SR-10-02-2012-4A 211-026/420-000ID_
C,Yof City Council Report
Santa Monied
City Council Meeting: October 2, 2012
Agenda Item:
To: Mayor and City Council
From: Gigi Decavalles- Hughes, Director or Finance
Ed King, Director of Transit Services
Jacqueline Seabrooks, Chief of Police
David Martin, Planning and Community Development Director
Subject: Discussion of Pedicabs and Their Potential Impact on Safety, Traffic and
Circulation
Recommended Action
Staff recommends that the City Council
1) Review and comment on the information on pedicab operations, and
2) Direct staff to return with a proposed ordinance regarding the regulation of
pedicab operations.
Executive Summary
On June 3, 2012, the City received a Business License application from Trike Pilots,
Inc. to operate up to 20 pedicabs from the Main Street district to the Montana Avenue
district. As part of an assessment of the impact on safety and traffic circulation, staff is
seeking Council's feedback on options to regulate pedicab operations within the City
prior to approval of the Business License. Pedicabs serve as a transportation option for
short trips and are also a tourist attraction. They typically serve downtown, convention,
and resort areas of cities as large as New York City and as small as Key West. Due'to
the increasing popularity of pedicab operations, and in response to instances of serious
injury and death of pedicab passengers, cities have begun to implement stronger
vehicle and driver regulations.
This report provides Council with information on pedicab regulations that have been
implemented in other U.S. cities, and includes options for Council to consider in
potentially establishing local pedicab regulations.
Background
The City of Santa Monica has received a business license application from Trike Pilots
Inc. to operate five to eight pedicabs initially, with the stated intent to operate up to 20 in
multiple areas of the City. The company notes in its application that the ability to travel
to a variety of places throughout Santa Monica is essential to its success. Section
1
6.48.020 of the Santa Monica Municipal Code (SMMC) requires that pedicab operators
be approved by the City Manager or the City Manager's designee after an assessment
of the vehicle's impact on safety and traffic circulation
The Santa Monica City Council previously considered pedicabs on January 27, 1998,
when it adopted an ordinance establishing a year -long pilot pedicab program. The
ordinance was not codified pending the completion of the pilot. Records show that no
pedicabs operated during the pilot period and Council took no action when the pilot
program expired pursuant to the terms of the 1998 ordinance.
Over the past decade, the number of pedicabs on city streets has grown considerably.
Forty -five major U.S. cities have pedicabs- for -hire operations, usually in downtown,
convention, and resort areas. In response to public safety, circulation, and fair business
practice concerns, several cities have chosen to regulate their pedicab operations to
varying degrees.
In Los Angeles, the City Council heard a motion from Councilman Eric Garcetti on April
24, 2012 directing the Los Angeles Department of Transportation (LADOT) to study the
feasibility of a pedicab pilot program in Hollywood. The study is looking at best
practices and the ability to regulate pedicabs. The agency has held off on issuing
permits until it can address public safety concerns through new regulations. If the
program is launched and is successful, pedicabs could be expanded to areas adjacent
to Santa Monica, such as Venice Beach 2.
Existing Laws
Pedicabs in California are currently regulated through the California Vehicle Code.
Vehicle Code Section 21200 provides that a person riding a pedicab upon a public
National Safety Council's Journal of Safety Research, The unrecognized danger of a new transportation
mechanism of injury — Pedicabs, March 1, 2011
2 Park LaBrea News Beverly Press, Pedicabs Could Be New Way to Get Around Hollywood, May 3, 2012
2
street has the same rights and is subject to the same requirements as any driver of a
motor vehicle. Other sections of the Vehicle Code, as well as sections of the California
Streets and Highways Code, regulate pedicabs as bicycles. The California Streets and
Highways Code binds pedicabs to the same rules as bicycles related to the use of
bikeways (including bike paths, lanes, and routes), that would allow pedicabs to operate
on the Beach Bike Path without restriction. In September 2010, in response to active
lobbying by the City of San Diego, signed Assembly Bill 2294 amending the Vehicle
Code to authorize municipalities to specifically regulate pedicabs .3
Pedicabs operating within Santa Monica would also be subject to all provisions of
SMMC Chapter 3.12 that regulate bicycles, including the prohibition of bicycles on
Ocean Front Walk (aka The Beach Promenade)4. Although the code notes that bicycles
may operate on Ocean Front Walk where it constitutes a portion of the bikeway, this
would not apply since no such areas currently exist. Attachment A outlines existing
State and local law related to pedicab operations.
