E Rickshaw
E Rickshaw
E Rickshaw
Acknowledgement
This study has been undertaken by a team led by Ms. Kanika Kalra (Urban Transport Expert, IUT)
with support from Ms. Anindita Ghosh (Urban Transport Planner, IUT), Mr. Ishan Chanda (Urban
Transport Planner, IUT), Mr. Ritesh Goenka (Urban Transport Planner, IUT) and Ms. Baveena K.V.
(Urban Transport Planner, IUT). The team is also thankful to Mr. C.L. Kaul (Executive Secretary and
Officiating Director General, IUT) and Mr. M.L.Chotani (Consultant, IUT) for their constant
guidance and support which is an important source of inspiration and mentor for the conduct of this
study. The team is grateful to Mr. M.K.Sinha (Officiating Director General, IUT) and Mr. Sumit
Chatterjee (Officiating Executive Secretary) for their constant support and encouragement.
The team would like to thank all the stakeholders (RTOs, Municipal Corporation, Traffic Police, e-
rickshaw drivers, manufacturers and users of concerned cities) for their constant assistance in
providing information as well as granting in-person interviews.
List of Abbreviations
2.1 Definition...................................................................................................................................... 7
5.8 Conclusion.................................................................................................................................. 38
References ........................................................................................................................................... 80
Annexure
List of Figures
Figure 1: Methodology of Study ............................................................................................................. 5
Figure 13: Average no. of passengers per day in five cities .................................................................... 21
Table 13: Comparison of different types of Batteries used in Three Wheelers ........................................ 47
Table 14: Comparison of different e-rickshaw vehicle w.r.t Pricing & other Characteristics................... 48
Table 17: Merits and Demerits of Government Pradhan Mantri Mudra Yojana (PMMY) ....................... 53
Table 26: Merits and Demerits of SPV/ Special cell formation .............................................................. 62
Table 31: EMI for different rate of interests (3 years term loan)............................................................. 75
Table 32: Summary for EMI for different loans scenario ....................................................................... 75
Executive Summary
Introduction
E-rickshaws have emerged as an environment friendly, convenient and affordable mode of transport
providing first and last mile connectivity to the metro and bus users. It promotes inclusive growth in
urban areas by providing mass transport facility to urban poor. It has huge potential to provide
employment opportunities to the urban poor. Emerged as a new concept during the last few years its
popularity has extended to various parts of the country. The e-rickshaws are popular as a means of last
mile connectivity in large cities like Delhi and as a means of public transport in small cities like Roorkee
and Agartala. In July 2014 the e-rickshaws were banned in Delhi by the Delhi High Court over safety
concerns raised through public interest litigation later on with the change of policy, the High court issued
an order emphasizing the need for regularization of e-rickshaws in cities. Subsequently, in March, 2015
the Indian parliament passed an amendment to the Motor Vehicle Act 1988 in the form of The Motor
Vehicles (Amendment) Act, 2015 legalizing e-carts or e-rickshaws with a vehicle power not exceeding
4000 watts.
NUTP, 2006 and NTDPC report also emphasised on promoting the use of cleaner technologies and use of
electric vehicles to reduce vehicular pollution. There is a need to shift to sustainable mode of transport
wherever possible as electric rickshaws are considered to be a cost effective mode.
Need of Study
In order to understand the existing status of e-rickshaws in Indian cities in terms of their penetration,
operational pattern, design, structure, capacity, feasibility, legality, acceptance, environment and user
friendliness, safety, etc. it would be necessary to study the concept and operation of e-rickshaw to make it
a safe, affordable , reliable and efficient means of IPT mode for various purposes. It is emerging as a
mode of public transport in the small cities and a feeder service to mass transport system in large cities. It
would, therefore, be necessary to make it a sustainable mode of transport. E-rickshaw service has to be
organised and regulated through policy interventions for integration with public transport so as to play
complementary role in areas with good coverage of PT services and supplementary role in areas with
poor level of PT services.
There is a need to review the role of e-rickshaws in the urban transport system and regulatory framework
available for this mode with an objective to develop an action plan to improve and upgrade electric
rickshaw services in Indian cities. In the absence of any scientific study on the operational and user
perspective point of view of e-rickshaw service it would not be possible to formulate appropriate policies
i
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
and strategies with regard to optimise the service. Hence there is a need for study on e-rickshaws.
Methodology
The methodology of the study incorporates the step-wise procedure in the following 5 stages:
Consultations were held with the officers from the Regional Transport Office, Municipal Corporations,
Traffic Police in the above 5 cities.
Advantages
The economic benefits of e-rickshaws include development of industries & employment generation,
lower vehicular cost, lower maintenance cost, increase in income, affordable etc.
ii
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The social benefits of e-rickshaws are lower daily expenses, less physical effort etc.
The environmental benefits of e-rickshaws relate to low life cycle cost, reduction in air pollution, less
energy consumption etc.
Disadvantages
The e-rickshaws have a number of issues like less safety due to poor braking, lighting system & poor
driver training,
Less comfortable in case of crowding.
City Analysis
From the survey of 5 Indian cities namely Agartala, Amritsar, Delhi , Kanpur and Roorkee it is found that
there is hardly any planning for e-rickshaws within the cities. Though there are existing regulatory
authorities related to the e-rickshaws in all the cities like Regional Transport Office (RTO)/ District
Transport Office (DTO), Municipal Corporation/ Council and the Traffic Police still they are not
emphasising on planning and regulation of e-rickshaw services in the cities. It is observed that routes of
these electric rickshaws are not fixed by the RTO or any other Competent Authority. Normally, the routes
are decided by the drivers themselves and so is the fare structure which is fixed by the drivers generally a
flat fare for shared passenegers.
E-rickshaw stands are not provided by the Municipal Corporation. The stands that are visible in the city
are decided by the drivers themselves based on the availability of road space on their routes, resulting in
queuing at critical junctions, roads etc. and thus contributing to congestion on roads.
The survey also reveal that the rented or owned e-rickshaws are almost equal in number and most of the
e-rickshaws travel an average distance between 50-80 kms per day in majority of the cities covered in
study. However in Amritsar where about 35 % of e-rickshaws travel less than 50 kms in a day mainly
because of shorter trip length of 1-2 km. About 90% of e-rickshaws carry more than 50 passenegrs per
day of which 46% of e-rickshaws carry more than 80 passengers per day. In all the cities it is observed
that e-rickshaws mostly carry 4-5 passengers per trip.
The overall number of rented and owned e-rickshaws are same proportion though the figures vary from
city to city. The drivers pay a rent of Rs.250-400 to owners. The maintenance cost of 61% of e-rickshaws
is around Rs.2000-3000 per month including major replacement of battery after about 6 months. In all the
cities 46% of driver earn daily income between Rs.400-600 per day i.e. an average of Rs.15,000 per
month while 39% of drivers earn between Rs.600-800 per day i.e. an average of 21,000 per month. E-
rickshaws generally operate for 8-12 hours a day.
The driver survey indicates that the e-rickshaw system being unorganised sector face a number of
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
problems in terms of social security, benefits to drivers, infrastructure facilities, lack of proper policy
framework, lack of institutional framework etc. Other than Delhi and Agartala there are minimal
initiatives by the authorities and drivers to regularize e-rickshaws system. The e-rickshaw sector faces
issues like lack of clear-cut policy/ regulatory framework for e-rickshaws, no economic stability for
drivers, no usage of modern technology (ITS), lack of financial support and lack of ownership/
institutions for e-rickshaws vehicles. Despite these challenges this mode is widely acceptable by users as
it is cheap, comfortable and convenient.
More or less people in all age groups use e-rickshaw. 72% of users travel an average distance
between 0 and 5 kms daily and spend less than Rs.500 per month for travelling by e-rickshaws. It is also
observed that there are no safety measures for passengers on e-rickshaws like firefighting equipment’s,
GPS etc. Even though e-rickshaw system has certain disadvantage still, the study shows that the e-
rickshaws are very much accepted by the users compared to other modes of transport because it is
cheaper, comfortable, time saving etc.
The e-rickshaws technology needs to be approved by ARAI, ICAT or state agency. In terms of battery
technology the older e-rickshaw are mostly using starter lead acid batteries as they are cheap but less
efficient than deep cycle battery. But newer approved e-rickshaws mostly use deep cycle batteries. The
Lithium-ion battery may become popular in future due to high efficiency and more life cycle. The other
parameters that studied include type of motor, vehicle design, seating capacity, ITS, future R&D etc.
Recommendations
Keeping in view the findings of the study the following points are to be considered for improving the
operation and management of e-rickshaw services in the cities:
(i) Regulatory Framework for e-rickshaw: The study proposes optimum number of e-rickshaws in a
city based on population size and availability of public transport in the city and accordingly the
required infrastructure should be provided. It is also recommended that laws should be strongly
enforced to make the system efficient.
(ii) Increasing Economic Stability of drivers: Since a major proportions of e-rickshaws are rented it is
proposed that rent should be fixed by RTO to minimize exploitation of drivers. It is found that
owned e-rickshaws are more profitable hence different financing schemes are suggested to provide
loans for e-rickshaws. The drivers can also earn additional income by displaying advertisements,
dropping school children and through tourism activities etc.
(iii) Improving Infrastructure Facilities: The infrastructure like parking spaces near intersections,
terminals and charging points etc. should be provided to regularise the operations and make the
system more efficient. Emerging technologies like wireless, solar and turbo charging need to be
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
used in future.
(iv) Social Benefits to the drivers: The special cell or SPV suggested as part of institutional framework
should create awareness about various schemes and help the drivers to avail benefits of different
social welfare schemes like life insurance, pensions, free education for children and medical check-
ups etc.
(v) Improving Vehicle Technology: Existing e-rickshaws need to be retrofitted to make them compliant
with the prescribed specifications given by the concerned state government. From the research it is
found that lithium-ion battery is most efficient but since the technology for developing lithium-ion
battery is costly deep cycle batteries are to be used till the former technology becomes cheaper. It
is suggested to make spare parts indigenously and create awareness among drivers for new
technologies.
(vi) Use of Modern Technology like ITS: It is suggested that GPS, panic button should be provided in
the vehicles and a control room should be setup to monitor the e-rickshaws plying in the city to
ensure safety of passengers and drivers in case of emergency.
(vii) Mechanism for Financing of e-rickshaw vehicles: In view of the EMI at various rate of interest
indicated in chapter 9 and it is suggested that lower rate of interest on loans should be charged.
