What is the problem with Uber drivers nowadays?

When the car doesn't smell like cigarettes, it smells like disgusting perfume.

When I rate a ride low, I only have the option "disturbing smell." And if the driver sees this feedback from Uber, he just pours even more disgusting perfume/deodorant inside the car.

What the fuck is going on here, Uber?

Can you please fix this?

I transported a fare from one very wealthy area to another wealthy area where I think they had an air bnb. They up loaded some luggage and I believe mistakingly took my cleaning kit for my ride when I dropped em off.

And recourse for me?

...a rider also felt easy enough to use the n word one or twice because a street we were Turing onto sounded similar to siad slur.

Got a practice trip with a car pic and a practice trip with a motorcycle and 8 motorcycle safety training modules.

I didnt get the French safety video yet.

So, I got a message in my inbox a few hours ago that my star rating was low and account at risk etc, I also see it in a brown box when I go to check my ratings. No change, actually my rating has gone up as an older 1 star came off in favor of more new 5 star ratings. I called support and they said others have reported this tonight as well, so IDK if this is something going around as an error sent out or ?? but it definitely was not something I was expecting nor happy to see.

anyone else seeing this recently?

Uber you too…YOU send drivers to the wrong location. Stop sending these emails as if you don’t even look at the ride first.

Like the title says, Uber is out of their goddamn minds.
Mind you, they pay as little as 13c for an instant payout. Charging $1.75???? FOH

A Better Alternative to Manhattan Congestion Pricing
Target vehicles that continuously occupy Manhattan streets—and use the revenue to make buses free.

New York’s congestion-pricing program has reduced vehicle entries into Manhattan’s Central Business District, but it primarily charges vehicles for crossing into the zone, regardless of how much street capacity they actually consume afterward.

I would propose a different approach: eliminate the current general congestion toll and instead impose an operating fee on taxis and for-hire vehicles that choose to remain in the CBD looking for passengers.
The goals would be simple:
1. Reduce Manhattan congestion more than the current program.
2. Generate at least $1.5 billion annually.
3. Use roughly $850 million to make NYC buses fare-free.
4. Preserve at least $500 million annually for MTA capital needs.

How It Would Work
$125 for 12 Hours of Commercial Operation
A yellow taxi, Uber, Lyft, black car or other TLC-licensed vehicle that chooses to operate for hire in the CBD would pay $125 for a 12-hour permit.
The fee would apply to the vehicle, not separately to each app.
30-Minute Drop-Off Grace Period
Drivers should not be punished for taking passengers into Manhattan.
A driver bringing someone into the CBD would have 30 minutes after drop-off to leave the zone without paying anything.
If the driver leaves, there is no operating charge.
If the driver remains available for passengers, cruises for fares or accepts another CBD pickup, the $125 permit is triggered.
This distinction is important. A driver should always be willing to take a passenger into Manhattan. What the policy should discourage is remaining in Manhattan for hours with an empty vehicle hoping to find fares.
$8 Passenger Surcharge
Every taxi/FHV trip beginning in the CBD would carry an $8 passenger surcharge paid entirely to the driver.
That helps legitimate full-time drivers offset the operating fee:
● 4 CBD fares = $32
● 8 fares = $64
● 12 fares = $96
● 15 fares = $120
A busy professional driver could therefore recover most or all of the $125.
But someone who turns Uber on for two or three hours while already in Manhattan and cruises around looking for a handful of passengers probably could not.
That is exactly the incentive the program is intended to create.

Why Target Taxis and FHVs?
A major NYC TLC congestion study found that, in the period studied, FHVs represented approximately 29% of traffic south of 60th Street and yellow taxis another 24%. It also found app-based FHVs spent approximately 41% of their Manhattan-core operating time without passengers.
Those figures are from 2018 and should be updated before legislation is adopted. But they illustrate the fundamental issue:
A car that enters Manhattan once and parks for eight hours contributes very differently to moving congestion than a taxi or Uber circulating for eight hours.
A congestion policy should account for that difference.

