Trade Uber for the Bus?

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

“…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).…”

Socioeconomics of urban travel in the U.S.: Evidence from the 2017 NHTS

“…The share of no-vehicle and one-vehicle households increased from 2009 to 2017, while the share of two or more vehicles per household decreased from 2009 to 2017. This trend of declining vehicle ownership despite the economic recovery may be attributed to many factors, including the rapid growth of transportation network companies (TNCs) and micromobility services, the wider adoption of travel demand management such as congestion pricing schemes, the surge in online shopping and generational differences in lifestyles leading urban residents to prefer owning fewer vehicles (Brown, 2019;Dong, 2020;Le, Carrel and Shah, 2022;Lime, 2019;Manville, 2021;Smart and Klein, 2018;Wang, 2019). Table 8 looks at the mode shares of different vehicle ownership levels.…”

“…Such trends can be attributed to many factors, including the expansion of transit-oriented developments (TOD) in urban America (Renne and Appleyard, 2019;Boarnet, Wang and Houston, 2017;Ewing and Cervero, 2010), intergenerational lifestyle changes (Garikapati et al, 2016;McDonald, 2015;Blumenberg et al, 2019), the increase of fuel price (Bastian, Borjesson and Eliasson, 2016;Stapleton, Sorrell and Schwanen, 2017), the rise of e-commerce and shared mobility (Brown, 2019;Cao, 2012;Dong, 2020;Le, Carrel and Shah, 2022), and increasing technologies that have enabled remote working (Aksoy et al, 2022;Su, McBride and Goulias, 2021). With the continuation of many of these factors, and recent changes due to the pandemic and the "Great Resignation," such as flexible work arrangements, it is an open and interesting question whether this trend in American urban travel will continue.…”

Equity Implications of Ride-Hail Travel during COVID-19 in California

“…Neighborhood analyses typically examine ride-hailing in relation to the local built environment and rider characteristics. Survey research consistently finds that ride-hail users are younger and own fewer cars compared to the general population (7)(8)(9). Research is more mixed about ride-hailing by income, finding that a greater share of ride-hail users earn higher incomes (7)(8)(9)(10), but that ridehail travelers earning lower incomes and living in lowincome neighborhoods use ride-hail as much or more often compared to higher-income travelers and neighborhoods (8,9,11,12).…”