I feel your pain

All you pedicab owner-operators, let me just say, "I feel your pain" when it comes to finding insurance.

We've been on the hunt for insurance for our new pedal cab operation, Colorado Rickshaw Company, and it's been UGLY! The options are limited, for sure, and the costs, restrictions and exclusions are all over the map. In recent weeks I've gotten a real education in a subject I didn't want to know that much about.

From what we hear from operators across North America, insurance is the biggest issue they face. Drivers may be the biggest hassle, but overall, the biggest concern is insurance.

There just aren't a lot of options. The coverage offered by some providers is questionable. Unfortunately, in order to operate, a lot of companies buy whatever is cheapest and still meets the requirements. They may think they're covered, but are they really?

I don't claim to be an expert in insurance, and I'm not going to tell you which insurance policy to buy, or which providers are the best. It really depends on your own particular circumstances, how your business is structured, and your tolerance for risk. What I can tell you is that there are significant differences in policies from one provider to the next.

Here are some questions you may want to ask before you plunk down a large chunk of cash:

• Has the insurance you're considering ever paid a claim? If so, what were the circumstances?
  
• If you report an incident, even if it never becomes a claim, are you charged a reporting or research fee?
  
• What is included and what is excluded?
  
• Is the insurance based on claims made or occurences? Either may be okay, but may require different reporting procedures, and the total deductible may change. (For example, if three passengers in an accident each file a claim, the deductible may apply to each passenger rather than the entire incident, thus tripling your out-of-pocket expense.)
  
• If a driver has an incident but doesn't report it, are you covered?
  
• Is there a deductible? If so, do you have enough in reserve to cover it?
  
• Are the drivers covered, or just the passengers? What about damage to the cabs or other property like cars?
  
• If you have a manager, assistant manager, or mechanic, what is their coverage under the policy?
  
• At what point does this insurance take over? Some policies only cover expenses in excess of those covered by motor vehicle or health insurance.
  
• Are the pedal cabs covered for damage, fire or theft? Does that coverage apply to street use, storage, or both?
  
• Is coverage limited to a specific geographical area like a city, county or region? Or can you take your cabs to an event like an airshow or car race outside of your general footprint? Does coverage extend to transport to or from an event?
  
• Is there an age limit for drivers?
  
• If the policy requires a "clean driving record," what does that mean? If someone gets a traffic ticket after they're approved, what happens?
  
• Are there any benefits for having safety equipment like lights and seat belts?
  
• Are there any benefits for having a training & street monitoring program in place?
  
• Do you have the ability to increase or decrease the number of cabs in your fleet?
  
• Is anything else included in the coverage like legal fees, etc.?
  
• Can you review a copy of the policy before you buy?
  
• If you change to a new insurance provider, are you covered by the original provider for incidents that happened while you were insured by them?

Other things to consider when choosing your insurance coverage are:

• Do you have written reporting procedures in place?
  
• Have you put into place any other systems to limit your liability?
  
• What are the driver's responsibilities in an incident?
  
• How well are your cabs maintained, and do you keep records?
  
• If your drivers aren't covered by your business insurance, do they have any other coverage in place like regular or catastrophic health insurance?

It takes time to evaluate your options. Plan to start looking for new insurance 4 to 6 weeks before you actually need it. Since pedicab businesses are still a nontraditional industry and there aren't any actuarial tables yet, brokers often need time to gather all the information required by the underwriters.

New Operation and Opportunities in Denver

If you didn't notice it in the Westword article posted on April 24, the word is officially out... After managing the day-to-day operations for two and a half years, Teri and Greg have parted ways with Mile High Pedicabs. The separation wasn't pretty, but it was inevitable.

That's right. We're happy and free and launching our own elite fleet of cabs in Denver: Colorado Rickshaw Company. We waited to announce this on the blog until the paperwork (insurance, license, etc.) was completed. We're now rocking and rolling on the streets of Denver and nearby neighborhoods.

We've wanted to expand our business, but the constraints of our relationship with Mile High kept us from moving forward in the direction we wanted. With encouragement and support from operators, drivers and other associates, we're now pedalling our own rickshaw on our own trail.

Thanks to everyone who listened to and advised us. You know who you are.

Compared to our previous management, our initial fleet is fairly small; just 5 pedal cabs. But we have the experience and resources to grow when and how we choose. We've realized that bigger isn't always better. Greg is happy to have the time and energy to be out on the street as a driver again, since that's what he loved in the first place!

Colorado Rickshaw will provide rickshaws for special events, weddings, and tours in addition to transporting passengers at sporting events and around the downtown area. Our focus is on superior customer service, professional business practices, and continuing to support and promote the rickshaw industry.

We established City Cycle Logic (City Cycle Lodging in the Westword article) when we moved into our new facilities last year. Manging over 20 cabs and over 50 drivers never allowed us time to fully develop the concept. In additional to rickshaws, CCL will house green businesses and organizations in a central hub in downtown Denver.

We've formed our own pedal media company: Smart Ads Media. We're selling advertising on rickshaws and arranging events not only in Denver but in cities across North America. If you need help getting advertising on your cabs, or if you're interested in placing your brand on pedicabs, please contact us.

We will continue to provide training and consulting to new and existing operators through Big Tree Pedicab Management and Pedicab University. In fact, you will likely see more in this area of our repertoire.

Things have been pretty hectic over the past few weeks, but progress is being made. We'll keep you informed as we continue to press forward.

Changes coming to San Diego

New rules may bring pedicabbies to heel

By Helen Gao
UNION-TRIBUNE STAFF WRITER
April 4, 2008

SAN DIEGO – Pedicabs have proliferated so much in downtown San Diego over the past decade, the city is planning tougher regulations to rein in the muscle-powered three-wheelers.

Overview
Background: More than 400 pedicabs operate in San Diego, mostly in the Gaslamp Quarter, at the waterfront and near Petco Park.

What's changing:
The city, working with pedicab owners and police, is trying to develop better regulations. A proposed ordinance calls for limiting the number of pedicabs in certain areas and requiring them to prominently post fares and other vital information.

The future: The ordinance is being presented to community groups for input. It's expected to reach the City Council in the fall.

Working with police and downtown businesses, city regulators are proposing to restrict the number of pedicabs in certain zones and require all to prominently post fares.

Zones would be carved out in downtown, Ocean Beach, Mission Beach, Pacific Beach and La Jolla. Only a certain number of pedicabs with special decals would be allowed in those zones, but how many has not been determined.

