Tony Benedict, right, pedals four pedestrians home from a night of partying Friday from Albert Avenue.

Wearing a black leather jacket reminiscent of Johnny Ramone, well-manicured facial hair and a big grin, Tony Benedict, owner of Pure Power Pedicab, is East Lansing’s one and only bicycle taxi.

Benedict, an East Lansing resident and former paramedic, has been serving the East Lansing community since November 2008 with his human-powered mode of transportation.

“I go completely on tips, and I do that because I don’t want to set a set rate,” Benedict said. “Some people just want a ride and they really don’t have a lot of money. I figure everyone should have a ride if they just want to go home and they don’t live too far away.”

On average, Benedict said he is tipped $5-$6 for rides that average about a quarter mile, although a particularly generous customer once gave him $100.

Benedict operates his taxi Thursday through Saturday, starting around midnight. On any given night, he’ll give 20-40 rides with two or three people riding in his cab at a time.

Aimee Ryder, an interdisciplinary studies in social science and human resources and society senior, rode in the pedicab for the first time this winter.

“It was something I always wanted to do before I graduated,” she said, “We had left from the bar, Rick’s (American Café). We were going to our house.”

Ryder said the blanket Benedict includes in the cab to keep passengers warm and his willingness to take photos of her and her friends made the ride that much better.

Benedict’s relationship with bicycles began when his truck was destroyed and he began using a bicycle as a primary mode of transportation. This, he said, was when he realized the power of bicycles.

For Benedict, his pedicab is more than a job — it also is a way to demonstrate his desire to reduce dependence on automobiles and congestion.

“I am doing it kind of for the money, but not really,” Benedict said. “It’s just very enjoyable, meeting new people and if they enjoy the ride and if these things can grow, that’s what I’m looking for — like something where I can contribute to East Lansing a little bit.”

Benedict’s pedicab weighs in at 185 pounds. The giant tricycle can hold three passengers, has 21 gears, disc breaks, turning signals and brake lights. Brandished on the back of the pedicab’s chassis is a painting of a tiger, a symbol that Benedict chose, he said, because “it gives it strength.”

Benedict sees the future of pedicabs and that of the East Lansing and MSU communities as intertwined. Aside from being environmentally friendly, to Benedict, bicycle taxis could contribute to the area’s “flavor.”

“I do know MSU and East Lansing are definitely looking for new ways to stimulate the city as well,” Benedict said. “This would just be something to help stimulate a little of it. Give it something new, something different.”

Ricky Grunden, a 22-year-old student at Southern Methodist University in Dallas, mounts his Trek Road Bike every morning to pedal the 10 minutes through shaded neighborhoods to campus.  He rides his bike to work, to the gym, to friend’s apartments and even into Downtown.  He rides his bike everywhere.  But Grunden also has a Toyota 4Runner sitting in the garage of his duplex.

“Our country is at a constant rate of increase concerning urbanization,” said Grunden.  “As that happens, cities are becoming friendlier toward bike transportation and it’s good because you can get around faster and you don’t need money for gas.”

Grunden is not the only one researching inexpensive alternatives into his daily routine because of the economy.  According to data from Bike Europe published in May 2009, bike imports to the United States exceeded car sales in the same country by $.4 million.  This means that over the course of several years, the demand for bicycles rose, which in turn stepped up production, making bikes appear as a more logical alternative to cars as a primary source of transportation.

“What we’re seeing is people are gravitating towards comfort and easy ride road bikes for more recreational use [as opposed to performance],” said Senior Marketing Manager of Mongoose/Schwinn Bikes, Lori Heimerl.  “More people are becoming educated about the effects of biking and are picking it up.”

Heimerl said Mongoose sales increased from $113 million in 2008 to $116 million in 2009, but these numbers can be misleading.  Both these profit margins are severely lower than peak years in the past; down about 30 percent according to Bike Europe.  And just because the dollar amount in sales goes up, warned Heimerl, doesn’t mean more people are buying bicycles. “Between 2007 and 2008, we passed along material price increases to our customers, the Wal-marts and Targets of the world,” said Heimerl.  “What they paid for our bikes, they had to charge their customers for retail. So we made more money, but we sold fewer bikes.”

