Lieu tous États-Unis - 3. Trouvé 3. Trier par: Pertinence Note Date Langue allemand en premier anglais en premier espagnol en premier Toutes. Set your own hours drive when you want. Lyft is great as a side gig, choosing when you want to work is nice, Negatives are the wear and tear on your car and mileage piles on quickly. Compensation is lacking as they no longer pay drivers during primetime rates, yet they still charge the rider extra during primetime which I think is totally messed up.
Avez-vous trouvé cet avis utile? Be your own boss. I love working for Lyft as a driver. It provides me the ability to make good money as well as get to know different types of people. Points positifs. You end up really not get paid what they promise Fun place depending on the customers.
Fun place with amazing freedom to choose your schedule percent, decent compensation but does put a good amount of ware and tare on your own vehicle. Good people to work with, interesting work, but horrible hours.
Work was challenging, yet interesting. It gave you the opportunity to learn and to grow in the position. The people I worked with were extremely friendly and helpful, and my managers were encouraging. Unfortunately, the hours were very bad, and were not likely to change. It was when I realized that that I began looking for another opportunity. Not bad if you don't have a job or need a side job for extra income.
Anyone who needs extra cash or needs a job and has a car should be using this app to make money. It's very easy to use and easy to setup. Setup is user friendly and easy to get going. Try it out and i bet you'll like it too! Amazing job. I stop working with lyft right now because I got an accident and my car is messed up that why I stop working with lyft. You your own boss. I get paid for time and distant. The driver bonuses changes all the time is something I don't like, at times bonuses are available in time frames you are not available to due working your primary job.
Horrible company to work for. Lyft does NOT care about their drivers or safety. They pay drivers. Avoid it. Scam program now! Initially, it was a good deal, but became a scam. Avoid it at all costs. It will destroy your car and steal from your time!!!!! Compensation driver support. Driver rates, ability to see passenger destination, before accepting ride.
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It's flexible and you work when and where you want. The down side is the pay. Take from that gas and wear and tear on your car, and it's not worth it to do it daily. As a side job for extra cash, it's okay. For your main job, you'd have to work hours a day to just pay bills. They are friendly and will tip you. Local will NOT tip. For example, a night working with locals vs. Maybe when they wait for and hour for a ride because no one wants to be matched with them, they will get the hint.
I don't know why local people do not tip? I always tip drivers, delivery people and servers. But Dave, who was granted anonymity out of fear of being deactivated by the ride-hail giant for speaking to the press, had no real choice but to wait. The passenger had requested the stop through the app, so refusing to make it would have been contentious both with the customer and with Uber. The exact number varies by city, but drivers must maintain a high rating in order to work on their platform.
Had he known in advance how much he would have been paid for the ride relative to what the rider paid, Dave said he never would have accepted the fare. Dave is far from alone in his frustrations. Uber and Lyft have slashed driver pay in recent years and now take a larger portion of each fare, far larger than the companies publicly report, based on data collected by Jalopnik.
And the new Surge or Prime Time pricing structure widely adopted by both companies undermines a key legal argument both companies make to classify drivers as independent contractors. Jalopnik asked drivers to send us fare receipts showing a breakdown of how much the rider paid for the trip, how much of that fare Uber or Lyft kept, and what the driver earned.
Help Us Prove It. Link: Uber changed how its surge pricing works last year. Not for riders, but for drivers. In total, we received 14, fares. These came from two sources: the web form where drivers could submit fares individually, and via email where some drivers sent us all their fares from a given time period. Of all the fares Jalopnik examined, Uber kept 35 percent of botox bn 302 revenue, while Lyft kept 38 percent. Of the drivers who emailed us breakdowns for all of their fares in a given time period—ranging from a few months to more than a year—Uber kept, on average, Lyft pocketed Those take rates are Drivers are able to see this additional amount on their trip receipt after the trip is over.
Drivers like Dave are technically independent contractors, but they have no control over many aspects of their work life, including the price of their own services. The sample of 14, fares is a tiny fraction of the millions of trips Uber and Lyft complete each day in the U. But there are also reasons to believe our findings are more representative of the individual driver experience than Uber and Lyft would care to admit.
And these drivers, Steinbaum observed, may present a selection bias in the other direction. Lyft disputed this as well. In regulatory filings, court cases, and their terms of service, Uber and Lyft claim to merely be facilitators between the rider and driver, not a transportation service.
And drivers pay Uber and Lyft a cut of their earnings for connecting them with their customers, the riders. This echoes a common Silicon Valley refrain: they are just technology companies, and therefore should not be subject to the regulations of the industries they are disrupting. Article preview thumbnail. But in recent years, in efforts to stem the tide of their multi-billion dollar losses, both ride-hail companies have separated what riders pay from what drivers earn, moving away from a strict percentage-based commission.
This common-sense policy has potentially profound legal implications. This change is most evident with how Uber and Lyft now handle high-demand periods. Along with the move to Upfront Pricing, both companies also changed the way their high-demand pricing model, often known as Surge or Prime Time works Lyft has since changed the brand name to Personal Power Zones for drivers.