Pedicabbies with a city permit currently can roam pretty much anywhere in San Diego to pick up passengers. They are concentrated along the waterfront, Gaslamp Quarter and around Petco Park. If a limit on pedicabs is set, those without restricted-zone decals would have to find fares elsewhere.

The proposed ordinance also includes safety and consumer protection measures. For example, pedicabs would have to be marked with numbers assigned by the city and the company's name and phone number – requirements meant to give consumers information for calling in complaints.

The ordinance would reiterate that the California Vehicle Code applies to pedicabs; some drivers have been accused of being reckless. Pedicabbies would have to carry proof of insurance, and their vehicles could be impounded if the operators lack a valid California driver's license.

Pedicabs also would be prohibited from being parked in metered spaces. Downtown businesses have complained that pedicabs take up spaces meant for patrons. Zones where pedicabs can pick up and drop off passengers would be created instead.

Brad Jacobsen, a city associate traffic engineer, said pedicabs have reached a saturation point.

“There are some problems with sheer numbers. You do reach a threshold where it ceases to be a street ambience, where it starts to become a little bit of a nuisance,” Jacobsen said.

“We want to strike that balance. We think by putting a little bit more restriction on this and by bringing the numbers down a little bit, it will really benefit the businesses.”

Police estimate there are more than 400 pedicabs in the city. Some already post their fares. Drivers typically lease their vehicles from companies. How much they make depends on their ability to lure passengers.

At peak times, such as the summer or during major conventions, the ranks of pedicab drivers swell. Many come in from out of town and some arrive from out of the country.

“It gets really bad when everybody comes in from Russia, Poland, Turkey and Brazil,” said Holmes Walton, a local who has been driving a pedicab on and off for three years. “The market just gets flooded.”

Joao Ferreira of Brazil, who has been driving a pedicab for about three months, agrees that there are sometimes too many pedicabs, creating an environment that is “bad for business, bad for sidewalks and bad for traffic.”

Jacobsen said the city hasn't decided on a method to distribute the decals.

“We are trying to do this in an equitable manner so nobody corners the market,” he said.

The proposed ordinance is being floated around different communities for input and is expected to go before the City Council in the fall.

Jimmy Parker, executive director of the Gaslamp Quarter Association, which represents more than 400 businesses, welcomes better regulation.

Parker has heard anecdotal complaints about unfair charges for rides, so he is pleased with the proposed requirement to post fares. Most of the complaints he has heard are about pedicabs being on sidewalks, driving recklessly and taking up parking spots.

While the proposed regulations have drawn favorable reactions downtown, the La Jolla Traffic & Transportation Board has expressed skepticism.

Board member Joe LaCava is concerned that pedicabs would disperse from downtown to places like La Jolla, where they may not be wanted.

“If you've got a problem downtown, fix the problem downtown,” LaCava said. “Don't do anything that might push the problem elsewhere.”

Jacobsen said the reason why zones are being considered outside of downtown is to address the potential problem of pedicabs migrating outward.

Downtown motor Officer Scott Thompson believes once the stricter rules are in place, fly-by-night operations – and some of the problems – would disappear. Thompson stressed that pedicabs provide a valuable service for tourists and he wants to see them stay.

“We are just trying to make the industry more viable rather than tear the industry down,” he said.

[Thanks to my big brother for the heads up on this news.]

Too Far, too much, hah!

Good day Pedicabbies!

It has occurred to me that I haven't contributed in awhile. In perusing the latest spring commentary about 'cabbin, a few things have come to me.

Well, the time to get angry about uninsured drivers is over...for now. LETS MOVE ON!

Ding...Ding...Ding...Ding...

What is a good night of pedicabbing? For my 4 years doing this job, I have seen countless types, maneuvers, and drivers all try to figure out what it is that attracts them to the streets. I think about my experiences, and it seems that the one job that has been steady for me in the last for years is riding a pedicab! I have done it full time, part time, and seasonally, and had a foray into establishing the highest pedicab company in north america. It must be said that drivers come and go. They start and stop for a variety of reasons. Continue riding.

Why do I come back? It has to do with the kooky cycling mind that you can see on http://www.sheldonbrown.com. RIP, Sheldon.

I get out there and approach whomever I can who I think I can get into my cab. I have been turned down, rejected, and even laughed at. The secret, whether you like it or not, pedicab success comes from inside, with a crazy pair of legs, and a bit of a self-gratifying tendency to hustle. My secret: get as many rides as possible.

It doesn't matter (oh, it actually does, but for sales philosophy sake) if they pay you. It matters in the all important quotient of jealousy of other drivers. Not to distrust, but other drivers or people do not know if you are charging or willfully giving out Karma. Think about it. Truthfully, the weather, the cold, the rain, the snow, it wears a person. Just ask the Peloton of the Tour of California. If you love it, it isn't suffering, right?

Are you motivated by money? By fun? By the intoxicating and smelly downtown streets? All of the above are valid reasons.

How far? Hell, I will use the standard "If you pay me $50, I'll drive you in my car, to where you need to go." I have seen this work, and the driver collected $60. Out here, anything is possible. Everyone wants a story. Would I take someone 5 miles away? Sure. Price is crucial in this transaction.

You must negotiate price, and be ready for some heavy spinning. Do what you think you can handle. The customer will not know the difference unless they have pedicabbed before. To us, we are the few. We are cyclists, gluttons for punishment, but albeit, fit to the bone. And we can negotiate. But negotiate on price. What you do as your habits are up to you. Just don't ruin it for the rest of us.

I SAID SPINNING, NOT PETTING! Sex is a strange motivator, lets me honest. However, being invited to party, do shots, or go and hang out; it doesn't matter. It is my choice to stop. But, most sexual commentary is a part of the job. Really, I turn it down as puffery. I have yet to meet my perfect wife on the pedicab streets. Come to think about it, I have lost 3 relationships because of this job. Nothing I did, I assure you. I just happen to love bikes.

I have to say, publicly, that the urban velo article captures pedicabbery. It is more than a job. It is an extension of freedom, cycling, hard work, ear-to-the-ground socializing and a great study in human behavior. A strange mix of self-sales, bouncer, EMT, minister, bartender, cowboy, an undercover police officer, a marketing guru, and proclaimed superman. Not to mention a bit of a gambler. Trust me, superman, or woman is what being in the saddle is all about.

