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Chicago regulation didn’t kill pedicabs — they’re literally bigger than ever. But the business has changed, and some drivers say people are breaking the rules.
Five years ago, Chicago regulated pedicabs, banning the human-powered taxis from Michigan Avenue and State Street entirely and from the Loop during rush hour, and requiring operators to be licensed and insured.
Some drivers predicted the rules would kill the business.
Instead, the industry is thriving, with almost 200 pedicabs in operation, carrying tourists, concertgoers and sports fans to and from Wrigley Field, Soldier Field, Northerly Island, the United Center and around the Museum Campus.
But the business has changed character in recent years, according to operators. Instead of using pure muscle power, most operators now use electric-assist motors to aid in pedaling.
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The cabs also have gotten bigger, and may seat up to six people instead of two. Trying to compete with each other and with ride-share companies like Uber, pedicab operators are tricking out their rides with lights, decorations and sound.
“There’s an arms race,” said Ryan Riedel, who is planning a new canopy for his cab in the shape of a sea turtle. “If you go to Buckingham Fountain, you see five-seater cabs blasting music. People are getting increasingly creative to attract attention.”
A pedicab driver talks with a potential rider Aug. 15, 2019, while another pedicab transports customers after a John Mayer concert at the United Center in Chicago. Many pedicabs charge $10 to $15 per person per mile.
A pedicab driver talks with a potential rider Aug. 15, 2019, while another pedicab transports customers after a John Mayer concert at the United Center in Chicago. Many pedicabs charge $10 to $15 per person per mile.
Some operators say they wish there were a little more oversight to crack down on operators who overcharge, have poorly maintained cabs or use cabs operated entirely by motors, making the devices more like golf carts. Fully motorized vehicles are not considered pedicabs and fall outside of the city ordinance, making them not allowed.
“I don’t know why there isn’t more enforcement and the city isn’t looking at the pedicabs more closely,” said Dan Farace, co-owner of Second City Tuk Tuks. Farace said he sees a “new breed” of pedicab operators who don’t pedal at all. He also sees problems with operators swapping around license plates, and attaching them to different cabs, and not posting their prices.
“I’m worried when I see a motorized pedicab going 30 miles per hour in a crowd of drunken people," said Richard Sammartino, who works year-round, without a motor. Sammartino said he doesn’t think the city needs more rules for pedicabs, but should better enforce the ordinance.
The city passed its pedicab ordinance in June 2014. At the time, the city was the “Wild West” for pedicabs, said Bennett Lawson, chief of staff for Ald. Tom Tunney, 44th, a supporter of the ordinance whose ward includes Wrigley Field.
“Now you have plates, better accountability and better behavior. It legitimized the industry too,” Lawson said.
Besides banning pedicabs from certain areas, the city required operators to obtain a $250 license, undergo background checks and have a chauffeur’s license. Operators who want to work in the Chicago Park District need a special permit.
In the first months after the ordinance passed, many pedicabs stopped operating. But then the numbers began to climb, and there are now 198 licenses, with a cap of 200, according to Isaac Reichman, spokesman for the city’s Department of Business Affairs and Consumer Protection.
A big operator is Austin, Texas-based Easy Rider Pedicab, which expanded to Chicago three years ago and has 32 cabs here, said manager Steven Lucas.
Electric-assist pedicabs have increased in popularity all over the country in the last five years, not just in Chicago. “What happened is that the technology became affordable enough, and accessible enough,” Lucas said.
Driver Johnny Mei pedals Suysan Yu, 6, and Jimmy Chen, 9, along the 2300 block of Wentworth Avenue during a demonstration ahead of the July 2004 introduction of pedicabs in Chicago's Chinatown neighborhood.
Driver Johnny Mei pedals Suysan Yu, 6, and Jimmy Chen, 9, along the 2300 block of Wentworth Avenue during a demonstration ahead of the July 2004 introduction of pedicabs in Chicago's Chinatown neighborhood.(Charles Osgood / Chicago Tribune)
In small cities like Nashville or Austin, where pedicabs are popular, motors are nice, but in Chicago they seem necessary because operators cover longer distances, he said.
“It’s a matter of endurance, having longer days and multiple days in a row and being able to say ‘yes’ to rides,” Lucas said.
Lucas said electric-assist pedicabs makes for a smoother ride, and customers are happy to learn the operator is getting some help. “They’re so glad they don’t have to feel guilty,” he said.
Operators said they switched to electric-assist because they can go with the flow of traffic and make more money.
If a pedicab is solely human-powered, it is allowed in bike lanes, said Chicago Department of Transportation spokesman Michael Claffey. Under the city’s e-bike ordinance, electric-assist bikes that weigh up to 125 pounds are allowed in bike lanes, but electric-assist pedicabs are too heavy, Claffey said. That means most pedicabs have to be on the streets.
Farace said he got into pedicab work because it was a green industry and he loves bikes, but he got a simple motor last year after he turned 50. He cautioned that some operators have had trouble with older lithium-ion batteries catching on fire.
Bobby Lentell, owner of JBL Pedicab Management, said that bigger cabs have become popular for the same reason SUVs and big houses are popular — people want more room, whether they need it or not. “It’s a very American thing,” Lentell said.
A pedicab driver waits for customers after a United Center concert on Aug. 15, 2019. There are 198 licensed pedicabs in Chicago, just shy of the city's 200-license cap.
A pedicab driver waits for customers after a United Center concert on Aug. 15, 2019. There are 198 licensed pedicabs in Chicago, just shy of the city's 200-license cap.(Armando L. Sanchez / Chicago Tribune)
Reichman said that the city conducts special enforcement missions targeting pedicabs and responds to specific complaints. The Department of Business Affairs and Consumer Protection has issued 158 citations to pedicabs since 2017 — 43 so far this year, Reichman said.
Lawson, Tunney’s chief of staff, said an operator has asked if the city can raise the cap on pedicabs to allow more licenses.
The prices for pedicab rides vary. Many charge $10 to $15 per person per mile. Some operators specialize in charter trips and special occasions and charge by the hour.
Despite occasional problems from other drivers, bad weather and Chicago Police giving conflicting instructions about where pedicabs can park, operators say they enjoy their work, because it involves being outside and talking with people who are having a good time.
“In the best of times, I drive a joy machine,” Riedel said. “That’s what I try to share with people. It can be pretty awesome.”
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The song for our last quiz may or may not refer to a rail pass to a seaside town. The song is “Ticket to Ride,” by the Beatles. Glen Lochmueller in Elburn was the first with the right answer.
This melancholy song, about vehicles that no longer work and were left to rust, was featured in a film about a Las Vegas love affair. September reminds July. What’s the song, and who’s the artist? The first person with the right answer gets a Tribune pen, and glory.
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Comment:
Why do you have all of these "fake news" stories about how bad corporate regulation is for consumers?
Answer, your news comes from republican supported "corporations".