Category: Automotive

Via Far Outpaces Uber, Lyft in NYC Utilization

Published June 21, 2019 6:01 pm, Via NYC
Via Far Outpaces Uber, Lyft in NYC Utilization
A new study by the city’s Taxi & Limousine Commissions reveals Via has a substantially higher utilization rate than its competition, cutting down on ‘cruising’

Newly proposed ride-hailing regulations in New York City reveal that Via is outpacing the competition yet again, this time showing that Via has a dramatically higher utilization rate than its competitors.

That’s according to a new study by the city’s Taxi & Limousine Commission on how to improve efficiency and manage for-hire vehicle growth in NYC. The city announced it will soon require for-hire vehicles in Manhattan be empty no more than 36 percent of the time by February 2020, and 31 percent by August 2020. But according to the TLC, Via is already at only 13 percent, while every other company is at least 42 percent.

According to the report, Via “has a substantially higher utilization in the Manhattan core (87%) than do Uber, Lyft, or Juno (54-58% in the Manhattan core). Of the other three high-volume FHV companies, Uber has the highest utilization and Juno the lowest, but the difference is small.”

Taking home the top spot for utilization is nothing new for Via, either. In 2018, the TLC reported that Via had the highest utilization rate of any for-hire vehicle service in New York City. Since launching in 2013, 95 percent of the company’s rides in NYC have been booked as shared. To date, Via’s shared rides eliminated 30 million driver miles on New York streets.

That’s compared to self-reported data from Uber and Lyft, which saw only 20 percent and 35 percent booked as shared, respectively.

The city’s latest report on utilization, however, comes just months after it mandated widespread driver wage increases, where it became clear that Via already paid its drivers far above the new minimum wage restrictions. And not by coincidence, Via’s higher driver pay and vehicle utilization are linked.

The TLC’s new report outlines how Uber, Lyft and Juno’s low utilization rates “cause drivers to spend over 40% of total work time empty and cruising for passengers. Combined with decreasing per-trip pay, this underutilization led to significant declines in driver income.”

Much like NYC’s updated minimum wage requirements, Via is already far exceeding the city’s new proposed “cruising” requirement. New York officials are now demanding that Uber, Lyft and Juno play catch-up.

Between Via’s exceptional utilization rate and high driver wages, the company continues to prove that it’s possible to run a highly efficient transportation service that both treats drivers fairly and reduces traffic congestion.

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AEye Team Profile: Vivek Thotla

On June 26th, AEye Staff Engineer, Vivek Thotla, will be speaking on a panel called “Should We Take CV To The Edge?” at IoT Forum on Computer Vision @ Sensors Expo.
Vivek is a staff engineer at AEye, where he leads product verification and validation, and is responsible for LiDAR simulation and data strategy in producing automotive grade products. Previously, he was a Component Owner / Functional Delivery Owner for point cloud algorithms at Continental, where he was responsible for planning, requirements, design and development of embedded platform-based algorithms for a Hi-Res 3D Flash LiDAR, in addition to enforcing ADAS process stages to meet ASPICE levels and functional safety. He has also held engineering roles at Tribis, AmpliSine Labs, Missouri S&T and Enigma Portal. Vivek holds an MBA in Information Technology Project Management and a PhD and Masters in Electrical, Electronics and Communications Engineering.

We sat down with Vivek to learn more about the advantages of integrating computer vision at the sensor, building automotive grade LiDAR products, and why he decided to move to the Bay Area.

Q: How much of an autonomous vehicle’s computer vision should be done at the sensor, as opposed to a central processor?
The amount of data produced today by a perception system is enormous. And incorporating all the data from the different kinds of sensors used (like radar, camera, and LiDAR) makes it very difficult and expensive to process and store. In a typical perception system, roughly 80% of the data produced by the sensors is thrown out.