Discussion
Customers use pedicabs in lieu of taxicabs or other forms of transportation because
they are novel, allow for greater interaction with surroundings, are environmentally
friendly, and are efficient. Although pedicabs provide benefits to a city, they also
present challenges when employed in areas with high traffic congestion and limited
available curb space and street parking.
Staff researched pedicab regulations in other cities in order to develop four possible
regulatory options including 1) no regulatory change, 2) regulations outlined in California
Vehicle Code 21100(n), 3) business regulations, or 4) business and operational
regulations. Although this report includes information on regulations in place throughout
the United States, special attention should be given to California cities because of the
3 Vehicle Code H 2110, subd. (n); 21200 et seq.
4 SMMC Section 3.12.550
3
narrow scope of local regulations authorized under the California Vehicle Code. The
main areas of regulation imposed by cities are licensing, fares, equipment, routes, and
public safety.
Licensing
Licensing requirements are essential to the enforcement of any local regulatory system.
Cities that regulate pedicabs generally require that pedicab owners and drivers obtain
permits and business licenses. Owner permits generally include vehicle permits that
are focused on ensuring that a pedicab has insurance and meets minimum
specifications and equipment standards. Driver permits are typically referred to as the
operator permit and require that a driver complete a criminal background check and
maintain a valid driver's license. Permitting is generally handled by the same
department that handles taxicabs.
New Orleans has some of the most extensive driver requirements, including a
requirement that drivers complete a drug test, demonstrate proof of residency, and
demonstrate proof of "right to work ". Some cities also limit the total number of pedicabs
that may operate through their business licenses. For example, Boston limits the total
number of pedicabs to 25 while New Orleans does not allow any individual company to
operate more than 15 pedicabs, with a citywide cap of 45. San Francisco and Long
Beach also limit the number by requiring approval of a company's fleet size and routes.
Fares
In general, pedicab regulations do not directly establish fare amounts or address
compensation for pedicab drivers. In some cases, cities require pedicab companies to
submit proposed rates with their permit applications for city approval. Some cities
permit pedicab companies and drivers to set any rate they choose, requiring only that
the rate be posted. Pedicab drivers usually lease pedicabs and rely on tips for
compensation, with fees negotiated with customers based on longer distances or time
frames. Depending on the level of competition (i.e. the number of pedicabs soliciting for
El
business) negotiated fares can encourage aggressive tactics to secure customers,
since a driver is responsible for paying for the lease of the pedicab first before earning a
"profit". Cities that do not establish or regulate rates experience inconsistent rates even
within the same company. New Orleans is the only city reviewed that sets its pedicab
rates, which are $5 per passenger for the first 6 blocks and $1 for each additional block
thereafter.
Equipment
Some cities establish specific equipment requirements for pedicab operations. A key
element is the frame of the vehicle. The unibody frame has the bicycle and the carriage
built as one frame, typically with three wheels.
Figure 1 — Single Frame Passenger Pedicab
The retrofitted bicycle is a pedicab with a carriage trailer hitched to a bicycle. A 2011
study by the University of Tennessee for the City of Austin observed that these
pedicabs were more difficult to control and were not consistently and safely converted.
5
Figure 2 — Retrofitted Bicycle
Examples of additional equipment requirements include:
• No motor - operated mechanisms
• A secondary emergency brake system
• Battery- operated headlights and taillights
Turn signals
• An audible signaling device
• Passenger seatbelts
• Rate sheet
Routes
To address congestion and safety concerns, some cities have chosen to restrict the
routes or areas that pedicabs may use. Of the Ten U.S. cities reviewed, only New York
City, New Orleans and Santa Barbara lacked restrictions on where pedicabs could
operate. San Diego has created restricted zones that require the use of a restricted
zone decal. In San Francisco and Long Beach, pedicab companies must submit routes
with their permit application. Some cities authorize the Police, Traffic Engineer, or
combination of departments to restrict pedicab routes to ensure that traffic circulation
and public safety are taken into consideration.
