From ride-hailing to mobility platform: Uber Transit’s vision in our interview with Global Head Dmitriy Vanchugov

When you think of public transport, you picture a bus, a tram, or a metro. When you think of Uber, you imagine a car-or at most, an app. These mental associations are understandable, but they’re also limiting. Public transport is evolving: transit agencies are increasingly integrating on-demand services. offering routes with smaller vehicles. At the same time, Uber has been expanding its role in urban mobility through Uber Transit, officially launched in 2015.

It started by integrating public transit schedules and fare information into the Uber app. Over time, Uber Transit has broadened its scope, partnering with transit agencies to provide on-demand mobility solutions.

The creation of Uber Transit marked Uber’s move from a ride-hailing service to a comprehensive mobility platform. The goal? To join forces against private cars by complementing both mass transit and on-demand services, therefore adding an additional layer to urban mobility.

We spoke with Uber’s Global Head of Transit Dmitriy Vanchugov at the UITP Summit held in June 2025 in Hamburg, Germany. He’s at the helm of the division since May 2025 after leading Uber’s Transit Partnerships for five years.

Dmitriy Vanchugov, Uber Transit: complementing mass transport

Can you start by explaining how the Uber Transit team is structured within the broader company?

The transit team is a B2G organization of about 30 people. Most of us come from the public transport industry — either from agencies, operators, or, like me, from transport technology. We built this team to work with agencies and operators as a complement to the core transport network. We sign contracts with transport agencies so they can deploy Uber in places or at times when the bus doesn’t make sense.

…for instance?

Take late-night workers: you might get to your job by bus, but when you finish at 2 a.m., the bus isn’t running. The government may give you a guaranteed ride home voucher so you can take Uber instead, paying just €2 or €3 — the equivalent of a bus fare. The agency covers the actual Uber fare. This is the most cost-effective way to provide service at those hours: only a few people need it, but for them it’s crucial. We don’t charge platform or professional service fees — it’s just the ride. We set up the program, define geofencing, and make vouchers valid only during specific hours, say 10 p.m. to 4 a.m.

Another use case is first- and last-mile service. Imagine a neighborhood 4 km from the nearest bus or train stop. There aren’t enough people to justify a bus line, especially in low-density American cities. Instead, you can set up an on-demand service feeding the rail line. If demand is high, you might use microtransit minibuses. If not, Uber is a great option, because there’s no cost unless people actually ride. With microtransit, you still have the cost of buses and drivers, even if demand is low.

On the other hand, with microtransit, costs are predictable…

Our costs are also predictable: the average fare holds steady over time. Not every trip costs the same, but over months or years, the average does. The agency pays for the full ride. They use our marketplace where we can be more cost-effective than their predictable costs. 

We use dynamic pricing to ensure reliability. When demand spikes, prices rise to attract more drivers; when demand falls, prices drop to stimulate ridership. It’s supply and demand economics. This efficiency is what creates the “magic” of pushing a button and getting a ride within minutes.

Can passengers access Uber rides directly through a public transport operator’s app?

Yes, we can do both.

How does that work from the passenger’s perspective?

If your city has a mass transit or microtransit app, we can integrate. We work with Spare Labs, Trapeze, Via, and are developing partnerships with Padem in Europe and Liftango. The goal is a seamless experience.

Take Dallas, Texas. Since 2016 they’ve had an advanced transit app. If you’re in a microtransit zone and want to go downtown, the app shows the microtransit ride, the train connection, and your final destination — with one fare covering everything.

Dallas has 32 microtransit zones in low-density suburbs, all connected to high-frequency bus or rail lines. Riders can travel within the zone or transfer downtown.

When you order a ride, you may get a microbus or an Uber. The algorithm decides: if the bus is close, you get that. When needed, the app sends you an Uber instead. Either way, you’re guaranteed a ride within 10 minutes. This reliability makes GoPass, Dallas’s app, a trusted choice.

A common enemy: private cars

You mentioned private cars earlier. How does Uber Transit fit in that comparison?

In cities, private cars aren’t necessary. Our mission is based on this: public transport alone can’t compete with the convenience of cars, and Uber alone can’t either, due to costs. But together — public transport plus Uber — we can compete with cars. We’re not rivals; we’re on the same team.

How does your model and approach adapt to Europe?

The principle is similar but the context is different. European cities are denser, while American cities are sprawling and harder to serve with fixed lines. So the US had a greater need for DRT, and agencies like Boston’s MBTA or Dallas’s DART were early adopters.

At first, people thought Uber competed with transit, but in reality, we both compete with private cars. It took 5–6 years of pilots to build trust. From 2016 to 2020, we had six partnerships; from 2020 to 2025, we reached 80. We now work with 15 of the top 25 US agencies, 50–60 of the top 100, plus local governments serving seniors and people with disabilities.

Agencies design the programs — where, when, and how Uber is subsidized. Riders then access Uber at bus-level fares: €2–3 a trip. That makes Uber accessible for everyone, not just those willing to pay €15–20. On-demand rides fill gaps left by fixed routes, especially in suburban or peripheral areas.

Many operators already provide on-demand transit, in partnership with providers such as, for instance, Via or ioki. How is Uber positioned?

We integrate. In Miami, Via runs six microbus zones. When buses are full, riders can get an Uber within the Via app. We’re not competing; we’re plugging into the ecosystem.

Uber Transit projects in Europe?

Do you already have ongoing projects in Europe?

Yes, two. With SNCF in France, Uber rides now appear inside their national app for first- and last-mile service. In the UK, we’re working with We Move, a DRT operator in Bristol and Sussex: when their drivers are busy, they can dispatch Uber instead. We’re also developing more pilots. It’s still early days in Europe, but trust is building.

In Europe, Uber and similar mobility services sometimes face political resistance because public transport is widely regarded as a public asset, whereas private operators can be perceived as moving toward privatization of mobility. How do you address that?

It’s politically sensitive. We stress that Uber Transit doesn’t replace public transport — it complements it. It helps agencies avoid running inefficient services while focusing resources on core, high-ridership routes.

In Europe, where protecting public services is central, Uber Transit is about expanding access, not diminishing it. Operators remain in control, while Uber provides a flexible tool. Riders benefit from lower costs, better accessibility, and reduced car reliance. Over time, we’ve seen public support grow where these systems have been implemented.

What do you say to those who still view Uber as a competitor to public transport?

Agencies struggle with low-density areas or irregular demand. Uber Transit fills those gaps without new infrastructure or heavy investment. The core buses, trams, and trains remain unchanged. Uber helps with demand spikes, off-peak hours, or first- and last-mile needs. Together, we can build a more inclusive, efficient, and sustainable transport ecosystem. The future is cooperation. We’ll continue partnering with agencies to create seamless, flexible transit solutions. Urban mobility challenges require collaboration between municipalities, agencies, and private operators.

Our mission is to build a transportation system that works for everyone. And that’s only possible if we work hand in hand with public transport.