Benjamin Joannou, Vice President of J&B Imports, which owns Sun Bikes, believes the rise in sales, with respect to dollars, is up due to market and merchandise sales. “Our market sales are up, which means more consumers are repairing their older bikes instead of buying new ones,” he said.  “If bike sales passed car sales, they’ve done so on a low level.”

One branch of the cycling industry that is booming in business is the pedicab.  Popular in large cities such as San Diego, New York City and Boston, the pedicab is a carbon-free taxicab that uses manpower to drive passengers around car crowded streets.  In laymen’s terms, a bike drawn carriage.

Austin pedicab driver, Dane Edwards, joined the business during his first years pursuing an undergraduate degree at the University of Texas.  He said he needed something to satisfy his passion for cycling after he returned from a 4,620 mile journey to Alaska. “I don’t have a passion for taking people places,” Edwards said.  “In a car, you’re simply moving from one place to another.  You can’t feel the wind in your hair or experience the city.”

Edwards doesn’t mind the economic benefits either.  For one day, he rents a pedicab for around $70 from his employer Capital Pedicab and collects anything past the rental fee as a straight paycheck.  A ride in a pedicab costs anywhere from $5 to $10 a person, depending on the distance to travel, whether it’s uphill or downhill and what a passenger is wearing.
“It’s intuitive,” said Edwards.  “If they’re decked in fur, I know I can squeeze in an extra buck or so.”

Pedicabs, even on the corporate level, are witnessing an increase in units sold.  Dan Werner, Sales and Marketing Director for Main Street Pedicabs in Broomfield, Colorado, said he is selling more pedicabs than ever before, but the demographic he’s selling to has changed since the recession.  More small town folk from Ohio, Idaho and South Dakota are snagging this trend to solve their financial problems. “There’s a silver lining for us.  I’ve had people call me earlier this year just at the end of their wits.  Their job was being consolidated and mergers were happening,” said Werner.  “I can just sell them a good and reliable product that they can turn around and make money with.”

Werner refers to a pedicab as an investment, costing on average $4,000 per vehicle.  But that’s pocket change, he said, compared to the money a driver will rake in between fares and advertising, or as he calls it, “The Rolling Billboard.” Maintenance on a bike also costs drastically less than on a car, which depreciates over time. “Having a bike in a big city is extremely cost effective,” said Grunden, who can’t remember life before his bicycle.  “It’s amazing I was still able to afford food while I was paying for gas this time last year.”

Josh Carnes is a firm believer that there are very few things people can’t do on a bicycle. On Saturday, he proved that buying a house and moving into it using bicycle power alone is entirely possible.

Carnes also used a seven-person bicycle to tow his Toyota 4Runner and an attached trailer filled with boxes.

“I’m a firm believer that you can do anything by bike,” the 31-year-old firefighter said.

His house-buying-by-bicycle journey began about two months ago when Carnes started looking for a new home. He knew he wanted to do everything related to the new house — including moving in — by bicycle to prove a point, he said.

He and his real estate agent, Mike Carnes, who is not related to Josh, viewed about 15 houses around Old Town before settling on one, Josh Carnes said.

For Mike Carnes, using bicycles for house-hunting was nothing new.

“All the houses I’ve sold in town were by bike,” he said. He said it helps that he specializes in selling homes around Old Town.

“Riding in and sitting on a patio in Old Town, that’s what this town is about,” he said.

When Josh Carnes approached him with the idea of doing the entire process by bike, Mike said he was all for the idea, although his enthusiasm took a short decline on the day when the closing paperwork was being signed, which happened to occur on the day Fort Collins received about 12 inches of snow Oct. 28.

“We went out to get the land title on Harmony Road by bike,” Mike Carnes said. “It took an hour for the sensation to come back to my toes.” Nonetheless, the pair continued forward with the mission, which prompted skepticism among some of Josh’s friends at first.