Public Safety
The National Safety Council (NSC), in studying the safety of pedicabs, conducted a
review of admissions to a level 1 Trauma Center in San Diego from 2000 to 2009. The
review showed 15 major trauma victims injured in pedicab incidents, 14 of whom had
fallen from the pedicab. Alcohol was detected in 10 of the 14 victims. Eleven of the 15
0
victims experienced traumatic brain injury, skull fracture, or loss of consciousness, and
two of those victims died due to severe traumatic brain injury. While the study found
that injuries were mostly due to falling from the pedicab in the evening hours while
intoxicated, one of the two deaths occurred when the victim, who was not intoxicated,
fell from the pedicab as it was making a sharp turn during the daylight hours, likely
because the seat was slippery. At the time of the accident, pedicabs in San Diego were
required to have seatbelts and this particular pedicab did not have them installed.
Overall, the researcher observed that pedicabs in downtown San Diego were mostly
used at night and served patrons of the many bars and clubs in the area, and concluded
that bar patrons use pedicabs as an alternative form of transportation to driving. Based
on its study, the NSC recommended the following pedicab for hire regulations:
Drivers
• Be a minimum of 18 years of age
• Understand Rules of the Road, i.e. possess a U.S. Driver's License
Should refuse transport to patrons who appear too intoxicated for safe travel
• Comply with all posted speed limits
• Not operate a pedicab on streets with speed limit greater than 25 MPH
• Require passengers to wear restraints while pedicab is in motion
Pedicab Vehicles
• Should undergo annual city inspection and receive decal / frame stamp
• Be equipped with headlight projecting 300 feet, 2 taillights projecting 500 feet
• Have brakes in good working order
• Have signage indicating passengers must wear restraints
• Be equipped with front safety bar, seatbelts, and armrests or hip restraints
• Have seats that are covered in high friction material
Regulatory Options for a Pedicab Transport Mode
Pedicabs may impact circulation, public safety, existing transportation options (buses,
taxis, bicycles), and parking. However, the City's LUCE encourages new transportation
modes as a way to create a multi -modal transportation system that minimizes and,
where possible, eliminates pollution and motor vehicle congestion while ensuring safe
mobility and access for all without compromising our ability to protect public health and
7
safety. Attachment B provides a comparison chart of regulations used by U.S. cities
that have incorporated the use of pedicabs on their streets.
California cities allow pedicabs to operate under varying degrees of regulation. San
Diego is the only one that implemented its regulations after the State amended the
California Vehicle Code in 2010 to define pedicabs and specifically address local
regulation of pedicabs; as such, San Diego may serve as a model should Council
choose to implement extensive business and operational regulations. It is important to
note that the Vehicle Code's authorization for local pedicab regulation is somewhat
vague and untested in case law.
The California Vehicle Code Section 21100 (n), as amended, specifically authorizes
local legislation to require pedicab drivers to 1) possess a valid California driver's
license; 2) complete a bicycle safety training course; and 3) complete a California
driver's license examination. San Diego's regulatory scheme goes well beyond these
three requirements. Its regulatory scheme has been subject to significant litigation
since 2010, but none of those cases has received appellate court review. While courts
are likely to take a dim view toward local legislation that duplicates or conflicts with the
Vehicle Code, it is unclear how a court would react to local law that supplements the
Vehicle Code in the pedicab area. Generally, the legal risk in this area increases with
increasing scope and depth of local legislation.
Regulatory Options
Attachment C provides a summary of the restrictions included in the four possible
regulatory options, and their varying levels of impact on the pedicab companies and city
resources. Impacts of each option are further discussed below:
1. No Regulatory Change
Once approval by the City Manager or his designee is granted, the pedicab
company may apply for a business license and follow existing State and local laws
governing the rules of the road and parking. Laws prohibit pedicabs from operating
8
on public sidewalks and parking garages, passengers from riding on handlebars,
and pedicab drivers from operating a pedicab in a willful or wanton disregard for the
safety of persons or property. Pedicabs would be able to access all public streets
and bike lanes, including the beach bike path; however, pedicabs would not be
allowed to access any areas where bicycles are currently prohibited, such as the 3rd
Street Promenade. If no bike lane is present, pedicabs could travel within the
vehicle travel lanes. If the pedicabs cannot maintain a speed consistent with motor
vehicles on the roadway, they would be required to move to the right to yield for
vehicles behind them. This could prove challenging on narrower streets.
