Tag: Uber

  • Lyft vs Uber: A Tale of Two S-1’s

    You can learn a great deal from reading and comparing the financial filings of two close competitors. Tech-finance nerd that I am, you can imagine how excited I was to see Lyft’s and Uber’s respective S-1’s become public within mere weeks of each other.

    While the general financial press has covered a lot of the top-level figures on profitability (or lack thereof) and revenue growth, I was more interested in understanding the unit economics — what is the individual “unit” (i.e. a user, a sale, a machine, etc.) of the business and what does the history of associated costs and revenues say about how the business will (or will not) create durable value over time.

    For two-sided regional marketplaces like Lyft and Uber, an investor should understand the full economic picture for (1) the users/riders, (2) the drivers, and (3) the regional markets. Sadly, their S-1’s don’t make it easy to get much on (2) or (3) — probably because the companies consider the pertinent data to be highly sensitive information. They did, however, provide a fair amount of information on users/riders and rides and, after doing some simple calculations, a couple of interesting things emerged

    Uber’s Users Spend More, Despite Cheaper Rides

    As someone who first knew of Uber as the UberCab “black-car” service, and who first heard of Lyft as the Zimride ridesharing platform, I was surprised to discover that Lyft’s average ride price is significantly more expensive than Uber’s and the gap is growing! In Q1 2017, Lyft’s average bookings per ride was $11.74 and Uber’s was $8.41, a difference of $3.33. But, in Q4 2018, Lyft’s average bookings per ride had gone up to $13.09 while Uber’s had declined to $7.69, increasing the gap to $5.40.

    Sources: Lyft S-1; Uber S-1

    This is especially striking considering the different definitions that Lyft and Uber have for “bookings” — Lyft excludes “ pass-through amounts paid to drivers and regulatory agencies, including sales tax and other fees such as airport and city fees, as well as tips, tolls, cancellation, and additional fees” whereas Uber’s includes “ applicable taxes, tolls, and fees “. This gap is likely also due to Uber’s heavier international presence (where they now generate 52% of their bookings). It would be interesting to see this data on a country-by-country basis (or, more importantly, a market-by-market one as well).

    Interestingly, an average Uber rider appears to also take ~2.3 more rides per month than an average Lyft rider, a gap which has persisted fairly stably over the past 3 years even as both platforms have boosted the number of rides an average rider takes. While its hard to say for sure, this suggests Uber is either having more luck in markets that favor frequent use (like dense cities), with its lower priced Pool product vs Lyft’s Line product (where multiple users can share a ride), or its general pricing is encouraging greater use.

    Sources: Lyft S-1; Uber S-1

    Note: the “~monthly” that you’ll see used throughout the charts in this post are because the aggregate data — rides, bookings, revenue, etc — given in the regulatory filings is quarterly, but the rider/user count provided is monthly. As a result, the figures here are approximations based on available data, i.e. by dividing quarterly data by 3

    What does that translate to in terms of how much an average rider is spending on each platform? Perhaps not surprisingly, Lyft’s average rider spend has been growing and has almost caught up to Uber’s which is slightly down.

    Sources: Lyft S-1; Uber S-1

    However, Uber’s new businesses like UberEats are meaningfully growing its share of wallet with users (and nearly perfectly dollar for dollar re-opens the gap on spend per user that Lyft narrowed over the past few years). In 2018 Q4, the gap between the yellow line (total bookings per user, including new businesses) and the red line (total bookings per user just for rides) is almost $10 / user / month! Its no wonder that in its filings, Lyft calls its users “riders”, but Uber calls them “Active Platform Consumers”.

    Despite Pocketing More per Ride, Lyft Loses More per User

    Long-term unit profitability is more than just how much an average user is spending, its also how much of that spend hits a company’s bottom line. Perhaps not surprisingly, because they have more expensive rides, a larger percent of Lyft bookings ends up as gross profit (revenue less direct costs to serve it, like insurance costs) — ~13% in Q4 2018 compared with ~9% for Uber. While Uber’s has bounced up and down, Lyft’s has steadily increased (up nearly 2x from Q1 2017). I would hazard a guess that Uber’s has also increased in its more established markets but that their expansion efforts into new markets (here and abroad) and new service categories (UberEats, etc) has kept the overall level lower.

    Sources: Lyft S-1; Uber S-1

    Note: the gross margin I’m using for Uber adds back a depreciation and amortization line which were separated to keep the Lyft and Uber numbers more directly comparable. There may be other variations in definitions at work here, including the fact that Uber includes taxes, tolls, and fees in bookings that Lyft does not. In its filings, Lyft also calls out an analogous “Contribution Margin” which is useful but I chose to use this gross margin definition to try to make the numbers more directly comparable.

