Thanks -- this is a subject that is near and dear to me.

I definitely agree with you that there is a service gap between Uber and standard taxis. Some of it comes from the app, some of it comes from their quality control.

(On that note: Uber does a really solid job with quality control, and I've personally recommended a stronger emphasis on quality control to fleets we work with. They all seem to want to take us up on it, so I look forward to reporting back on that one soon!)

That said, the points you bring up aren't actually broken by the current regulatory system (save one, sort of... see the asterisk), which is why I am disgusted by Uber's typical reaction to the C&Ds that come their way (and their preparation for them):

- Taxi companies today have a very limited, only-opt-in feedback mechanism: you call and complain if you have a particularly bad or particularly good ride. I've personally spoken with GMs for companies that do hundreds (sometimes thousands) of rides per day about this; they rarely break 20 customer service calls per day. Uber's feedback mechanism -- not a new concept by any means, but new to the industry -- of asking users to rate their ride, and send in some comments after every ride is relatively frictionless and undoubtedly leads to more data points, which can then be shared with drivers to encourage a healthy sense of service. This could and should be adopted by the rest of the industry.

- Again, this is a fantastic innovation, but doesn't need to lie outside the existing regulatory system to succeed; our old business model is proof that they can co-exist. Rarely do cities take issue with apps. Further, most fleets use dispatch systems that directly assign a driver, and all drivers know they will get docked if they take a street hail instead of the passenger they're assigned.*

- Yet again, no regulations prevent this... but I've been the recipient of many a complaining driver myself. While drivers have both legitimate and illegitimate reasons for trying to avoid credit cards (fleets often tax drivers an additional point or two above going credit card rates; credit card transactions must be declared when filing taxes), this again can be solved with an app that respects the current system. In fact, while running HireWinston, we showed our driver partners that the guaranteed 15% tip more than made up for the increased cost they incurred by taking credit cards.

- See first bullet above re: service again.

To sum up, I hear you on all fronts: riding with Uber offers a superior experience to virtually any other cab out there. My point above, however, still stands: all of the innovations and improvements you bring up (which are, from our customer research, consistently the most salient) come from areas that few, if any, regulators take issue with (I know from experience). Which is why, again, I am disgusted by how I've seen Uber deal with regulators.

*I feel for you, though; this situation is at its worst in SF. But on the flip-side, I've heard more "passengers aren't there anymore when our drivers show up" complaints from SF fleets than I have anywhere else in North America. Because of this, it's often more attractive for drivers in the Bay Area to get docked and grab the street hail's certain money than to risk the no-show. IMO, SF taxis and consumers are stuck in this perpetual loop until the supply of taxis increases dramatically.