― Mobility
As COVID-19 Lockdowns are Lifted, Can Transit and Rideshare Collaborate to Get People Back to Work?
6 feet
― Mobility
As COVID-19 Lockdowns are Lifted, Can Transit and Rideshare Collaborate to Get People Back to Work?
Gerry Tierney, Associate Principal, Co-Director Mobility Lab
About the Author Gerry grew up next to the water just south of Dublin,
Today, Gerry focuses on urban place-making. As
Ireland. He seemed destined to become an architect—
Co-Director of our Mobility Lab, which studies the
his father, brother, and cousin all were—but he very
impacts of evolving urban mobility on the public
nearly chose another path. On the eve of the deadline
realm, Gerry has developed a passion for applying
to accept an offer from the Merchant Marine, he
design thinking to the future of transportation. He’s a
made a last-minute decision to accept an offer from
self-proclaimed “conference junkie,” participating in
architecture school, instead. Destiny, in turned out, had
panels and workshops on urban mobility whenever he
called. And so began Gerry’s lifelong journey into the
can, and regularly signing up to hear others speak on
world of design.
the subject.
― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
Contents Introduction
5
COVID-19's Impact on Public Transit
6
TNCs, Cities, and Mass Transit Work Together
8
Lessons Learned
12
The Challenges
14
Conclusion
15
Endnotes
17
This white paper explores lessons learned from various TNC real-time rideshare programs and, given our new COVID-19 world, the ways in which they could help cities meet demand for both physical distancing and increased capacity. In fact, TNCs may offer longterm solutions to problems that have dogged mass transit for decades.
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― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
Introduction The COVID-19 pandemic and its long-term implications pose great challenges to the world’s public transit systems. As we prepare for the next phase of the crisis—the return to the workplace, and to school, by millions of people globally—now is the time to open discussions about changes to transit systems, and to take action to make them more efficient, cost effective, accessible, and equitable.
Many countries are beginning the process of “reopening” their economies and restoring some sense of normalcy. But it is likely that nothing will be the same as before—and that includes the ways in which people get around. Concerns of virus exposure will drive continued social distancing, and people may be anxious about taking mass transit or gathering in crowded public spaces. To accommodate the need for physical distancing, buses and trains won’t carry as many people. But simply putting more buses and trains on every route to meet pre-pandemic levels of service is neither practical nor economically feasible.
This is where transit and ridesharing companies like Lyft and Uber, as well as real-time rideshare companies such as Via (collectively referred to as Transportation Network Companies, or TNCs), may be able to help. Prior to the pandemic, several U.S. cities had successfully deployed TNCs as part of their transportation offerings. What those cities learned is that TNCs can complement public transit, rather than compete with it. Moreover, when fare subsidies are taken into account, TNCs can be a less expensive option for transit authorities as compared to operating an expanded fleet. In a “new world” of social distancing, TNCs could alleviate the financial burden on public transit systems by providing transit riders with a more frequent and personalized service. This would free up buses to support busier routes. The model is a potential win-win-win for transit authorities, riders, and TNCs. This white paper explores lessons learned from various TNC real-time rideshare programs and, given our new COVID-19 world, the ways in which they could help cities meet demand for both physical distancing and increased capacity. In fact, TNCs may offer long-term solutions to problems that have dogged mass transit for decades.
5
COVID-19’s Impact on Public Transit
As of this writing, the U.S., Canada, and many European countries are ten weeks into the pandemic-prompted
Are we facing a long-term abandonment of mass transit? Will working from home permanently and substantially reduce demand for it? And, if we turn to TNCs to fill in the gaps, will we only continue to deprive public transit agencies6 of riders and revenue, while adding to surface road congestion and greenhouse gas emissions?
shutdown. Stay-at-home orders and travel restrictions have deepened the financial losses already suffered by public transit agencies. In New York, subway ridership is down more than 60 percent1 compared to the same time last year. In the San Francisco Bay Area, ridership on Bay Area Rapid Transit (BART) has fallen 93 percent2. And based on evidence from China and Korea, ridership will likely remain lower than normal long after shelter-in-place orders and travel restrictions have been lifted. Meanwhile, in London, at least one report3 suggests that
To protect public transit systems, which are critical to any
Tube capacity will drop from 325,000 people boarding every
urban or suburban area—but especially to underserved and
15 minutes to 50,000 in an effort to provide the minimum
low-income communities—cities must come up with a safe,
required social distancing, and buses that usually hold 85
healthy, sustainable solution. And quickly.