Another challenge is that pedicabs, similar to taxicabs, require areas to park and to
conduct routine staging. The use of a bus stop or layover zone to solicit customers
or to load /unload customers creates potential operational issues for bus service.
Under current law, pedicabs would, like bicycles, be allowed to use `bus only lanes'
along the Transit Mall; however, stopping in these lanes to load /unload customers
could disrupt bus service and create safety issues. The City faces steep competition
for curb space and open areas for existing demands, which would need to be
incorporated into the overall circulation and parking plan for the City.
Under this option, pedicabs would have the potential to have a high impact on
circulation. The greatest impact is anticipated in the Downtown and Main Street
areas, and on the beach bike path. Since pedicabs are dependent on pedestrian
customers, pedicab drivers would most likely operate during the busiest time frames,
such as weekends and evenings, when vehicle and pedestrian traffic are at their
peak and parking is at its lowest availability. However, during peak evening and
weekend times, motor vehicle traffic moves at a relatively low speed, particularly in
congested areas of Downtown and Main Street, so the impact of pedicabs on traffic
circulation may be minimal. In fact, there may be positive benefits in the sense that
pedicabs could help promote a lower overall speed of traffic in areas with many
pedestrians, like Downtown and Main Street, which could be beneficial to pedestrian
9
safety. While this option would not have an impact on administrative staff, Police
Department and Code Enforcement resources could be overburdened.
2. Adopting Regulations Outlined in Vehicle Code 21100 (n)
This option would add minimal new regulations by implementing only those
regulations specifically authorized in Vehicle Code Section 21100 (n) that allow local
jurisdictions to require driver's licenses and testing. The impact on circulation, and
Police Department and Code Enforcement staff would be the same as outlined in the
"no change" option above, although it would in theory assist with elevating the
standard of pedicab drivers and therefore operations. There would be a slight
increase in administrative staff time to administer driver permits to verify driver's
licenses and safety training.
3. Adopting Business Regulations
Implementing business regulations that would require vehicle permits, insurance and
equipment such as seatbelts, would also add minimal requirements on pedicab
companies. This type of change would require an amendment to the SMMC by
Ordinance. This requirement would increase basic standards for the pedicab
companies and address some safety concerns, yet would not lessen the impact on
circulation and the accompanying burden on Police Department and Code
Enforcement staff from the "no change" option above. There would also be an
increase to administrative staff time related to managing vehicle permitting.
4. Adopting Business and Operational Regulations
This option adds significant new regulations on the industry by creating a permitting
system for the pedicab company, vehicles, and drivers, as well as adding specific
rules on where pedicabs could operate. The San Diego Municipal Code provides a
potential model for this option that governs both the pedicab business and its daily
operations (i.e. drivers and vehicles).
10
In addition to the pedicab company obtaining a business license and the "business
regulations" outlined above, creating operational regulations would include more
extensive vehicle equipment and operational standards. For example, the additional
regulations could include background checking and testing of drivers, mandated
pick -up and drop -off locations, capping the total number of pedicabs, restricting the
areas of operation, requiring passengers to use seatbelts, and establishing uniform
rates.
Capping the total number of pedicabs would have the natural effect of reducing the
impact on circulation when compared to Options 1 through 3. Establishing a zone
where pedicabs could legally operate would restrict the potential impacts of pedicab
use as described above to within the zone only. Although there are likely positive
and negative impacts associated with pedicab use in congested areas, the
establishment of a zone for pedicab use may not be well- received by the public or
businesses who frequently complain of high levels of traffic congestion already. The
need to enforce the added regulations under this option would increase the impact to
Police Department, Code Enforcement and administrative staff. San Diego currently
has two full time staff in the transportation engineering department who administer
the pedicab program, which currently has 250 pedicab vehicles in operation with 400
licensed drivers.