I propose the establishment of a pedicab cycling team. Cycling season has started. Riding a cab is some of the finest interval training one can get. Better than riding a 55X12 track bike. I am working on getting a track bike, but what beats the pedicab?

I am notorious for wanting to race whenever I get in the saddle. Anyone have any thoughts about a jersey? I think a nationwide presence of pedicab representation would be great! I have raced in Minnesota and Colorado, under the auspices of Mountain pedicab company, AKA Team Pedicab. With cycling season starting, for those interested in road racing, track racing, mountain bike, off-road triathlons, or really just the prospect of establishing a pedicab race at some point, I want a team. We are capable of such a thing.

This is what I can come up with right now. I bid the with happy cycling, and the prospect of a non-snow covered street, and non-existent slush.

Arigato.

beefsteak.

Discounted pricing extended!

We've extended the discounted price on the Pedicab Operators Weekend through the weekend. Register by the end of the day Monday, March 3, and SAVE!

10News Investigates Dark Side Of Pedicabs

10News Investigates Dark Side Of Pedicabs - 10News Investigations Story - KGTV San Diego

This story sparked quite a discussion on Rickshaw Forum recently. There's a debate in the industry about whether or not it's legal to have J-1 students as drivers. In our opinion, foreign exchange students on temporary J-1 work visas cannot be independent contractors in business for themselves. They must be employees, and most pedicab operations do not have driver employees. Somehow, some pedicab companies manage to work the system and "hire" J-1s. I'm curious as to how, exactly, they do that. Do you know? Do you think it's legal to have J-1 drivers in your crew?

Things that matter

“Our lives begin to end the day we become silent about things that matter.” – Dr. Martin Luther King, Jr.

Gike's comments on my previous post "Wake up and Repent" got me to thinking. As the big dog in Denver Pedicabdom, how much responsibility do we bare in this situation? And what about the other legit operators in town? Where are they in all of this?

By default, we have been the spokespersons for the pedicabs here in Denver because we are the largest, have been here the longest and are the public face of the industry. When there's a problem, we get the call.

The true professional pedicab operation gets insurance, gets licenses, pays taxes, maintains their bikes, and trains anyone who rides for them. Their drivers don't drink and then drive, don't drive recklessly, don't gouge or overcharge. They are conscientious, courteous, friendly, and safety-conscious.

There is a group of independents who don’t think they have to follow any rules or listen to anyone. This group has ridden the coat tails of the legitimate companies (MHP in particular) for years. We're the ones who meet with the business community and talk about how great pedicabs are for Denver. We're the ones donating tours and time and energy to charities like PBS and Race for the Cure. We're the ones who get the phone calls when there's a complaint or incident. We're the ones promoting pedicabs in Denver and around the country. We're the ones who smoothed things over with the venue when there were problems last year and the year before. These actions benefit ALL the pedicab drivers in Denver, not just those who ride for Mile High.

Whenever we've tried to do anything to stabilize or legitimize the industry here, they push back. "F*** you, man! I'm gonna do what I want. I don't care about anybody but myself. The rest of you can f*** off!" For far too long, they've been tolerated, allowed to operate and continue to put the industry at risk. If MHP is the big dog on the street, then they're the annoying little ankle biters.

Who is responsible for the actions of these drivers? Does a new driver get to makeup new rules and just start riding or disregard the existing one because they simply don’t like them?

Which brings me back to my original point -- how much responsibility do we bare? We could have been more aggressive in getting them out. We could have gone to the city and demanded better enforcement of the regulations. We could have called the police every time we saw an infraction. We could have negotiated exclusive rights for our drivers to operate at the venues rather than trying to set up systems that would allow everyone to operate if they followed the rules. But we didn't want to be perceived as anti-competition. We didn't want to expose the naked nasty underbelly of pedicabs to the public. We thought it could cause more harm than good and things would work out somehow. Maybe we caved.

And how much responsibility do the other legit operators bare? At least as much as we do. Do they fully train their drivers, especially on pedicab etiquette and the unwritten rules? Do they monitor their actions on the street? Some of the other operators may have insurance, etc., but are reckless and rude, flaunting the rules at every opportunity.

Now for the individual drivers out there. What's their responsibility? What have they got to lose? In some ways, more than we do. These punks are their competition. They have to deal with them every time they're out. What do they do to keep everybody in line? Do they call the cops? Do they report incidents to the parking management at the venues or someone else? Or do they just sit around and complain? What's their part in the solution? Peer pressure is a powerful force.

Can't we all just get along? That phrase is about to make me puke! When do they try to get along with us? Don't they realize that they would benefit more by working with us rather than against us? Why are we always the bad guys? Because we would hold people accountable. Because we believe that the rules and regulations apply to everyone. It's hard to be cooperative with people who don't want to cooperate.

I say ENOUGH! I'm sick of playing the games. I'm sick of being nice. I'm sick of just trying to run my own business and ignoring the stupidity of everyone else. I'm sick of trying to make things better for all the pedicab operators. NO MORE! Now you've really pissed me off!

A business associate told me last week, "Don't do this for ego; do it for money!" This is a real business for me. Not just some fly-by-night adventure. These twits are jeopardizing my business, my ability to make money. I've sunk a lot of time and energy into pedicabs. I've been working to help this fledgling industry spread its wings and take flight. I'm in this for the long haul. I'm not willing to sit back and allow a bunch of jackasses to ruin my livelihood.

I'm silent no more!

Wake up and Repent!

In Denver, as in most cities, sporting events provide great opportunities for pedicab drivers to make money. With 7 or so pro teams in our downtown area, plus concerts and other events, these sports venues are important arenas for our drivers and the other pedicab operations in the city.

Now, one of our most popular venues is threatening to ban pedicabs altogether. There have been little incidents each season for the past couple of years. Until now, we've been able to convince the management that pedicabs are a good thing for their patrons and should be allowed to ride on the property. Not any more.

Unfortunately, there are those in our industry who think the world somehow owes them something. The rules don't apply to them because they don't much care what they leave behind -- good or bad. They just do whatever they want and the hell with all the rest. They won't be around to clean up the mess. If pedicabs are banned, they'll just do something else (although I'm not sure what they could do that would be better). As one indy driver told us last year, "I don't care. I'll just deliver groceries in my pedicab."