(viii) Establishing Institution for e-rickshaw: The study suggests formation of a special cell or SPV
which may work on aggregator model. The special cell will help providing customers to e-
rickshaw operators, plan infrastructure for e-rickshaws, propose optimum fares, select and
implement modern technologies, maintain control room and ITS system (e-rickshaw mobile app,
telephone operations and portal) and also assist in providing social benefits etc.
(ix) Fare Fixation Formula: The minimum fare structure for e-rickshaw services is suggested which
can be used for fixing and revising the fare for e-rickshaws in consultation with drivers.
This reveal clearly that e-rickshaw could play a complementary role by providing first and last mile
connectivity to transit system such as metro and city bus system. It could play a supplementary role as a
low cost hired service alongwith public transport system. It could play a basic role in city centre and
congested areas, shopping centres as intra-sector mobility within residential neighbourhood and
commercial centres. It has huge potential to provide convenient, accessible and affordable public
transport services especially to urban poor in cities and enable an inclusive mobility environment.
v
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Chapter 1: Introduction
India is witnessing a rapid urbanization and motorization. During 1971 - 2011, urban population in India
increased at a rate of 3.81%1 per annum whereas motor vehicles increased at a rate of 11.5%2 per annum.
Ministry of Road Transport and Highways (MoRTH), Government of India statistics show that in 2013
the total number of registered vehicles in India were 18.2 crores of which, buses constitute about 1%.
Due to poor supply & service coverage by public transport and feeder services, several forms of IPT like
auto rickshaws, cycle rickshaws and electric rickshaws have entered the market and are providing last
mile connectivity.
Electric rickshaw as an IPT mode is a very recent phenomenon of Urban Mobility and started gaining
popularity since 2011. These are 3 wheeler vehicles, propelled by an electric motor with a capacity
ranging from 650-1400 Watts. The mode is emerging as an alternative to auto rickshaws and hand pulled/
cycle rickshaw because of their low cost as compared to auto rickshaw and less human efforts required
vis-a-vis hand pulled rickshaws. Though the e-rickshaw is new in the Indian transport system, it has been
in Bangladesh, Philippines and in some other Asian cities for quite some time, plying under different
name and style. Besides providing last mile connectivity it is also a source of livelihood to many lower
income group people in the above areas.
With the existing structure, design, power and mechanics the e-rickshaws being plied in some cities in
India could neither be categorized as motorized vehicle under the Motor Vehicle Act, 1988 nor be
considered fully as a non-motorized vehicle and hence could not be regulated. As such the e-rickshaws
were banned temporarily in Delhi in July 2014 by the Delhi High Court due to safety concerns raised
through public interest litigation. The High Court order emphasized the need for regularization of e-
rickshaws in cities and accordingly in March, 2015 the Indian Parliament passed the Motor Vehicles
(Amendment) Act, 2015 to further amend the Motor Vehicles Act, 1988 legalizing e-carts or e-rickshaws
with a vehicle power not exceeding 4,000 watts.
In order to understand the existing status of e-rickshaws in Indian cities in terms of design, structure,
capacity, feasibility, legality, acceptance, environment and user friendliness, safety, etc. it would be
necessary to study the concept and operation of e-rickshaw to make it a safe, affordable , reliable and
efficient means of IPT mode for various purposes. It is emerging as a mode of public transport in the
small cities and a feeder service to mass transport system in large cities. It would, therefore, be necessary
to make it a sustainable mode of transport.
1
Census of India 2011 – Part 2 ‘Population Size and Growth Rate’
2
http://www.indiastat.com/table/transport/30/registeredvehicles/16443/6121/data.aspx
1
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The Ministry of Heavy Industry and Public Enterprises, Government of India launched the National
Electric Mobility Mission Plan 2020 with a view to enhance national energy security, mitigate adverse
environmental impacts (including CO) from road transport vehicles and boost domestic manufacturing
capabilities for electric vehicles (GOI, 2012). The National Urban Transport Policy (NUTP)- 2006 also
emphasised on promoting the use of cleaner technologies and use of electric vehicles to reduce vehicular
pollution.
The recommendations of the Working Group on Urban Transport of the 12th Five Year Plan and the
National Transport Development Policy Committee (NTDPC) Report stressed on the need to improve the
IPT services. Twelfth Plan has specifically emphasized on the need to “improve and upgrade
Intermediate Public Transport vehicles and services” (para 15.5.1). NTDPC Report also states that
Intermediate Public Transport has a potential of providing clean mobility, low emissions, and improved
safety. Manufacturers should be encouraged to invest in improving the technology of these vehicles. The
NTDPC focus is on the use of clean efficient vehicle technology for public modes in order to reduce fuel
consumption and emissions. It recommends subsidies or cheaper parking for IPT to reduce the use of
private vehicles and promote shift to public transport, para transport and non-motorized modes.
In view of the above, the need is to review the role of e-rickshaws in the urban transport system and
regulatory framework available for this mode with an objective to develop an action plan to improve and
upgrade electric rickshaw services in Indian cities. Accordingly, the study has dealt with various issues
and aspects of e-rickshaw by taking up some sample case study towns and suggested areas of
improvement.
The Scope of work of the study including assessment of the status of e-rickshaws in Indian cities and
possibilities for improvement is detailed out as under:
2
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
1.3 Methodology
b) Secondary sources of data included studies done by different authorities, policies and regulations
enforced by various agencies and other urban transport related documents and publications at state and
city levels.
3
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
For conducting the primary surveys random sampling method has been used with a sample size of 50
operators & 100 users in each city.
4
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Need of study
•Role of electric rickshaw in Indian cities
•Need for regulations and improvement of system
Literature Review
•Definitions & Concepts
•Advantages & disadvantages of e-rickshaw
•Characteristics, Policies and rules
•Case studies
Data Identification
•Preparation of questionnaires: User perception, Operators perception, Government perception
•Current financing pattern
•Current vehicle technology
•O & M characteristics
Recommendations/ Suggestions
•Infrastructure Requirement
•Operation and management of system
•Technology Improvement
•Policies and Regulations (norms, rules, subsidies)
•Socio-econmic stability of operators
•Finacing options
•Institutional options
5
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Chapter 1 Gives a brief about the background of the project, objectives and the scope of study.
Chapter 2 Deals with concepts of e-rickshaw – its advantages and disadvantages.
Chapter 3 Includes the case studies dealing with e-rickshaws in different cities of the world.
Chapter 4 Presents detailed analysis of the 5 cities in India in which the surveys covered various
aspects of e-rickshaws in terms of role, fares, regulations, revenue, drivers and user's perception.
Chapter 5 Highlights the issues and observations related to the e-rickshaw system.
Chapter 6 Provides an insight into the existing e-rickshaw vehicle technology like battery type,
dimensions etc.
Chapter 7 Discusses the different models for financing the e-rickshaws.
Chapter 8 Elaborates on the different models of institutional framework for e-rickshaws.
Chapter 9 Summarizes the recommendations for improving e-rickshaw system in the country.
Chapter 10 Suggests the way forward.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
2.1 Definition
The Motor Vehicles (Amendment) Act, 2015 amending the Motor Vehicles Act, 1988 defines “e-cart or
e-rickshaw as a special purpose battery powered vehicle of power not exceeding 4,000 watts having three
wheels for carrying goods or passengers, as the case may be, for hire or reward, manufactured,
constructed or adapted, equipped and maintained in accordance with such specifications, as may be
prescribed in this behalf.” (Annexure 1)
The Ministry of Road Transport & Highways vide notification of October 8, 2014 defines “E-rickshaw
means a special purpose battery operated vehicle having three wheels and constructed or adopted to carry
not more than 4 passengers, excluding the driver, and more than 40 Kilograms luggage in total; the net
power of its motor is not more than 2,000 Watt and the maximum speed of the vehicle is not more than
25 kilometer per hour.” (Annexure 2)
At the national level, Ministry of Road Transport and Highways (MoRTH) is responsible for setting
standards for motor vehicles in India under the provisions of the Central Motor Vehicles Act, 1988 and
Central Motor Vehicles Rules, 1989.
Under the provisions of above Act and rules, the transport departments of respective states directly
regulate motor vehicles in the cities. The RTOs in the transport department exercise regulatory powers in
respect of driving licenses, motor vehicle registration, permits and motor vehicle compliance with safety
and emission standards. The Traffic Police is also responsible for framing the rules and regulations
related to the operation of vehicles on roads.
As per the primary survey conducted in the selected cities and discussions held with the stakeholders it is
concluded that e-rickshaw operate on cheaper cost as compared to auto rickshaw. It is also a source of
income for many households in India. Therefore, government has taken up steps to improve its operation
and efficiency through policy interventions such as amendment to Central Motor Vehicles Rules, 1989
for registration and regulationisation of e-rickshaws under the Motor Vehicle Act, 1988 rather than
discarding it altogether.
Accordingly, e-rickshaw must be duly approved as per the provisions of the Motor Vehicles Act, 1988.
Manufacturer of e-rickshaw should comply with standards set and vetted by the competent agencies like
7
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The government of India recognizes the urgency to promote sustainable mobility solutions for reducing
the dependence on imported energy resources and GHG emissions. Accordingly, the government has
decided to shift to the alternative technologies like hybrid and electric vehicles developing green
transport.
2.3.2 Faster Adoption and Manufacturing of Hybrid and Electric vehicles (FAME) in India, 2015
FAME (Faster Adoption and Manufacturing of Hybrid and Electric vehicles in India) initiative was also
taken up in 2015 which is a part of the National Electric Mobility Mission Plan. The scheme envisages
Rs.795 crore in the first two fiscals from 2015-17. In this scheme the customer can get the incentive in
the form of lower cost of hybrid or electric vehicles at the time of its purchase. Manufacturers can claim
the incentive from the government at the end of each month. Depending on technology, battery operated
scooters and motorcycles will be eligible to demand incentives ranging between Rs.1,800 to Rs.29,000.
Similarly in three-wheelers it is from Rs.3,300 and Rs.61,000. In four-wheelers, the incentives range
from Rs.13,000 to Rs.1.38 lakh, while in light commercial vehicles it is from Rs.17,000 to Rs.1.87 lakh,
and for buses it is from Rs.34 lakh to Rs.66 lakh.
EV market in India is still at a nascent stage. However, technology and battery advancements are making
EVs more attractive to consumers due to increasing convenience and affordability. The positive sign of
such technology is visible in urban transport, particularly in case of two wheelers and three wheelers in
8
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
the form of electric rickshaws in Delhi. The penetration of these vehicles in the market was due to its cost
competitiveness and convenience to the drivers. Three-wheeler manufacturers have already found
solutions to procuring locally produced batteries. These indicate a positive growth and opportunities for
the electric rickshaw sector.
