Socioeconomic and usage characteristics of transportation network company (TNC) riders

Grahn, Rick; Harper, Corey; Hendrickson, Chris; Qian, Z Jason; Matthews, H. Scott

doi:10.1007/s11116-019-09989-3

Cited by 69 publications

(52 citation statements)

References 13 publications

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“…Instead, several previous studies used proxies such as the start date of TNC operations to identify the correlation with transit ridership trends at the scale of metropolitan areas (Hall et al 2018;Boisjoly et al 2018;Malalgoda and Lim 2019;Babar and Burtch 2020;Nelson and Sadowsky 2019;Doppelt 2018;Graehler et al 2019). Others used travel surveys to observe individual travel patterns, including who uses TNCs and what other modes they use (Rayle et al 2016;Feigon and Murphy 2016;Henao 2017;Clewlow and Mishra 2017;Gehrke et al 2018;Circella et al 2019;Young and Farber 2019;Grahn et al 2019;Dong 2020). A third set of studies takes a more theoretical approach, running models or scenarios to test possible effects rather than estimating the effects directly from the data (Kessler 2017;Alemi and Rodier 2017;Martinez and Viegas 2017).…”

Section: Previous Research and Contribution Of This Workmentioning

confidence: 99%

“…Socioeconomic changes may either increase or decrease transit ridership. Low-income riders often comprise a large share of transit riders (Manville et al 2018;Grahn et al 2019) because those riders often do not own a car, and because they may be less willing or able to pay for parking and other costs associated with driving. San Francisco became wealthier between 2010 and 2015 as inflation-adjusted median household income grew from $70,800 to $87,448 (U.S. Census Bureau n.d.).…”

Section: Socioeconomic Factorsmentioning

confidence: 99%

“…However, income growth may relate to higher employment or more car ownership, so the net income effect could go in either direction (Gomez-Ibanez 1996;Taylor et al 2009). (Howard 2009) Transit riders are younger on average than the general population (Grahn et al 2019), but in San Francisco, the adult population aged over the analysis period, with a smaller share of individuals in the 20-44 age group and more in the 45-64 and 65 + age groups (MTC n.d.).…”

Section: Socioeconomic Factorsmentioning

confidence: 99%

“…Travelers who do not own a car are an important market of transit riders (Taylor et al 2009;Grahn et al 2019). In contrast to the idea TNCs reduce car ownership, car ownership increased slightly in San Francisco: 30.6% of households owned 0 vehicles in 2010, compared to 30.8% in 2015 (U.S. Census Bureau n.d.).…”

Section: Car Ownershipmentioning

confidence: 99%

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Do transportation network companies increase or decrease transit ridership? Empirical evidence from San Francisco

et al. 2021

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Transportation network companies (TNCs), such as Uber and Lyft, have been hypothesized to both complement and compete with public transit. Existing research on the topic is limited by a lack of detailed data on the timing and location of TNC trips. This study overcomes that limitation by using data scraped from the Application Programming Interfaces of two TNCs, combined with Automated Passenger Count data on transit use and other supporting data. Using a panel data model of the change in bus ridership in San Francisco between 2010 and 2015, and confirming the result with a separate time-series model, we find that TNCs are responsible for a net ridership decline of about 10%, offsetting net gains from other factors such as service increases and population growth. We do not find a statistically significant effect on light rail ridership. Cities and transit agencies should recognize the transit-competitive nature of TNCs as they plan, regulate and operate their transportation systems.

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Section: Previous Research and Contribution Of This Workmentioning

confidence: 99%

Section: Socioeconomic Factorsmentioning

confidence: 99%

Section: Socioeconomic Factorsmentioning

confidence: 99%

Section: Car Ownershipmentioning

confidence: 99%

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Do transportation network companies increase or decrease transit ridership? Empirical evidence from San Francisco

et al. 2021

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“…Recent scholarship shows that most ride-hailing users are young and educated individuals (Alemi, Circella, Handy, & Mokhtarian, 2018;Conway, Salon, & King, 2018;Grahn, Harper, Hendrickson, Qian, & Matthews, 2019;Vivoda, Harmon, Babulal, & Zikmund-Fisher, 2018). There is little research, however, on whether older adults are willing to adopt ride-hailing services.…”

mentioning

confidence: 99%

Differences in ride-hailing adoption by older Californians among types of locations

Shirgaokar

Misra

Agrawal

et al. 2021

JTLU

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Ride-hailing services such as Lyft and Uber can complement rides offered by family, friends, paid providers, and public transit. To learn why older adults might wish to use ride-hail, we conducted an online survey of 2,917 California respondents age 55 and older. Participants were asked whether they would value four features hypothesized to be benefits of ride-hailing. We specified binary logit models and used market segmentation to investigate whether there were location-based differences in the use of ride-hailing. Our analysis showed that women, city dwellers, persons with disabilities, and those who rely on others for rides were more open to ride-hailing. Women in suburbs or small town/rural settings were more likely to ride-hail than their male counterparts for reasons of independence, fear of being lost while driving, or getting help with carrying bags. Urban women, in contrast, were less likely than their male counterparts to ride-hail for these reasons. High-income individuals in suburbs or small town/rural locations were more likely to ride-hail than low-income respondents, while high-income urban residents were less likely to ride-hail. Adoption of ride-hailing services and the reasons for doing so showed strong variability by location even among respondents with similar socio-demographic attributes.

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Smart Mobility in Urban Africa: Geography of Diffusion, User Characteristics and Emerging Impacts of Digital Platform/app-Based Mobility Services

Acheampong

2022

The Urban Book Series

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Socioeconomic and usage characteristics of transportation network company (TNC) riders

Cited by 69 publications

References 13 publications

Do transportation network companies increase or decrease transit ridership? Empirical evidence from San Francisco

Do transportation network companies increase or decrease transit ridership? Empirical evidence from San Francisco

Differences in ride-hailing adoption by older Californians among types of locations

Smart Mobility in Urban Africa: Geography of Diffusion, User Characteristics and Emerging Impacts of Digital Platform/app-Based Mobility Services

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