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New Research on How Ride-Hailing Impacts Travel Behavior

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Re: New Research on How Ride-Hailing Impacts Travel Behavior

#441

Post by TrinaryWorksToo »

abalone wrote: post #366
TrinaryWorksToo wrote: post #358

Earlier quoted context omitted.

If we want ridesharing to decrease emissions and traffic, someone should subsidize it as first and last mile transit. That way cars are always at capacity (always picking up or dropping off users) and traffic gets reduced on highways (people will be on transit). In addition public transit will fill to capacity, allowing them to run more often.

At best that would only help with relatively long distance trips, and the study notes it has already led to and increase in commuter rail use. (Which is offset by greater VMT in other cases.) Also it probably still involves deadhead trips within those last miles.

I'm wondering if there's lots of deadhead trips with existing commuter rail use in existing data. I was guessing that because people typically live close together who go to the same bus stop there would be less deadhead, if people carpooled, as the people who got on the ride would get dropped off at the same time people get picked up.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#442

Post by IThoughtYouGNU »

bdamm wrote: post #305
colechristensen wrote: post #224

Earlier quoted context omitted.

>The problem is that your car-driving case presumes the driver already wants to go to MV and is bringing his friends and they don’t mind coordinating to make that happen. This doesn't really make sense. My original point is that for me personally going alone, it is cheaper to drive than to use public transit. If I bring friends it is _much_ cheaper. At this moment I could take a CalTrain to SF for $33/person or a 4 p…

With self-driving cars, the "driver" won't be quite free. At this point I'm not sure we actually know what the cost of the "driver" of a self-driving car will be. By this I mean, the cost of development, licensing, insuring a self-driving car, and the costs of updating maps, keeping the car on-line, and managing a fleet of self-driving cars. It may end up being less than a human, but do we actually know that? I'm not…

It has to be, because all of those things are still required when there is a human driver.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#443

Post by DrScump »

upvotinglurker wrote: post #417
DrScump wrote: post #409

Earlier quoted context omitted.

A small car that drives anywhere near that distance will cost >$5K/yr A brand-new, name brand small car

What cars are not name brand? (Self-built?)

People of modest means will more typically be driving used cars.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#444

Post by banned1 »

Dylan16807 wrote: post #433
DrScump wrote: post #410

Earlier quoted context omitted.

two random people interacting That's an odd way to paraphrase the pairing of a felony perpetrator and a felony victim.

It's in the context of the previous comments, "X person robbing Y person". I didn't want to be redundant. No matter what crimes are happening, there are no police involved , so there is no police transparency motive to release the video.

The motive is to provide the public with information. Some of this information may be useful to identify the (gang of) attackers.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#445

Post by Dylan16807 »

banned1 wrote: post #444
Dylan16807 wrote: post #433

Earlier quoted context omitted.

It's in the context of the previous comments, "X person robbing Y person". I didn't want to be redundant. No matter what crimes are happening, there are no police involved , so there is no police transparency motive to release the video.

The motive is to provide the public with information. Some of this information may be useful to identify the (gang of) attackers.

That's a perfectly fine motive, but it's not enough to force anyone that has such a video to release it completely publicly. And BART in this case is basically an "anyone". They have no particular involvement.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#446

Post by beefield »

fiatjaf wrote: post #414
beefield wrote: post #390

Earlier quoted context omitted.

My wild guess without any sources whatsoever is that if you properly calculate all the subsidies and externalities for cars (urban land use, pollution, congestion, fossil fuel industry subsidies possibly including wars in middle east etc), it is quite fair to say that compared to that, public transport is practically unsubsidized.

Well, if you're adding these biased unprovable speculative distance consequences to the account, maybe we can also add the entire corruption of the State transport-related agencies, costs related to second, third and forth-level bureaucracy, the corruption of the vote system, election costs, loss of freedom in all the domains of life, brainwashed minds of citizens, wars.

what makes you think that there is more corruption in public transport related agencies than car traffic related agencies? Why would vote system and election costs be allocated more to public transport than car drivers? (In economics parlance, externalities are quite well defined concept. Practical applications of course are always a bit more muddy)

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#447

Post by nine_k »

TrinaryWorksToo wrote: post #358
abalone wrote: post #168

Earlier quoted context omitted.

I don't think the study is "faulting" anyone. Clearly ridesharing is a very popular and convenient alternative to driving and public transit which are both rife with problems. It is however contributing to traffic and emissions. Those are important facts to establish because previously it was thought that maybe ridesharing is helping with those too, like a dream come true. It concludes, "substantial policy action may…

If we want ridesharing to decrease emissions and traffic, someone should subsidize it as first and last mile transit. That way cars are always at capacity (always picking up or dropping off users) and traffic gets reduced on highways (people will be on transit). In addition public transit will fill to capacity, allowing them to run more often.

This looks sort of backwards. If we want to limit car use, we should increase the price of it. Many city centers do so.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#448

Post by jasonbarone »

ProAm wrote: post #440
jasonbarone wrote: post #294

Earlier quoted context omitted.

But they are for economies of scale. Product like UberPool, LyftLine, and UberEats were born from it. The business gets more efficient, and as the network keeps evolving it’ll open up new business opportunities that’ll drive prices down.

It's still a grab for market share before the race to the bottom is finished and hopefully they've iterated to autonomous drivers, until then both companies are loss leaders with no profit visible on the horizon.

Sorry, sounds like you have a lot of inaccurate information you're basing that off of.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#449

Post by upvotinglurker »

DrScump wrote: post #443
upvotinglurker wrote: post #417

Earlier quoted context omitted.

What cars are not name brand? (Self-built?)

People of modest means will more typically be driving used cars.

Yes, but the Toyota I bought used was still a Toyota.

Re: New Research on How Ride-Hailing Impacts Travel Behavior

#450

Post by CydeWeys »

foota wrote: post #437
CydeWeys wrote: post #370

Earlier quoted context omitted.

Not really. The trains stop running at an hour well before people stop going out. I was just in Paris in May going out with a bunch of Parisians and we all had to Uber back. They love Uber there -- once the trains stop, that's how you get home.

Interesting, I was there a few months ago and was super impressed, guess I wasn't enough of a night owl :)

Definitely a let down compared to NYC where I live, where the trains don't ever stop. 24 hour trains are pretty rare; no other city in the US has them, nor do most European cities. London, for example, has the tube shut down every night except for Friday and Saturday, and even then most lines don't remain open.
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