E-rickshaw is considered as a good option for commuting though they cannot be tagged as the best. The
advantages and disadvantages of e-rickshaw are given below:
9
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
c) No Proper Guidelines: There are no prescribed notified rules and regulations for the operation of
e-rickshaws. Most of the drivers are not fully trained to drive the e-rickshaws, which may result in
unsafe driving practices.
10
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
E-rickshaw operation in some cities has been studied to learn from the best practices prevalent in those
cities.
3.1.1 Introduction
Manila, the capital city of the Philippines, has a total population of 1.65 million (2010) making it the
second most populous & dense city in Philippines spread over in an area of 2,498 hectares (2010).
The main public transport systems in the city includes LRTS and MRTS which serve different parts of
Manila. In addition, numerous taxicabs, tricycles (motorcycles with sidecars, the Philippine version of the
auto rickshaw) and "trisikads" or "sikads" (bicycles with a sidecar, the Philippine version of pedicabs)
also operate in the city.
3.1.2 Issues
Most of the tri-cycles used in the city consumes high fuel and are leading to air pollution and health
problems in the city. Presently approximately 3.5 million (2011) conventional combustion engine
tricycles are in the country.
11
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The e-trikes, powered by lithium-ion batteries, are three-wheeled vehicles that look similar to the “tuk-
tuk”, Thailand’s popular auto rickshaw. The ADB kicked off the project in April 2011, with 20 e-trikes in
the city of Mandaluyong. The project duration is for 5 years, with an estimated completion in December
2017.It aims at bringing 1,00,000 electric tricycles on the streets of the Philippines in five years.
The new e-trikes are expected to cost at least $1000 more than conventional trikes (i.e, twice their cost)
which will be recovered through reduced operating costs over a nominal 10-year lifetime. The
government and ADB are expecting a decrease in the current price with the mass production of vehicles.
The e-rickshaws will help the drivers to have higher income due to low operating cost (7 kWh of
electricity or 80 pesos vs 5 liters of gasoline in 250 pesos). Loans are provided under the project with no
down payment which will be repaid from the daily savings. The e-rickshaws will have 5-year warranty
with after sales service, consisting of long-life lithium-ion battery with solar charging options.
12
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
d) Better Accessibility
The project will provide better accessibility to all parts of the city. This will improve safety of
passengers and is affordable and more environment friendly (reduce pollution as compared to other
IPT modes). The e-rickshaws can ply in the narrow streets which are not served by the buses.
3.2.1 Introduction
Rajshahi is a major urban and industrial centre in northern
part of Bangladesh. Located on the north bank of the Padma
River near the India-Bangladesh border the city has a
population of 4,48,087 (2011) & has a large number of
rickshaws & auto-rickshaw, public buses & taxi's. (Figure 3)
3.2.3 Solutions
From the study conducted by Rahim (2013) some of the advantages leading to its growth in cities are as
follows:
a) More Relaxation time
Majority of the drivers agree that with their e-rickshaws they could get more relaxation time. Most of
the drivers think that it is a comfortable job than their previous jobs as the e-rickshaws does not need
high physical efforts like cycle rickshaws and are easy to operate.
b) Increase in Income
The survey of the operators revealed that nearly 40% of the respondents had an increase in their daily
savings and improvement in their economic condition as the maintenance cost of e-rickshaws is
comparatively low (the average maintenance cost of electric rickshaw is Tk.1,000/Rs.860 in every 3 to
6 month) compared to auto rickshaw.
13
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
3.3.1 Introduction
Sylhet is a major city that lies on the banks of Surma River in
north-east Bangladesh. The city has a population of about
480,000 people (2011). The main transport systems used in the
city are cycle rickshaws, auto rickshaws (mainly known as
baby-taxis or CNGs), buses, mini-buses and cars.
14
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
indicator (left/right). There are high chances of occurrence of accident while driving on the
highway or turning left or right.
The above case studies indicate certain advantages and disadvantages of using e-rickshaw which could be
summarised as follows. These are important issues for considerations while planning for the e-rickshaws
in any city.
Advantages Disadvantages
Economic
1. Provide boost for development of e-rickshaw 1. Less safe due to poor braking & lighting system &
industry and resultant generation of employment. poor driver training.
2. Lower Vehicular Cost 2. Less comfort if over-crowded
3. Lower Maintenance Cost
4. Increase in Income of drivers/ operators.
5. Affordable
Social
1. Lower daily Expenses
1. More Relaxation time to drivers
Environmental
1. Low Life Cycle Cost
2. Reduce Air Pollution
3. Less energy consumption
From the table 2 it is observed that e-rickshaw are beneficial to the society as they have the potential to
create more employment if developed indigenously, creates less pollution and provides more relaxation
time to drivers. But there is a need for proper braking and lighting system if the system has to operate
safely. Further, regulations have to be framed so that the system does not lead to overcrowding of
passengers causing inconvenience to drivers.
Apart from knowing of the advantages and disadvantages of the system another important learning that
can be useful from the Manila case studies is the financial support from the Government to the drivers as
well as provision of infrastructure for these vehicles. This has been one of the key points for the success
of this project and to enhance environmental sustainability within the city of Manila.
15
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
In order to understand the existing situation of the electric rickshaw system in Indian cities, survey of
drivers, users, unions and authority was conducted across 5 cities namely Roorkee, Agartala, Amritsar,
Kanpur and Delhi. The questionnaires that were prepared for the study (Refer Annexure 3) were
discussed with Government officials from Regional Transport Offices, Municipal Commissioner Office
and Traffic Police. Approximately 250 drivers, and 500 users across the selected cities were also
interviewed.
For the purpose of analysis, cities have been grouped into three categories Class I cities, Million Plus
cities and Mega cities based on the city size (Refer Table No.1).
The subsequent section summarizes the feedback and findings from the survey. The detail study of each
city is given in the Annexure 4.
In the city of Delhi, the electric rickshaws serve as a feeder to the metro service and to the city bus
service i.e. it serves the purpose of last mile connectivity. In other 4 cities of Kanpur, Agartala, Roorkee
and Amritsar it acts as a substitute to public transport as the cities don’t have adequate public transport
system. In case of Amritsar the electric rickshaws also serves the tourist population to reach important
places such as Golden Temple, Railway Station and Bus Stand. The e-rickshaws are also being used for
16
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
the purpose of movement of freight in some areas and carry excess weight than the prescribed load in the
MoRTH, notification.
The existing regulatory authorities in all the above 5 cities are the Regional Transport Office (RTO),
District Transport Office and the Traffic Police.
4.4 Routes
The survey across the cities has revealed that there are no fixed routes for operation of electric rickshaws
in cities. The routes are decided by the drivers themselves based on demand. In case of Delhi, the
operations of e-rickshaws are completely restricted on 236 sections on the arterial and other major roads
in various parts of city by the government. However, in other 4 cities, there are no restrictions and the
drivers are free to operate in all the areas within the city limits.
The fares for e-rickshaws have not been notified by the government. Across all the five cities, the drivers
fix the fare on their own which ranges from Rs.5 to Rs.20 as flat rate depending upon the distance
covered. Discussions with the city officials in Kanpur and Agartala have revealed that these two cities
have initiated the process of fare fixation and notification for the same would be issued soon.
For the defined category of vehicles the Central Motor Vehicles Act 1988 and the State Motor Vehicle
Rules 1989 are the main supporting laws and guidelines that are followed for regulation of these vehicles.
The e-rickshaws are required to be registered by the RTO. Initially there was a requirement of permits for
e-rickshaws, later on MoRTH on 30th August, 2016 (Annexure 5) notified that e-rickshaws need not to
have permit under Motor Vehicles Act for plying on roads.
17
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Most of the e-rickshaws that are running in the city have a motor
power of 650- 1,000 watt and battery type of 90-100 Ah. The
maximum running speed is around 15 - 20 km /hr with battery
charging time of 8 hours to 9 hours and replacement period of 6
months. The most common brand of e-rickshaw across cities are
Mayuri, Sarthi, Bharat, Maruti and Vahak. In addition, few locally
made and assembled e-rickshaws also ply within these cities. Figure 6: E-Rickshaws in Agartala
There are no standard specifications for e-rickshaws and it varies
from company to company. However, recently the Government of Delhi has specified some design
standards and identified few agencies for certification of vehicles. The Government has also recognized
33 models of the electric rickshaws and 20 dealers for the sale of vehicles in the market. In other cities no
such initiative has been taken.
18
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
1. Qualification of Drivers
The drivers survey revealed that 47% of the drivers of e- PRIMARY
27%
rickshaws are illiterate and are not aware of the various SECONDARY
47%
19
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
registration of e-rickshaws, especially in Delhi where computerized registration is being done. The
illiteracy rate is very high (86%) in the city of Agartala while in Amritsar it is 25%. Of the literate drivers
of (53%) about half are primary educated and the remaining are secondary educated (Figure 8). Since
most of the drivers are illiterate proper awareness of programmes, schemes and rules meant for them
should be created for effective implementation.
2. Age of Driver
3. Ownership of Vehicles
From the survey it is seen that rented or owned e-
100
rickshaws are almost equal in number (Figure 10), 90
80
but their earning differ due to the rent paid by the
Percentage
70
drivers. Kanpur & Amritsar have the highest rented 60 51 49
50
e-rickshaws at 79% and 67% respectively followed
40
by Roorkee with 59% rented vehicles. On the other 30
20
hand in Agartala, maximum e-rickshaws (90%) are
10
self-owned. Since there are high number of drivers 0
OWNED RENTED
who have rented vehicles provision of loans should
be made to raise their income and also creating to an
ownership feeling by the drivers (Figure 11). Figure 10: Ownership of vehicles
20
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
100 90
79
80 70
67
59
Percentage
60
41 OWNED
40 33 30 RENTED
21
20 10
0
ROORKEE AMRITSAR KANPUR DELHI AGARTALA
30
carry between 50-80 passengers per day. Only 10%
20
of e-rickshaws carry between 20-50 passengers per 10
10
day. Among the 5 sample cities it is observed that in
0
Kanpur e-rickshaws carry more than 50 passengers 20-50 50-80 >80
per day and in Agartala more than 80 passengers per No. of Passengers
day reflecting huge demand for e-rickshaws in these Figure 12: Avg. no. of passengers per day
cities (Figure 12 & 13).