Karen Galles, a friend of Carnes’, said the first time he shared his idea, she thought he was “insane.”

“I was totally a doubter,” she said, but after Carnes showed her a video of something similar being done in Portland, Ore., she started to believe it was possible.

After hearing about Carnes’ plan, several bicycling shops and organizations around town pitched in. The Fort Collins Bicycle Co-op supplied some trailers for Carnes to use; Brave New Wheel offered to provide some mechanical work to bicycles being used during the move; and High Street Real Estate donated $200 to go toward pizza and beer for a party at Carnes’ new place.

The owner of the circular seven-person bicycle, called a conference bike or septacycle, loaned his bike to Josh to help tow his SUV and the trailer. People who rode the septacycle during the move said the weight wasn’t as heavy as expected.

“The weight was distributed pretty evenly,” Brian Heinold said. “But I was a little out of breath at the end.”

During the move, Josh’s friends said they were excited to participate in what seems to have been the biggest total bike move in the city. Galles said having the help and support of the bicycling community made moving more exiting.

“Something that would normally be a pain becomes fun,” she said.

The novelty of the idea and the desire to help a fellow bicyclist brought Pete Limbach and his friend Lily McConnell to Josh’s house. Neither of the two knew Josh before Saturday, but Limbach decided to help Josh move after he saw a flier at Brave New Wheel.

“It sounded like fun and I liked the idea of it,” Limbach said. “I’ve moved a lot of stuff by bike, but I’ve never moved an entire house.”

McConnell said she thought using bicycles to move was much faster and more convenient than using a moving truck.

“It’s easier to load up bikes,” she said. “It’s so much more convenient.”

She wished the bike ride, which took less than 10 minutes, would have been longer.

Rafael Cletero, director of the Bike Co-op, said his organization gets requests for moving help often. In his seven years here, Carnes’ move was the biggest and most ambitious, he said.

“This is the most pedal power performance yet to be seen,” Cletero said.

Bonnie Bixler Szidon, whose mother lives across the street from Carnes’ new home, said she thought his idea was great. She watched as the herd of cyclists rode down the block, pulling trailers full of boxes and luggage bags.

“It’s wonderful to have fresh blood in the neighborhood,” she said. “This is our neighborhood and we want to see good things happen here.”

Philadelphia Daily News, November 3, 2009

Energetic entrepreneurs will be peddling a new form of transportation in the city soon – at least, they will be if City Council votes as expected to legalize and regulate the pedicab industry.

Pedicabs, or bicycles that tow a trailer with seating for two to four passengers, are common in Boston, New York, San Francisco, Seattle and other cities.

City Councilwoman Blondell Reynolds Brown decided to introduce the pedicab legislation after seeing the vehicles in New York City.

“I came back to Philadelphia . . . [and] saw there were a couple of pedicab companies, but they were not regulated,” she said.

“I thought it would be a chance to get Philadelphia on the map like other cities and municipalities around the country,” she said. “It creates eco-friendly jobs and is a tourist attraction. It would add charm to the city.”

The bill is scheduled for a Council vote on Nov. 12.

The lack of pedicab regulation in the city had been a problem for local companies and for operators in other cities that wanted to set up shop here.

Ben and Tom Dambman co-own Chariots of Philly, a pedicab company that operated in Manayunk from 2003 until 2005.

When the brothers tried to expand into other parts of Philadelphia, the Department of Licenses and Inspections ordered them to cease operations until pedicab regulation was in place.

For the last three summers, they operated their business in Avalon, N.J.

“We want to work exclusively in Philadelphia – this is our home, and this is where we want to live and work,” said Tom Dambman.

Assuming the legislation passes, Dambman said, “Hopefully, within a couple of weeks we’ll be up and running.”

They hope to have 20 employees by next spring, he said.

Ben Morris, president of Boston Pedicab, also runs pedicab services in Newport, R.I., and San Francisco. He looked into expanding to Philadelphia in spring 2008.

