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New York City Council
Restrictions on the operation of pedicabs in the theatre district zone
Read summaries and jump into the video at the segment start.
Council staff welcomes attendees to the Committee on Consumer and Worker Protection hearing, asks phones to be silenced, and instructs anyone wishing to speak to fill out an appearance card with the sergeants. Staff also says no one should approach the dais chair.
Chair Harvey Epstein convenes the Consumer and Worker Protection hearing, identifies himself as chair, and recognizes Council Members Brewer and Schulman. He calls it the Council Member Brewer hearing and introduces pedicabs as for-hire vehicles.
Epstein explains that pedicabs combine a bicycle with passenger carriages and generally serve tourists in Midtown, Times Square, and Central Park. He notes Council Member Brewer's connection to the issue.
Epstein says pedicabs are heavily regulated by DCWP but most operating cabs are unlicensed or unregistered. He notes an 850-plate cap, estimates 1,200–1,500 pedicabs on the street, and says only 275 valid plates appear in open data.
Epstein says enforcement falls to DCWP, NYPD, and Parks but mostly relies on criminal summonses. He reports that of 1,200 criminal pedicab summonses from 2025, only 9% resulted in punishment, with many dismissed or never prosecuted.
Epstein says the status quo fails tourists charged $500–$1,200 for short rides, Broadway productions disrupted by loud pedicab noise, and licensed drivers competing with unlicensed operators who avoid safety and insurance costs.
Epstein says the Midtown Community Justice Center convened a November 2025 roundtable with NYPD, DCWP, Central Park Conservancy, Manhattan DA, DOT, Times Square Alliance, and Broadway League. He notes the May 2026 report produced recommendations reflected in today's bills.
Epstein lists Intros 64, 77, 673, 992, 993, 1026, and 1063, naming sponsors and topics including theater-district restrictions, timers, fares, meters, TLC authority, curb space, and electric assist. He says he looks forward to robust discussion.
Epstein invites the bill sponsors to speak and says he will start with Council Member Brewer.
Council Member Gale Brewer shares that she takes pedicabs at Central Park West and says drivers know not to overcharge her. She argues the city's approach has been inconsistent and ineffective and that the industry needs to start over.
Brewer credits Judge Wang and the Midtown Community Justice Center for initiating a pedicab task force with the New York Pedicab Alliance, Central Park Conservancy, Times Square Alliance, DA, and NYPD. She cites the report 'Fixing the Pedicab Problem' and says stakeholders still meet weekly.
Brewer says the city has about 850 authorized plates but 1,200–1,500 pedicabs operating, often with bogus credentials. She reports 172 pedicab complaints in 2025, with 86 involving overcharging and 35 unlicensed operators, and says tourists have been charged $500–$1,000 for 20-minute rides.
Brewer describes her bills on meters, moving oversight from DCWP to TLC, requiring third-party apps to carry liability insurance, and allowing pedicabs to use taxi relief stands. She says the goal is not to eliminate pedicabs but to make them safe, fair, and enforceable.
Brewer thanks Judge John Wang, Danielle Mandis, Central Park Conservancy, Times Square Alliance, New York Pedicab Alliance, and her staff and legislative division. She calls the hearing long in the making and important.
Epstein thanks Brewer and, seeing no other sponsor statements, turns to the agency panel. Staff administers the affirmation, and Epstein introduces Carlos Ortiz, Haley Radiker, and Ira Goldapper.
Carlos Ortiz introduces himself as DCWP Chief of Staff, joined by Haley Radiker and Ira Goldapper of TLC. He says DCWP is the licensing agency for pedicab businesses and drivers and registers pedicab vehicles.
Ortiz says there are 130 active pedicab business licensees, 330 registered vehicles, and about 600 active driver licenses, with a city cap of 840 vehicles. He says DCWP enforces pricing disclosure and annual compliance checks, while NYPD and Parks handle on-street enforcement, and noncompliance remains a problem.
Ortiz says Intro 64 would prohibit pedicabs from stopping, standing, or picking up/dropping off within 50 feet of theater entrances in the theater district and require DOT signage. He notes pedicabs already face curb regulations and defers to DOT and NYPD.