100 86
77 74
80
60 52 20-50
Percentage
38 37 50-80
40 3231
23 26
>80
20 9 10
5 0 0
0
ROORKEE AMRITSAR KANPUR DELHI AGARTALA
Figure 13: Average no. of passengers per day in five cities
21
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
7. Speed of e-rickshaws
From the survey it is reported that 90% of the e-rickshaws have a maximum speed of 20 kms per hour.
Only few e-rickshaws are able to achieve higher speed.
22
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
50 46
45
39
40
35
30
Percentage
25
20
15
9
10
6
5
0
200-400 400-600 600-800 >800
Rupees
From the Table 3 it is observed that due to high payment of rent by drivers they are not able to generate
enough net income when compared with the self-owned vehicle operator.
Table 4 shows that the net income of the driver varies from Rs.5,200 to Rs.17,700. This huge variation is
due to the high amount of rent paid by the drivers to the owners of e-rickshaws. The income level of
23
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
drivers goes down significantly if the routes have low profit due to high maintenance cost of vehicle. If
the drivers are able to get more than 50 passengers per day they can earn minimum wage of Rs.11,700
per month as specified by the government. As observed from the table, on high profitable routes like bus
stands, railway stations etc. drivers are able to earn more than Rs.17,000 per month resulting in more
number of operators on the same routes. However in case of rented e-rickshaws drivers earn even less
than the minimum wage specified by government even on profitable routes.
It is observed that in most cities there are no specified legal penalties for violations by the vehicles yet the
traffic police challans the e-rickshaws illegally. For instance in Kanpur vehicles are challaned Rs.200-300
in no parking zones etc. In Roorkee e-rickshaw are banned for some time in the city and if found plying
on road, a one-time penalty of Rs.12,000 is charged. In Delhi e-rickshaws are banned on many major
roads, if found plying on these roads, a fine of Rs.2,000 is imposed. Only in case of Agartala no cases of
illegal gratification and penalties reported.
24
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
drivers as it helps in solving disputes among drivers or any other problems relating to operation of service
or drivers. Roorkee has an informal union which is beneficial to the drivers to some extent like arranging
parking areas and solving disputes among drivers. Delhi also has a registered union at Shahdara however,
drivers are not aware of its existence.
25%
21%
20% 17%
0%
SIZE SPEED ENGINE TYPE SEATING BATTERY COST BRAND OTHERS/ NO
CAPACITY CHARGING SPECIFIC
TIME
1) Vehicle Registration: All the cities should register the e-rickshaws to safeguard the interest of
drivers and users. Registration of vehicles will help the drivers to identify their vehicles, increasing
the safety of vehicle incase of theft as well as helping them to claim insurances if any crash or theft
occurs.
2) Insurance of drivers and vehicles: Insurance provision should be provided for all the vehicle as
this will safeguard the poor drivers from the heavy cost of repairing of e-rickshaw in case of
25
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
accidents.
3) Quality of e-rickshaws: The companies manufacturing the e-rickshaws should be regulated by the
government. Only the agencies providing good quality engines, frame should be allowed.
4) Battery Life: Only batteries providing battery life of more than 6 months should be used inside the
vehicles.
5) Registration of Old Rickshaws: The battery rickshaws earlier than the amendment of Motor
Vehicle Act and not registered so far should be given timeframe of 2 years for replacement of old e-
rickshaw with the new one so that they can be registered. The old rickshaws which can’t be
registered should be replaced by the new rickshaws by providing subsidies in place of old rickshaws
whose spare parts can be sold out.
6) Training of drivers: Most of the drivers are of the view that they know driving and traffic rules. But
they want awareness on laws about e-rickshaws.
7) Use of modern technology: About 32% of drivers wanted to incorporate modern technologies like
fire-fighting equipment’s, GPS inside the vehicle for ensuring safety of vehicles, drivers and
passengers.
8) Infrastructure provisions: Provision of e rickshaw stand, parking zones would improve their
operations. Provision of e-rickshaw stands at appropriate locations help both drivers and passengers
equally. Halt and stop facilities can help waiting passengers at critical locations.
9) Loans for e-rickshaws: As mentioned earlier e- rickshaw drivers take loans for buying the e-
rickshaw, especially those from a poor background or the drivers have to shelve out money for
paying rent to owners which affect their earnings. Hence 67% of drivers suggested that the legal
financing procedure of e-rickshaws should be made easier. It would be better if government initiates
a beneficiary scheme in this regard or gives subsidies that would make the rickshaw purchasing
affordable at lower rates of interest by banks. (Figure 18)
100 94 94
90
80
66 66 64
70 60
Percentage
60
50 38
40 32
30 20 16
20
10
0
Infrastructure Loans/ Insurance/ Training for License Registration Registration Allow Use of Others
(Parking, Subsidies Pensions drivers of Vehicles for old rickshaws in modern
charging vehicles all part of equipments
point) cities
Suggestions
26
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
80 72.8
4.12.3 Average Trip Length of Passengers
Percentage
60
It is observed that the 72% of users have trip length
40 25.95
between 0 and 5 kms and 26% have a trip length of 5-10
20
1.25 0
kms. Only 1% of users in the city of Roorkee travel for 0
11-15 kms by e-rickshaw as some live in nearby villages 0-5 5-10.0 11-15.0 >15
Distance
and change their mode more than twice. (Figure 21)
Figure 21: Average Distance Travelled by
Passengers
4.12.4 Monthly Expenditure on E-Rickshaw
The average monthly expenditure by users on e-rickshaws is below Rs.500. About 44% of the users
spend less than Rs.200 per month and another 42% spend between Rs.200-500 per month. In Agartala
95% of E-rickshaw users spend between Rs.200-500 per month whereas in Amritsar 90% users spend
less than Rs.200 per month as most of the users are tourists. (Figure 22)
27
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
100
80
Percentage
60 <200
200-500
40
>500
20
0
Kanpur agartala Delhi Roorkee Amritsar
28
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
80 76
70
61
60
Percentage
50
42
40
32
30
20
10 6
0
ACCESSIBILITY COMFORTABLE LOW FARE TIME SAVING (HIGH TRAVEL IN GROUP
SPEED)
40
35 34
30
Percentage (responses)
30 27 26
25
19
20 17
16
15 13 12
9 8
10
4
5
29
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Citywise comparative analysis shows the perception and suggestions of drivers and users on the
improvement of various components of operation of e-rickshaws. Figures indicate the opinion of the
percentage of people surveyed for the purpose.
From the above table it would be seen that almost all the drivers in all the 5 cities wanted that their
vehicles should be registered and driving license should be issued to them. In Agartala all the drivers
were of the view that they should be allowed to operate in all parts of the city. Similar concern was raised
by some of the drivers in Delhi. Drivers in all the cities wanted dedicated infrastructure such as parking,
charging points and social benefits like insurance, pensions etc. Most of the rented rickshaw drivers
wanted loan facilities to be provided by government. It is also observed that charging of illegal penalties
is a major problem in Amritsar and Kanpur.
Table 6: Users Suggestion
Roorkee Amritsar Kanpur Delhi Agartala
(%) (%) (%) (%) (%)
Safety 0 30 80 13 26
Improved Size 6 27 6 5 19
Stability of e-rickshaw 25 45 2 3 19
Capacity 6 34 2 2 16
Better Frame 13 32 8 6 19
Better Design 6 30 2 2 7
Stop Overloading 13 40 66 10 6
Training for Driver 0 20 42 13 57
Age Limit 32 10 0 0 0
Service after 9 p.m. 25 0 40 2 21
Permission for e-rickshaw to ply on all roads 25 0 58 14 71
Luggage Facility 19 0 0 0 0
30
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
From the table 6 it is observed that safety, training of driver for better ride experience and no overloading
of e-rickshaws are of major concerns to passengers. Passengers in almost all the cities wanted the
operation of e-rickshaw should not be restricted on certain roads.
It is observed from the table that both the stakeholders (drivers and users) gave priority to safety features
inside the vehicle such as firefighting equipment, GPS etc., training for drivers for better riding
experience and fixing age limit for driving license. Both the stakeholders wanted proper regulatory
framework so that the e-rickshaws can ply on the specified roads with government permission.
4.14 Conclusion
The conclusions of the survey clearly show that the e-rickshaws are very much accepted by the users. The
user’s survey has revealed that this mode is opted over other modes because it is cheaper, comfortable
and provides considerable time saving etc. Except Delhi and Agartala in other cities there is not much
initiatives by the authorities to regularize this user friendly mode of transport.
31
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The growth of e-rickshaws is not only limited to small and medium cities but also in many mega cities of
India. They play an important role in providing mobility at low cost to a large section of the society. In
small and medium cities they are acting as the public transport system whereas in mega cities they act as
a feeder service to the public transport. However, as revealed by the survey analysis discussed in the
preceding section of the report, there are numerous issues related to the operation of e-rickshaws in cities.
The major issues identified could be clubbed under the following broad categories:
1) Absence of Regulatory Framework for electric rickshaws
2) No Economic Stability for drivers
3) Lack of Infrastructure Facilities
4) Lack of Social Benefits for the drivers
5) Lack of usage of modern technology
6) Lack of Financial Support
7) Lack of Ownership/Institution of the e-rickshaws
In Agartala, prior to the Amendment of the MV Act in 2015, registration was taking place under the
32
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Municipal Corporation Act. Recently with the change in MV Rules it has started the amendment process
of “Tripura Vehicles Rule, 1991” and included “E-rickshaw/E-cart” as one of the mode in line with MV
Act 1988, with responsibility now shifting to the RTO. Amritsar is considering including e-rickshaw in
IPT category to start the registration process. No other cities have adopted any such methods of licensing,
registration or issuance of permits so far.
Government initiatives like FAME India 2015 and National Electric Mobility Mission Plan 2020 only
emphasizes on three wheelers auto rickshaws and nothing specific about electric rickshaws is mentioned
in these government schemes.
(ii) Permits
The permit system in India is regulated by the RTO for which details are being worked out. In Delhi
documents required for issuance of permits have been specified by RTO, but the process is yet to pick up.
The government has still not decided whether it would be an open permit system i.e. there is no cap on
the number of permits issued or a closed permit system.
(iv) Routes
In every city, routes are fixed by the unions. However, there is a lack of proper route rationalization
leading to greater competition between drivers leading to rash driving practices and inappropriate
distribution of services in the city. In case of Delhi, the operation of e-rickshaws are banned on the
arterial roads by the government but there are no such restrictions in other cities.
