d****n
发帖数: 10034 | 1 亚不是拿百分之三十的车费，不用管保险，车辆保养，成本除了维护一个 app 的人员
工资就是广告和律师费吧。 | l****e
发帖数: 25 | | V********u
发帖数: 80 | 3 现在就3分之1？50亿元？
多亏
要我，就先拿1个钞票
今天逛超市的钱 | V********u
发帖数: 80 | 4 可惜偶不是巫老板
偶明天再拿俩钞票逛超市，花1个，留1个
省得别人宣传花光钱 | V********u
发帖数: 80 | | p**f
发帖数: 3549 | 6 乌把一个马工支出就在30万到50万了
养几百人开发一个app，优化一下调度算法
维护一下地图数据
后台支付做可靠点
就这样吧
研发确实没啥黑科技
剩下就是市场拓展费用了
前几年全世界到处开办公室，也是有成本的
还要lobby当地政府官员不要当成黑车ban掉
其实等成熟了
乌把确实可以做到无本万利的
【在 d****n 的大作中提到】
: 亚不是拿百分之三十的车费，不用管保险，车辆保养，成本除了维护一个 app 的人员
: 工资就是广告和律师费吧。
| w********r
发帖数: 3183 | 7 雇的人太多了。就如你所说的，裁掉不必要的人员就盈利了。
【在 d****n 的大作中提到】
: 亚不是拿百分之三十的车费，不用管保险，车辆保养，成本除了维护一个 app 的人员
: 工资就是广告和律师费吧。
| g********0
发帖数: 6201 | 8 就怕最后干活的全裁掉了，留下的全是做PPT的，呵呵。
【在 w********r 的大作中提到】
: 雇的人太多了。就如你所说的，裁掉不必要的人员就盈利了。
| v*******e
发帖数: 11604 | 9 说得对。这种成功就垄断型的生意，一开始不惜血本扩张是必要的。如果你只在赚钱的
大城市开，那么小城市会生长出一个竞争对手。
: 乌把一个马工支出就在30万到50万了
: 养几百人开发一个app，优化一下调度算法
: 维护一下地图数据
: 后台支付做可靠点
: 就这样吧
: 研发确实没啥黑科技
: 剩下就是市场拓展费用了
: 前几年全世界到处开办公室，也是有成本的
: 还要lobby当地政府官员不要当成黑车ban掉
: 其实等成熟了
【在 p**f 的大作中提到】
: 乌把一个马工支出就在30万到50万了
: 养几百人开发一个app，优化一下调度算法
: 维护一下地图数据
: 后台支付做可靠点
: 就这样吧
: 研发确实没啥黑科技
: 剩下就是市场拓展费用了
: 前几年全世界到处开办公室，也是有成本的
: 还要lobby当地政府官员不要当成黑车ban掉
: 其实等成熟了
| g********0
发帖数: 6201 | 10 屋博开始赶司机了，lol
https://patch.com/new-york/new-york-city/uber-will-block-drivers-taking-
riders-when-business-slow
Uber Will Block Drivers From Taking Riders When Business Is Slow
Uber plans to follow Lyft's lead in grappling with city rules and lock
drivers out of its app at times and places with low demand.
NEW YORK — Uber will soon join Lyft in blocking New York City drivers from
working when demand for rides is low as the tech giants grapple with minimum
-pay rules.
Starting Tuesday, Uber will lock drivers out of its platform at times and
locations that few riders are requesting trips, according the company, which
emailed its Big Apple drivers about the change Friday afternoon.
Uber is following Lyft's lead in controlling its supply of cars in response
to the Taxi and Limousine Commission's rules setting a pay floor for drivers
based on how much time they spend carrying passengers. Both companies blame
the city for forcing them to limit when drivers work.
"Time and again we’ve seen Mayor (Bill) de Blasio’s TLC pass arbitrary and
politically-driven rules that have unintended consequences for drivers and
riders — despite objections from City Councilmembers, transportation
experts, editorial boards and community groups," Uber spokesperson Harry
Hartfield said in a statement.
Uber's new limits are similar to a scheme that Lyft implemented over the
summer. Drivers who try to open their app when and where demand is lagging
will be told that they are unable to drive, the company says.
Those who use wheelchair-accessible vehicles will be exempt from the
restrictions, as will those with the top status in Uber's driver rewards
program, the company said.
A map showing where demand is the highest will allow drivers to travel to
other parts of the city to have a better shot of getting work, Uber says.
Drivers will also be offered a time slot when they will be guaranteed the
ability to log on — a feature that Uber says distinguishes its system from
Lyft's.
Uber says it was forced to make the change because its platform was flooded
with drivers who opened its app after being shut out of Lyft's. That hurt
its utilization rate, the measure of how much time drivers spend actually
carrying passengers that serves as the basis for the city's minimum pay
rules, Uber said. The rules aim to ensure that drivers make $17.22 an hour
after expenses.
Uber's change will further harm drivers' ability to make money in a
notoriously difficult industry, according to Corona Uber driver Aziz Bah.
Bah used to drive for both Uber and Lyft but stopped working for the latter
after the demand restrictions repeatedly locked him out of the app, he said.
Now his Lyft income of $500 to $600 a week is gone and his Uber earnings
have dropped because of the glut of drivers on that platform, Bah said.
Limiting when drivers can work also compromises the flexibility that drew
many of them into the industry, said Bah, who is also a steward for the
Independent Drivers Guild, a labor group for app-based drivers. The guild
raised concerns about Lyft's restrictions in a June letter to the TLC.
"Some people quit their nine-to-five jobs in order to have this flexibility
that the industry gave them," Bah said. "… All of a sudden it’s being
taken away."
Both Uber and Lyft argue that the restrictions are a result of the TLC's
rules, which Lyft unsuccessfully sued over earlier this year.
Acting TLC Commissioner Bill Heinzen defended the agency's first-in-the-
nation regulations, which came amid a landmark freeze on most new for-hire
vehicles.
The firms spent years flooding the city's streets with cars and should keep
in mind that "drivers are crucial to their continued success," Heinzen said.
"Until we took needed action last year, it has been Uber and Lyft’s
business model to oversaturate the market while promising drivers that they
could succeed despite these companies’ stacking the deck against them,"
Heinzen said in a statement. "TLC and City Council put in place smart
policies to address the problems these companies created, and they are
finally being forced to experiment with ways to run their businesses in an
environment of accountability." |
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