“I thought it would have been a really good fit,” he said. The lack of regulation prevented him, he said.

Now that the legislation looks likely to pass, he said he would “absolutely” look into starting an operation here.

“We’re always looking to expand,” he said.

Philly cycling enthusiasts cheered the news.

“It’s good for the environment, it helps the health and quality of life for Philadelphians,” said John Boyle, advocacy director of the Bicycle Coalition of Greater Philadelphia. “It helps residents and tourists quickly get to where they need to go, and provides green jobs for the city.”

If Philadelphia cabbies were worried by the possibility of competition, they were playing it cool.

“We have two different markets,” said Ronald Blount, president of the Taxi Workers Alliance of Pennsylvania.

“Their market is more of novelty travel.”

And in winter, he said, “no one I know is going to want to get on the back of a cold bicycle to get to where they need to go.”

Every time Brett and Matt Dingeldein pass each other while operating one of their pedi-cabs, they salute each other by ringing the bell.

“We’ve got both hands on the handlebars when we’re pedaling,” Brett said. “The bell is right there by your thumb, so it’s a good way to say ‘Hi.’ And we ring the bell at everybody downtown.”

Since Memorial Day, the father and son have operated Green Street Pedicabs, which offers pedi-cab service around downtown Naperville. Brett, 57, got the idea for the business two years ago. While working out, he was listening to Marketplace on National Public Radio. As host Kai Ryssdal talked about being in the Far East and using pedi-cabs as a method of transportation, inspiration struck.He put together a proposal, which then began making its way through the city’s review process. Earlier this year, the City Council gave Green Street the green light.

“We hope that what we’re doing can change the way some people in this town look at short-distance transportation. Because it’s really easy to get in your car and go to the grocery store, but the consequences of that are the continued consumption of fuels and all the things that always get beaten around in the news,” said Matt, 25.

By day, the Naperville residents work at their landscaping company, Oak Grove Gardeners. But at night, they drive one of their three pedi-cabs around downtown.

“As more things start to happen in the fall and on weekends, we’re going to start operating on the weekends during the day as well,” Brett said.

“This is the best part. It’s free,” Matt said. “We encourage gratuity, however at this time, we are not offering a fare in order to promote our services.”

Each pedi-cab sits two adults. Along with Brett and Matt, there is one other driver, Liz Shuter. Operating the cab is less about skill than it is about physical endurance, Matt said.

Each pedi-cab weighs 150 pounds. If you have another 300 pounds of passengers and add 150 for the driver, “you’re pushing 500 pounds when you’re pedaling,” Brett said.

At the beginning, they were exhausted.

“But not anymore,” Brett said.

While they don’t have any plans to add more pedi-cabs, they might add a different model that can accommodate more passengers for things like weddings. And they are working with Ghost Tours of Naperville to soon provide tours by pedi-cab, Brett said.

“The whole experience has been great,” Brett said.

1. Which do you use more often, car or bike? Matt: We tend to use our bicycles more for in-town travel. Our office is located almost at the corner of Naperville, Aurora and Plainfield, so we tend to drive to work. But when it comes to getting around downtown, I’m always on my bike.

2. What is the most unusual request or story you have? Brett: I had, last Saturday night, a father and his daughter that were downtown. (She was) maybe 5 or 6 years old, and they came from Cookie Dough Creations walking across Chicago Avenue. They were obviously dressed to ride a motorcycle. They both had their leather coats and their leather boots. And the little girl was just riding with Dad. And they both hopped on their motorcycle and talked for a while, then came over went for a ride with me. They had just done a motorcycle trip to Toronto, Canada, together. They were just a cool pair. That little young lady was — she was a cool little girl.

Matt: Probably one repeating theme is people want to drive it, all the time. We always get people who want to take pictures with it, or on it.