Ortiz says Intro 77 would require timers affixed to the rear of the bicycle seat within clear view of passengers. DCWP supports the bill as a way to reduce consumer deception and assist on-street enforcement.
Ortiz says Intro 673 would require DCWP to set fixed per-minute pedicab rates indexed to inflation. DCWP supports better price clarity but warns price controls may burden the agency and compliant businesses, and wants to hear from stakeholders.
Ortiz says Intro 992 would require meters, scannable registration plates, safety training, removal of imprisonment, and a ban on illegal noise devices. DCWP supports the intent but says it lacks street-safety expertise for training and is evaluating scannable plate costs.
Ortiz says Intro 1063 would allow pedicabs with electric motors under 750 watts and pedal assistance limited at 15 mph or a DOT-set speed. He says NYPD is concerned that pedal assist is difficult to enforce in the field, and the administration is ready to work with the Council.
Ira Goldapper introduces himself as TLC Deputy Commissioner for the Uniformed Services Bureau. He says TLC regulates about 180,000 licensed drivers and 115,000 vehicles, conducts over 110,000 inspections, and issues about 24,000 patrol summonses annually.
Goldapper says Intro 1026 would let pedicabs use existing taxi and FHV relief stands and require 15 new pedicab-only stands in Midtown. TLC does not support expanding existing stands because 180,000 TLC drivers already share 107 stands, though it agrees workers need rest space.
Goldapper says Intro 993 would transfer pedicab regulation from DCWP to TLC. He argues pedicabs operate under a different model, the transfer would be extremely costly, and TLC does not believe it is the best path forward, though it will share expertise.
Epstein asks about the 24,000 violations mentioned by TLC. Goldapper clarifies those are taxi-related, and Epstein turns to the roughly 1,200 pedicab violations and why fewer than 10% result in penalties.
Epstein says if tickets are meaningless there is no incentive to comply. He asks what DCWP is doing to improve compliance and prevent tourists from being ripped off, noting not everyone can be Gale Brewer.
Epstein asks DCWP what it is doing to move the industry toward legal standards and protect consumers. He emphasizes that tourists are vulnerable and that the agency is the Department of Consumer and Worker Protection.
Ortiz acknowledges noncompliance is serious and unfair to compliant businesses. He describes coordinated enforcement with sister agencies, summonses, confiscations, police trainings, weekly reports on licensed actors, and updated driver licenses to reduce falsification.
Epstein asks whether the situation is better than three years ago or solved. Ortiz says the issue is not solved and points to legislation on pricing clarity and continued enforcement coordination as partial solutions.
Epstein asks how many pedicab confiscations have occurred in the past three years. Ortiz says he does not have exact numbers because NYPD handles confiscations, but DCWP participates in coordinated enforcement that sometimes results in confiscation.
Epstein describes a tourist taking a 20-minute pedicab ride and being charged $1,000. He asks what recourse DCWP offers and how a consumer can know which pedicab is legal among many.
Ortiz says DCWP distributed information through hotels, tourism partners, and park signage, especially during the World Cup season. He says tourists often write off scams or do not follow up, making complaints hard to action, and supports pricing clarity legislation.
Epstein asks how many pedicab complaints DCWP has received and how many overall complaints went to NYPD and DEP. He requests data on outcomes, resolutions, and whether consumers received money back.
Ortiz says over the past year DCWP could not action any complaints because of missing information or consumers not following up. Epstein notes that means zero follow-through on 135 complaints, and Ortiz says the agency immediately reaches out but lacks data on responses.
Epstein turns to TLC and asks about its street operations enforcement. Goldapper says TLC targets unlicensed for-hire operations across all five boroughs and airports, focusing on hotspots, but says regular enforcement against bad actors is difficult citywide.
Epstein asks how many violations TLC issued this year for illegal operations. Goldapper says TLC issued over 5,000 summonses for unlicensed operators and 790 for illegal street hails, but cannot yet provide summons-by-summons outcomes due to OATH delays.
Epstein asks how many TLC staff issue summonses on the streets. Goldapper says the enforcement division has about 130 officers, with about 85 in street enforcement, far fewer than needed to end unlicensed for-hire activity.