After incidents of rudeness to patrons, downright nastiness to staff, blatantly ignoring the rules and requests of the venue, reckless and/or drunk driving, etc. the venue management was upset. Finally, after a staffer carrying her 2-year-old was knocked down in the snow by a pedicab last week, management said ENOUGH! As the largest and best-known pedicab company in Denver, we got the call. No more pedicabs on the property.

We know who the trouble-makers are -- the ones who say "F*** YOU!" anytime someone says something to them, and the ones who nod in agreement until your back is turned and they give you the finger. They know who they are. These I-don't-give-a-shit-about-anyone-but-myself punks may have cost all the pedicab drivers in the city a valuable opportunity to make money.

We tried to warn them. After an angry call from the management last year and threats to ban pedicabs then, we told them this could happen if everyone didn't behave and follow the rules. We got the same response we got before... "F*** YOU! I don't have to do what you say! You're not the boss of me!"

Can't we all just get along?

I'm so sick of that! Obviously... NO! we can't!

It would be nice. In a perfect world, a utopia, we'd all get along, appreciate each other and the opportunities we have. We'd all treat one another with respect. It would be nice, if everyone followed the rules, cared about safety and service. It would be nice if everyone had a valid pedal cab license, business license, insurance, lights, brakes -- all those niceties that make a business legit.

Alas, Pedicabdom isn't a perfect world. Along with most of our drivers, we just hoped the hooligans would just go away. We all know who causes the most problems, and exchange complaints about them all the time. But what to do? Break their legs? Flatten their tires? Steal their shoes? Slap their wrists? (Is there anyplace that still uses stocks?) I'm not one to advocate violence, but... DAMN! ENOUGH is ENOUGH!

WAKE UP PEOPLE! Repent! Get it together! This is your wake-up call.

One More Time

This post appeared on the Pedicab Yahoo Group. Very well written observations by Billy O in Phoenix. We have and still are experiencing some of the same issues in Denver, for now on a smaller scale. We hear about similar situations from other operators across the country.

All of us are judged by each of us.

The whole industry was given yet another black eye over the last couple days in Scottsdale during the Super Bowl parties.

Raiders from San Diego showed up.

I know that not all San Diego riders are like the ones who were most visible out there last night. And I know we have riders here in Phoenix who are just like the San Diego people who so completely and thoughtlessly came in to rape and run at this event.

They say "we just charge what the market will bear". Except the effects of their charging 20 and 40 bucks a head plus tip will linger long after they have left here. And the ripples of gouging go outward from here to affect the entire industry, all cross the country.

They say they have the right to charge 80 bucks for a ride because it cost them so much to get here, and they have to eat, and pay for hotel rooms and gas on top of lease. So its okay to gouge the people attending a major event, because, you know, the people are here to spend money anyway.

Its okay because even after being told that nobody gets to run in Glendale because the City has decided to protect itself from predatory pedicab practices, its okay to go to a nearby city and give yet another city a reason to ban human powered ransportation.

Its okay to crowd the doorways of events, to jam as many rigs as possible as close as possible to the security checkpoints because the cops let it happen.

Its okay to cut in front of lines that have been formed by the people who got there first because the well mannered people with an eye to the future will refuse to start fist fights at the event as a way to enforce fair operational practices.

Its okay to do hit and runs in parking lots and in grid locked traffic cuz you'll be gone in a day and theres no way to get caught when the cops are so busy.

Its okay to do whatever you can get away with because tomorrow never comes.

I know that not all San Diego pedicabbers are like this. Not all of them act like they were trained by the old bike man limo company. And I know that we have people here in the Valley who act like that too. The worst of human nature is not confined to any one geographical area.

All of us are judged by each of us. The true soul riders, the professionals, will be invisible when seen next to the raiders who think the whole world is their own private toilet.

The single biggest threat to the human powered transportation industry is some of the all too human people doing it.

with huge regret and great sadness

sincerely,

Billy O

If you're not already a member of the Yahoo Group, sign up and read the comments. Just go to yahoo.com and search for "pedicab" under groups. Very interesting.

A follow up comment:

the Police and the Property Owners find it much easier to just ban all of us rather than try to take the time to find out who is professional and who is predatory.

NFL Stadium Barriers

Found this post on Rickshaw Forum and thought I'd post it here to get some feedback from drivers/operators in the U.S. Here in Denver, we just had our first Broncos game of the preseason on Saturday, and things seemed to run pretty smoothly.

The NFL has issued a mandatory security barrier be set up around all stadiums. Here in Green Bay they are about 100 feet from the gates. We have had access the last 13 years, but now they are not letting us into the "zone". Although they do let us onto the lot, and we still have an excellent working relationship with the Packers & Lambeau stadium, having to drop passengers off 100 feet away is somewhat of a downer. Has this hampered any other operators who work NFL stadiums??
-- Gike

Please respond with your experiences so far this season.

What's the difference?

This is a great little video highlighting the difference between pedicabs and taxis.

NYC: regs that make you go hmmmm

I know the City Council is trying to be "fair", but it seems to me that the process for receiving permits is crazy. I read the information at the web site for the New York City Pedicab Owners Association (nycpoa.org), and all I can say is "hmmmmm".

There's no allowance for larger or older fleets who built the industry in NYC. There's nothing for local operations with pedicabs in NYC prior to the deadline. (Hmmmm, maybe we should move some of our fleet from Denver to NYC.)

Funny that the City Council should have so many issues with pedicabs, while promoting them as part of the NYC experience. Rather than working with pedicab owners to develop regulations that solve the real issues, they've chosen to marginalize an entire industry. It appears that they want to ensure that pedicabs are nothing more than a novelty for tourists instead of making them part of a real solution to problems of traffic congestion and air quality.

These new regs may prohibit someone from selling their pedicab business. Since licenses are not transferable, except to a vehicle within the same fleet, would someone who wants to buy your business have to go to the bottom of the waiting list? If so, how long might it take to finally receive your new permits? Or would the the licenses be part of the sale of the business?

As for the waiting list, if you requested 20 permits, would you have to wait until all 20 were available, or would you receive them one at a time as they become available?

I hope that the regulations on safety inspections are more clear (which I'm sure they're not), rather than being open to the arbitrary interpretation and opinion of individuals who know little if anything about pedicabs. We've seen this create problems elsewhere. In Oklahoma City, a person of authority suddenly decided that pedicab drivers needed to have a physical before being licensed. And a ski resort town wanted to regulate the color of pedicabs and limit advertisers to locally-owned businesses, although major manufacturers of sports equipment and apparel had ads throughout the town. Hmmmm.