passengers will only carry fifteen. These figures represent
Fortunately, a successful solution has already been beta-
capacity reductions in the range of 82 to 85 percent. : This
tested by a number of creative U.S. cities and transit
means that for every 10 passengers waiting at a bus stop,
agencies: collaborations between ridesharing companies
fewer than two will be able to board a bus when it arrives.
and public transit agencies. These partnerships have
Of course, this is all assuming that large numbers of people
helped improve transportation accessibility, curtail the use
feel comfortable enough to take public transit once the
of single-occupancy vehicles, eliminate parking strains,
global economy “reopens.” According to Gallup , three in five
and make getting from one place to another somewhat
U.S. workers who have been working from home during the
more enjoyable.
pandemic would prefer to continue working remotely once
The following pages highlight a few examples.
4
public health restrictions are lifted. Meanwhile, a Bay Area Council survey published on May 15 showed 89 percent5 of its member companies reported moving to partial remote work.
6
― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
6 feet
To protect public transit systems, which are critical to any urban or suburban area—but especially to under served and low-income communities—cities must come up with a safe, healthy, sustainable solution. And quickly.
7
TNCs, Cities, and Mass Transit Work Together
GoMonrovia — Monrovia, California The GoMonrovia program was established in 2018 by the
A statistic of note is that shared rides represented 90
City of Monrovia, California, to augment its existing Dial-a-
percent of all journeys. 7 It is thought that a combination of
Ride program and provide first/last-mile connectivity with
a strong sense of community and a relatively small service
the LA Metro Gold Line light rail station.
area reduced the social anxiety of riding with a stranger or extending the journey duration.
Aside from the LA Metro Gold Line, Monrovia’s entire transit service—which serves a population of 37,000—consisted of two Foothill Transit lines and the city’s Dial-a-Ride program. The Dial-a-Ride program cost over $19 a rider, but collected
There were also benefits for Dial-A-Ride users. They now get faster service because with more people in TNCs this has freed up the accessible vehicles to serve a smaller pool of users so that instead of having to make an appointment 24 hours in advance, rides are now typically available within the hour and frequently within 20 minutes from the time the patron places a call.
only $3.00 at the fare box.7 To supplement its public transit, Monrovia began offering Lyft or Lime Bike access within the city’s boundary. As part of the GoMonrovia program, people rode Lime Bikes for $1 per 30 minutes or Lyft rides for $3.00 (within the geofenced service area) or 50 cents if shared.7 The program did not require high levels of investment, and most of the infrastructure was already there. The greatest change came in people’s mobility behavior. From an initial ridership of 5,000 in April 2018, ridership reached 75,800 riders per month by January 2019, by which
From this example, we infer that scale could play an
time fares had increased to $3.50 a ride or $1.00 if shared.
important role in the success or failure of strategies such
This represented a 25-fold increase in people using the
as GoMonrovia. It also illustrates that—under the right
service. Given the prior very low monthly ridership numbers
circumstances—a community that had previously relied
of around 3,200 per month for Monrovia's Dial-a-Ride
upon mostly using their own single-occupant vehicles is
service, it can be inferred that the majority of the 75,800
willing to leave their cars at home for an on-demand, ride-
GoMonrovia rides were taken as an alternative to private
sharing service. The local nature of this service, primarily
vehicles. Of these rides, only 30 percent were first/last-
managed by the City, creates a sense of “ownership” and is
mile journeys to the light rail station, with the remaining 70
answerable to its elected representatives. The combination
percent being within the geo-fenced service area.7
of its perceived scale, “ownership” and the bespoke nature of its service are indicators of the conditions under which people are willing to give up relying upon their own car and use a shared “transit” system.
8
― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
A statistic of note is that shared rides represented 90 percent of all journeys. It is thought that a combination of a strong sense of community and a relatively small service area reduced the social anxiety of riding with a stranger or extending the journey duration.