Epstein asks whether TLC inspectors in Times Square could enforce illegal taxi and pedicab violations with the same staff. Goldapper says TLC does not know the pedicab industry and that enforcement alone is not a panacea; education and stakeholder engagement are also needed.
Epstein notes most pedicab users are tourists who are not in New York long enough to learn local rules. He asks what tools TLC would use for education if enforcement alone is not the answer.
Ortiz says DCWP builds ties with the industry, works with the Hotel Association and NYC Tourism, canvasses Central Park, and uses social media to educate tourists. He says the goal is an ecosystem of information rather than one tool.
Epstein says tourists are unlikely to check DCWP social media before taking a pedicab in another city. Ortiz agrees no single tool works and says DCWP's six-person outreach team reached nearly 100,000 New Yorkers and 30,000 people in the streets over the summer.
Council Member Carl Wilson asks whether the 840-vehicle cap is reached; Ortiz says only 330 are registered and perhaps 1,200 are unregistered. Wilson asks what violations can revoke a license, and Ortiz says adjudicated violations or voided insurance can lead to suspension or revocation.
Wilson notes DCWP does not receive direct reports of on-street infractions from NYPD or DEP, so it cannot enforce against bad actors. Ortiz says DCWP coordinates with police and parks but does not get adjudication outcomes, and Wilson suggests another agency may be better equipped.
Brewer asks Ortiz for specific suggestions to improve the industry, including electric, timing, and pricing issues. Ortiz says meters and rates could improve pricing clarity and level the playing field for consumers and businesses.
Brewer asks how one gets a pedicab license and how many have been suspended. Ortiz explains the annual spring lottery for registration plates, annual compliance checks, and plate removal for failed inspections.
Brewer asks whether pedicab businesses must carry insurance and how it works. Ortiz says the administrative code requires insurance, up to six companies offer it, but costs have risen and made licensing difficult.
Brewer asks how many cases go to OATH and what happens. Ortiz says most NYPD summonses do not go to OATH, and Brewer says many fail because officers' handwritten summonses are unreadable, leading judges to dismiss them.
Brewer says pedicabs are supposed to be non-electric but almost all appear electric. Ortiz confirms motorized pedicabs are illegal and can be summonsed or confiscated, and Brewer says she personally thinks electric assist makes sense.
Haley Radiker says DCWP typically moves to revoke licenses during renewal. Since 2022, DCWP revoked about 90 pedicab licenses, including 21 driver licenses and 68 business licenses.
Council Member Kamillah Hanks asks whether registered pedicabs are retrofitting motors or whether unregistered devices dominate. Ortiz says it is hard to know but unlicensed actors likely ignore rules, and Hanks asks where enforcement and policy can meet given resource limits.
Hanks asks whether DCWP receives consumer complaints about electric-assist pedicabs. Ortiz says those complaints go to NYPD, and he defers to DOT and NYPD on safety, noting concerns about identifying vehicles and speed but also workers' need for assistance.
Council Member Virginia Maloney asks for geographic data on pedicab complaints and summonses. Ortiz says NYPD holds that data and DCWP can request it, and says pedicabs operate mainly in Central Park and the theater district.
Maloney notes NYPD, DOT, and Parks are not at the table and says a solution is needed now. She asks how long it would take TLC to build capacity if given pedicab oversight, and Goldapper says it is difficult to estimate and would require OMB analysis.
Ortiz clarifies DOT is not an on-street enforcement agency. Maloney asks about technology to track pedicab locations and whether BIDs could get enforcement powers; Ortiz says BIDs are good partners and DCWP is working on automated interagency reporting.
Council Member Lynn Schulman asks whether noise complaints about pedicabs can be filed with DCWP. Ortiz says 311 noise complaints go to NYPD or DEP, and Schulman says the city needs a protocol; DCWP does not have noise complaint data and will request it.
Schulman asks about the content of overcharging complaints. Ortiz says they are case-by-case but mostly involve overcharging rather than posted-price violations, and DCWP has received 335 overcharging complaints since 2022.
Schulman asks about per-minute rates indexed to inflation and scannable codes. Ortiz says pricing clarity and meters could help, but fixed rates need more discussion, and DCWP is evaluating the cost of scannable registration plates.
Schulman says the bills are practical and the city must find solutions despite resource issues across agencies. Ortiz agrees the problems need creative solutions and thanks the committee.
