> How about the frequency and the fair price?
The case looks even worse for Uber, than it does for Alaskan in that case.
The capital costs and logistics of getting more airplanes, more (highly limited!) slots at airport terminals, working this out for point-to-point connections, getting all your staff moving from flight to flight efficiently, are horrific.
The capital costs and logistics of scaling up a self-driving taxi network, in comparison, are peanuts.
> It's more difficult for in-app uber purchases that are more frequent for less money.
It's a simple as checking the ride price in two apps.
> The biggest network will have the best cost structure.
No, the network with the lowest profit margins will have the best cost structure.
Uber will either be a defensible business, or a profitable, but entirely indefensible one.
The case looks even worse for Uber, than it does for Alaskan in that case.
The capital costs and logistics of getting more airplanes, more (highly limited!) slots at airport terminals, working this out for point-to-point connections, getting all your staff moving from flight to flight efficiently, are horrific.
The capital costs and logistics of scaling up a self-driving taxi network, in comparison, are peanuts.
> It's more difficult for in-app uber purchases that are more frequent for less money.
It's a simple as checking the ride price in two apps.
> The biggest network will have the best cost structure.
No, the network with the lowest profit margins will have the best cost structure.
Uber will either be a defensible business, or a profitable, but entirely indefensible one.