33
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The e-rickshaw sector is un-organized and the services are provided by individual drivers (who may be
owner or rented rickshaw drivers). The survey of 5 cities has indicated that most of the drivers are
financially weak and rely on e-rickshaw for daily bread and butter. Analysis of ownership status shows
that there is a mix of owned and rented vehicles in cities. In Delhi and Agartala self-owned vehicles are
higher in number as compared to other 3 cities. In cities where the vehicles are rented, the cost of rents is
high, resulting in overcharging by drivers and poor quality of services to commuters. The net income
earned by the operators in case of rented vehicles is very low and in some cases it is even lower than the
minimum wages specified by various State Labour Departments, except in Roorkee and Agartala (Class 1
cities), where these electric rickshaws serve as a major public transport mode. Other than fare box
revenue, advertisements, ferrying school children, carriage of goods, participating in rallies etc. are some
of the other methods through which drivers earn extra income. The key areas of expenditure other than
monthly rental are:
(i) The monthly maintenance cost of Rs.2,500 - Rs.3,500 or above for owners of vehicles and Rs.500 for
rental drivers.
(ii) Charging cost in case of owned rickshaw drivers,
(iii) Parking fees in few cases,
(iv) Charges of regulatory agencies that are borne by the drivers.
34
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The social status and living conditions of the electric rickshaw drivers are precarious and this has an
adverse impact on drivers’ behavior and driving practices.
35
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
twelve hours a day resulting in continuous exposure to pollution on roads and poor health conditions.
This also leads to weakness, tiredness and unsafe trips.
Electric rickshaws unlike cabs and private vehicles generally don't use modern technologies, as a result
they face several problems like:
Electric rickshaws are not considered safe as the structure of the vehicle is unstable due to its light
weight. There is difficulty in tracking the vehicle in the absence of number plate and non-installation of
GPS. There is thus a sense of lack of safety at high speeds and security for passengers, especially the
36
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
One of the main issues highlighted in the drivers survey in all 5 cities is the lack of financial support to
the drivers to purchase the vehicles. The following are the main reasons:
1) Stringent conditions to get loans from nationalized banks.
2) Recourse to private money lender
3) Recourse to family members
Considering the poor financial conditions of the drivers, they are unable to provide all the documents and
hence the drivers do not prefer to take loan from the nationalised banks. In case of other cities like
Roorkee, Amritsar and Kanpur since the sector is yet to be regularised by the local government, no such
loans are given by the nationalised banks.
37
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The Central Motor Vehicles Act does not recognize the institution responsible for regulating the
operation and functioning of these vehicles. Other than the RTO issuing registration for the vehicles and
traffic police looking after the regulations of traffic on the roads, this sector is considered to be
unorganized and completely privately owned. Therefore, no action has been taken by the government in
organizing the system like improving the fleet, financing the vehicles, improving the drivers working and
social conditions.
5.8 Conclusion
In conclusion, it can be said that the electric rickshaws play an important role as IPT mode in many cities
across India, but it is unorganized mode facing many challenges. In order to upgrade the service there is a
need for improvement in the sector, before it becomes too late and its importance is lost.
38
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
City commuters are increasingly using electric rickshaws since 2011 as an important mode for daily trips.
These vehicles are playing an important role in filling the gap of public transport or acting as feeders to
the public transport system.
The current market for Electric Vehicles (EV) is very small in India. Though there are different types of
Electric 2 Wheeler (scooters and bikes), Electric 4-Wheelers (electric cars), and electric buses, the overall
share of EVs in the total vehicle population is negligible. In the 1990s, a couple of Indian firms
introduced electric two- and three-wheelers in the market, but these were unsuccessful and discontinued
later. The very first attempt of designing electric rickshaws was done by Nimbkar Agricultural Research
Institute (NARI), Maharashtra in the late 1990s. They modified the cycle rickshaw and converted it into
an electric one. The following models of e-rickshaws are plying in various cities:
39
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
More recently, electric rickshaws are gaining popularity as a good substitute for conventional three-
wheelers (rickshaws) and paddle-rickshaws. Its number has crossed more than 1.5 lakh pan India level.
In Delhi alone there are more than 10,000 e-rickshaws. However these vehicles have serious flaws in
terms of design and safety aspects.
The foregoing section discusses the existing Government Policy, electric rickshaw vehicles technology,
safety standards and the related issues.
EV market in India is still at a nascent stage. However, technology and battery advancements are making
EVs more attractive to commuters mainly because of convenience and affordability. The positive sign of
such technology is visible in urban transport, particularly in case of two wheelers and three wheelers in
the form of electric rickshaws in Delhi. The penetration of these vehicles in the market was due to its cost
competitiveness and convenience to the drivers. Three-wheeler manufacturers have already found
solutions to procuring locally produced batteries. These indicate a positive growth and opportunities for
the electric rickshaw sector.
According to the Motor Vehicles Act, 1988; the vehicle design and standards should conform to the
following:
Approved by competent agencies like ARAI, SIAM & ICAT recognized by the Government of India.
The overall electric rickshaw design shall meet all the requirements of safety of the vehicle, safety of
passengers and luggage and the driver.
The e- rickshaw should not be noisy, not have any electric shock for the passengers as well as the
driver.
It should have proper control and instrument panel to indicate the speed, charging status of the battery
(or the remaining charge or kilometres it can run), etc.
It should have sufficient braking system, suspension system, start and stop buttons, key, front and
back lights with parking lights too, power supply system for these auxiliaries, and proper covered
battery compartment not to cause any problem to the passengers etc.
The e-rickshaw has to be fabricated with good quality steel properly plated/painted to avoid rusting for
more than five years.
The body shall be of good quality metal, and the roof shall be of fiber glass or a combination of fiber
glass and metal of good quality.
40
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The seats have to be of very good quality with proper cushioning provided.
There should be sufficient number of handles/grab bars to ease passenger entry and ride.
It shall have sufficient height and should be giving proper protection to the passengers from the direct
sun light and rain.
For the study purpose, technology involved in e-rickshaw is divided into four heads i.e. Body, Motor,
Battery, and Efficiency. Design specifications for four-seater e-rickshaw conforming to the Ministry of
Road Transport and Highway (MoRTH) standards is mentioned below:
1) Body: The elaborated design specifications for e-rickshaw according to State Urban Development
Agency (SUDA), Uttar Pradesh bidding document is given below in Table 8:
Delhi Government also by notification (Annexure 6) prescribed that length of e-rickshaw should not
exceed 2.8m, width should be less than 1m and height should be less than 1.8m.
41
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
2) Motor: The motor shall be of “Brushless Type” specifically designed for electric vehicles. These
brushless type motors can be of DC or AC type having high efficiencies at the rated output power
delivered. These motors shall meet the relevant applicable available test standards of the Government
of India approved test centers for automobiles (like ARAI, ICAT, etc.).
a) Motor Controller: The motor controller shall be capable of controlling the motor from start to
maximum speed with no load to full load and also for slight overloads of 20% over and above the
rated full load for shorter durations. They shall be able to continuously drive the motor once
started with the full load with maximum speed for the full declared range of the vehicle. The
controllers shall be stable, robust and shall be capable of operating at all the conditions normally
encompassed by the automobiles. The motor controllers used shall meet the relevant applicable
available test standards of the Government of India approved test centers for automobiles (like
ARAI, ICAT, etc.).
b) Power Supply System: The power supply system to the motor from the storage battery which
includes the AC/DC converter and the motor driving circuit which may be a DC converter or an
inverter as the case may be for the type of motor, along with the controller shall also meet the
relevant applicable available test standards of the Government of India approved test centers for
automobiles (like ARAI, ICAT, etc.).The efficiency of the power supply system which includes
the AC/DC converter and the motor driving circuit which may be a DC converter or an inverter
as the case may be for the type of motor used (calculate as the input power at the motor terminals
divided by the output power at the battery terminals) shall not be less than 95% when the motor
is delivering the rated output power to its shaft. Table 9 specifies the motor specifications given
by SUDA, UP.
MoRTH has specified that battery power of e-rickshaws should not exceed 2000W while MV
Amendment Act (2015) has specified e-rickshaws have motor power less than 4000W.
3) Battery: As the electric rickshaw is supposed to have frequent start-stop operations, and also varying
speed and varying load operations, the battery used shall be able to survive these frequent variations.
It shall be capable of supplying electric power as per the requirement and specifications of the vehicle
42
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
for meeting its travel for the full range with full load. Therefore, the battery used shall be of lead-acid
or better type, and shall be EV grade tubular deep discharge type with high cycle life. The batteries
used in the electric rickshaws shall meet the relevant applicable available test standards of the
Government of India approved test centers for automobiles (like ARAI, ICAT, etc.). Table 10
specifies the battery specifications given by SUDA, UP.
4) Efficiency: The mechanical power transmission from the motor shaft to the wheels shall be highly
efficient. The direct mounting, or chain and sprocket or any other mechanical arrangement shall be
highly reliable needing least maintenance and shall be tested for all its maneuvers to be able to meet
the electric rickshaw requirements of frequent start, stop and gradient climbing, etc. apart from its
normal running with full load and full speed. The mechanical power transmission system used in the
electric rickshaw shall meet the relevant applicable test standards of the Government of India
approved test centers for automobiles (like ARAI, ICAT, etc.). Table 11 gives the efficiency
specifications according to SUDA, UP.
43
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Fitness/compliance test as directed by the Ministry of Road Transport and Highways (MoRTH) is
required to be carried out for the approval of e-rickshaw. The Compliance Certificate for the following
test to be carried out as per the safety standards for e-rickshaws of the MoRTH given in the Table 12
below:
Delhi Government has also listed documents required for the grant/ renewal of registration, certificate
and permit as given in Annexure 6.
Looking into the rechargeable battery technology, Lead Acid Batteries in particular is a popular option
especially in the country like India, because of its cheap cost and easy availability. Newer technologies
possibilities like lithium-ion batteries may come up in the future because of its better efficiency and long
term cost effectiveness. These new batteries are used by foreign country manufacturers like Terra Motors
and Clean Motion (ZeeBee), which lead to overall increase in the cost of the vehicle, therefore, an
44
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
ineffective solution for an Indian scenario. The battery option and its technology are mentioned below:
Life of the lead acid battery is reduced based upon the number of charge cycle it completes (Charge cycle
is the number of the time the battery gets discharges completely and recharged to its full capacity again).
The concept behind this is the charge plates, which corrodes after every charge. There are two main types
of lead-acid batteries: automobile engine starter batteries, and deep cycle batteries.
