The impact of ride-hailing on vehicle miles traveled

Henao, Alejandro; Marshall, Wesley E.

doi:10.1007/s11116-018-9923-2

Cited by 310 publications

(183 citation statements)

References 9 publications

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“…There is now some literature on the modal shift to car-based TNC services in the US (e.g. Clewlow and Mishra 2017;Henao and Marshall 2019), yet such evidence is almost non-existent for motorcycle e-hailing services: only Phun et al (2019) suggest that motorcycle taxis are used as feeder services to the mass transport system in Bangkok while Irawan et al (2020) investigate the factors affecting the attractiveness of bus services over motorcycle e-hailing in Yogyakarta. Modelling the effects on modal shift is a vital future avenue of research -not only in Dhaka and Bangladesh, but in other cities and countries where motorcycle e-hailing services operate.…”

Section: Discussionmentioning

confidence: 99%

The effects of e-ridehailing on motorcycle ownership in an emerging-country megacity

Wadud

2020

Transportation Research Part A: Policy and Practice

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Elsevier has created a COVID-19 resource centre with free information in English and Mandarin on the novel coronavirus COVID-19. The COVID-19 resource centre is hosted on Elsevier Connect, the company's public news and information website. Elsevier hereby grants permission to make all its COVID-19-related research that is available on the COVID-19 resource centre-including this research content-immediately available in PubMed Central and other publicly funded repositories, such as the WHO COVID database with rights for unrestricted research re-use and analyses in any form or by any means with acknowledgement of the original source. These permissions are granted for free by Elsevier for as long as the COVID-19 resource centre remains active.

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Section: Discussionmentioning

confidence: 99%

The effects of e-ridehailing on motorcycle ownership in an emerging-country megacity

Wadud

2020

Transportation Research Part A: Policy and Practice

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“…Our modelling results indicate that it is individuals with a higher usage of cycling and transit that are more attracted to the pooled alternative. Indeed, previous research indicates modal shifts of 34-54% from transit and (to a lesser extent) active modes to on-demand services (Gehrke et al 2018;Henao and Marshall 2018;Rayle et al 2016;Tirachini and Gomez-Lobo 2019), while higher percentages 48-63% have been found in a study considering pooled services exclusively (Chen et al 2018). Competition with cycling stems from the short distance of many of the on-demand trips.…”

Section: Further Considerationsmentioning

confidence: 93%

“…On-demand rides improve their users' accessibility, given that (a) these individuals are less likely to own a car themselves (Rayle et al 2016), and (b) these services are often used for trips that would have taken over twice as long by public transport (Rayle et al 2016). However, recent research has shown that these services have also increased motorised vehicle miles travelled (VMT) (Erhardt et al 2019;Henao and Marshall 2018) due to empty vehicle miles, induced trips, and modal shifts from public transport, cycling and walking. This increase in VMT has also been acknowledged by the on-demand providers themselves (Hawkins 2019).…”

Section: Introductionmentioning

confidence: 99%

“…Currently, on-demand providers do not always offer pooled rides, and even in cities where pooled alternatives are available, only 20% of on-demand users request pooled rides (Gehrke et al 2018), amounting to around 20% of the rides (Chen et al 2018;Uber 2018). Further, the share of rides that has been eventually pooled together in ondemand operations with at least one other ride for part of their trip has been found to be much lower [around 2% in Denver (Henao and Marshall 2018) and 6-7% in Chengdu (Li et al 2019)]. Tachet et al (2017) found that the potential of sharing trips in very diverse urban settings in massive, but the current density of requested pooled on-demand trips seems too low to enable that.…”

Section: Introductionmentioning

confidence: 99%

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What are the determinants of the willingness to share rides in pooled on-demand services?

et al. 2020

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Simulation studies suggest that pooled on-demand services (also referred to as Demand Responsive Transport, ridesharing, shared ride-hailing or shared ridesourcing services) have the potential to bring large benefits to urban areas while inducing limited time losses for their users. However, in reality, the large majority of users request individual rides (and not pooled rides) in existing on-demand services, leading to increases in motorised vehicle miles travelled. In this study, we investigate to what extent fare discounts, additional travel time, and the (un)willingness to share the ride with (different numbers of) other passengers play a role in the decision of individuals to share rides. To this end, we design a stated preference study targeting Dutch urban individuals. In our research, we (1) disentangle the sharing aspect from related time-cost trade-offs (e.g. detours), (2) investigate preference heterogeneity regarding the studied attributes and identify distinct market segments, and (3) simulate scenarios to understand the impact of the obtained parameters in the breakdown between individual and pooled services. We find that less than one third of respondents have strong preferences against sharing their rides. Also, we find that different market segments vary not only in their values of the willingness to share, but also in how they perceive this willingness to share (per-ride or proportional to the in-vehicle time). Further, the scenario analysis demonstrates that the share of individuals who are willing to share rides depends primarily on the time-cost trade-offs, rather than on the disutility stemming from pooling rides per se.

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“…To further support the argument that RH may serve as a complement to transit, Feigon and Murphy (2016) interviewed public sector representatives and reported how many of them perceived RH as an effective first/last mile solution. This finding was, however, refuted by Tirachini and del Rio (2019) in a study conducted in South America, as well as by Henao and Marshall (2018) in the US, which both found only 5% of RH trips to be combined with other modes of transportation, including public transit.…”

Section: Literature Reviewmentioning

confidence: 87%

Measuring when Uber behaves as a substitute or complement to transit: An examination of travel-time differences in Toronto

Young¹,

Allen²,

Farber³

2019

Preprint

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Policymakers in cities worldwide are trying to determine how ride-hailing services affect the ridership of traditional forms of public transportation. The level of convenience and comfort that these services provide is bound to take riders away from transit, but by operating in areas, or at times, when transit is less frequent, they may also be filling a gap left vacant by transit operations. These contradictory effects reveal why we should not merely categorize ride-hailing services as a substitute or complement to transit, and demonstrate the need to examine ride-hailing trips individually. Using data from the 2016 Transportation Tomorrow Survey in Toronto, we investigate the difference in travel-time between observed ride-hailing trips and their fastest transit alternative. Ordinary least square and ordered logistic regressions are used to uncover the characteristics that influence travel-time differences. We find that ride-hailing trips contained within the City of Toronto, pursued during peak hours, or for shopping purposes, are more likely to have transit alternatives of similar duration. We also find discrepancies in travel-time to be often caused by lengthy walk- and wait-times for transit or because of transfers. Our results further indicate that 30.61% of ride-hailing trips in our sample have transit alternatives of similar duration. These are particularly damaging for transit agencies as they compete directly with services that fall within reasonable transit expectations. We also find that 26.87% of ride-hailing trips would take at least 30 minutes longer by transit. In light of these findings, we discuss recommendations for ride-hailing taxation structures.

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The impact of ride-hailing on vehicle miles traveled

Cited by 310 publications

References 9 publications

The effects of e-ridehailing on motorcycle ownership in an emerging-country megacity

The effects of e-ridehailing on motorcycle ownership in an emerging-country megacity

What are the determinants of the willingness to share rides in pooled on-demand services?

Measuring when Uber behaves as a substitute or complement to transit: An examination of travel-time differences in Toronto

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