Additionally, this option would likely also include somewhat higher legal risks. As
discussed above, the tension between the broadly preemptive nature of the Vehicle
Code and the untested Vehicle Code authorization for local regulation becomes
more relevant as local legislation imposes more comprehensive and in -depth
pedicab regulations.
Commissions
Staff conducted outreach to stakeholders and received specific feedback related to
potential regulations. Feedback from Santa Monica the Chamber of Commerce and
Santa Monica SPOKE will be provided at the study session.
11
The Pier Corporation Board requested that City Council consider the potential safety
issues that could be created with the operation of pedicabs on the pier due to its
physical layout, deck surface, and congestion. The Board specifically pointed out its
concerns on the impact on congestion and tenants that pedicabs would present when
parking to solicit customers. The Board also recommended that insurance
requirements be a priority.
The Santa Monica Convention and Visitors Bureau board of directors noted the need to
offer various modes of transportation to those in our community. While the board
supports any modes of transport that are non - vehicular, they noted the importance of
recognizing the experience one receives in the service of a pedicab may reflect on the
entire visit and would therefore recommend a stringent approach to the management of
pedicabs to avoid any unsafe or unprofessional practices and conduct. This may
include designated routes, fees, training requirements and loading areas not unlike
those currently applied to the City's taxi cab franchises.
The Recreation & Parks Commission expressed opposition to the use of pedicabs in
any manner on the beach bike path, citing public safety concerns and the size of
pedicabs in relation to the width of the bike path. The Commission also recommended
that the City adopt any necessary ordinance restricting pedicab operations on the beach
bike path and explore all options to amend the California State Vehicle Code if
necessary.
Next Steps
If Council wishes to implement regulations for pedicab operations in Santa Monica, staff
will draft an ordinance to amend the Santa Monica Municipal Code to reflect Council's
wishes as to the scope of regulations. Staff will return to Council with a recommended
ordinance and an assessment of the impact on budget, circulation, and personnel
resources.
12
Financial Impacts & Budget Actions
There is no immediate budget/financial impact associated with the discussion; however,
implementing broad regulations would likely require increased costs related to
enforcement and administration. While staff would recommend fees to cover any new
costs, enforcement costs are fixed, while the number of pedicab licenses may fluctuate,
thereby making full cost recovery a challenge over the long term.
Prepared by: Sam Morrissey, Traffic Engineer
Joe Stitcher, Assistant Director, BBB Transit Services
Jay Trisler, Traffic Commander, Santa Monica Police Department
Salvador M. Valles, Business & Revenue Operations Manager
Forwarded to Council:
Rod Gould
City Manager
e't-'j II V ' �
David Martin, Planning and Community
Development Director
Attachments:
A. Existing State and Local Law
B. Pedicab Ordinance Comparison Chart
C. Summary of Regulatory Options
13
Attachment A - Existing State and Local Law
State Law
In September 2010, with active lobbying by the City of San Diego, Gov. Arnold
Schwarzenegger signed Assembly Bill 2294 to provide municipalities with specific
authority to regulate pedicabs.
The bill added Section 467.5 to the Vehicle Code, defining "Pedicab" to mean either:
1. A bicycle that has three or more wheels, that transports, or is capable of
transporting, passengers on seats attached to the bicycle, that is operated by a
person, and that is being used for transporting passengers for hire; or
2. A bicycle that pulls a trailer, sidecar, or similar device, that transports, or is
capable of transporting, passengers on seats attached to the trailer, sidecar, or
similar device, that is operated by a person, and that is being used for
transporting passengers for hire gave cities the authority to require operators of
the pedal- driven vehicles to have a driver's license.
The bill authorized a city or county to adopt rules and regulations, by an ordinance or
resolution, licensing and regulating the operation of pedicabs for hire, and operators of
pedicabs for hire, including requiring one or more of the following under Vehicle Code
Section'21100, subdivision (n):
1. a valid California driver's license;
2. proof of successful completion of a bicycle safety training course certified by the
League of American Bicyclists or an equivalent organization as determined by
the local authority; or
3. a valid California identification card and proof of successful completion of the
written portion of the California driver's license examination.