    The main driver of this seems to be higher take rate (% of bookings that a company keeps as revenue) — nearly 30% in the case of Lyft in Q4 2018 but only 20% for Uber (and under 10% for UberEats)

    Sources: Lyft S-1; Uber S-1

    Note: Uber uses a different definition of take rate in their filings based on a separate cut of “Core Platform Revenue” which excludes certain items around referral fees and driver incentives. I’ve chosen to use the full revenue to be more directly comparable

    The higher take rate and higher bookings per user has translated into an impressive increase in gross profit per user. Whereas Lyft once lagged Uber by almost 50% on gross profit per user at the beginning of 2017, Lyft has now surpassed Uber even after adding UberEats and other new business revenue to the mix.

    Sources: Lyft S-1; Uber S-1

    All of this data begs the question, given Lyft’s growth and lead on gross profit per user, can it grow its way into greater profitability than Uber? Or, to put it more precisely, are Lyft’s other costs per user declining as it grows? Sadly, the data does not seem to pan out that way

    Sources: Lyft S-1; Uber S-1

    While Uber had significantly higher OPEX (expenditures on sales & marketing, engineering, overhead, and operations) per user at the start of 2017, the two companies have since reversed positions, with Uber making significant changes in 2018 which lowered its OPEX per user spend to under $9 whereas Lyft’s has been above $10 for the past two quarters. The result is Uber has lost less money per user than Lyft since the end of 2017

    Sources: Lyft S-1; Uber S-1

    The story is similar for profit per ride. Uber has consistently been more profitable since 2017, and they’ve only increased that lead since. This is despite the fact that I’ve included the costs of Uber’s other businesses in their cost per ride.

    Sources: Lyft S-1; Uber S-1

    Does Lyft’s Growth Justify Its Higher Spend?

    One possible interpretation of Lyft’s higher OPEX spend per user is that Lyft is simply investing in operations and sales and engineering to open up new markets and create new products for growth. To see if this strategy has paid off, I took a look at the Lyft and Uber’s respective user growth during this period of time.

    Sources: Lyft S-1; Uber S-1

    The data shows that Lyft’s compounded quarterly growth rate (CQGR) from Q1 2016 to Q4 2018 of 16.4% is only barely higher than Uber’s at 15.3% which makes it hard to justify spending nearly $2 more per user on OPEX in the last two quarters.

    Interestingly, despite all the press and commentary about #deleteUber, it doesn’st seem to have really made a difference in their overall user growth (its actually pretty hard to tell from the chart above that the whole thing happened around mid-Q1 2017).

    How are Drivers Doing?

    While there is much less data available on driver economics in the filings, this is a vital piece of the unit economics story for a two-sided marketplace. Luckily, Uber and Lyft both provide some information in their S-1’s on the number of drivers on each platform in Q4 2018 which are illuminating.

    Image for post
    Sources: Lyft S-1; Uber S-1

    The average Uber driver on the platform in Q4 2018 took home nearly double what the average Lyft driver did! They were also more likely to be “utilized” given that they handled 136% more rides than the average Lyft driver and, despite Uber’s lower price per ride, saw more total bookings.

    It should be said that this is only a point in time comparison (and its hard to know if Q4 2018 was an odd quarter or if there is odd seasonality here) and it papers over many other important factors (what taxes / fees / tolls are reflected, none of these numbers reflect tips, are some drivers doing shorter shifts, what does this look like specifically in US/Canada vs elsewhere, are all Uber drivers benefiting from doing both UberEats and Uber rideshare, etc). But the comparison is striking and should be alarming for Lyft.

    Closing Thoughts

    I’d encourage investors thinking about investing in either to do their own deeper research (especially as the competitive dynamic is not over one large market but over many regional ones that each have their own attributes). That being said, there are some interesting takeaways from this initial analysis

    • Lyft has made impressive progress at increasing the value of rides on its platform and increasing the share of transactions it gets. One would guess that, Uber, within established markets in the US has probably made similar progress.
    • Despite the fact that Uber is rapidly expanding overseas into markets that face more price constraints than in the US, it continues to generate significantly better user economics and driver economics (if Q4 2018 is any indication) than Lyft.
    • Something happened at Uber at the end of 2017/start of 2018 (which looks like it coincides nicely with Dara Khosrowshahi’s assumption of CEO role) which led to better spending discipline and, as a result, better unit economics despite falling gross profits per user
    • Uber’s new businesses (in particular UberEats) have had a significant impact on Uber’s share of wallet.
    • Lyft will need to find more cost-effective ways of growing its business and servicing its existing users & drivers if it wishes to achieve long-term sustainability as its current spend is hard to justify relative to its user growth.

    Special thanks to Eric Suh for reading and editing an earlier version!