3. Do people call to make an appointment, or can you just hail a pedi-cab like a taxi? Matt: We’ve had great success with both. Our telephone number advertised on the pedi-cab is actually a cellular number, so if somebody calls it, and they see us on the street they can say, ‘Can you pick me up at Potter’s Place in a half hour and take me to my car?’ Or Jimmy’s. Or home, if they live close enough. So that makes up a much smaller percentage of our pick-ups than the impromptu, ‘Hey pedi-cab’ or ‘Hey rickshaw …’”

Brett: “…take us for a ride around town.” They’ll come out of a restaurant or bar and just want to go for a quick tour around Naperville.

4. Has anybody every yelled at you for driving slow? (the cabs move along at 9-14 mph) Brett: “No. We’ve been very pleased. That was also a question in my mind as to how traffic is going to react. And traffic moves slow enough downtown that I’ve never been honked at or yelled at … And actually, it’s motorists (who yell) “Hey cool!” and “Right on!”

5. Is there something you learned about downtown that you didn’t know before by driving the pedi-cabs? Brett: How energetic and lively downtown Naperville is at night. The energy that’s going on later in the evening, say past 11.

Matt: Between Main Street and Washington Street on Chicago Avenue, it’s just this constant pulsating sea of activity and people. It’s so great, and if you went by it during the day, you would have no idea. But from two people who have spent the majority of their lives in Naperville, it’s exciting to see. My dad could probably appreciate it a little more than I can, how downtown Naperville has evolved. Because really there are people that come from all over the suburbs that come to enjoy the festivities downtown.

Groundskeeper Mike Griffith is among the one-quarter of Davis campus employees who bicycle to work. But Griffith takes it a step farther. Actually, he keeps on pedaling — after switching from his commute bike to his work bike.

Not just any old bike, but a professional-grade three-wheeler with heavy suspension, 21 gears and hydraulically operated rear disk brakes — and a custom-made cargo bed to haul his work gear, or loads of dirt and mulch.

“This is UC Davis-friendly,” said Griffith, whose 20-year career with Buildings and Grounds puts him smack-dab in the middle of a sea of bicycles every day as he rakes and prunes and sprays.

In switching to the work bike, Griffith voluntarily gave up his gas-powered cart — the ultimate in environmentally friendly gestures.“This is in line with the campus philosophy,” Griffith said. In fact, the campus sustainability committee awarded a $2,145 grant to help buy what Griffith calls a “human powered utility vehicle.”

Buildings and Grounds, Transportation and Parking Services, and Fleet Services also contributed to the purchase price. The total cost (not counting lock, brake lights and a bell, courtesy of the Bike Barn): $3,432, compared with $5,000 to $7,000 for a new power cart.

It was all Griffith’s idea. The UC Davis graduate — he earned a bachelor’s degree in managerial economics while going to school part-time and holding down his grounds keeping job — co-wrote the grant application, researched and test-drove the various work bikes on the market, and made the purchase.

“Mike is incredibly motivated about this,” said Cary Avery, grounds superintendent with Buildings and Grounds. “We are very proud of him.”

The bike arrived on March 4, and, so far, so good, Griffith said. “This bike will do all of the work that the other carts will do,” he said. The bike fits around all the bollards and gates that keep cars and trucks off various paths around campus, and the cargo bed can carry 600 pounds.

The bed is built on the same chassis that the Broomfield, Colo., manufacturer uses for its pedicabs. For the UC Davis bike, Main Street Pedicabs painted the bike and bed in Aggie blue, and affixed the Buildings and Grounds logo on both sides of the bed.

At Griffith’s request, the manufacturer cut down the sides of the bed to 16 inches, providing easier access. The bed also features a drop-down gate.

Griffith spoke with Dateline one afternoon last week while transferring a load of mulch from the cargo bed to a planter outside the west entry garage.

His duties also include trash pickup in the six-story garage — and that means pedaling up the ramps. “It’s a little more effort, but it’s not that bad,” he said. “This keeps me in shape for basketball.”

The work bike is also easy on his ears. “That’s the first thing I noticed — no noise,” he said.