U151
Prior to the adoption of Assembly Bill 2294, every person riding a bicycle upon a
highway had all the rights of, and was subject to specified provisions in, the Vehicle
Code, including rules of the road, that are applicable to the driver of a vehicle. The bill
made those provisions also applicable to a person operating a pedicab. By defining
pedicabs as bicycles, pedicabs are bound to the same rules related to the use of bike
paths, lanes, and routes.
The California Streets and Highways Code Section 890.4 defines these as:
® Class I bikeways, such as a "bike path," which provide a completely separated
right -of -way designated for the exclusive use of bicycles and pedestrians with
crossflows by motorists minimized.
• Class II bikeways, such as a "bike lane," which provide a restricted right -of -way
designated for the exclusive or semi exclusive use of bicycles with through travel
by motor vehicles or pedestrians prohibited, but with vehicle parking and
crossflows by pedestrians and motorists permitted.
• Class III bikeways, such as an onstreet or onstreet "bike route," which provide a
right -of -way designated by signs or permanent markings and shared with
pedestrians or motorists.
Local Law
Pedicabs operating within Santa Monica are currently subject to all provisions of
Chapter 3.12 of the Santa Monica Municipal Code (SMMC) that regulate bicycles,
including the prohibition of bicycles on the Beach Promenade where it does not
constitute a portion of the bikeway. Under existing local law, pedicabs are currently
prohibited from operating on public sidewalks and parking garages, passengers are
prohibited from riding on handlebars, and drivers are prohibited from operating a
pedicab in a willful or wanton disregard for the safety of persons or property.
A -2
As stated above,
the City of Santa Monica
currently
does not specifically regulate
pedicab business
operations within the City
of Santa
Monica, with the exception of
SMMC Section 6.48.020:
Prior to applying for a license, any non -motor propelled vehicle for hire
used for transportation of passengers must be approved by the City
Manager or the City Manager's designee, who shall assess the vehicle's
impact on safety and traffic circulation.
Section 6.48.020 was adopted in 1980 and then amended on July 28, 2009, when the
taxicab franchise system was adopted. Prior to this amendment, non -motor propelled
vehicles were subject to the same regulations as taxicabs.
A -3
Attachment B — Comparison of Pedicab Regulations Chart
California Cities
Drivers
Vehicles
city
tY
Regulatory
System
Y
Fare Regulated
Notes
Driver
Drug /
Permit
Equipment
Insurance
Limit on No.'
Restricted areas
.:Type
Permit
Background
Required
Standards
Required
': Allowed to ;
of Operation
Required
Check '
Operate
San Diego
Lottery /
Yes
No/No
Yes
Yes
Yes
Yes
Mix
No
Regs Updated in 2009
Open
250 Pedicabs
Restricted Zone
Fares only need to be
Regulations updated to address
permits required
posted,
safety issues and to limit the number
in specific areas,
of pedicabs. Existing companies
(most desirable
were grandfathered into the program
forpedicabs)
with a lottery to fill a remaining 35
slots.
Balboa Park
permits issues by
-
lottery.
San
Open
Yes
No / Yes
Yes
Yes
Yes
No
Yes
Yes
Regs Adopted in 1986
Francisco
Case by case
Routes must be
Fares must be
Allowable routes were expanded in
approved by
approved by the
2010 by Transportation Advisory
Transportation
Board of Supervisors
Staff Committee
Advisory Staff
Committee
Santa
Open
Yes
No / Yes
Yes
Yes
Yes
No
No
No
Regs Updated 2002
Barbara
Case by case
Fares only need to be
posted.
Stockton
Open
Yes
No/Yes
Yes
Yes
Yes
No
No
No
Regs Adopted 2011
Case by case
Routes must be
Fares only need to be
approved by the
posted.
City
Long Beach
RFP
Yes.
No / Yes
Yes
Yes
Yes
No
No
Yes
Regs Adopted 9986
Case by case
Routes must be
Fares must be
approved by the
approved by City
City
Council
M
Other US Cities
Drivers
Vehicles
city
Regulatory
System
Restricted areas
Fare Regulated
Notes
Driver
Drug /..
Permit
Equipment
Insurance
Limit on No.
' Type
Permit
Background
Required
Standards
Required
Allowed to
of Operation
`. Required
Check.