Epstein asks how often DCWP holds the pedicab license lottery and whether someone can apply outside it. Ortiz explains the annual spring lottery for vehicle plates, while driver licenses have no cap and can be applied for year-round.
Epstein asks how many businesses applied for the lottery and what percentage are turned down. Ortiz says 311 pedicab businesses have applied since 2024, and denials or revocations happen more at renewal or inspection than at the lottery stage.
Epstein asks why about three-quarters of pedicab operators do not apply for licenses. Ortiz says unlicensed activity has grown, incentives are off, and compliant actors should speak to why unlicensed activity persists; insurance costs may also be a factor.
Epstein worries that new regulations may hurt licensed operators while unlicensed ones ignore them. He asks what tools DCWP needs beyond ticketing, and Ortiz says the administration is open to discussing additional tools and wants Council action.
Brewer asks whether TLC's peace officers could enforce pedicab laws if given more funding. Goldapper says TLC does targeted enforcement, not patrols, and is not responsible for quality-of-life complaints like noise; he notes TLC's special patrolman status and pending peace-officer legislation.
Brewer asks how many people it would take to license pedicabs. Ortiz says DCWP has no dedicated pedicab unit and the work is absorbed into everyday tasks, estimating about two to three full-time employees.
Epstein asks whether DCWP has street enforcement staff for illegal tobacco or other violations. Ortiz says those inspectors focus on brick-and-mortar inspections because public-space enforcement is dangerous; DCWP inspectors have been assaulted and lack police powers.
Epstein says an unlicensed alcohol seller would be shut down easily, but unlicensed pedicabs seem harder to stop. He asks why enforcement is so difficult and what additional tools DCWP would need for on-street enforcement.
Ortiz says DCWP wants to be part of the conversation and recognizes the industry's problems. He says the hearing is not the end of the discussion but part of setting larger solution goals.
Epstein thanks the agency panel and dismisses it. He reminds the public that this is a formal proceeding, asks for decorum, and instructs anyone wishing to testify to sign up with the sergeant and submit transcripts within 72 hours.
Danielle Mendez, who oversees the Midtown Community Justice Center, says the bills reflect roundtable recommendations for comprehensive reform. She says the current system does not incentivize licensing or registration, lets anyone print DCWP signage, and criminalizes a primarily immigrant workforce while failing to address overcharging.
Makan Camara, president of the New York Pedicab Alliance, says honest drivers are judged by cheaters and that enforcement is the top priority. He supports electric pedal assist, transparent pricing, affordable meters, fixed rates reflecting costs, rest spaces, and relief from insurance costs.
Kenneth Winter, a 23-year industry veteran and licensed tour guide, says he developed neuropathy and mobility issues after 15 years without electric assist. He is now a single father and needs electric assist to keep working, and he hopes the hearing brings positive change.
Epstein asks why most in the industry are unlicensed. Winter says enforcement fell away during the pandemic, insurance costs rose from about $600 to $5,000–$6,000 per unit, and drivers saw no consequences for operating without licenses.
Danielle Mendez says consumers have no way to identify which pedicabs are licensed and safe. She says clearer plates, barcodes, and consumer education could help, but agency information-sharing failures prevent accountability.
Winter says each agency does its job but lacks connectivity, so enforcement is canceled out. He describes a 'gold rush' where unlicensed drivers charge per-minute, per-person rates of $9–$25 and use lights and sound to distract customers.
Epstein asks whether the panel supports a taxi-style meter with a base fare and per-minute charge. Makan Camara says the New York Pedicab Alliance supports price clarity and meters, and Central Park operators already quote flat fees.
Winter describes being stopped on July 8, 2026, while carrying two pedicabs. He provided license, insurance, and inspection documents, but NYPD confiscated one pedicab for electric assist, costing him about 20 days of work and major hardship.
Epstein notes recent e-bike safety hearings and resistance from DOT to allowing more electric assist. Winter says pedicabs need torque, not speed, average 6–10 mph in Central Park, and the industry has never had a pedicab-caused fatality; Camara says drivers need help, not speed.
