Every night, several times a night, Uber and Lyft drivers at Reagan National Airport simultaneously turn off their ride share apps for a minute or two to trick the app into thinking there are no drivers available---creating a price surge. When the fare goes high enough, the drivers turn their apps back on and lock into the higher fare.There is a lot going on here. Really, these drivers aren't colluding against Uber and Lyft. They are colluding against the customers, who must pay surge pricing. Uber and Lyft must compete against each other for riders, which drives their fares down to the competitive level. The drivers are actually colluding so that they and the firms can claim monopoly profits from airport customers.
It's happening in the Uber and Lyft parking lot outside Reagan National airport. The lot fills with 120 to 150 drivers sometimes for hours, waiting for the busy evening rush. And nearly all the drivers have one complaint:
“Uber doesn’t pay us enough, what the company is doing is defrauding all these people by taking 35-40 percent,” one driver told ABC 7.
Their complaints are against the firms, but really, the culprit is competition, which prevents both them and the firms from boosting their incomes at the expense of riders.
In fact, their complaint against the firms is even more misguided than that. The firms are charging riders a competitive rate and they are overpaying the drivers. This is a classic economic problem. There is a queue at the airport. Those drivers are choosing to go sit in line at the airport instead of driving around the rest of the city picking up riders on the go. And the reason is that, at standard rates, airport rides are more lucrative for them. The reason for a queue, conceptually and in this particular case, is that the price is too high.
If the price was too low, you would have a queue of customers, like during the oil shocks of the 1970s when price controls were put in place. Here, the price Lyft and Uber pay to the drivers at the airport is too high, so the producers (the drivers) are queuing.
Paying drivers more would only make this problem worse. If they are waiting for an hour to get a fare now, then if the typical fare doubled, drivers would wait for two hours. Uber and Lyft aren't determining the hourly wage for these drivers. They are determining it by deciding to wait in line.
The only other way for Uber and Lyft to solve this problem would be to ration the supply of drivers in some other way. In a way, this is one reason drivers might want to be classified as employees instead of contractors. If Uber and Lyft treated drivers like employees, they would manage how many drivers there were and where they drove. They could eliminate the queuing, which would raise wages and reduce the waste of queuing, but it could only happen by being a gatekeeper. The only way to get rid of the queue would be to tell some of the potential, qualified drivers that they aren't invited any more. They aren't "hired".
This is similar to the issue of minimum wages. The way this raises the wages of some is by eliminating the wages of others.
That isn't all bad. Here, it would lead to less waste by eliminating over-long queues. But, small scale gains due to monopoly power or economic rents don't add up to social gains. Everyone can't earn more than the competitive income by using market power to impose exclusion.
The queue is wasteful, but I'm not sure there is a solution. The economics of driving basically will always come down to queuing. Whatever rate Lyft and Uber pay, whether drivers are sitting at the airport, or driving around town, the economic breakeven for the drivers will be a function of queuing in some way. It will determine when and where they drive. In any given part of town, how long do they need to wait to get a rider, how long do they need to drive to pick up the rider, and how long will the average ride be? That equation comes down to how much time is a rider in the car versus how much time is the car empty. There are several supply and demand variables that lead to an equilibrium level for any particular location, but in the end, that equilibrium will be driven by the willingness of drivers to queue in order to get a fare and it seems that some queue, such that it is, will remain wherever Uber and Lyft set their fares and their driver reimbursement levels. Limiting the number of drivers at the airport queue, where the extra 50 or 100 cars in line has little effect on the quality of service, may seem like a no-brainer. But, trying to reduce queuing out in the marginal markets around a city will change the supply and demand dynamic in a way that will lead to deadweight loss on the margin. Reducing the number of drivers will necessarily increase wait times for riders, changing demand for drivers.
I am sure there are teams of economists working on this problem at Uber and Lyft. I suspect they don't so much mind being tricked into surge pricing at the airport. They certainly aren't going to raise driver payments in an attempt to address the issue.