“Also notable is the reduction in air pollution and natural resource consumption,” he wrote in a follow-up letter to the sustainability committee. “Additionally, the purchase cost was less than our gas-run work vehicles, the maintenance cost will be reduced considerably, and fuel cost will be zero.”

Griffith recalled that when he started with the grounds division in 1988, he used a handcart to haul his work gear, and some of his colleagues used wheelbarrows. The gas-powered and electric carts came later.

“Some people might think this is a step back,” he said. “But once you get on this, it’s not that hard.”

Griffith said he is getting a lot of positive comments from his co-workers — “a lot of thumbs-up” — and he hopes other departments take notice and consider acquiring work bikes if appropriate.

“It’s absolutely a step forward,” he said. “It’s not just about what it’s doing for the environment, but what it’s doing for my department’s budget.”

And maybe for the campus budget as a whole. Indeed, Griffith said, as he made progress on turning his work bike idea into reality, what began as an individual effort turned into a campus community project, “because of the number of people who freely offered their expertise and support to make this happen.”

“They deserve credit as well. I truly appreciate their help.”

Among the experiences that make one go “Eek!,” tooling around Manhattan in a rickshaw ranks high, falling somewhere between a cab ride during rush hour and walking through Times Square after the theaters let out. Some of the bike-drawn buggies come equipped with seat belts; others don’t. You decide your threshold of thrill.

“There’s a real rush going through traffic,” said Jacob Press, a tour guide with the Manhattan Rickshaw Co., the longest continuously operating pedicab outfit in New York City. “We can always find a way through.”

I have explored the City That Never Stops by foot, bus and bike. But on a recent trip, I wanted to sightsee in a vehicle that was intimate with the urban landscape but didn’t require any energy expenditure. So I called Manhattan Rickshaw a few days before my visit and booked Press and his quads.

Rickshaws are pervasive in Asia, where the economical bicycles with big back seats jostle for space among mopeds, cars, beasts of burden and swarms of pedestrians. In the United States, they’re more of a novelty than a necessity but are a rousing ride nonetheless. Though passengers are not as vulnerable as the biker, they’re still thrust into the chaotic street scene.

“It’s a combination of entertainment and transportation,” said Manhattan Rickshaw owner Peter Meitzler, who was instrumental in bringing pedicabs to New York. “It’s fun and environmental and fills a niche.”

In 1994, he and a group of entrepreneurs brought a dozen pedicabs to Manhattan, a nervy experiment in a city so dependent on taxis. To drum up interest, the rides were free. Today, a number of companies send nearly 500 pedicabs onto the streets. The taxi alternatives, which can be hailed on nearly every busy corner, charge $15 to $40 for a 10- to 30-minute ride.

In Central Park, where I met my driver, pedicabs congregate alongside horse-drawn carriages, vying for passengers with a romantic streak. Some operators also employ licensed guides capable of pedaling, pointing and narrating without crashing.

“We cover a lot of ground,” Press told me as I climbed into the 150-pound contraption, stashing my bags in a small compartment. “In the pedicab, you can see the landscape change and are close enough to see New Yorkers in their daily life.” (Press and I vaguely discussed price and route beforehand. My only request for the 90-minute tour was to cruise through Times Square during rush hour; he balked, then conceded.)

Currently a full-time law school student, the 29-year-old New Yorker also has a master’s degree in urban planning and was keen to share his advanced-degree education. “You see layers of the city,” he said while pedaling away, his steady voice cutting through the street noise. “It’s looking forward and backward.”

In my case, I was hoping Press would spend more time glancing forward, at the oncoming traffic, than back, at me. We started with a breezy spin through Central Park, where he singled out the “Ghostbusters” building and Sheep Meadow, named for the lawnmowers of yore. As we exited the park and joined the stream of traffic, staying to the far left, Press described the passing structures, his eyes ping-ponging between me, the sites under discussion (e.g., the Plaza, St. Patrick’s Cathedral, Trump Tower) and the surrounding bedlam. “We’re faster than traffic,” he said, swooshing around a double-parked minivan, then seamlessly returning to the bike lane.