Operate
Austin, TX
Open.
Yes
No /Yes
Yes
Yes
Yes
No
Yes
No
Regs updated in 2012
Fares only need be
Regs updated in 2012 to increase
disclosed and posted
equipment and insurance
—Tips Only Allowed
requirements, and routes.
Trailers banned and staging /parking
areas added.
Boston, MA
Open
No
No / Yes
Yes
No
No
Yes
Yes
No
Regs Updated in 2007
Exception:
25 vehicles
Routes and times
Paid by Tips
Dominated by one company.
Driver's
of operation must
Party Bikes prohibited when regs
License is
be approved
implemented in 2007.
Req.
Least amount of regulations — -
written mostly by the dominant
pedicab company
Denver, CO
Open
Yes
No / Yes
Yes
No
Yes
No
Yes
No
Regs Enacted 1981
Times and areas
Fee By Block and by
Limits on times and areas of
of Operation are
Tip
operation are minimal, affecting only
Designated by
one area of the central business
the Traffic
district.
Engineer
B -2
Other US Cities
Drivers
Vehicles
city
tY
Regulatory
S Y tem
Restricted areas
.Fare Regulated
Notes
Driver i
ir
D rug/
P it
Permit
Equipment
I
Limit on No.
'. Type
Permit '.
Background
Required
Standards
:Required
`. Allowed to
of Operation
Required `
Check
Operate
New
Lottery
Yes.
Yes / Yes
Yes
Yes
Yes
Yes
No
Yes
Regs Updated 2010
Orleans, LA
3 companies
$5 per passenger first
Drivers required to wear uniforms.
w /no more
6 blocks, $1 each
Regulations are for a 12 -24 month
than 15
thereafter
pilot program that is currently still
-
vehicles; and
underway.
45 vehicle
max Citywide
New York,
Open
Yes
No
Yes
Yes
Yes
Yes
No
No
Regs Enacted 2007
NY
Application
30 Pedicabs
-
Fares only need to be
asks about
per Company
posted.
criminal
history
M
Attachment C — Regulatory Options`
'For all options, a business license would be required for any company or independent contractor operating in Santa Monica, and would be required to comply with
all restrictions and laws related to the operation of a bicycle, per existing law.
* *Minimal vehicle regulations could include seat belts, turn signals, and lights
— Extensive vehicle regulations could include:
• Detailed pedicab equipment standards, such as armrests and single frame
• Annual vehicle inspections
• Company identification color scheme and marking standards
• Outlined situations when a pedicab is subject to towing
•- Restrictions while operating pedicabs on public streets such as:
Restricted to streets with speed limits less than 25 mph or Class II bikeways (as defined. in Streets and Highways Code section 890.4)
Disallow pedicabs in specific areas, including bus only lanes
Mandated pick up and drop off stands
Parking requirements -
Required use of seatbelts
C -1
IBM
P o
O.
1
No Regulatory
No
No/No
No
No
No
No
No
No
No
No
Low
High
Change
2
Regulations Outlined
No
No / No
Yes
Yes
No
No
No
No
No
No
Low
High
in CVC 21100 (n)
3
Business Regulations
No
No / No
No
No
Yes
Yes **
Yes
No
No
Posting
Medium
Medium
Minimal
Only
4
Bus & Ops
Yes
No / Yes
Yes
Optional
Yes
Yes— r
Yes
Yes
Yes
Yes
High
Low
Regulations
Extensive
'For all options, a business license would be required for any company or independent contractor operating in Santa Monica, and would be required to comply with
all restrictions and laws related to the operation of a bicycle, per existing law.
* *Minimal vehicle regulations could include seat belts, turn signals, and lights
— Extensive vehicle regulations could include:
• Detailed pedicab equipment standards, such as armrests and single frame
• Annual vehicle inspections
• Company identification color scheme and marking standards
• Outlined situations when a pedicab is subject to towing
•- Restrictions while operating pedicabs on public streets such as:
Restricted to streets with speed limits less than 25 mph or Class II bikeways (as defined. in Streets and Highways Code section 890.4)
Disallow pedicabs in specific areas, including bus only lanes
Mandated pick up and drop off stands
Parking requirements -
Required use of seatbelts
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