However, intelligent sensors – like what we develop at AEye – are software definable. Meaning, you can adjust its settings to get high resolution data from an object and get sparse data in the background, cutting down the overall amount of data processed by more than 80%. This makes computer vision algorithms at the central processor faster and efficient because once you preprocess data, latency becomes less of an issue. Currently, AV companies are spending a tremendous amount of money storing useless data. Preprocessing saves both time and money.

Q: What is the largest challenge in producing automotive grade LiDAR products?
Industry wide, the greatest challenge is maintaining the quality, reliability, and consistency needed on all components and software that go into a LiDAR sensor of over 100,000 samples or more and over the sensor’s lifetime. Another major challenge for bringing LiDAR products to the automotive market is designing the sensor to fit in different regions of the car. There are a lot of constraints based on where the sensor is placed on the vehicle and certain issues that arise from each placement. For example, a sensor placed behind a windshield might need a completely different design than a sensor that’s placed in the front bumper.

There are many interesting LiDAR architectures out there that work really well at smaller samples and in the lab. But the moment the product needs to scale and deal with all the quality and environmental requirements of being an automotive grade product, they fail. AEye is mitigating these challenges by partnering directly with Tier 1’s who know the process of making large-scale, automotive grade products. In my own experience, I’ve found that once a Tier 1 partners with you, they are extremely supportive because they believe in you, and that proves you are capable of achieving it.

In addition to our partners who help us push the sensor to automotive grade, we have a great functional safety team here at AEye. I came to AEye from a Tier 1, so I know what goes into developing an automotive grade sensor, and the AEye team is made up of people from all over the automotive industry that have great, diverse insight into how to bring a product to market.

Q: You moved to the Bay Area from Santa Barbara. What was it about Silicon Valley that drew you here?
It has always been my dream to come to Silicon Valley – you hear about it so much as the epicenter of technology and innovation. And it’s true: Silicon Valley is at the heart of the autonomous driving industry. All the innovative and novel work happening today in the LiDAR industry is happening here and I did not want to miss my chance to help develop the tools for true autonomy.

Connect with AEye at Sensors Expo! Learn more here.

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Mack plans to send electric trucks to the garbage dump

A lot of ink, pixels, and synapses get spent trying to figure out how to make heavy duty electric trucks that can travel 500 to 1,000 miles in a day and get a fast enough recharge before heading back to work.

Recent studies have shown a far more effective way to reduce pollution is to supplant short-haul machines that spend most of their time in city centers, spewing black smoke every block as they stop and start for pickups and deliveries.

City buses have been particularly effective. Beyond that, the next logical step could be garbage trucks, if truckmaker Mack has a say.

At the Las Vegas Waste Expo earlier this month, the American subsidiary of Volvo trucks rolled out the Mack Electric LR, a new line of trucks made for the dump. It follows on parent-company Volvo's electric garbage truck which rolled out last year.

Mack plans to begin testing the new trucks with the New York City Sanitation Department next year. The department operates more than 2,200 garbage trucks of various sorts to clear the streets of trash, debris, and snow. A typical trash route might be only 30 miles in a day, but takes all day with stops and starts—exactly when a diesel truck is less efficient.

The new electric trucks use two electric motors producing a combined 496 horsepower and 4,051 pound-feet of torque at 0 rpm. Mack says they use 600-volt lithium-manganese cobalt batteries and electric drive systems to boost power and charging speeds, though Mack did not disclose the battery capacity or range. With short, stop-and-go routes, range may not be the big issue anyway.

Using step-down converters, the trucks have two additional electrical systems, a typical 12-volt system to run the truck's lights and accessories, and a 24 volt system that takes power from the main battery to run the hydraulics for the compactor and the dump system, which may use as much juice in a day as driving the miles needed to cover the trucks' routes.

At the end of the day, the trucks can connect to 150-kilowatt DC fast chargers before starting in all over again the next morning.

The New York Sanitation Department also rolled out an electric street sweeper concept at this year's New York Auto Show.

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