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Seguros del conductor

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El consumo de gasolina en los carros/motos, contaminación ambiental por lo mismo

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IVA a aplicaciones digitales.

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Se requiere un coche relativamente moderno y seguro, para una experiencia óptima del cliente.

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Aumento de impuestos para plataformas digitales en México

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Aumento de la demanda por el cierre de los negocios al público en general

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No todos los usuarios potenciales cuentan con acceso a internet constantemente por lo que el mercado se limita a aquellos que cuentan con servicio a internet.

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Hábito creciente de migrar de taxis a servicios de transporte privados accesibles, por la seguridad percibida en el servicio.

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Un gran ejemplo de esto es la pandemia, afectó tanto económicamente a los clientes, por lo que buscaban algo más accesible, así como dejaron de salir, lo cual afectaba económicamente

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Rechazo y manifestaciones de grupos transportistas locales.

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Taxistas de México y del mundo le han declarado la guerra a Uber. Podrán ganar algunas batallas. Pero la guerra la tienen perdida.

Uber es un servicio digital que les permite a usuarios contratar un automóvil a través de una app en su smartphone. No hay intercambio de efectivo. Un algoritmo calcula el costo del traslado y se le carga a la tarjeta de crédito que tiene el usuario registrada con Uber. A los clientes les ofrece una manera segura, fiable y eficiente de transporte. A los conductores una manera atractiva de ganar dinero al aprovechar un activo que tienen subutilizado (el automóvil).

A los taxistas no les gusta Uber porque les quita clientes. Siendo una de las industrias más reguladas en el mundo, los taxistas no están acostumbrados a la competencia externa. La tecnología disruptiva que introdujo Uber vino a desquiciar su manera tradicional de operar.

Para justificar su oposición a Uber y servicios similares, los taxistas argumentan que esas empresas no pagan impuestos, no cuentan con seguros de daños para sus clientes y son de mala calidad. No me queda clara la validez de esos puntos. Al manejar todos los pagos de manera electrónica (y no en efectivo como la mayoría de los taxis) es mucho más fácil fiscalizar esos servicios (además de hacerlos más seguros para los usuarios). Sobre los seguros, las autoridades pueden requerir que los operadores los contraten; algo que, por cierto, ya lo está haciendo voluntariamente Uber.

Por mucho, la crítica más débil es la referente a la mala calidad. Si el servicio no fuera tan atractivo para los usuarios, los taxistas no se quejarían. Así de fácil. La realidad es que a los usuarios les encanta Uber. Y no solo en la Ciudad de México, sino en las
más de 100 ciudades donde opera.

Los cárteles de taxis tienen mucha fuerza política y no se están quedando con los brazos cruzados. Hace unos días, representantes de 4 mil 500 taxistas se manifestaron frente a la sede del Gobierno del Distrito Federal para exigir que se prohibiera Uber. Taxistas de Londres, Berlín y Madrid también han demandado frenar la nueva tecnología. En algunos casos han logrado su objetivo de manera temporal.

Puede que los taxistas obstaculicen el avance de Uber, pero será imposible descarrilarlo. Con una valuación de 18 mil millones de dólares, su fuerza financiera para enfrentar dificultades y seguir adelante es enorme. Sin embargo, la principal razón por la que Uber y empresas similares prevalecerán al final es muy simple: ofrecen un servicio que los consumidores quieren.
juliose28@hotmail.com

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La guerra perdida de los taxistas contra Uber

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Taxistas de México y del mundo le han declarado la guerra a Uber. Podrán ganar algunas batallas. Pero la guerra la tienen perdida. Uber es un servicio digital que les permite a usuarios contratar un automóvil a través de una app en su smartphone. No hay intercambio de efectivo.

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Regulaciones es dif paises

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Demanda de seguridad debido al tema de las manifestaciones feministas

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Problema de administracion

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Parte de la población aún no se siente segura usando servicios mediante aplicaciones

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Gobiernos bloqueando este tipo de servicios para ayudar a los servicios de transporte públicos y su demanda.

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Diferentes regulaciones en cada país. Hay países donde Uber no es legal por que hay regulaciones de Taxi por parte del gobierno. Y Uber es competencia directa lo cual afecta a los Taxis

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Mucha contaminación ya que es un transporte individual y mucho tráfico

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El poco uso de productos sustentables

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Nuevos impuestos para empresas de aplicaciones en México

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El poder de la tecnología que es necesario estar actualizado para que se brinde un buen servicio, apps, internet.

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Los taxis influye a parte de la población y no consider a UBER como competencia justa

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Desarrollo de carros autónomos monitoreados por humanos.

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Company executives once said having cars that can drive on their own would be a salvation for their business. But the effort turned into a legal and financial headache.

Uber's self-driving Volvos in Pittsburgh. The company's autonomous vehicle effort will be taken over by a Silicon Valley start-up. Credit... Gene J. Puskar/Associated Press

Uber, which spent hundreds of millions of dollars on a self-driving car project that executives once believed was a key to becoming profitable, is handing the autonomous vehicle effort over to a Silicon Valley start-up, the companies said on Monday.

Uber will also invest $400 million in the start-up, called Aurora, so it is essentially paying the company to take over the autonomous car operation, which had become a financial and legal headache. Uber is likely to license whatever technology Aurora manages to create.

The deal amounts to a fire-sale end to a high-profile but star-crossed effort to replace Uber's human drivers with machines that could drive on their own. It is also indicative of the challenges facing other autonomous vehicle projects, which have received billions in investments from Silicon Valley and automakers but have not produced the fleets of robotic vehicles some thought would be on the streets by now.