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GoDublin! — Dublin, California The Livermore Amador Valley Transit Authority (LAVTA) pays for discounted Uber, Lyft, or DeSoto Cab Company rides. Riders get a discount of 50 percent on eligible Uber Pool and WAV rides—up to $5 off each trip—within a specific geo-fenced area focused in the east San Francisco Bay Area suburb of Dublin, California.8 The program is open to any TNC, taxi company, or other mobility provider that wishes to register with LAVTA. The finances work for LAVTA, too. Previously, its 40-seat bus cost up to $26 person per rider, yet it collected only five dollars. This represented a net subsidy, per rider, of twenty-one dollars.8 With a population of over 63,000 GoDublin! serves as a supplemental first/ last-mile connection to regional transit buses and two local BART rail stations, West Dublin and Pleasanton. As an integrated part of LAVTA’s transit planning, GoDublin! has allowed them to reallocate vehicles and drivers from low-ridership/low-frequency routes to higher ridership lines within the district. This reallocation has allowed for shorter headway/higher frequency on their trunk lines with the result that overall ridership for 2019 was up from 2018.8
As an integrated part of LAVTA’s transit planning, GoDublin! has allowed them to reallocate vehicles and drivers from low-ridership/low-frequency routes to higher ridership lines within the district. This reallocation has allowed for shorter headway/ higher frequency on their trunk lines with the result that overall ridership for 2019 was up from 2018.
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― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
Via to Transit — Seattle, Washington In April 2019, the King County Metro Transit Agency (Metro) in Washington State launched a pilot deploying 18 vans to connect transit riders with light rail and bus lines. Via is a private company contracted by Metro to provide the vans, drivers, and technology. The $3.2 million, year-long operation was funded by $2.7 million from the Seattle’s transportation benefits district levy, a $350,000 Federal Transit Administration grant, and $100,000 each from Metro and Sound Transit. 9 Four months into the pilot project, it exceeded goals9, averaging 770 rides a day instead of 525, and topping 1,000 rides on the busiest days. Via users order a ride through the app or by calling a service center. Users connect with a driver and are usually directed to walk a few blocks for pickup. All rides on Via have the potential to be shared rides, similar to UberPool or Lyft Shared. Rides cost the same as taking the bus: $2.75 for adults; $1.50 for low-income riders with ORCA Lift cards. According to Metro, Via’s cost per ride to the operator is about 10 dollars.9 Compared to Metro’s systemwide cost per boarding of $4.92, that’s expensive. But high ridership bus routes have a lower cost per boarding than low ridership routes, meaning Via’s costs are comparable to costs associated with low-rider routes. The New York-based Via illustrates how quickly nimbler TNC-like operators can move. Via’s website notes that at least a dozen cities partnered with them to make changes to help communities respond to the pandemic. LA Metro, for instance, began including medical centers, grocery stores, and pharmacies in its Via network.
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The New York-based Via illustrates how quickly nimbler TNC-like operators can move. Via’s website notes that at least a dozen cities partnered with them to make changes to help communities respond to the pandemic. LA Metro, for instance, began including medical centers, grocery stores, and pharmacies in its Via network.
Lessons Learned The above examples illustrate that TNCs and public transit can be viable partners, and that TNCs can adapt quickly. The ability for a city to shift transit resources can result in better service and—as is the case in Dublin, California—increased ridership. This is worth noting, given that ridership numbers for many U.S. cities were declining before the pandemic. However, these examples also show that ridesharing works best in confined geographic areas. Smaller cities or suburbs are good candidates. Whether a model of this nature could also work for larger neighborhoods or urban areas may depend on the development and availability of a COVID19 vaccine, which may make people feel more comfortable sharing TNC rides.
So what can we take away from these examples in a post-COVID-19 world? We will want to consider:
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― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
―Time for an Open and
―Acknowledging that we have a
Honest Dialogue.
new problem.
First, we need to get beyond the
The pandemic makes it hard to
London’s transit agencies will need to
negative narrative that has developed
imagine that transit life will just
significantly augment their capacity
in some quarters between transit
return to normal anytime soon. To
on major routes. In the short-term,
and alternative forms of mobility.
maintain physical distancing and
this could mean taking equipment
Our smartphones have enabled us
accommodate pre-COVID 19 ridership
and operators off the low-volume,
to access mobility in real-time as
demand, cities will require more buses
low-frequency routes, and allowing
opposed to working off a transit
or trains and operators. Due to labor
those routes to be served by TNCs.
agency’s schedule. Previously, this
and maintenance costs, that option
Those TNCs could operate under the
real-time access was only available
is simply not available with transit’s
umbrella of a transit agency with
through the use of either one’s own car
existing fleet of vehicles. As a result of
riders being charged the same as the
or calling a taxi (if one was available).
this reduced capacity on a per vehicle
regular transit fare. Such a paradigm
Having experienced the relative
basis, people will likely use private cars
would require blending some of
immediacy of access afforded by TNCs
because they don’t see a safe or timely
the features that we saw in the
at relatively low costs—even if they are
alternative. Collaborations with TNCs
GoMonrovia, GoDublin!, and Via to
subsidized by venture capital—people
may provide that alternative.
