Duncan Black, the blogger formerly known as "Atrios," coiner of the "friedman unit," popularizer of the "very serious person" as a term of derision, chronicler of wanking in the punditocracy, has been counting down: 9, 8, 7, 6, 5, 4, 3, 2, 1, to the THE ONE TRUE WANKER OF THE DECADE.
Almost all the everyday complaints about cabs trace back to this regulatory cocktail. Drivers won’t take you to the outer reaches of your metropolitan area? The regulated fares won’t let them charge you more to recover the cost of dead-heading back without a return customer. Cabs are poorly maintained? Blame restricted competition, and the inability to charge for better quality. Cabbies drive like maniacs? With high fixed costs for cars and gas, and no way to increase their earnings except by finding another fare, is it any wonder that they try to get from place to place as fast as possible? Uber makes its money at least in part by alleviating these inefficiencies. In most places, “black car” or livery services are regulated differently, and more lightly, than taxis are. Though Uber has good reason not to say so, it’s basically turning livery services into cabs. The company is one step further removed from regulation, because it doesn’t run cars itself; it funnels passengers to existing services. “We’re sort of like an efficient lead-generation system for limo companies,” says Kalanick, “but with math involved.” - Megan McArdle analyses taxi regulation in the US and the taxi startup, Uber