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That's what happened to seven members of the Lymm Golf Club in Cheshire after one of the golfers - chartered civil engineer Mike Taylor, who'd taken early retirement at 52 after working in local government for 32 years - spotted that Enterprise Rent-A-Car was advertising for casual drivers.
Botsman [14] divides the crowd in three categories: subcontractors, professional drivers and casual drivers.
Subcontractors work for mainstream brands such as DHL, professional drivers are employed by courier companies but dispose of free capacity and casual drivers comprise university students, retirees and freelancers.
By giving drivers the power to only pick up rides on their commute, however, Lyft is targeting a much larger subset of casual drivers who don't plan to drive for Lyft all the time.
Lyft also hopes it will appeal to more casual drivers — i.e. those who merely want to supplement the cost of their commute to and from work but don't necessarily want to be on the platform picking up rides all day.
And at least in some markets, it's looking to recruit more casual drivers as a way to boost supply in times of high demand — like during commute hours, when they could make a few extra bucks just going to work.
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Startups like Uber argue that technology can transform the casual driver into a professional.
There is so much information, so much nuance, but the model is so refined and sympathetic that the casual driver is never overloaded or made to feel stupid or incompetent.
But if you are in a position to trade in your vehicle for a car-sharing club, they make great economic sense – especially for the casual driver who tends to only use their car a few times a week, or only at weekends.
The "casual driver" model won't work in New York City, which generally has pretty strict rules about licensing and enforces them.
As looser contracts have helped create flexible workforces, casual work from drivers for Uber to day labourers in construction—has boomed.
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