And what's with not riding in the bike lanes? If they're worried about safety in traffic, why keep pedicabs out of the bike lane and force them into traffic? Are there that many cyclists on the city streets?

At the risk of sounding trite... can't we all just get along? Doesn't anybody talk to one another anymore? I would think that in a city the size of New York there would be plenty of business for everyone. Rather than being afraid of competition, why not embrace it and find a way to work together? Taxis, black cars, carriages and pedicabs serve different markets, although I'll admit that there may be some overlap. Maybe focusing on the passengers -- your customers -- and delivering high-quality service would be more beneficial than all this squabbling. I find it hard to believe that a few hundred pedicabs would be such a grave threat to the thousands of taxis operating in NYC.

As consultants to pedicab operations throughout North America, we work hard to bring legitimacy to this developing industry. With legitimacy comes regulation. We support reasonable regulation. When well thought out and enforced, regulations can level the playing field and protect all stakeholders. When poorly designed, they can become little more than red tape and bureaucracy that serves no one.

I don't claim to be an expert on pedicabs in New York City; the NYCPOA is. But in my opinion, these regulations are far from reasonable. Hmmmm.

Read this article from AM New York (below) and visit the NYCPOA web site for more insight into the new regs. Then read the article posted prior to this, Pedicabs a California Polution Solution, and consider how Fresno, California is utilizing pedicabs for cleaner air.

Agency proposes limits on number of pedicabs
July 4, 2007

Fewer bicycle cabs will be pedaling around New York this fall if rules to license only 325 of the cabs are adopted next month.

The city Department of Consumer Affairs proposed new rules this week that were passed by the City Council earlier this year, limiting the number of pedicabs and mandating that the cyclists have valid U.S. drivers licenses.

Only people who owned cabs before April can apply for the plates, and owners can apply for up to 30 licenses. The New York Pedicab Owners Association said in a written statement that the process favors individuals over organized fleets that built the pedicab industry.

Individuals "simply need to sign a statement indicating they were operating [even without insurance] for one year prior to" April, said the pedicab association president Peter Meitzler.

The City Council voted to regulate the industry in April after a mayoral veto. Mayor Michael Bloomberg wanted to boost the number of plates to about 500.

The Consumer Affairs department will hold a public hearing on the proposed rules in August, hoping to finalize them soon after.

Proponents of the new rules have said the industry needs to be regulated and insured. Opponents have claimed the rules will take away jobs from the more than 500 pedicab cyclists already on the road.

New York City plans pedicab regulations

City prepares to regulate pedicabs

City officials, who are facing a Sept. 20 deadline to begin regulating the pedicab industry, announced today that they intend to distribute 325 licenses evenly among the companies that already operate the human-powered vehicles.

The number of pedicabs — a form of transportation that has become increasingly popular in Midtown, to the chagrin of taxi owners and bus drivers — has skyrocketed in recent years as tourists increasingly use them to get around Midtown. Under a law passed by the City Council over a veto by Mayor Michael R. Bloomberg, the number of pedicabs will be capped at 325.

The Department of Consumer Affairs, which was given the responsibility to regulate the industry, proposed dividing the 325 licenses evenly among the existing pedicab companies — estimated to number perhaps a dozen or more — “as though we were handing out a deck of cards,” said Jonathan B. Mintz, the consumer affairs commissioner.

The new legislation had directed the agency to give preference to existing cab operators above companies seeking to enter the market.

The new pedicab licenses, or plates, will not be like taxicab medallions, which can be sold, traded and mortgaged and have recently gone for more than $420,000. The pedicab licenses cannot be sold; they may, however, be transferred from older to newer vehicles.

No individual cab company can request more than 30 licenses. If, after the licenses are distributed to the companies that request them, licenses are left over, they will be given out to companies or individuals that place themselves on a waiting list. (It is highly unlikely that there will be any licenses left over.)

“Our proposal strikes the fairest approach by dividing all 325 evenly among those already in the industry,” Mr. Mintz told reporters in a conference call this afternoon.

The department hopes to have the rules in place by mid-August, in advance of the Sept. 20 date on which the law will take effect. The department is holding a public hearing on the new rules on Aug. 3 in the second-floor auditorium at 125 Worth Street.

The new law requires that pedicabs undergo an annual safety inspection and carry safety features like reflective plates, brakes and seat belts. It also requires cab owners to obtain insurance.

The City Council approved the pedicab bill on Feb. 28 over objections from some cab owners. The mayor seemed poised to sign the bill on March 14, but at the last minute, decided not to do so, swayed by arguments that the tiny industry should remain relatively unregulated. On March 30, the mayor vetoed the bill, but on April 23, the Council voted to override him.

There are pedicab companies in NYC with more than 30 pedicabs in the fleet who are being forced to downsize, while smaller companies are boosting their fleet to meet the 30-cab max. Is that an unfair advantage? Are the smaller companies riding on the years of hard work of the larger companies?

The City Council says this is the fairest approach, but is it really? Alternatives might be to force everyone to downsize equally based on a percentage of their fleet or number of years in operation. Seems like the larger operations are being penalized to the benefit of the smaller ones.

And if you were even thinking about opening a new pedicab business in NYC, you can forget it. I'm certain there was a more elegant solution to the issue than this.

Boston throwing out party bikes

The seven-person bicycles poking through city streets since last summer may soon be banned from Boston.

Mayor Thomas M. Menino, concerned about the effect of so-called party bikes on traffic and public safety, submitted a proposed ordinance this week that would prohibit the circle-shaped bikes.

"I don't want to wait until someone gets hurt," Menino said. " They're dangerous."

The mayor also proposed regulating pedicabs, three-wheel bicycles used to transport people. Pedicab companies would have to secure a license from the Boston Police Department's Hackney Division.

"Regulating the pedicab industry and prohibiting the use of party bikes is critical to protecting not only the customers that use these services, but also to protect pedestrians and vehicular traffic," Menino wrote to the City Council.