Instead of drivers receiving a multiplier on their earnings, as Dave did for the Taco Bell run, most now get a flat fee bonus, typically only a few dollars per ride. Uber and Lyft will sometimes kick the drivers a couple extra bucks if the surge is particularly high or the ride especially long, but there seems to be little rhyme or reason for when this happens. Riders, meanwhile, still pay the multiplier, meaning riders are often paying far more than drivers are earning on those rides.
In other words, Uber and Lyft say they are taking all the surge charges riders pay and spreading the proceeds among all the drivers in the area, whether their particular passenger pays a surge fare or not both companies deny they merely pocket the difference.
In addition, the companies can, and have, changed the base time-and-distance rates drivers earn whenever they want. And there have been many pay cuts. In recent years, driver forums have been flooded with angry comments about hastily announced pay cuts in markets around the country.
Uber and Lyft both deny that driver earnings have declined. A Lyft spokesman told Jalopnik the number of drivers on their platform is increasing and that driver earnings increased over the past two years. One driver, who has been working for Uber in Texas for three years, sent us almost surge fares.
After those changes, from onward, he says the number of undesirable fares is now closer to 70 or 80 percent, which is why he stopped driving full-time. Taxi drivers have to pay those fees regardless of how much money they earn.
In fact, many taxi drivers switched to ride-hailing because percentage-based commissions—along with the hefty sign-up bonuses Uber and Lyft once offered—sounded like a better deal. Uber and Lyft argue that drivers are not employees, but independent contractors, since they are allowed to set their own schedules. But the reality is much more complicated. Chief among them is the ability to set prices—or even negotiate—for the services they provide.
In driver agreements, both companies state that drivers accept their new rates simply by continuing to drive for the company. Both companies deny they punish drivers in any way for declining rides, but Lyft acknowledged some incentives are only available to drivers with high ride acceptance rates. Uber says this is merely a request to the driver rather than a requirement, but riders are unlikely to be pleased if a driver refuses to comply with a request they paid extra for.
Should a driver not follow the instructions, it is likely they would at the very least receive a lower rating. Taken together, rather than being their own bosses, drivers often feel as if they are being governed by algorithms, as Alex Rosenblat wrote in her deeply reported book Uberland: How Algorithms Are Rewriting the Rules of Work.
In her book, Rosenblat wrote:. But an app-employer provides a type of experience that differs from human interactions, and it can be challenging to identify the fault lines of autonomy and control within its automated system. Rosenblat added that the karmic realignment theory is a direct result of the lack of transparency from the ride-hail giants. A full-time veteran driver from New Orleans told Jalopnik that she somewhat subscribes to the karmic realignment theory on the take rates, although recent cuts have changed her attitude a bit.
She has seen her earnings drop roughly 20 percent this year due to a combination of factors, including an expanding of the driver pool as a result of the companies allowing older vehicles than prior years. As a result, she is considering a job change, even though an occasional health issue makes the flexible hours of ride-hailing especially appealing.
But for now, she still avoids looking at individual fare breakdowns. What exactly are people complaining about? Hell, get your CDL and go be a delivery driver. Clearly drivers are willing to work for the pay here since the companies are having no issue covering demand financial issues aside. Those cost money. So the real wage is almost certainly going to be considerably lower. I drove for Uber for 6 months in a major market. Tipping was almost nonexistent. Well you would have to ignore all the expenses the driver incurs taxes, insurance, gas, etc plus disregard all of the idle time waiting for the next time you are paired up with a driver.
I guarantee none of that time was factored into their calculation. That is only if you are constantly booked, if you do min. So the companies are ripping off drivers and still losing a metric shit ton of cash. It seems nobody is making any money in this scheme except the investors and executives, ohhhhhhhhhh.
How are the investors making money? They are the only ones loosing money. Drivers get paid, passenger get cheaper than should be rides. Somebody is making money here, but it is neither the drivers nor the investors. This is a lot of words dedicated to a fundamentally broken statistical analysis of a non-random survey of an insignificant sample size and some anecdotal stories. What alternative are you suggesting? The rideshare companies are notorious for keeping their ridership data close to the vest Or are you suggest some form of regulatory filing requirement for ridership data?
So, mission accomplished. Your comment is entirely anecdotal. I attenuer rides yeux clinique it at the time because my contract job was up, and I was in-between jobs looking for new work.
It was good, quick cash to help me in a rough spot but truly this was never meant to be long regime dr cohen 1400 calories quotidiennes. In which case, cab companies are you listening?
If you upgrade to digital dispatching, payment, ride-hailing, etc. Because as a driver?
Fuck these guys. But as a rider? What the fuck is a better option when public transit is a joke, cabs are Yeah, it really sucks because in some ways, Lyft and Uber have revolutionized people getting around especially in metro areas. But for drivers, and for traffic and yes, for cabbiesit just blows. As long as they keep getting desperate people, with or without 4 wheels, who need money, they will keep this shit up. I look at it like when I worked retail during college at REI and tried to make a living off of it afterward.
Think of the retail experience prior to the internet. You were going to a store to talk to someone with experience and knowledge albeit biased in a field you were less familiar with and had less information available to you about.