Deep cycle battery plates have thicker active plates, with higher-density active paste material and thicker
separators. Alloys used for the plates in a deep cycle battery may contain more antimony (a chemical
element) than that of starting batteries. The thicker battery plates resist corrosion through extended charge
and discharge cycles. The structural difference between deep cycle batteries and cranking batteries is in
the lead battery plates.
In contrast, starter batteries (e.g. most automotive batteries) are designed to deliver short, high-current
bursts for cranking the engine, thus frequently discharging only a small part of their capacity. Other
factors important in Battery technology used in e-rickshaws are as under:
Safety: Overcharging causes electrolysis, emitting hydrogen and oxygen. This process is known as
"gassing". Accumulated hydrogen and oxygen sometimes ignite in an internal explosion. The force of the
explosion can cause the battery's casing to burst, or cause its top to fly off, spraying acid and casing
fragments. An explosion in one cell may ignite any combustible gas mixture in the remaining cells.
Similarly, in a poorly ventilated area, connecting or disconnecting a closed circuit (such as a load or a
charger) to the battery terminals can also cause sparks and an explosion, if any gas was vented from the
3
https://en.wikipedia.org/wiki/Automotive_battery
45
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
cells. The cells of batteries typically swell when the internal pressure rises. The deformation varies from
cell to cell, and is greater at the ends where the walls are unsupported by other cells. Such over-
pressurized batteries should be carefully isolated and discarded.
Environment: The auto industry uses over 1,000,000 metric tons batteries every year, with 90% going to
conventional lead–acid vehicle batteries. While lead recycling is a well-established industry, more than
40,000 metric tons (39,000 long tons; 44,000 short tons) ends up in landfills every year (“Getting the
Lead Out", by Environmental Defence and the Ecology Centre of Ann Arbor, Mich, 2003).Some lead
compounds are extremely toxic. Long-term exposure to even tiny amounts of these compounds can cause
brain and kidney damage, hearing impairment, and learning problems in children.
Recycling: Lead–acid battery recycling is one of the most successful recycling programs in the world. In
developing countries like United States 99% of all battery lead was recycled between 2009 and 2013.
Lead acid batteries are recycled 98% by volume, 99.5% by weight. The plastic cases, lead plates, sulfuric
acid, solder, and other metals are 100% recovered for reuse. The only part of a battery that is not
recyclable is the paper separators that wrap the plates. Due to the acid bath the paper sits in, the fiber
length is reduced so far that it cannot be rewoven. The vast majority of deep cycle batteries on the market
today are lead acid batteries.
Safety: If overheated or overcharged, Li-ion batteries may suffer thermal runaway and cell rupture. In
extreme cases this can lead to combustion. To reduce these risks, lithium-ion battery packs contain fail-
safe circuitry that disconnects the battery when its voltage is outside the safe range of 3–4.2 V per cell.
Exceeding this voltage range results in premature aging of the cells and, furthermore, results in safety
risks due to the reactive components in the cells. Short-circuiting a battery will cause the cell to overheat
4
https://tuktukfactory.com/#downloads
46
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
and possibly to catch fire. Adjacent cells may then overheat and fail, possibly causing the entire battery to
ignite or rupture. In the event of a fire, the device may emit dense irritating smoke.
Environmental: Since Li-ion batteries contain less toxic metals than other types of batteries which may
contain lead or cadmium they are generally categorized as non-hazardous waste. Li-ion battery elements
including iron, copper, nickel and cobalt are considered safe for incinerators and landfills. The
manufacturing processes of nickel and cobalt for the positive electrode and also the solvent, present
potential environmental and health hazards.
Recycling: At present, not much is invested into recycling Li-ion batteries due to costs, complexities and
low yield. The most expensive metal involved in the construction of the cell is cobalt.
In comparison between different LIB’s, the self-discharge rate is over 30% per month for common nickel
metal hydride (NiMH) batteries, dropping to about 1.25% per month for low self-discharge NiMH
batteries and 10% per month in nickel-cadmium batteries. The performance of lithium-ion batteries can
vary because of wide variety of positive and negative electrode materials, the energy density and voltage
vary accordingly. On average, it has a high capacity of 1200 mAh, a battery voltage of 7.2 V and 8.6 Wh
per cycle of use. Lithium ion batteries are 3 time costlier than lead acid batteries though have 2-3 times
higher life cycles.
Table 13 gives a comparison of different types of batteries used for three wheelers:
Electric Rickshaws unlike cabs and private vehicles do not use modern technologies like GPS, panic
button, etc. As a result, these vehicles are usually concentrated in a place where the probability of getting
passengers is the highest. Secondly, electric rickshaw is not considered as a safe means of transport
especially for the females and elderly people as the vehicles cannot be tracked.
5
https://en.wikipedia.org/wiki/Lead%E2%80%93acid_battery
6
http://www.tuktukfactory.nl/#downloads
47
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
6.7 Manufacturers
Table 14 shows some of e-rickshaws models in India and abroad specifying the difference in the
standards certified by the agencies like ARAI, ICAT etc.
Table 14: Comparison of different e-rickshaw vehicle w.r.t Pricing & other Characteristics
Brand of e- Manufacturer Country of Body Passenger Max. Range Battery Price
rickshaw Manufacture (mm) Seating Speed Type (in Rs.
Capacity (kmph) lakhs)
e-TukClassico7 Tuktuk Factory Netherlands, L: 2980 3 50 70 km Both options 9-9.5
Europe W: 1410 (Deep Cycle
H: 1850 or Li-ion)
7
e-Tuk Limo Tuktuk Factory Netherlands, L: 3980 6 50 60 km Both options 11.5-12
Europe W: 1410 (Deep Cycle
H: 1850 or Li-ion)
8
ZBee Clean Motion Sweden, L: 2400 3 45 50 km Lithium-ion 4.5-5
Europe W: 1250 Batteries
H: 1500
7
http://www.tuktukfactory.nl/#downloads
8
http://cleanmotion.se/
48
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The following are some of the challenges and constraints to growth of electric vehicles in India
(i) Technical barriers involve issues related to efficiency of batteries and charging time. One of the
major barriers is the low specific energy density of most batteries used in EVs, especially lead acid
batteries, leading to increase in charging time and less driving ranges thus reducing the overall life
of the battery.
(ii) Lack of clear policy regulations for supporting the growth of supply and manufacturing of electric
vehicles, setting up infrastructure; incentivize manufacturers to produce electric rickshaws etc.
(iii) Non availability of original spare parts in the Indian market for e rickshaws such as motors, speed
controllers, safety device etc., thus leading to usage of cheap and less efficient spare parts imported
from China.
(iv) Lack of proper enforcement by the concerned authority on the vehicles leading to growth of large
number of unorganized manufacturers in the market.
(v) Infrastructural barriers such as lack of charging infrastructure and absence of business models like
swapping of batteries etc. are not present for electric vehicles.
(vi) Lack of awareness among drivers with respect to overcharging of battery which reduces its life
span. Another issue is non-refueling of the axle oil in the vehicle, which causes wear and tear of
the motor resulting in its lower lifespan and more power consumption of the battery.
(vii) No government support in Research& Development for e rickshaws.
9
http://www.gemev.com/
10
http://www.speedwaysev.com/portfolio/electric-rickshaws-india-manufacturer-supplier/
11
Primary Survey
12
http://www.terra-motors.com/in/
49
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
(viii) An effective pollution control system is a necessity to prevent lead emission. Continuous
improvement in battery recycling plants and furnace designs is required to keep pace with emission
standards for lead smelters.
(ix) Lack of modern technologies like ITS on electric rickshaws lead to concentration of vehicles in
certain areas, lack of safety for female and elderly etc.
50
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
As discussed in the previous chapters, the drivers of e-rickshaw vehicles face financial constraints, as
they generally hire the vehicle. These drivers are financially weak and do not have the required resources
to purchase the vehicle. Further, since the registration of the vehicles is yet to be initiated by the
authorities in the states the process of getting loan is tough. The nationalized banks do not provide loans
for purchase of e-rickshaw, however they do lend money as personal loans at an interest rate of 12-13%
per annum. In the current situation drivers find it easier to resort to private financers even though they
charge higher interest rate of 20-30% per annum. This section assesses various options for financing the
e-rickshaw with merits and demerits of each alternative model.
Merits Demerits
Easy availability of loans from the nationalized banks Burden on government for financing the vehicles.
as the government acts as a guarantor to the bank.
The government also earns money as the drivers have Burden of loans still remains on the drivers as later
to repay them back the loan amount with interest at a on the driver has to pay back the loan to the
later period. government and bank.
It ensures economic stability to the drivers and family, Large number of documents required to be
as their earnings increase after the loan repayment. submitted to the nationalized banks.
Delay in processing of loan
51
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Proposed Green Business Scheme: Same scheme can be extended to general category also, which can be
used to finance e-rickshaw for promoting economic development of the EWS (Economically Weaker
Sections) of the society which is below Double the Poverty Line (DPL) limit (Presently Rs.81,000/- in
Rural areas & Rs.1,03,000/- in Urban areas) with certain modification such as under this scheme an
entrepreneur can avail a loan of upto Rs.1 lakh at an interest rate of 3% per annum and a loan repayment
period of 5 years. Since the life of the e-rickshaw is around 5 years.
The green business scheme is proposed to be applicable to all the citizens of the country but he/ she has
to fulfil the following terms & conditions for availing loan under this scheme:
1) Only one time loan can be availed under the scheme.
2) The person should have a valid driving license.
3) He/ she should pass the e-rickshaw driving test. After passing the test he/ she will get an e-rickshaw
driving commercial license.
4) The driver should have a guarantor either SPV or any other form of guaranty.
Merits Demerits
Easy availability of loans for lower strata of the Burden on government for financing the vehicles.
society.
The government is providing loan at lower interest Burden of loans still remains on the drivers as later
rate to drivers (3%) with longer repayment period. on the driver has to pay back the loan to the
government and bank.
It ensures economic stability to the drivers and family,
their earnings increase after the loan repayment.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
new institution being set up by the Government of India for development and refinancing activities
relating to micro units. The purpose of MUDRA is to provide funding to the non-corporate small
business sector.
Under the scheme any individual / proprietary concern / partnership firm / company / association of
persons (AOP) / limited liability partnership (LLP) / etc. not a defaulter to any Bank / Financial
Institution, is eligible to avail Mudra loan. The same scheme can be used to avail loan for e-rickshaw
also.