Rick O'Connell -- owner of Boston Pedal Party, which operates the German-made Conference Bicycles around Fenway Park and Faneuil Hall -- said he plans to seek a compromise. "I see this as a positive addition to the city," O'Connell said. Neither O'Connell nor city officials said they were aware of any injuries or accidents involving the Conference Bicycles, which travel at a top speed of 15 miles per hour and operate on the weekends from 10 a.m. to 11:30 p.m. The bikes are distributed by Woburn's ScooterBug Inc. ***********************************************************
If you're questioning the safety of these vehicles, check out this video. I can see their value as a team-building exercise in a controlled environment. However, if they're operating in traffic, which it appears they are doing from the photos on the web site and the video, I would be concerned about safety.

More on the Tennessee turf war

Pedicabs Nipping At Heels Of City Horse Carriages

City horse carriage operators said they are having problems with a new competitor - the pedicab.

Mark Neal said drivers of the rickshaw-like, three-wheeled vehicles come up suddenly on their horses and startle them. Another carriage operator said he had to ask one of the pedicab drivers twice not to spook his horse. He said the driver came up again and told him, "We're going to run you out and own this town."

Johnny Brown, operator of the new pedicab firm, told the City Council he is playing by the rules and has $500,000 in insurance with Lloyds of London. He said he has six units and there currently are five drivers.

Mr. Brown said the rides are free, but the drivers hope for tips.

He said, "We connect various parts of town." For example, he said he gave a pedicab ride to a couple who had walked across the Walnut Street Bridge and were too tired to walk back.

He said his drivers can shuttle visitors from one venue to another downtown.

City Councilman Jack Benson noted that the vehicles use the sidewalks, not the streets. He said he was almost run over by one recently while he was walking downtown. "They are somewhat dangerous," he said.

One horse carriage operator said he saw a pedicab driver try to take a couple up steep Second Street, but he couldn't make it.

"That was me," said Mr. Brown with a smile.

Another silly turf war

Posted in The Chattanooga Pulse
June 13, 2007

It isn’t every day that you watch a battle between horse-drawn carriage operators and pedicabs at a City Council meeting, but once such ruckus went down last Tuesday.The carriage operators are concerned about climbing insurance rates should pedicab folks have to file claims on accidents. But the pedicab guys say the carriage operators are worried the man-drawn, trike-like modes of transportation are horning in on their business.

Pedicab trips are free with the exception of driver tips.

There are apparently no ordinances governing pedicab use in the city, other than bike ordinances, so City Councilman Jack Benson said he wants to see what the council can do to make the pedicabs as safe as possible for drivers, pedestrians and others in town. He told people at the Legal and Legislative Committee meeting that a pedicab almost hit him while he was strolling on a downtown sidewalk.

Pedicab representatives said their transportation service tries to offer rides to people in areas that aren’t being served by CARTA’s electric shuttle buses.

In addition to those problems, carriage operators also say the pedicabs scare the horses.

Someone from Denver (or from other cities that have both pedicabs and carriages) please comment on this, particularly the last sentence.

History: What hurt pedicabs in NYC?

If you've ever wondered what lead up to all the pedicab regulation hoopla in New York City, this 2005 article from Business Week should give you a little background. Some of the predictions haven't been realized and may never happen, but pedicabs are still rolling in NYC and around the country.

Pedicabs Steer a Hard Road
The human-powered cabs are familiar sights in big cities, despite regulations and insurance woes that can make this business a very rough ride

On a mild winter day in January, the phone won't stop ringing in the office above George Bliss's garage. Between calls from drivers who want to lease a cab for the day, the 50-year-old owner of Pedicabs of New York recounts the challenges of the past year. He has sold half of his pedicabs to cover the rising insurance premiums, which have doubled from a year ago.

He adds that some of the newer operators mistreat tourists and aren't driving safely, tarnishing the image of pedicabs. "They don't uphold standards," he says. "It's a tragedy."

PEDAL PEDDLERS. The unusually warm winter weather, prime operating conditions for pedicabs, isn't helping his mood, either. Since Bliss is between insurance policies for a few days, he refuses to let drivers ride without coverage, instead directing inquiries to a competing operator.

There was a time, not so long ago, when very little in rough-and-tumble New York could be called good, clean fun. Now, in the amusement-park ambience of Times Square, gourmet popcorn stores have replaced peep shows. Pedicabs, too, have increased in number with the sanitized scene. Some 200 of these modernized, bicycle-powered rickshaws prowl Midtown, up from just a handful 10 years ago.

Their numbers suggest times are good for operators of this novelty transportation. But for all the expansion of the pedicab niche, the business has its share of growing pains -- from rising insurance rates to impending regulation and increasing competitive pressures.

AT THE CROSSROADS. Indeed, Bliss and the rest of the nascent pedicab outfits in New York are at a crossroads. In order to keep growing, operators want to build a reputation as a safe alternative to traditional taxis. But without standard practices and equipment, insurance companies find pedicabs unsavory clients.

"Sometimes underwriters pull pricing out of the air, since there's not much history," says Scott Ziller, an agent at McKay Insurance Agency, based in Knoxville, Iowa, one of the few sellers of pedicab insurance in the country. McKay handles policies for 30 pedicab businesses, representing about 500 drivers, including five outfits in New York.

Operators say they're willing to give up the freedom of not being regulated to bring more legitimacy to the sector. The goal is to find the right balance of ensuring public safety and promoting entrepreneurship. "I'm looking forward to regulations, provided the city doesn't overregulate us," says Peter Meitzler, owner of Manhattan Rickshaw, operator of 13 pedicabs. New York officials are still debating what form those regulations might take.

DIDN'T STAY IN VEGAS. Cities across the country have handled burgeoning pedicab businesses in different ways. In 2002, Santa Barbara, Calif., demanded that drivers apply for city permits. To do so, applicants have to provide a driver's license and proof of insurance. The city also performs background checks on drivers, and it reserves the right to revoke licenses if pedicabs aren't in good operating condition.

Las Vegas last year banned the vehicles from the Strip, where the bulk of the city's pedestrian and tourist traffic takes place. "Pedicabs were causing a lot of conflict," says Sandra Avants, chairman of the Nevada Transportation Services Authority, referring to accidents and various complaints from limo drivers.

The city subsequently granted pedicabs the right to operate in a limited area, as long as they carry insurance. "We didn't want to restrain the business from operating unless there was a public-safety issue of health and welfare of passengers and those sharing the road with pedicabs," says Avants. However, because the Strip ban took away the operators' most lucrative turf, they have virtually disappeared from Las Vegas.

