizens to trade off greenhouse gas emissions with wider policy goals. It may help citizens to appreciate the nature of the challenge and the role of local government in responding; this may in turn provide authority stakeholders with increased confidence in the scope to implement pro-environmental agendas without meeting significant resistance.
The fundamental goal of the International Labour Organisation is the achievement of decent and productive work for both women and men in conditions of freedom, equity, security and human dignity. The South African government has pledged its commitment to the attainment of decent work and sustainable livelihoods for all workers and has undertaken to mainstream decent work imperatives into national development strategies. The four strategic objectives of decent work as identified by the ILO are: i) the promotion of standards and rights at work, to ensure that worker's constitutionally protected rights to dignity, equality and fair labour practices, amongst others, are safeguarded by appropriate legal frameworks; (ii) the promotion of employment creation and income opportunities, with the goal being not just the creation of jobs but the creation of jobs of acceptable quality; (iii) the provision and improvement of social protection and social security, which are regarded as fundamental to the alleviation of poverty, inequality and the burden of care responsibilities; and (iv) the promotion of social dialogue and tripartism. This article considers the progress made towards the attainment of these decent work objectives in South Africa, using five statistical indicators to measure such progress namely: (i) employment opportunities; (ii) adequate earnings and productive work; (iii) stability and security of work; (iv) social protection; and (v) social dialogue and workplace relations. It concludes that high levels of unemployment and a weakened economy in South Africa have given rise to a growing informal sector and an increase in unacceptable working conditions and exploitation. The rights of workers in the formal sector have not filtered down to those in the informal sector, who remains vulnerable and unrepresented. Job creation initiatives have been undermined by the global recession and infrastructural shortcomings and ambitious governmental targets appear to be unachievable, with youth unemployment levels and gender inequalities remaining of grave concern. Social protection programmes fail to provide adequate coverage to the majority of the economically active population. Social dialogue processes and organisational structures fail to accommodate or represent the interests of the informal sector. Until these problems are overcome, the article concludes, it remains unlikely that decent work imperatives will be attained.
A large and growing body of evidence suggests fundamental changes are needed in transport systems, to tackle issues such as air pollution, physical inactivity and climate change. Transport models can play a major role in tackling these issues through the transport planning process, but they have historically been focussed on motorised modes (especially cars) and available only to professional transport planners working within the existing paradigm. Building on the principles of open access software, first developed in the context of geographic information systems, this paper develops and discusses the concept of open access transport models, which we define as models that are both developed using open source software and are available to be used by the public without the need for specialist training or the purchase of software licences. We explore the future potential of open access transport models to support the transition away from fossil fuels in the transport sector. We do this with reference to the literature on the use of tools in the planning process, and by exploring an example that is already in use: the 'Propensity to Cycle Tool'. We conclude that open access transport models can be a leverage point in the planning process due to their ability to provide robust, transparent and actionable evidence that is available to a range of stakeholders, not just professional transport planners. Open access transport models represent a disruptive technology deserving further research and development, by planners, researchers and citizen scientists, including open source software developers and advocacy groups but, in order to fulfil their potential, they will require both financial and policy support from government bodies.