Under the scheme, Pradhan Mantri Mudra Yojana includes three categories of interventions.
a) Shishu :- Loan up to ₹50,000
b) Kishore :- Loan ranging from ₹50,000 to ₹5 lakh
c) Tarun :- Loan above ₹5 lakh and below ₹10 lakh
These three categories will signify the growth, development and funding needs of the beneficiaries and
will assure the loan amount to be allotted by Micro Units Development and Refinance Agency Bank.
The rate of interest applicable will be as per the normal rates charged by the banks. These loans are
collateral free. But the assets created out of Bank finance is to be in the name of the Bank.
Table 17: Merits and Demerits of Government Pradhan Mantri Mudra Yojana (PMMY)
Merits Demerits
Easy availability of loans lead to greater ownership of Burden on banks for financing the vehicles.
e-rickshaw.
The loans are collateral free Burden of loans still remains on the drivers as
later on the driver has to pay back the loan to the
government and bank.
It ensures economic stability to the drivers and family,
as they do not have to pay rent.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
The survey has revealed that in many cases the average daily income is ₹390. Accordingly to improve the
payback capability of the driver, the loan repayment period should be up to 5 years and an interest rate of
not more than 10% per annum. In case of Philippines the government provides loans to driver without
zero down payment to drivers which is repaid through drivers daily savings. The merits and demerits of
the scheme are given in the Table 18 below.
Merits Demerits
It ensures economic stability to drivers and their Delay in processing of loan in case of nationalized
families, as their earnings increase after loan banks.
repayment.
Since the bank is not provided with a guarantee for
the loan repayment, it does not exhibit a keen
interest to introduce new and better schemes.
No social benefits like education, uniforms, medical
checkups etc. provided to drivers.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
loan repayment of Rs.25/day in case of cycle rickshaw has to be increased to Rs.85 per day if the interest
rate is 10% per annum. But it can be reduced to Rs.72 per day if an interest rate of 3% is charged. Table
19 below indicates the merits and demerits of the scheme.
55
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Merits Demerits
The NGO in charge of the scheme is also Cost of cycle rickshaws is lower than e-rickshaw vehicles,
able to provide social benefits to drivers therefore easy repayment is possible on a daily basis, but in
and their families with clothing, schooling, case of e-rickshaw repayment requires atleast a period of 5
health care etc. years.
Additional revenue through advertisements. The differential rate of RBI is again fixed for priority
sectors with fixed cap on income earning and not all
sections of society can reap benefits.
Merits Demerits
Private companies act as a guarantor and ease If the driver is not able to reimburse the loan within 5
the loan process for the drivers. years, the vehicle is seized. For the e–rickshaw the
repayment should be for 5 years.
It ensures economic stability to drivers and their Burden of loans still remains on the drivers as later on
families, as their earnings increase after loan driver has to pay back the loan to the guarantor and
repayment. bank.
Provide additional means of revenues for the e- Limited funds of the organization.
rickshawdrivers, and social benefits.
Risk of sudden shut down of firms if it goes bankrupt.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
website and in designing a system which allows easy detecting and sending requests to the e-rickshaw
drivers about their availability in the nearby areas. Currently, e-taxi providers like Meru, Ola, Taxi for
Sure and Uber are following the same model. Under this model, the fleet is owned by the drivers and not
the company. The drivers are connected with consumers by the company through its mobile application
or website. As part of the agreement, a certain amount of income is fixed for the drivers and in-case if it
is not achieved by the drivers, then the company pays the remaining amount to the drivers. All the
operations are monitored by the company and if the driver income exceeds minimum agreed amount, 15-
20% of the additional earning goes to the company. Besides bringing in passengers, companies like Meru
facilitates bank loans for the drivers to buy the vehicles by acting as guarantor. They then pay EMIs to
Meru which forwards it to the banks to repay the loans. Social benefits like health check-up for the
drivers and their family is also provided by the company like Ola and Taxi for Sure.
Earlier for Meru cabs financing was done by the corporate, where the fleet was owned by the company.
They were then rented to the drivers. Meru drivers had to pay Rs.1,200-1,300 per day to the management
and were promised at least 25 assignments a day. Later, the business model was however changed&
today 50 per cent of its cars are owned by the drivers themselves.
Soon Delhi-NCR commuters can book e-rickshaws through Ola Cabs' app. The initiative, part of Stand
up India campaign, was inaugurated by Prime Minister Narendra Modi on April, 2016.
On the same day OLA Cabs launched e-rickshaw booking service in Delhi-NCR. Commuters can book e-
rickshaws through Ola Cabs app. Under this model Ola would be launching close to 5,100 e-rickshaws, in
partnership with Bhartiya Micro Credit (BMC). These rickshaws will be deployed across Delhi, Gurgaon,
Ghaziabad, Noida and Faridabad. The fare will differ from city to city but in Delhi users will have to pay
Rs.25 for two km and Rs.8 per km for the extra distance travelled. The users can pay by cash or using Ola
Money (the company’s wallet service). For creating employment opportunities for women, BMC has also
arranged e-rickshaw distribution to 151 women from the NCR region.
The following are the merits and demerits option given in table 22.
Merits Demerits
Less capital investments into the system i.e. Service reliability depends on different drivers.
financially strong.
Less financial burden on drivers for purchase of Service can be interrupted if drivers call for strike.
vehicles as loan facilities are easily available.
Drivers can own their vehicles with the help of Profit Motive can lead to exploitation of drivers.
company which act as a guarantor to the bank.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Helps in converting an unorganized market into an Financial Losses can occur if company shutdown
organized one. services.
Social benefits for the driver
Flexible contracts of companies as daily payment
of lower percentage i.e. 10% of the fare.
Flexible working hours for drivers
The same model could be applied for the e-rickshaw vehicles operation and financing. For this purpose,
either a special cell (in case of non-existence of SPV), can be set up or the existing one operating the
buses can be given an additional charge of operating the e-rickshaw in the city (Refer Section- 8.3).
SPV can be modified through setting up a call centre and mobile application to provide lead to the e-
rickshaw drivers and the vehicles can be GPS enabled for operational enhancement. The driver can driver
can get himself register with SPV. It can also help individual driver to avail loan easily. The SPV can also
help the drivers to get additional income through advertisements. Therefore, the SPV can earn revenue
from the mobile application download, tele service provider and advertisement on a percentage basis
decided between the entities involved. The merits and demerits of the model are given in Table 23 below.
Merits Demerits
Easy loans available to the driver as SPV acts as a Complex contracting process and high
guarantor. potential for disputes in case of poorly drafted
agreement
Very low impact on SPV budget. Both the operational The SPV will have to make their own
and demand risks borne by the private operators. arrangements for funds for call centre
operation and central control centre activity.
Less time consuming for loan processing as
concessionaires already known by the government/ SPV.
Greater revenue, earnings as income is not only earned
from fare box, but also other means like advertisements,
application, etc.
Greater branding and change of perception for the
customers.
Large capital investments into system.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
7.3 Recommendation
The above analysis has revealed that aggregator model has its benefit where the aggregator acts as a
bridge between the commuter and the operator. If this role is taken up by an SPV rather than a private
commercial operator it would provide maximum benefit to the e-rickshaw drivers and luring more
activity into the system. For example, the working hours with good pay back, social benefits like medical
check-ups for drivers and family, infrastructure provision i.e. parking, charging points etc. From the SPV
point of view the benefits of heavy investment pooling in, out of fare box revenue, greater market capture
through branding etc. could be possible.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
E-rickshaws are playing important role in providing mobility to a large section of the society; still this
sector is not formally owned or recognized by the government. Some of the key issues that emerged from
the feedback received across the cities are of economic and social stability of drivers, provision of
infrastructure, financing and maintenance of vehicles and quality check on standards for vehicles etc. The
main cause of these problems is the lack of a strong institutional framework to govern the sector.
This section deals with the institutional framework that is needed for improving and upgrading the e-
rickshaw services and vehicles.
As a part of the study, four options have been explored to create an institutional framework for the
system. The advantage and disadvantage of each option are specified below:
Merits Demerits
E-rickshaw would have the status similar to that of Autocratic set up leading to monopoly in the
public transport and recognition from the government. market.
More organized system, leading to increased reliability Extra burden for the government as the
and punctuality. government has to own and operate another
mode of transport.
Reduction of competition between drivers. Lack of finance to purchase the vehicles.
Provide economic/social stability to the drivers as they Burden towards upgradation and maintenance
would get a fixed salary. of the fleet.
Accountability and efficiency of driver increases,
leading to better driving practices and behavior.
User Perception changes as it is government owned.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
which will provide benefits to drivers in financing vehicles, training etc. and the users in availing safe
mobility with 24x7 service. The following are the merits and demerits of the system given in Table 25.
Merits Demerits
Provide economic benefits to drivers by Lack of finances with NGO might lead to unsustainability of
acting as guarantors for the banks for company.
getting loans.
Provides social benefits like medical Provision of infrastructure or introduction of new ideas is
claim, training etc. to drivers. limited due to lack of finance.
Profit motives can also lead to exploitation of drivers.
Lack of awareness among people may lead to failure of model.
Greater risk to drivers as reduction in force the NGO to close
down.
For this purpose, either a special cell (in case of non-existence of SPV) can be set up or the existing one
operating the buses can be given an additional charge of operating the e-rickshaw in the city. If SPV is
not present, then special cell should be formed with a consortium of RTO, Traffic Police and Municipal
Corporation to regulate the e-rickshaw services for proper planning and management of operations and
services.
SPV can also be modified through setting up a call to provide lead to the e-rickshaw drivers and the
vehicles can be GPS enabled for operational efficiency. The SPV will help drivers to get registered
easily, acts as a guarantor for facilitating finance and provide other social benefits. The infrastructure for
e-rickshaws will be provided by the Municipality. The driver of e-rickshaws is allowed to retain the
revenue generated from the operation of the e-rickshaws. The SPV can also help the drivers to get
additional income through advertisements. Therefore, the SPV can earn revenue from the mobile
application download, tele service provider and advertisement on a percentage basis decided between the
entities involved. The merits and demerits of the model are given in Table 26 below:
61
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Merits Demerits
Provides economic benefits to drivers as SPV acts as Poor terms and conditions of contract may create
guarantors to the banks for getting loans. This will disputes or inefficiency to control the service.
help in more ownership of e-rickshaws by drivers
leading to more income and thus social upliftment.
Easy to plan and provide infrastructure to drivers. The SPV will have to make their own
Low impact on SPV budget as both operation and arrangements for call centre operation and
demand risk is borne by the driver itself. control centre activity.