"NEW YORK WAY." Sin City, with its throngs of tourists, bares more similarities to the Big Apple, but banning pedicabs won't likely be the "New York way," says Gretchen Dykstra, commissioner of New York City's Department of Consumer Affairs. "We don't want to go too far, but if there is a fatal accident with a pedicab, then there might be a cry to ban them all together," Dykstra says. For now, it's not clear when pedicabs will get their own set of rules, or what form they'll take. "We are still exploring the possibility of a regulatory scheme," Dykstra says.

Of course, regulations could also have the effect of keeping newer, and sometimes unscrupulous, operators from entering a very competitive market for transportation services. Competition has increased as the city's horse-and-carriage operators enter the trade, along with individuals who own only one or two pedicabs. "We want to keep renegades out," says Meitzler, referring to those who operate without insurance and flout traffic rules.

Bliss says he has trained 100 pedicab drivers over the years, but he adds that only 25 actually took to the roads. Besides customer rejection, drivers have to navigate New York traffic and brave noise, pollution, and bad weather. "It's the selling that's the real challenge," Bliss says.

ROLLING BILLBOARDS. And training drivers doesn't mean they won't take that knowledge to work at a competitor. Bliss, who owns 12 pedicabs now, admits his cabs are older, so drivers he trains often defect to rivals with newer, spiffier vehicles that are easier to drive.

Meitzler, who worked with Bliss previously, has been running his business since 1995, but still hasn't made a profit. "The business doesn't start to turn unless I have advertising" on the pedicabs," says Meitzler, a legal assistant by day. "I couldn't live off of pedicabs," he says. Still, with some additional ad revenue he's hopeful that 2005 will be his first profitable year.

Regulatory changes or not, Bliss and Meitzler anticipate new opportunities down the road. Both are trying to find new advertisers. Altoids paid about $700 per month to advertise on each of Bliss' pedicabs. Meitzler says he has gotten interest from Broadway shows and winemakers. Target and Unilever, maker of Axe body spray, placed ads last year. Meitzler helps operators in other cities start their own pedicab businesses.

HERE, THERE, ALL OVER. Bliss is "strategizing around historic tours," planning to charge $50 for a 50-minute guided pedicab ride. He also aims to expand geographically beyond Times Square and Midtown -- to Harlem, Coney Island, Flushing, Queens, and downtown Manhattan. Eventually, he hopes to develop electric pedicabs.

They won't be overrunning taxicabs any time soon, but in a decade's time, Bliss predicts there could many more pedicabs in New York -- up to 1,000. "The city can absorb it, and it's not an inconvenience to other industries," he says. For the time being, though, the pedicab business will have its share of bumps in the road.

History: Pedicabs no longer in Vegas

If you think that pedicabs are here to stay and can't be tossed out of any city, think again. You need to read this CNN article about Las Vegas from November 2003. Today, the only place you can find pedicabs in Sin City is inside the Shops in Desert Passage at the Aladdin Hotel.

Pedicabs in Vegas? Maybe not for long
Officials criticize vehicles as safety hazards

LAS VEGAS, Nevada (AP) -- On bustling Las Vegas Strip, tourists see a sinewy long-haired savior in Bill Jones. Authorities see a safety hazard.

Jones is one the scores of Las Vegas pedicab drivers who zip up and down the strip, making sure visitors don't have to waste their time in traffic congestion. But he may not be rolling for long.

At a recent public safety meeting, state and local law enforcement officials declared the pedicab swarm illegal and a potential danger to tourists. They intend to force the vehicles into extinction.

"That's what we're working toward," said Byram Tichenor, enforcement chief for the Nevada Transportation Services Authority, which regulates limousines, tow trucks and tour buses.

Part bicycle, part open-air carriage, pedicabs usually carry two passengers pedaled by a strong-legged driver. Las Vegas pedicab entrepreneurs say they provide an important service to tired tourists and are being unfairly targeted.

Jim Huff, 29, president of Silver State Pedicabs -- whose motto is "We Save Soles in Sin City" -- said a proposed county ordinance that would exile the pedicabs is wrongheaded.

"Clark County needs to take the time to regulate us rather than simply ban us," said Huff.

Jones, 38, says his job is fun.

"I go up and down, up and down," he exclaims. "I love this job. It rules."

Drivers work for tips only, earning $100, $200 or even $300 during a busy shift ferrying people along the five-mile stretch of neon lights.

Collecting fares for pedicab rides is illegal in Clark County, but most display a "not for hire" sign that allows them to skirt the law. AmeriCab's business card says, "Free rides to Fine Hotels, Restaurants, & Gentleman Clubs."

Authorities determined that the "behavior is for hire and illegal," according to a summary of the public safety meeting.

Furthermore: "(Police) reported several instances of accidents caused by the pedicabs, intimidation tactics by drivers toward passengers with regard to payment."

'They hire anyone'

Pedicabs aren't unique to Las Vegas. Other cities, such as Denver, San Francisco and Santa Barbara, California, have embraced the modern-day rickshaws.

Santa Barbara even introduced regulations last year requiring drivers to get FBI background checks, identification badges and business licenses in an effort to make streets safer.

In Las Vegas, pedicabs operated for years without much notice. But they have proliferated in recent months, with companies cropping up in record numbers despite scores of police citations.

A random survey of drivers revealed at least seven companies with a fleet of more than 70 pedicabs.

Steve Osness, 24, who owns and runs Hawaiian Bike Cab, said more are on the way -- and he isn't happy about it.

"It's getting diluted. It's terrible," Osness said. "They hire anyone and send them out there. Everyone thinks they can start their own pedicab company."

Four companies have obtained business licenses in an attempt at legitimacy. They rent their vehicles to people like Bill Jones at a daily or nightly rate.

Not surprisingly, the taxi industry also oppose the pedicabs.

"They are a big nuisance," said Ron McGee, a supervisor with Nellis Cab Co. "They're taking our fares. They're a big-time safety hazard."

Huff, who has been in business for about two years, says his $4,000 pedicabs have single welded-frames and come equipped with rear hydraulic brakes and tight turning ability.

He says his pedicabs won't jackknife, unlike some others that amount to trailers hitched to bikes.

Amsterdam learning from NYC

From the May 1, 2007 article in the Nieuws uit Amsterdam

‘Stricter rules bicycle taxi’

New York has introduced stricter rules for bicycle taxis; France wants to allow cyclists to jump red lights and London found that it may in fact be safer to do so. Useful lessons for Amsterdam?