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  • What Happens After the Tech Bubble Pops

    In recent years, it’s been the opposite of controversial to say that the tech industry is in a bubble. The terrible recent stock market performance of once high-flying startups across virtually every industry (see table below) and the turmoil in the stock market stemming from low oil prices and concerns about the economies of countries like China and Brazil have raised fears that the bubble is beginning to pop.

    While history will judge when this bubble “officially” bursts, the purpose of this post is to try to make some predictions about what will happen during/after this “correction” and pull together some advice for people in / wanting to get into the tech industry. Starting with the immediate consequences, one can reasonably expect that:

    • Exit pipeline will dry up: When startup valuations are higher than what the company could reasonably get in the stock market, management teams (who need to keep their investors and employees happy) become less willing to go public. And, if public markets are less excited about startups, the price acquirers need to pay to convince a management team to sell goes down. The result is fewer exits and less cash back to investors and employees for the exits that do happen.
    • VCs become less willing to invest: VCs invest in startups on the promise that future IPOs and acquisitions will make them even more money. When the exit pipeline dries up, VCs get cold feet because the ability to get a nice exit seems to fade away. The result is that VCs become a lot more price-sensitive when it comes to investing in later stage companies (where the dried up exit pipeline hurts the most).
    • Later stage companies start cutting costs: Companies in an environment where they can’t sell themselves or easily raise money have no choice but to cut costs. Since the vast majority of later-stage startups run at a loss to increase growth, they will find themselves in the uncomfortable position of slowing down hiring and potentially laying employees off, cutting back on perks, and focusing a lot more on getting their financials in order.

    The result of all of this will be interesting for folks used to a tech industry (and a Bay Area) flush with cash and boundlessly optimistic:

    1. Job hopping should slow: “Easy money” to help companies figure out what works or to get an “acquihire” as a soft landing will be harder to get in a challenged financing and exit environment. The result is that the rapid job hopping endemic in the tech industry should slow as potential founders find it harder to raise money for their ideas and as it becomes harder for new startups to get the capital they need to pay top dollar.
    2. Strong companies are here to stay: While there is broad agreement that there are too many startups with higher valuations than reasonable, what’s also become clear is there are a number of mature tech companies that are doing exceptionally well (i.e. Facebook, Amazon, Netflix, and Google) and a number of “hotshots” which have demonstrated enough growth and strong enough unit economics and market position to survive a challenged environment (i.e. Uber, Airbnb). This will let them continue to hire and invest in ways that weaker peers will be unable to match.
    3. Tech “luxury money” will slow but not disappear: Anyone who lives in the Bay Area has a story of the ridiculousness of “tech money” (sky-high rents, gourmet toast,“its like Uber but for X”, etc). This has been fueled by cash from the startup world as well as free flowing VC money subsidizing many of these new services . However, in a world where companies need to cut costs, where exits are harder to come by, and where VCs are less willing to subsidize random on-demand services, a lot of this will diminish. That some of these services are fundamentally better than what came before (i.e. Uber) and that stronger companies will continue to pay top dollar for top talent will prevent all of this from collapsing (and lets not forget San Francisco’s irrational housing supply policies). As a result, people expecting a reversal of gentrification and the excesses of tech wealth will likely be disappointed, but its reasonable to expect a dramatic rationalization of the price and quantity of many “luxuries” that Bay Area inhabitants have become accustomed to soon.

    So, what to do if you’re in / trying to get in to / wanting to invest in the tech industry?

    • Understand the business before you get in: Its a shame that market sentiment drives fundraising and exits, because good financial performance is generally a pretty good indicator of the long-term prospects of a business. In an environment where its harder to exit and raise cash, its absolutely critical to make sure there is a solid business footing so the company can keep going or raise money / exit on good terms.
    • Be concerned about companies which have a lot of startup exposure: Even if a company has solid financial performance, if much of that comes from selling to startups (especially services around accounting, recruiting, or sales), then they’re dependent on VCs opening up their own wallets to make money.
    • Have a much higher bar for large, later-stage companies: The companies that will feel the most “pain” the earliest will be those with with high valuations and high costs. Raising money at unicorn valuations can make a sexy press release but it doesn’t amount to anything if you can’t exit or raise money at an even higher valuation.
    • Rationalize exposure to “luxury”: Don’t expect that “Uber but for X” service that you love to stick around (at least not at current prices)…
    • Early stage companies can still be attractive: Companies that are several years from an exit & raising large amounts of cash will be insulated in the near-term from the pain in the later stage, especially if they are committed to staying frugal and building a disruptive business. Since they are already relatively low in valuation and since investors know they are discounting off a valuation in the future (potentially after any current market softness), the downward pressures on valuation are potentially lighter as well.

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