As COVID-19 Lockdowns are Lifted, Can Transit and Rideshare Collaborate to Get People to Work?

― 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

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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.

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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.

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― 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.

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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.

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― 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