As a bicycle-friendly city, Amsterdam is often seen as an example for the rest of the world. However, lessons can be learned from other cities as well.

BICYCLE TAXI
The New York Municipality recently introduced stricter regulations for bicycle taxis. They must have good brakes and lights, must be insured, may no longer use electric motors, and may no longer use bicycle lanes. In addition, the number of pedicabs will be limited to 325, while some estimate that there are now 500 to 600.

Businesses located near Broadway had complained about congestions caused by bicycle taxis aggressively trying to attract customers among the theatre-goers. Many bicycle taxi drivers themselves found that some sort of regulation should be introduced, even though they find the current regulations excessive.

An independent bicycle taxi driver complained in the New York Post about fleet owners importing ‘foreign pedalers’ who ignore traffic regulations and give bicycle taxis a bad name. “It's like the Wild West out there. It's completely out of control”.

In Amsterdam, only 30 licenses for bicycle taxis have been issued, 15 of which are used by the Wielertaxi company, tells co-owner Richard Nijssen. In the future, he would like to expand to 20 to 25 bicycle taxis.

According to Nijssen, research shows that bicycle taxis mix well with normal bicycle traffic. “Only someone who is really in a hurry might get stressed if he cannot pass immediately”. Only if the number of bicycle taxis would grow substantially, stricter regulations might be needed, said Nijssen.

Nijssen does get occasional complaints about traffic violations. “Sometimes they have a high adrenaline level and they do sometimes jump red lights”, Nijssen said. “We advise anybody not to do this in busy traffic”.

At times, cyclists bump into a bicycle taxi if it brakes more abruptly than expected. According to Nijssen, this is not really a big issue: “During the three years I have been active as a bicycle taxi driver, I have had at most one incident involving angry cyclists per year”.

De Lange of the Fietsersbond paints a less positive picture. “We get quite a lot of complaints about bicycle taxis, especially about them blocking the way on narrow bicycle lanes. It so happens that bicycle taxis are wide and slow and they are active in the city centre where everything is narrow and tight”.

The Fietsersbond has not yet taken a stand on bicycle taxis, but if the number of licenses is to increase, there should be a debate. One might for example consider banning bicycle taxis from certain routes during rush hour, said De Lange.

She said it is conceivable that reducing car traffic in the city centre would create more room for bicycle taxis.

As yet, there seems to be no reason to introduce stricter rules on brakes. Wielertaxi’s bicycle taxis have brakes that were designed for motorcycles. According to Nijssen, you have to have good brakes, especially if you go down a bridge with a 150 kg taxi plus driver and passengers.

Wielertaxi’s taxis have a support motor. One can hardly do without in a city with so many bridges, said Nijssen. What is more, they use environmentally friendly electronic motors.

Sixty percent of bicycle taxi clients are tourists. In addition, there are Amsterdammers who consider the bicycle taxi a serious mode of transportation, claims Nijssen, among them people who are going out.

Bicycle taxis might come to play a more important role if regulations for regular taxis become stricter and when new technology becomes available, increasing the capacity of the batteries and making the taxis lighter without compromising comfort and safety.

Thanks, Trixi, for leading me to this story.

NYC misses the mark

Pedicab Smackdown: City Council Defies Bloomberg, Reins in 'Green Transport'

Monday's vote in the City Council to sharply rein in the burgeoning pedicab industry was both predictable and dispiriting, given Mayor Bloomberg’s pledge on Sunday to make New York "the first environmentally sustainable 21st-century city."

No matter that the mayor's 2030 plan specifically calls on the city to promote bicycling as one way to lower traffic congestion and emissions.

The Council voted 37-6, with 2 abstentions and 5 absences, to override Bloomberg's veto of the pedicab cap, reflecting the reluctance of some members to risk the wrath of Speaker Christine Quinn by coming out publicly against a bill she has so adamantly defended.

Among those switching sides were Brooklyn rep Letitia James, who stood with Quinn after previously opposing Intro 331-A, and Parks committee chair Helen Foster, who voted no even though she'd initially supported the bill. David Yassky of Brooklyn voted yes, but said the bill's citywide cap of 325 pedicabs was "unwise and too low" and asked that it be revised before the bill expires in two years.

In a press conference before the vote, Quinn, took exception to the notion that her efforts to restrict pedicab transit were anti-environment.

"The issue isn't whether pedicabs are or are not green," Quinn told reporters. "The fact that they are human powered certainly makes them a clean-air vehicle. But we have to balance the reality of wanting to have more green vehicles of all sorts . . . with the reality that you have to regulate industries that use the streets of New York to make money."

Quinn said capping the industry at 325 pedicabs was "reasonable"—even though drivers say it could put 40 percent of them out of business—and predicted the new restrictions, such as allowing the NYPD to ban pedicabs from any Midtown street for up to 14 days—would prove less "dire" than opponents think.

Just why Quinn has been so determined to smack down the still relatively puny pedicab industry has been the subject of much speculation.

She dismissed allegations that she was swung by a close friend who works for a firm that lobbies for the taxi industry, terming that "ridiculous."

Quinn said she was initially motivated to act on behalf of theater owners in her district, who are fed up with aggressive pedicab drivers congregating outside Broadway shows and ringing their bells to attract customers. (Quinn described a recent trip to see Jersey Boys on Broadway: "You couldn't pass on the street because there were pedicabs from one curb to the other, completely blocking the flow of traffic.")

But Quinn didn’t deny that the taxi-medallion owners had given her plenty of input. "There’s nothing wrong with the taxi industry making their position clear on this bill, and there’s nothing wrong with talking to the taxi industry," she insisted, adding, "There was no undue influence here at all."

In fact, representatives of the taxi industry showed up at every public hearing over Intro 331-A, and there were at least five taxi reps on hand for Monday's override, including a guy snapping pics of the Council members as they voted.

Surprisingly, the most outspoken opposition came from the outer boroughs. "This bill is not about regulation. This bill is designed to kill this industry," charged Tony Avella from Queens. "You are immediately, the day this bill goes into effect, putting people out of work. Shame on us if we do this."

His Queens colleague Hiram Monserrate questioned why the Council was requiring pedicab owners to take out $2 million insurance policies, when taxis are required to carry only $350,000 in coverage. "This is about eliminating, not regulating," said Monserrate, who made a last-ditch effort to avert the override by circulating an alternative bill with a bigger cap and fewer restrictions. Monserrate urged th