One promise of ride-hailing companies like Uber and Lyft was that fewer cars would clog city streets, but studies suggest the opposite: Ride-hailing companies are pulling riders off buses, subways, bicycles and their own feet, and putting them in cars instead. In what could be a new wrinkle, a service by Uber called Express Pool now is seen as directly competing with mass transit.
Uber and Lyft argue that in Boston, for instance, they complement public transit by connecting riders to hubs like Logan Airport and South Station. However, they have not released their own specific data about rides, leaving studies up to outside researchers.
The impact of all those cars is now becoming clear, said Christo Wilson, a Northeastern University professor of computer science who has looked at Uber’s practice of “surge pricing” during heavy traffic.
“The emerging consensus is that ride-sharing [is] increasing congestion,” Wilson said.
One study included surveys of 944 ride-hailing users over the span of four weeks late last year in the Boston area.
Nearly six in 10 said that they would have used public transportation, walked, biked or skipped the trip if the ride-hailing apps were not available.
The report also found that many riders are not using hailed rides to connect to a subway or bus line, but instead as a separate mode of transit, coauthor Alison Felix said.
“Ride sharing is pulling from and not complementing public transportation,” she said.
That is not quite what Uber founder Travis Kalanick suggested in 2015, when he said: “We envision a world where there’s no more traffic in Boston in five years.”
A study released in December said that large increases in the number of taxis and ride-sharing vehicles are contributing to slow traffic in Manhattan’s central business district.
It recommended policies to prevent further increases in “the number of vacant vehicles occupied only by drivers waiting for their next trip request.”
In San Francisco, a study released in June found that on a typical weekday, ride-hailing drivers make more than 170,000 vehicle trips, about 12 times the number of taxi trips, and that the trips are concentrated in the densest and most congested parts of the city.
A survey released in October of more than 4,000 adults in Boston, Chicago, Los Angeles, New York, the San Francisco Bay Area, Seattle and Washington also said that 49 to 61 percent of ride-hailing trips would not have been made at all — or instead would have been made walking, biking or using public transit — if the option did not exist.
The Boston study said that the main reason people opt for ride-hailing is speed and even those with a public transit pass would drop it for ride-hailing, despite the higher cost.
Boston University graduate student Sarah Wu uses Uber less than once a week, but more often if she has guests. She lives near a metro line, but will opt for Uber if it looks like public transit will be a hassle.
“I would prefer to have the Uber take me there directly, rather than having to transfer several times and wait at a bus stop,” said Wu, who does not own a car.
A spokesman for Lyft said that ride-hailing could reduce the number of personally-owned cars on the roads.
“Lyft is focused on making personal car ownership optional by getting more people to share a ride, helping to reduce car ownership and partnering with public transportation,” company spokesman Adrian Durbin said in a statement.
Uber is hoping to wean drivers from their cars in part by encouraging its carpooling services, company spokeswoman Alix Anfang said.
“Uber’s long-term goal is to end the reliance on personal vehicles and allow a mix of public transportation and services like Uber,” Anfang said.
Uber’s new Express Pool links riders who want to travel to similar destinations. Riders walk a short distance to be picked up at a common location and are dropped off near their final destinations — essentially, how a bus or subway line functions.
The service was in November tested in San Francisco and Boston and has found enough ridership to support it 24 hours a day. Round-the-clock service was last week also rolled out in Los Angeles, Philadelphia, Washington, Miami, San Diego and Denver, with more cities to follow.
“This could be good for congestion if it causes vehicle occupancy rates to go up, but on the other hand, the Uber Pool rides and I guess these Express rides are really, really cheap, just a couple of dollars, so they’re almost certainly going to be pulling people away from public transport options,” Wilson said. “Why get on a bus with 50 people when you can get into a car and maybe if you’re lucky, you’ll be the only person in it?”
In a study released in October by the Massachusetts Bay Transportation Authority (MBTA), as many as two-thirds of transit users reported also using ride-hailing companies.
A report released this month by San Francisco’s Bay Area Rapid Transit system found that ridership was down disproportionately on weekends and off-peak hours, in part citing ride-hailing trips.
The MBTA is focusing on what it can control: pumping money into new trains, buses and infrastructure improvements, spokesman Joe Pesaturo said.
At least one study did not pin increased congestion on hailing services.
Seattle-based Inrix scoured data from 2012 to 2015 in London and found that the number of passenger vehicles, including Uber cars, remained the same or even dipped slightly.
Reasons for increased congestion included a surge in road construction and delivery trucks dropping off online purchases, the company said.
Saudi Arabian largesse is flooding Egypt’s cultural scene, but the reception is mixed. Some welcome new “cooperation” between two regional powerhouses, while others fear a hostile takeover by Riyadh. In Cairo, historically the cultural capital of the Arab world, Egyptian Minister of Culture Nevine al-Kilany recently hosted Saudi Arabian General Entertainment Authority chairman Turki al-Sheikh. The deep-pocketed al-Sheikh has emerged as a Medici-like patron for Egypt’s cultural elite, courted by Cairo’s top talent to produce a slew of forthcoming films. A new three-way agreement between al-Sheikh, Kilany and United Media Services — a multi-media conglomerate linked to state intelligence that owns much of
The US and other countries should take concrete steps to confront the threats from Beijing to avoid war, US Representative Mario Diaz-Balart said in an interview with Voice of America on March 13. The US should use “every diplomatic economic tool at our disposal to treat China as what it is... to avoid war,” Diaz-Balart said. Giving an example of what the US could do, he said that it has to be more aggressive in its military sales to Taiwan. Actions by cross-party US lawmakers in the past few years such as meeting with Taiwanese officials in Washington and Taipei, and
Denmark’s “one China” policy more and more resembles Beijing’s “one China” principle. At least, this is how things appear. In recent interactions with the Danish state, such as applying for residency permits, a Taiwanese’s nationality would be listed as “China.” That designation occurs for a Taiwanese student coming to Denmark or a Danish citizen arriving in Denmark with, for example, their Taiwanese partner. Details of this were published on Sunday in an article in the Danish daily Berlingske written by Alexander Sjoberg and Tobias Reinwald. The pretext for this new practice is that Denmark does not recognize Taiwan as a state under
The Republic of China (ROC) on Taiwan has no official diplomatic allies in the EU. With the exception of the Vatican, it has no official allies in Europe at all. This does not prevent the ROC — Taiwan — from having close relations with EU member states and other European countries. The exact nature of the relationship does bear revisiting, if only to clarify what is a very complicated and sensitive idea, the details of which leave considerable room for misunderstanding, misrepresentation and disagreement. Only this week, President Tsai Ing-wen (蔡英文) received members of the European Parliament’s Delegation for Relations