[雙語翻譯]網(wǎng)約車外文翻譯—網(wǎng)約車公司對(duì)內(nèi)華達(dá)州拉斯維加斯的出租車行業(yè)的影響（原文）

1、Contents lists available at ScienceDirectTransportation Research Part Ajournal homepage: www.elsevier.com/locate/traThe effects of ride-hailing companies on the taxicab industry in Las Vegas, NevadaSeth D. Contrerasa,?,

2、Alexander Pazba World Resources Institute, Washington, DC, United States b Transportation Research Center, University of Nevada, Las Vegas, Howard R. Hughes College of Engineering, Civil and Environmental Engineering,450

3、5 Maryland Parkway, PO Box 454007, Las Vegas, NV 89154-4007, United StatesA B S T R A C TRide-hailing, or ride-sourcing, companies continue to penetrate the growing market of trans-portation-for-hire services in major me

4、tropolitan cities all across the globe, both revolutionizingtravel and redefining the concept of the taxicab experience. Since the fall of 2015, Las Vegas,Nevada, was added to the ever-growing list of metropolises with s

5、uch ride-hailing companies(RHCs). For cities whose economies are built predominately on the foundations of tourism,questions inevitably have been raised regarding the effects that RHCs have on their respectivetransportat

6、ion system operators, in particular, the taxicab industry. In Las Vegas, services such asUber (Uber Technologies Inc.) and Lyft (Lyft.com) compete directly with the taxicab industry forriders within the resort corridor a

7、nd across the valley. In this study, a multinomial linear re-gression analysis used a multi-modal, time-series travel dataset to estimate the effects of RHCs ontaxicab ridership. After controlling for a number of explana

8、tory variables, including the totalnumber of monthly visitors, transit ridership, ride-hailing trip counts to/from the airport andseveral other socioeconomic indicators, the results showed that RHCs do in fact have a neg

9、ative,and significant, effect on taxicab ridership. A perhaps more profound and counterintuitivefinding however was that transit ridership along the resort corridor actually complements (ratherthan competes with) taxi ri

10、dership; this could have significant implications moving forward.1. IntroductionRide-hailing also known as ride-sourcing, ride-sharing, vehicle-for-hire, or on-demand ride services – is the act of requesting a ridefrom a

11、 private passenger vehicle by means of the portal of a web application (or app) from a handheld smartphone. This type ofsystem is set up and managed by ride-hailing companies (RHCs), such as Uber, Lyft, or DiDi. Ultimate

12、ly, these RHCs serve as thebroker between the ride requestor and the driver, who operates and maintains his/her own private vehicle; services include assigningan available driver to the requested trip and handling all el

13、ectronic charges and transaction fees. Ride-hailing services have grownexponentially in popularity over the past four years, providing service to a majority of metropolitan regions spanning over 66countries. Almost overn

14、ight, the service has instantaneously redefined the taxicab industry with its user-friendly platform, whichincludes added convenience, ease of payment, complete door-to-door service, minimal wait times, and comparatively

15、 low out-of-pocket cost.It would be disingenuous, however, not to mention the magnitude of controversy that has surrounded RHCs since their initialconception, and the ongoing litigation battles among taxicab unions, stat

16、e lawmakers, county commissions, and local city councilshttps://doi.org/10.1016/j.tra.2017.11.008? Corresponding author.E-mail addresses: Seth.Contreras@WRI.org (S.D. Contreras), apaz@UNLV.edu (A. Paz).Transportation Res

17、earch Part A xxx (xxxx) xxx–xxx0965-8564/ © 2017 Elsevier Ltd. All rights reserved.Please cite this article as: Contreras, S., Transportation Research Part A (2017), https://doi.org/10.1016/j.tra.2017.11.008results

18、were compared to taxi trip data matched from a previous taxi-user survey. Their findings showed that although ride-hailingand taxis shared similarities in overall functionality, wait times for ride-hailing for the survey

19、 respondents were significantly shorterand more consistent than those of taxis. According to the survey by Shaheen et al., the majority of travelers utilized a ride-hailingservice due to ease of payment, which is paid el

20、ectronically using an app and credited after the trip; this is in contrast to a typical taxiride, which requires the passenger to pay the driver cash or give them a physical credit/debit card. In addition, the overall do

21、or-to-door travel time was less when compared to traditional options for taxis and public transit, including the added convenience ofavoiding the need to find parking at the destination, and improved travel reliability a

22、nd safety.A key finding of a 2016 study published by the American Public Transportation Association (APTA) on shared mobility (Murphy,2016) was that shared mobility actually complements public transit, especially for the

23、 first and last mile of the trip, thereby en-hancing overall urban mobility. The report argues that by providing more shared-mode services, individuals are more likely to usepublic transit, own fewer vehicles, and spend

24、less income on overall transportation expenses. However, one limitation of the study isthat the authors make the claim that the majority of ride-hailing services are for social trips only, and occur more regularly during