Brewer asks why pedicab batteries have not caused apartment fires like other e-bike batteries. Winter says street operators often charge batteries unsafely or buy cheap defective batteries, but garages now restrict charging; he supports UL certification and safe equipment.
Brewer asks how the city could enforce pedicab laws without criminal summonses. Mendez says TLC could issue civil tickets tied to the cab owner and license, making violations an industry issue rather than a criminal one.
Brewer asks whether the panel supports moving pedicab oversight to TLC. Camara says the alliance is open to any agency but wants answers on fitness requirements and insurance; Winter says they are open to solutions without unintended consequences.
Christine Nicholas, chair of the Broadway Association, says she is not opposed to pedicabs but the industry lacks clear regulation and creates safety and consumer risks. She supports Intros 992, 673, 77, 993, and 1026, and urges the Council to consolidate the seven bills into a clear law.
David Saltonstall, VP at the Central Park Conservancy, supports the reform package and TLC oversight. He says nearly every out-of-town visitor near Central Park is aggressively solicited, and Grand Army Plaza and Columbus Circle often feel like a shakedown with unclear fares.
Tom Harris, president of the Times Square Alliance, says pedicabs are vehicles for hire and should be regulated by TLC. He argues criminal summonses are ineffective, civil penalties tied to licenses would create accountability, and pedicabs should be allowed electric assist.
Brewer asks the panel for specific steps to license more pedicab drivers. Harris says criminal court summonses are the wrong tool because discovery and jail exposure lead to dismissals; civil summonses with seizure authority would create accountability and bring compliance.
Epstein worries TLC could be in the same position in three years. Harris says TLC is the right agency because licensing and enforcement would be under one umbrella, with direct accountability, and could use civil penalties and task forces to clean up the industry.
Justin Garbett, who started Fire Island Pedicab in 2019, says operators should be accountable for drivers, maintenance, insurance, and complaints. He favors studying distance-based fares, visible fare systems, and a small legally authorized pilot, and suggests one company managing the whole fleet.
Hesham Mahmoud, a 67-year-old New York Pedicab Alliance committee member and driver since 2017, says he loves his job but his body cannot keep up with pedaling uphill for hours. He asks the Council to support electric assist so he can keep working with dignity.
Adamu Mazalu, a 53-year-old driver from Niger living in the Bronx, says pedicabbing has been his American dream for almost 10 years. He has arthritis in both knees and asks the Council to support Intro 1063 so he can keep working with pedal assist.
Epstein asks the panel whether moving authority to TLC will eliminate illegal actors. Garbett says no and proposes one company with a uniform fleet and benefits; Mahmoud and Mazalu say they are open to any agency that can enforce laws and help the industry.
Kenan Duzenli, a pedicab driver since 2007, strongly supports Intro 1026 to create dedicated relief stands. He says designated curb space would protect metered parking revenue, reduce double-parking and gridlock, limit pedestrian conflicts, and make enforcement clearer.
Amadou Kasimo, a pedicab driver since 2006 and father of three, says pedaling without assistance is exhausting and he needs electric assist to keep working. He also calls for driver training, insurance, and uniform visible pricing under whichever agency regulates pedicabs.
Christina Hansen, a carriage driver and Hell's Kitchen resident, says Central Park South has been degraded by aggressive pedicab ticket selling. She says pedicab plates are just stickers that are easily counterfeited or covered, and suggests readable, visible license plates like yellow cabs have.
Paul Bader, TLC Commissioner representing Queens, says the pedicab industry is like the wild west and needs controls regardless of regulator. He warns TLC's budget was cut by about 64 enforcement officers and asks whether $73 million set aside for a rejected decertification law could be reapportioned if TLC takes on pedicabs.
Kristen March Soha represents an exclusive cycle, a pedicab-specific ride-hailing app. She says pricing problems are nationwide and industry-wide, and asks for an approval pathway for software-based metering on passenger devices in addition to bike-mounted meters, with vetting, ratings, and upfront rates.
Brewer asks how companies and individuals handle insurance costs nationally. Kristen March Soha says insurance has hit the industry hard, with costs rising after insurers learned how much some operators were making, and she has heard of premiums up to $8,000 per unit per year.
Epstein thanks the final witness and says there are no more people on Zoom or in person. Hearing no one else, he adjourns the hearing.