Aurora's chief executive, Chris Urmson, said Aurora's first product will not be a robot taxi that could help with Uber's ride-hailing business. Instead, it will likely be a self-driving truck, which Mr. Urmson believes has a better chance of success in the near term because long-haul truck driving on highways is more predictable and does not involve passengers.

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Chris Urmson, a former Google engineer who cofounded Aurora, a self-driving car start-up. Credit... Jason Henry for The New York Times

It began with an ambitious - but in hindsight fanciful - proposition: Uber's biggest expense was its drivers. If it could replace the drivers with machines, it could eventually reduce expenses and become profitable, ending years and billions of losses.

Uber began its work on autonomous vehicles around 2015 when it announced a partnership with Carnegie Mellon University's National Robotics Center. Uber poached 40 engineers and scientists from Carnegie Mellon later, establishing the foundation for its autonomous vehicle unit, called the Uber Advanced Technologies Group, or A.T.G. It came to have 1,200 employees.

In 2016, Uber acquired the autonomous trucking start-up Otto, led by Anthony Levandowski, a former Google engineer. When Google first tested its self-driving car on public roads a decade ago, Mr. Levandowski and Mr. Urmson, who had played a key role in Google's original self-driving car project before cofounding Aurora, were two of the project's key engineers. The test was a milestone that eventually led to an investment frenzy.

The acquisition, which valued Otto at $680 million, turned sour when Waymo filed a lawsuit against Uber in early 2017, claiming that Mr. Levandowski had stolen trade secrets from Google. Uber fired Mr. Levandowski, and though the case went to trial, the companies eventually settled. Uber agreed to give Google a stake in the company valued at $72 million.

Federal prosecutors charged Mr. Levandowski with 33 counts of theft and attempted theft of trade secrets from Google. He was sentenced to 18 months in prison earlier this year.

The death of a woman in Tempe, Ariz., in March 2018 - ultimately attributed to driver error and other safety shortcomings - was a grim turning point for Uber and other self-driving car projects. Uber and other companies suspended their road tests. Even after tests resumed, new investments slowed. When Uber finally returned its cars to the road, they continued to fall short of expectations.

In 2018, Uber received a $500 million investment from Toyota to help keep the self-driving unit afloat. The investment marked a shift in Uber's strategy, signaling that the company no longer wanted to develop its own self-driving car but rather plug its navigation technology into a vehicle made by a traditional manufacturer.

A year later, Toyota added to its investment, partnering with Denso and the SoftBank Vision Fund to pour $1 billion into Uber's self-driving effort. The deal valued Uber's A.T.G. at $7.25 billion. The cash infusion bought A.T.G. some time, but its long-term future at Uber remained unclear. The unit was expensive to operate, though Uber maintained it would become profitable by 2021.

In 2019, when a well-known start-up sold itself to Apple, the nascent autonomous vehicle industry began to consolidate.

The coronavirus pandemic presented more problems. It curtailed testing because social-distancing rules prevented companies from keeping multiple drivers in cars to guard against accidents. Some industry veterans admitted that success was further away than they had expected.

The pandemic also put financial strain on Uber, which saw its core ride-hailing business decline as people stopped traveling. Investors had long pressured Mr. Khosrowshahi, to sell the self-driving unit. The demands became more urgent as Uber's revenue plummeted.

A garage at the Aurora office in Palo Alto, Calif. Credit... Jason Henry for The New York Times

Aurora has its headquarters in Silicon Valley but also runs an office in Pittsburgh, where its chief technology officer, Drew Bagnell, a Carnegie Mellon professor and former Uber employee, works. As well as acquiring Uber's self-driving technology it is acquiring engineers and support staff, most of whom are based in Pittsburgh. In all, it employs 600 people.

As part of the agreement between the two companies, Uber is taking a 26 percent stake in the start-up and Mr. Khosrowshahi will take a seat on the Aurora board of directors.

"Uber can still have a hand in the game, without putting out the enormous amount of money they were spending with A.T.G., but still have a path to market when this technology is actually deploy-able in several years," said Elliot Katz, co-founder and chief business officer of Phantom Auto, a start-up that helps companies remotely control autonomous vehicles.

In 2018, Aurora agreed to supply self-driving technology to Volkswagen Group and Hyundai, two of the world's largest car companies. But both Volkswagen and Hyundai have since embraced other partners amid the wider industry shakeout, and Volkswagen is no longer working with Aurora.

For months, Mr. Urmson has said that his start-up's first product would involve long-haul trucking. The Uber deal, he said, will not change that.

"If you are a passenger in the back of a vehicle and the driver is too cautious, that can be frustrating, and if they are not cautious enough, that's scary," he said. "If you are a roll of toilet paper in the back of a truck, that is a different matter."

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Uber, After Years of Trying, Is Handing Off Its Self-Driving Car Project

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Company executives once said having cars that can drive on their own would be a salvation for their business. But the effort turned into a legal and financial headache. Uber, which spent hundreds of millions of dollars on a self-driving car project that executives once believed was a key to becoming profitable, is handing the autonomous vehicle effort over to a Silicon Valley start-up, the companies said on Monday.

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Legislatura de una región o comunidad

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Economía compartida. Entre Uber y Taxi Normal, determinar cual de ellos vas a utilizar, a pesar de que ofrecen un mismo servicio.

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Seguridad de los usuarios. Especialmente las mujeres temen usar el servicio

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Constantemente tienen que estar actualizando su tecnologia para competir.

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Asociación con agencias de transporte locales de todo el mundo para agregar información de tránsito en tiempo real .