Early optimism for ridehailing services to complement existing public transit services and offer individuals another shared mobility service with reduced travel costs and improved travel times have largely proven to be unsubstantiated. This unwelcomed outcome, in part due to the popularity of ridehailing services among wealthier populations and restrictions on the less-expensive ridesharing service in some urban settings, has likely instead resulted in heightened disparities in access to this on-demand mobility option for historically-marginalized populations and under-resourced communities. This hypothesis is examined by estimating the macro-level socioeconomic and built environment determinants of ridehailing pick-ups and drop-offs in the Phoenix metro region with spatial lag of X modeling. A geographically weighted regression (GWR) model of vehicle miles traveled was then estimated using route-level ridehailing data from a third-party mileage tracking app to identify zonal attributes associated with this measure of vehicle-based exposure. Together, study findings highlight the benefits and drawbacks of greater ridehailing service activity, identifying a need for programs and interventions that safeguard and improve access to affordable high-quality mobility options for transportation disadvantaged neighborhoods.

早期对打车服务以补充现有公共交通服务并为个人提供另一种共享移动服务以降低旅行成本和缩短旅行时间的乐观情绪在很大程度上被证明是没有根据的。这一不受欢迎的结果，部分原因是由于打车服务在较富裕人群中的普及，以及在某些城市环境中对价格较低的拼车服务的限制，反而可能导致历史上被边缘化的人在获得这种按需出行选项方面的差距加大人口和资源不足的社区。通过估计凤凰城都会区乘车接送服务的宏观社会经济和建筑环境决定因素以及 X 建模的空间滞后来检验这一假设。然后使用来自第三方里程跟踪应用程序的路线级乘车数据估计车辆行驶里程的地理加权回归 (GWR) 模型，以识别与这种基于车辆的曝光量测量相关的区域属性。总之，研究结果突出了更大的乘车服务活动的好处和缺点，确定了需要计划和干预措施来保护和改善交通弱势社区获得负担得起的高质量移动选择的机会。