25、 thehours of 10PM and 4AM, which are times when public transit is either not in service, or is running less frequently. This may hold truefor some metropolitan regions across the globe, but not necessarily for all cities

26、. Also, the conclusions were drawn from a sample ofonly seven cities, which is a relatively small portion of the total number of cities that offer ride-hailing services worlwide (which is300+). Nonetheless, one of the fi

27、nal recommendations of the APTA study was to encourage public entities to engage with privatecompanies offering shared-mode services, especially for paratransit needs. This would ensure that all benefits are achieved to

28、themaximum extent possible and are uniformly and equitably distributed as opposed to competing with these services. The studyencouraged cooperative business relationships to be forged in order to ensure an overall positi

29、ve travel experience for all users of thesystem, of all ages and abilities.Cohen and Shaheen further argue that policy ordinances from local governments that support shared mobility can lead to in-creased accessibility a

30、nd mobility (Cohen and Shaheen, 2016; Shaheen et al., 2016). Some examples that the authors give forrecommended initiatives directed at the public sector include access to public rights-of-way (such as curbside parking),

31、 ‘incentivezoning’ policies aimed at easing zoning regulations and parking minimums on developers, and several other insurance and taxationmethods that promote the use and expansion of ride-hailing services throughout th

32、e jurisdictions. Understanding shared mobility canaid planners in leveraging the positive impacts and taming the negative impacts to achieve regional goals, including reducing drivingand parking congestion; lowering vehi

33、cle miles traveled and vehicle ownership rates; improving air quality; and providing mobilityaccess to underserved populations, such as low-income travelers. In the FHWA report by Shaheen et al. (2016), the authors concl

34、udewith a list of guiding principles for governing agencies that are facing a growing market of shared mobility services in their jur-isdictions, which recommends, among others, that planning agencies should incorporate

35、such services into their regional transpor-tation planning process, ensure that their systems remain accessible and equitable, and to factor in the need to collect and shareridership data.Over the relatively short period

36、 of time that ride-hailing services have become available for public use, RHCs have provided newfeatures and/or enhanced forms of service to further solidify their presence in the market, meet current user-demand, and at

37、tract newclients to the system. For example, carpooling with fellow riders has become an option for RHCs, resulting in a shared-cost in travelfees and a reduction in the number of vehicle trips on the network (Between Pu

38、blic and Mobility, 2016; Deakin et al., 2010). Otherforms of ride-hailing services include information couriers; food-delivery services; surge pricing mechanisms during peak periods;and vehicle-type preference, such as r

39、equesting a limousine or other high-end vehicle. RHCs also engage with public transit agenciesto discuss potential dual-service operations, including reaching out to paratransit service providers. According recent nation

40、alheadlines, automakers now are partnering with RHCs across the globe, funding research and development on the coupling of au-tonomous vehicles with ride-hailing services; potentially, this eliminates the need for a huma

41、n driver to operate the vehicle and avoidfuture legal battles over labor disputes (Toyota-Uber Puts Automakers, 2016). Ride-hailing for parents and guardians now has be-come a feature among RHCs, allowing a third party t

42、o request, track, and monitor the trip of a child; this feature includes morestringent and thorough background checks of the drivers.In 1975, Wohl (1975) made a compelling argument that the taxicab industry is arguably t

43、he optimal form of public transit, withrespect to travel time, reliability, and convenience in an urban setting. Moreover, if regulated effectively, taxis could operate at aprofit and, “…without public subsidy.” The auth

44、or made the case that public transit agencies, rather than operating on fixedguideways and schedules, should instead elect to manage a fleet of pseudo-taxicab vehicles that serve users on-demand and in real-time along an

45、y street segment. Little did he know that his statement would actually hold relevance over 30 years later, when ride-hailing services would revolutionize the taxicab industry and operate in an arguably efficient manner w

46、ithout the need for heavycapital or public subsidies. Similarly, operation of on-demand air travel service systems may soon be available, such as those pro-posed by Peeta et al. (2008).With RHCs continuing to push the en

47、velope and explore new techniques for improving and expanding service, the future of ride-hailing services has the potential to revolutionize the functionality of the taxicab industry, as well as the entire transportatio

48、n systemeven further by the use of self-driving vehicles. For example, automakers now are jockeying for positions in a race towards an era thatone news reporter labeled “Mobility Services” (Toyota and Uber to Explore Rid

49、esharing Collaboration, 2016). Partnerships betweenGeneral Motors and Lyft, Toyota and Uber, and Fiat Chrysler and Google already are occurring. These automakers are investing largeamounts of resources towards autonomous

50、 vehicle technologies, and states are beginning to pass legislation that allows self-drivingvehicles to operate on public roadways. In the public sector, Secretary of Transportation Anthony Fox and the United States De-p

51、artment of Transportation recently authorized nearly $4 billion in research and development on autonomous vehicles (U.S. ProposesSpending $4 Billion on Self-Driving Cars, 2016). Suffice it to say, self-driving vehicles b