Transit programs.
―Be open to change. Based on projected ridership numbers,
have higher expectations for transit
A “mixed bag” of transit options
options. This expectation is something
enables flexibility when it’s required—
that we have to acknowledge
―Shared purpose is key.
and address.
In Monrovia, leaders focused their
may be hesitant to use crowded
messaging on one shared, big picture:
buses and trains. Indeed, one of the
Linking mobility with the development
first steps Uber and Lyft took in the
interests of the region. What will the
U.S. and Canada to protect drivers
While public transit is an essential
shared purpose be for each area in
and customers from COVID-19 was to
piece of mobility infrastructure,
a post COVID-19 world? Each will
discontinue shared rides. It’s unclear
even before COVID-19, it had serious
likely have a different set of priorities,
when TNCs will restart shared ride
issues. Due in part to decades of
needs, constraints, and opportunities.
programs on their platform, and it
chronic under-funding and resulting
We need to recognize that there is
may take some time before individuals
reliability issues, only 17 percent of
no one-size-fits-all solution and that
will feel comfortable taking shared
the population used transit in transit-
individual cities and transit agencies
rides again.
first metro regions such as the San
will have to adapt this potential
Francisco Bay Area. To function
scenario to reflect their own needs
successfully, transit needs to be
and concerns.
―Admitting we have a problem.
attracting and retaining new riders.
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and that includes times when people
The Challenges Along with potentials, we face challenges, including:
―Liability
―Execution
―Bandwidth
What are the liability issues for transit
How do transit authorities guarantee
How will budget-strapped transit
authorities working with TNCs? In
the level of TNC service? As a
authorities get the bandwidth to
the examples cited above, the TNCs
subcontractor to the transit agency or
revamp themselves amid a potentially
are sub-contractors to the transit
a city, TNCs will need to meet certain
worsening decline in ridership due
authorities or cities with mutually
performance criteria and metrics to
to coronavirus concerns? From both
agreed upon indemnifications. In
remain compliant with their contract.
the Monrovia and Dublin examples
light of California’s recently passed
If they do not, or cannot, meet the
described above, the amount of
Assembly Bill 5 – legislation that
set criteria they can be dropped and
staffing needed to operate their
provides gig workers with the same
others can be invited to participate.
programs was modest. Additionally,
benefits as employees and the ability
the sharing of appropriate data should
to unionize – the role of the TNC
also be a condition, thus providing
drivers and labor practices will need
transit agencies and cities with the
to be examined and incorporated as
information they need to create a
required. Also, the cleaning and safety
more holistic system.
protocols for the TNC vehicles and operators will need to be well defined – at a minimum they should be the same as that required for transit staff – enforced, and transparent to gain the public’s confidence.
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― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
Conclusion: Looking Beyond the Pandemic Mass transit is an engine that makes our cities, communities, and economies work; it’s as essential to a prosperous metropolitan region as water, sewer, gas, or electrical systems. As such, adequate funding for mass transit is essential. We should no more expect transit to “pay its own way” or remain underfunded than we do our other life-sustaining utilities. As the adage goes, you get what you pay for. We now face a crisis of immense proportions. But crises can be opportunities to change in meaningful ways. For example, in the wake of the 1970s “Car-Free Sunday” program in the Netherlands—a necessary response to the 1973 oil embargo—the Dutch soon came to realize that they in fact preferred the reduced traffic and increased pedestrian safety that came along with fewer cars. Today, the Netherlands boasts 22,000 miles of bike paths. More than a quarter of all trips there are made by bicycle, and reaches heights of 38 percent in Amsterdam and 59 percent in Groningen, compared with a mere 2 percent in the UK. All major Dutch cities have designated “bicycle civil servants” who are tasked with maintaining and improving the network of bike paths10. The popularity of the bike continues to grow.
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Bikes, scooters, and other modes of micro-transport may see an uptick in some urban cities in the U.S., too. But since these forms of mobility are not accessible to everyone—people living with physical disabilities, for example—mass transit must remain a viable option.