Seated on a padded bench protected by elbow-high sides and a convertible canopy, I felt as if I was nestled in a cocoon and was at ease enough to give Press 90 percent of my attention. (The remaining 10 percent was busy being a back-seat driver: “Parked car on left!” “Pothole ahead!” “New Jersey plates coming at you!”)

“We’ve had fender benders, but no fatalities,” he said. Well, that was comforting.

From the Central Park area, Press cruised through Midtown and cut through the heart of Times Square. At 45th Street, he removed the top, and with clear skies over my head, I watched the giant faces of billboard models float by like clouds. At a red light, I eavesdropped on sidewalk life, listening to a couple discuss their theater options. I wanted to grab their newspaper and circle “Xanadu,” but the light turned green.

Onward we coasted, through a living documentary of landmark structures (the Chrysler Building, the New York Public Library, the Flatiron Building), complete with narrative. Press never gasped for breath or faltered for topics. He explained such architectural designs as art deco detailing and cornices. (“They make you feel so cozy and warm.”) Then he riffed on ill-behaved drivers. “I’ve given up on out-of-town cars,” he said, referring to a sedan from Maryland that cut us off. After a Jersey driver gave us the middle-finger salute, I asked him about vehicular abuse. “I’ve had coffee thrown on me,” he said, “and almost got doored.”

When we reached Greenwich Village, about 50 blocks from Central Park, Press steered us onto narrow streets girdled by centuries-old buildings. We stopped briefly to peer through the nondescript door of a former speakeasy, then hopped back into our respective seats for a spin through SoHo and Little Italy, where Press’s description of the clam pies at Lombardi’s (America’s first pizzeria) made me wonder if he was carb deficient.

Evening was now approaching, and Press started heading uptown. As we crawled through Chinatown, the smells of dinner scenting the air, Press pointed out one final attraction: the spot where he almost got smacked by a car door.

“American Express is a proud sponsor of the Tribeca Film Festival, and we’re committed to helping generate the energy and commerce that has helped revitalize lower Manhattan – our home since 1850,” said John Hayes, chief marketing officer of American Express. “Last year’s Festival drew more than 325,000 visitors, many of whom attended the events, shopped in downtown stores and dined with neighborhood merchants, making Tribeca a tremendous success.”

“We are delighted that American Express is returning for its third year as Founding Sponsor of the Tribeca Film Festival,” said Festival co-founder Jane Rosenthal. “With its commitment to lower Manhattan as strong as ever, American Express truly exemplifies the power of corporate citizenship. The Festival could not happen without their support, and we are deeply grateful for this wonderful collaborative partnership.”

Festival venues, activities and participating restaurants are situated throughout lower Manhattan, and, beginning May 1, American Express will provide complimentary double-decker bus service to downtown screening houses and special event locations. In addition, a fleet of three-wheeled, chauffeur-driven bicycles known as “pedicabs” will circulate throughout the neighborhood and pedal attendees to downtown stops, free of charge. The double-deckers and pedicabs will be fully wrapped in familiar American Express green tones.

The Tribeca Film Festival was founded by Robert De Niro, Jane Rosenthal and Craig Hatkoff to celebrate New York City as a major filmmaking capital, and to contribute to the long-term recovery of lower Manhattan after the attacks of September 11, 2001.

American Express is the Founding Sponsor of the Tribeca Film Festival. Part of a multi-year relationship, the Festival is one of a series of events – large and small – that American Express is sponsoring to draw people to lower Manhattan and help restore a sense of excitement in the neighborhood. American Express is a diversified worldwide travel, network, and financial services provider founded in 1850. It is a leader in charge and credit cards, Travelers Cheques, travel, financial planning, investment products, insurance and international banking.

For more information on the Tribeca Film Festival, call the Festival box office at 1-866-941-FEST (3378), or visit the Tribeca Film Festival website at tribecafilmfestival.org.

Content provided courtesy americanexpress.com.

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