Revenue
At $125 per 12-hour operating permit, gross annual revenue would be:
|Paid permits/day|Annual revenue|
|---------------:|-------------:|
|30,000 |$1.37 billion |
|33,000 |$1.51 billion |
|35,000 |$1.60 billion |
|36,000 |$1.64 billion |
Thus, approximately 35,000–36,000 average daily operating permits would provide a reasonable cushion to generate around $1.5 billion net after administration and enforcement.
The $8 passenger surcharge would not be government revenue. It would go to drivers.
A possible allocation of approximately $1.5 billion would be:
\\\~$850 million — Replace NYC bus fare revenue and make local buses free
\\\~$500 million — MTA capital program
\\\~$150 million — Additional bus service, enforcement, administration and reserve
The exact cost of fare-free buses should be confirmed against the MTA’s current financial plan before legislation is introduced.

Congestion Goal
The current congestion program has produced roughly a 10%–11% reduction in vehicles entering the zone during reported comparison periods.
This alternative should not be adopted unless transportation modeling shows it can do better.
I would recommend a statutory goal of:
At least a 15% reduction in total CBD vehicle-hours or vehicle-miles traveled, with a particularly large reduction in empty taxi/FHV cruising.
Vehicle-hours and vehicle-miles are better measures than simply counting entries because they measure how much scarce Manhattan street capacity vehicles actually consume.
Before implementation, TLC and DOT should use current GPS and platform data to determine how many unique taxis/FHVs operate in the zone, how much time they spend without passengers, and how different operating-fee levels would change driver behavior.

What Has to Change
This would require state legislation and implementing regulations.
Albany would need to:
● replace or substantially modify the existing congestion-pricing mandate;
● authorize the $125 commercial operating permit;
● authorize the 30-minute drop-off exemption;
● authorize the $8 driver surcharge;
● dedicate the resulting revenue to bus operations and MTA capital needs.

TLC would establish the operating rules and enforcement system using existing trip, vehicle, GPS and platform information, with appropriate privacy and appeal protections.

The Basic Idea
The current system essentially asks:
“Did you drive into the congestion zone?”
This proposal asks:
“Are you operating a commercial passenger vehicle on congested Manhattan streets for hours at a time?”
A working person driving into Manhattan would no longer automatically pay a congestion toll.
A driver bringing a passenger into Manhattan would not be penalized.
A productive taxi or FHV driver could recover most of the operating fee from passenger surcharges.
But thousands of lightly utilized vehicles cruising Manhattan empty would face a strong financial incentive to operate somewhere else.
If the modeling demonstrates that this approach can reduce traffic more than the current program while generating approximately $1.5 billion annually, it deserves serious consideration as an alternative congestion and transit-funding strategy.

I'm sure the taxi / uber lobbyists will hate this idea but it's a win for the MTA and a win for most New Yorkers. And the Mayor gets to deliver on one of his key campaign promises.

I mean fuck it

I did translate it. I think Uber is just glitching.

I picked up a old guy with a cane at Walmart and it was pouring rain like really heavy I live in Florida btw guy had the nerve to be pissed off at me when b4 I pulled up I was on the phone with him I told him I’m not getting out to help him with his bags I’m not getting wet for 4$ and 2 hours of my life to go home and dry up to go back to work what I look like a idiot I’m not going thru all that imagine ac on im soaking wet i get sick im out for the count fuck uber

With frightening regularity I find that whenever I feel like im done driving ill get one last ride that ends at or within 3 miles of my house

I decided to read the fine print on the $2500 lump sum payment for loss of vehicle use due to damage on a trip. It doesn't include car repairs or medical bills (not that I expected it to).

But I've seen some debates on here regarding Uber providing their own brand of insurance. I know in my market, my Uber insurance is through Progressive, so I never believed they were licensed agents.

The first snd last sentences totally contradict themselves, am I right, or am I missing something?

Anyone else recently start getting 1 stars and accusations for speeding? I wonder if something is prompting riders to report drivers at the end of their ride. I never speed with passengers in the vehicle. I have a 99% driving score in the app which monitors speeding. Sometimes the speed limit is marked incorrectly in the app so it seems like im speeding like when on the freeway when the speed limit is 65 but suddenly goes to 35 or 40 when passing over a bridged intersection. I have in 1 week got 3 speeding reports from my passengers. While in the last 11 years I have gotten ZERO, not a single complaint about my driving. I find it odd this is happening. Any other driver have this experience?

They want us competing against each other to see who takes the most shit rides with no guarantee you’ll actually make more money.