The time has come to add TNCs into the transit authorities’ toolbox in areas where it most makes sense. These areas
Just as the 1973 oil embargo was the catalyst that
include urban and suburban areas currently served by
transformed the Netherlands’ use of bicycles, our
infrequent bus service; on routes where bus ridership is low
response to this pandemic may be the catalyst that
(allowing for those buses and their operators to service
allows us to transform our view of what transit is,
busier routes); and in areas where a connection to a
or could be, and how it is funded. If we recognize
transportation hub is critical. We should also assess whether
that transit, in its holistic sense, is an essential
shared TNCs would be a viable option for consumers who,
service then we need to fund it accordingly. This
out of concerns about COVID-19, are not willing to take
means understanding that transit is subsidized
mass transit.
in same way we “subsidize” other utilities, as well as our streets, roads, and road users. When
In the near future, it is likely that people who own cars will
you externalize all these hidden costs, including
drive themselves to and from their place of work to reduce
societal health costs, you see that transit is in fact a
their risk of exposure to the coronavirus. There will likely be
pretty good deal.
a slow return to mass transit, and an incremental return to single-rider TNCs, however every effort should be made to increase shared TNC rides as soon as possible. As a result,
Bikes, scooters, and other modes of micro-transport may see
transit agencies have an opportunity to begin planning how
an uptick in some urban cities in the U.S., too. But since these
they might fold TNCs into the transit mix. TNCs, working with
forms of mobility are not accessible to everyone—people
transit agencies and cities, could help free up equipment
living with physical disabilities, for example—mass transit
and operators to supplement public transit routes and, in
must remain a viable option.
doing so, provide a realistic alternative to the use of single-
The pressures on transit are even greater now in the midst of
occupant private cars.
the COVID-19 pandemic. If people are to resume using mass
How do you get your children to eat broccoli? You don’t just
transit, they will need to feel safe and secure—and having
put it on the table and say, “eat it”; you prepare it in a way
space between them and the next rider will be critical.
that they like, and they eat it. It is no different getting people to use transit. Design a system that reflects their needs and concerns, externalize the costs related to the alternative (the single occupant vehicle), and you just may have the solution.
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― White Paper
Can Transit and Rideshare Collaborate to Get People Back to Work?
Endnotes 1
Christina Goldbaum, "M.T.A., Citing Huge Drop in Riders, Seeks $4 Billion Virus Bailout," The New York Times, March 17, 2020, https://www.nytimes. com/2020/03/17/nyregion/coronavirusnyc-subway-federal-aid-.html
2 "BART updates related to the coronavirus," Bay Area Rapid Transit, July 4, 2020, https://www.bart.gov/news/ articles/2020/news20200225 3 Tom Edwards, "Coronavirus: Tube numbers to be 'severely restricted'," British Broadcasting Corporation, May 5, 2020, https://www.bbc.com/news/uk-englandlondon-52539585 4 Megan Brenan, "U.S. Workers Discovering Affinity for Remote Work," Gallup, April 3, 2020, https://news.gallup.com/ poll/306695/workers-discoveringaffinity-remote-work.aspx 5 "New CEO Survey Finds Dramatic Workplace Changes in Response to COVID-19," Bay Area Council, May 15, 2020, https://www.bayareacouncil. org/press-releases/new-ceo-surveyfinds-dramatic-workplace-changes-inresponse-to-covid-19/
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6 "TNCs divert riders from public transit, cost MBTA $20 million: Study," Metro Magazine, July 23, 2019, https://www.metromagazine.com/mobility/news/734969/ tncs-divert-riders-from-public-transitcost-mbta-20-million-study 7
Oliver Chi, interviewed by Gerry Tierney, December 2018 – April 2019
8 Jonathan Steketee, interviewed by Gerry Tierney, November 20, 2019 9 Josh Cohen, "Seattle's 'microtransit' experiment drives people to light rail. Is it working?" August 22, 2019, https:// crosscut.com/2019/08/seattlesmicrotransit-experiment-drives-peoplelight-rail-it-working 10 Renate van der Zee, "How Amsterdam became the bicycle capital of the world," The Guardian, May 5, 2015, https://www. theguardian.com/cities/2015/may/05/ amsterdam-bicycle-capital-worldtransport-cycling-kindermoord