The long-term full-time retail worker would have been to trade shows and the like to increase their product knowledge, on top of years in the field working with those products.
Same goes for driver professions. Prior to everyone having GPS on their phone, who was the best source of navigation in a local area? AAA and cab drivers. Well, cab drivers got greedy and people got smart and saw they were being ripped off considering the information is now widely available in your handheld devices.
I experienced this in London too when my company booked a black cab from city back to Heathrow. Not exaggerating, it was 3 times more expensive than the Uber I took from Heathrow to the city and there was absolutely zero advantage that I could discern. A bill with potentially huge implications for the so-called gig economy is making its way through the California state legislature this summer, laying bare cleavages within the labor movement.
Companies like Uber and Lyft are seeking a workaround to the legislation, which would classify their drivers as employees rather than independent contractors, opening the door to a host of employment benefits.
Some prominent labor unions, meanwhile, have been in talks with Silicon Valley, even as they Lyft Uber travail législation. Foto: Taxifahrer protestieren am Diese bei zwei Dritteln des mittleren Bruttolohns angesetzte Grenze lag bundesweit bei 2.
In einer junge Welt vorliegenden Auswertung warnt er eindringlich vor Scheuers Vorhaben. Damit werde das Lohndumping in der Branche weiter vorangetrieben. Vor zwei Jahren hatten 2. Auch sonst ist Berlin der Hotspot in Sachen Taxiprekariat. Eine Mitschuld an der Misere trifft auch die Berliner Landesregierung.
Schon vor einem Jahr hatten die städtischen Taxiunternehmer eine Erhöhung der Beförderungstarife um circa acht Prozent pro Kilometer bei der Verkehrsverwaltung beantragt. Allerdings lässt die zuständige Senatorin, Regine Günther, mit der Umsetzung auf sich warten.
In einer Plenarsitzung des Abgeordnetenhauses am selben Tag bezeichnete sie die Forderungen als durchaus berechtigt und verwies auf eine abgeschlossene Wirtschaftlichkeitsprüfung.
Seine Auftragnehmer müssen im Gegensatz zu Taxifahrern nach jeder Fahrt an ihren jeweiligen Hauptstandort zurückkehren. Allerdings fehlt es nicht nur in Berlin an den nötigen Kontrollen. In vielen Fällen würden deshalb die Vorgaben missachtet und warteten die Uber-Limousinen gut sichtbar an Taxiständen oder am Flughafen auf Kundschaft, beklagten die Demonstranten.
Avis des employés pour Lyft - États-Unis
Offenkundig sei das Landesamt für Bürger- und Ordnungsangelegenheiten unterbesetzt und könne seine Aufgaben nicht erfüllen. Spätestens dann, wenn die Rückkehrpflicht fällt, würde das traditionelle Taxigewerbe unter dem Druck der Dumpingkonkurrenz in die Knie gehen und müssten sich die Fahrer noch billiger verkaufen, als sie es heute schon tun.
Für die Branche taugt das nicht zur Beruhigung. Les trajets effectués par les chauffeurs des plateformes Uber et Lyft seraient directement responsables de plus de la moitié de ces ralentissements supplémentaires, selon une étude publiée par la revue Science Advances. Une circulation plus fluide, avec des citadins qui ne dépendent plus de leur voiture personnelle pour les trajets quotidiens. Tel est le futur proche de la mobilité urbaine promis par les Lyft Uber urbanisme. Do transportation network companies decrease or increase congestion?
Transportation network companies TNCs have grown rapidly in recent years. TNCs are on-demand ride services where rides are arranged through a mobile app to connect the passenger with a driver, often a private individual driving their personal vehicle 3. In San Francisco, rides through these two services increased traffic delays by 40 per cent over a six-year period, according to a new study.
Gig-economy companies Lyft, Uber, and Postmates are racing to file IPOs this year, a mad dash replete with ever-increasing multibillion-dollar valuations. But is the rush to start trading on the public markets also a sprint to evade compliance with current labor law? Recent financial and lobbyist filings suggest that the gig-economy giants are hoping to get ahead of a wave of enforcement actions, new legislation, regulatory requirements, and lawsuits that could force these companies to Lyft Uber bénéfices travail Postmates.
Introduite à 72 dollars, son action a terminé la journée à 78,29 dollars, après avoir dépassé la barre des 88 dollars peu après le début des échanges.
Cette introduction réussie représente une bonne nouvelle pour les autres entreprises de la Silicon Valley qui souhaitent également entrer en Bourse. A commencer par Uber, le grand rival de Lyft. Peu connu en dehors de ses frontières nationales, Lyft est le Lyft Uber bénéfices. Lyft Uber algorithme travail travailleurs surveillance. The rideshare industry has fundamentally changed how millions of people including us!
In earlyliberals hit on a new strategy to resist the nascent Trump administration: DeleteUber. He announced his resignation from the council, but only weeks later a video leaked of Kalanick reprimanding a driver for his company.
Three surefire ways to maximize profit are: suppressing labor costs by paying workers as little as you can get away with, lobbying the state for deregulation and lower taxes, and opening new markets by finding new things to commodify and sell. Businesses will always pursue these avenues of profit maximization where they can.