Easy to monitor, maintain and operate the system
Social development of drivers, as SPV will also
provide social benefits like medical claim, training etc.
to drivers and make them aware about the schemes.
More investment for upgradation of vehicles, increase
fleet, infrastructure etc.
Greater branding and change of perception for the
customers. Thus increased use of services.
Also, the e-rickshaw drivers can be free to have their activity of carrying passengers with the help of such
a kind of business model. In this model the firm acts as a link between the electric rickshaw driver and
the passengers. The firm's creates an environment/ system which draw visitors to its website/ app on
mobile/ PC and in designing a system that easily allows the users to detect and send requests to e-
rickshaw drivers in the nearby areas e.g. OLA auto rickshaw service provided in Delhi. The firm
generates a profit only when the driver earns above a specified amount of income provided by the firm.
This is a beneficial model if there are more number of passengers wanted to travel alone or in groups and
requires service at their nearby location.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Merits Demerits
Financially Strong – investors pooling in more Profit Motives may arise which may lead to
money. exploitation of driver.
Use of modern technology and innovative ideas. Additional investment for GPS and other ITS
facilities for drivers.
Socio-economic benefits for drivers. Company may run out of fund as huge investments
Private company acts as a guarantor for loan and on infrastructure is required which have risk of
promotes it. heavy losses if the company shuts down. If
Personalized service can be provided to passengers. sufficient customers not provided the company may
incur huge losses.
More revenue generation to e-rickshaw drivers
leading to economic stability.
No need to pay for services if enough revenues not
generated.
E-rickshaw driver can also provide this service
along with their stand-alone service.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
branding and others can be achieved. The existing SPV of city or a special cell can work without much
heavy financial burden on the government and at the same time work as an umbrella organisation for
organising the electric rickshaws.
The organization structure for the SPV is suggested on the lines of AiCTSL (Atal Indore City Transport
Services Limited), Indore which operates Indore city bus service and IPT and DMRC (Delhi Metro Rail
Corporation). The proposed organisational structure of SPV to manage e-rickshaw services in the city is
given below (Figure 29).
Chairman
Managing Director
Above responsibilities may be performed by the officers and staff of the existing SPV of city bus with
64
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
additional charges for e-rickshaw. For the posts of Transport planner, Operation Manager, IT Manager &
other staffs, recruitment can be on a contract basis depending upon the availability. The IT/ Transport
Planning work can also be outsourced if the authority is not able to manage the same. Since no significant
recruitment is done for the system, the SPV will not have financial burden for providing the service.
Other members who can be part of SPV are the RTO, Municipal Corporation and Traffic Police
representatives. The RTO would help in issue of registration, the traffic police will be responsible for
implementation of rules and regulations on road while Municipal body would be responsible for
providing the infrastructural facilities for the electric rickshaws.
To strengthen the institutional framework and for better operation and management of e-rickshaws
service, the SPV or special cell should perform the following functions. The main objective of the SPV or
special cell is that of policy and planning functions, whereas operations will be outsourced to the private
operator. This shall enable senior management to devote time to policy and planning and monitoring
instead of being caught in the day to day operational issues and at the same time reduce the financial
burden on the SPV or the special cell.
65
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
66
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Chapter 9: Recommendations
Keeping in view the need to be considered findings of the study the following points for improving the
operation and management of e-rickshaw services in the cities.
(x) Regulatory Framework for e-rickshaw
(xi) Increasing Economic Stability of drivers
(xii) Improving Infrastructure Facilities
(xiii) Providing Social Benefits to the drivers
(xiv) Improving Vehicle Technology
(xv) Use of Modern Technology like ITS
(xvi) Mechanism for Financing of e-rickshaw vehicles
(xvii) Establishing Institution for e-rickshaw
(xviii) Formulating Fare Fixation Formula
The problem of a proper policy and regulatory framework for e-rickshaws need to be reviewed in the
context of Central Motor Vehicles Act & Rules and State Motor Vehicle Rules. Emphasis should be to
encourage the following:
Use of modern technologies,
Explore the possibilities of innovative financing of vehicles,
Improvement of socio-economic conditions of commercial drivers,
Demarcation of roles and responsibilities of various institutions,
Standardize the rules for e-rickshaw relating to issue of registration of vehicles, penalties and time
for processing, documents required etc.
The state should also modify the rules to include the following:
Various kinds of fees must be paid for registration of old vehicles. The fees can be fixed according
to the average annual earnings of drivers in the states.
Optimum fares should be proposed so to help the drivers to fix and revise the fares.
Develop new schemes for promotion of electric rickshaws.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Considering the problems earlier faced by e-rickshaws drivers in obtaining permits as mandated by state
law in Delhi, Karnataka etc. at present permit is not required for plying of e-rickshaw as notified vide
Govt. of India notification of 30th Aug, 2016 which states that “The provisions of sub-section (1) of
section 66 of the Motor Vehicles Act, 1988 will not apply to e-carts and e-rickshaws (as defined in
section 2A of the said Act) that are used for carrying goods or passengers with personal luggage. This
means that vehicles that are registered as e-carts or e-rickshaws will not require any permits.” But driver
has to get e-rickshaw registered to ensure safety of passengers as per Motor Vehicles Act.
Considering the present scenario of rapidly growing e-rickshaws in the cities, the number of e-rickshaw
should be controlled to prevent undue congestion occurs on roads and to improve the city infrastructure
in planned manner. To control the number of e-rickshaw plying in city the government can impose
infrastructure constraints like limited number of parking spaces, limited number of charging points,
penalties for breaking rules like parking in no parking zones etc. this is to ensure that no excess.
The number of e-rickshaw required in different cities as per the current analysed trend, availability of
Public Transport and auto-rickshaws is obtained by the proposed formula below:
𝑚% 𝑋 𝑝
Optimum no. of e-rickshaw to be present in a city =
𝑛𝑋𝑡
where, ‘m’ is modal share of e-rickshaw
‘p’ is the population of city
‘n’ is the number of seats per e-rickshaw
‘t’ is the no. of trips per e-rickshaw
For the purpose of the calculating the numbers it has been assumed that in future, equal number of e-
rickshaws and auto-rickshaw so that there is no discrimination between both the modes of transportation
since the two serve similar as well as different lengths of trips.
68
Electric Rickshaws in Indian Cities: Status & Scope for Improvement
E-rickshaw sector is said to be unorganized, therefore, its services are provided by individual drivers
(who may be owner driver or rented e-rickshaw driver). The survey of 5 cities indicated that most of the
e-rickshaws drivers are financially weak as a result, most of them (49%) hire e-rickshaws vehicles on rent
from the owners (varying from city to city). This results in lower income of the driver. In addition to the
rent, the drivers have to pay vehicle minor maintenance and other cost. All these factors together lead to
economically unstable conditions of e-rickshaws drivers.
However, this problem could be addressed to some extent in the following manner:
(i) The rent should be fixed by the RTO, so that owners cannot charge the drivers unreasonably. The
rent should be fixed considering both the operator and drivers perspective in mind and also other
factors like cost of vehicle, depreciation cost, profit margin, maintenance cost, electricity cost, fare
per person and average number of passengers per day. The rent fixation will help to ensure minimum
income for drivers and check the exploitation of drivers.
13
Wilbur Smith Associates, MoUD (2008),”Study on Traffic and Transportation Policies and Strategies in Urban
Areas in India”.
14
Ratio as per no. of seats, not no. of vehicles
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
(ii) In order to bring economic stability, one or more of the 7 different options could be tried suiting to
the local conditions
Option 1- Government scheme like Self-employment, Green Business and Pradhan Mantri
Mudra Yojana
Option 2- Nationalized bank financing
Option 3- Micro financing scheme through nationalized banks
Option 4- The Ecocabs model of Fazilka
Option 5- Separate private company formation
Option 6–Aggregator Model
Option 7- SPV formation
The merits and demerits of all these options are discussed in detail in Chapter 7 in detail as such
suitable model may be opted.
(iii) As far as the maintenance cost of the owners and the drivers is concerned, it can be lowered by
providing the drivers with repair workshop and proper training to do the basic repairs, so that every
time for minor repair work the drivers do not have to go to the private workshops.
(iv) To increase the earning of the drivers further, other options like advertisements, renting of vehicles
for rallies, schools, tourism activities etc. can be explored in various cities.
E-rickshaws vehicles are not formally recognized by the government and therefore often don’t have the
basic infrastructures facilities and proper work environment for the drivers. Following are the suggestions
for improvement:
(i) Proper and sufficient e-rickshaws stands facilities should be provided at the main terminals like
railway stations, airports or places of interchanges with other modes of Public Transport like Metro,
BRT, etc. This will help reduce congestion on roads as the drivers do not have to stop randomly
anywhere thus solving problems for illegal parking.
(ii) Stands for e-rickshaws should be created depending on the demand of passengers and land use of the
area. For example, if the area is commercial or residential then stands must be provided as the
demand is on the higher side compared to other areas.
(iii) To check the congestion on roads due to parking and long queue of waiting e-rickshaw on the
roadside for picking up or dropping off passengers, small “halt and go” stands for these vehicles can
be provided to allow smooth flow of traffic. The process has been implemented very successfully at
Delhi Rohini West Metro Station and its success should encourage replication in other areas also.
(iv) Parking areas should be created for the drivers to safely park their vehicle at night on a payment of
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
minimum charges. Parking space can be allocated by the government or a private party. A fixed
number of parking spaces may be provided at each stand or location for strict regulations. To lower
the cost of maintenance, common repairs and maintenance facilities could also be provided in the
same place. Parking spaces should be provided near each Bus stop. Railway Stations, Metro stations,
Bus Stands should have designated e-rickshaw stands with additional facilities. The parking should
be covered as well as open. During summers shade is needed for parking as the e-rickshaws are
mostly of metal frame which become hot by standing in the open and becomes uncomfortable to the
drivers and passengers.
(v) The creation of new e-rickshaws stands should also have various amenities like rest shelters where
they can have access to drinking water and toilets. It does not cost much but can significantly
improve the working conditions of the drivers and thus the quality of the service.
(vi) The availability of charging points seems essential, as the drivers can charge their vehicles during
lunch breaks and when idle so as to save time. It will also help them to earn extra income due to
increase in number of working hours. The charging points should be located at every parking areas,
night shelters and at rickshaw stands. These integrated spaces can be commercialized for financing
the infrastructures. The charging facilities can also be integrated with other vehicles such as electric
cars and 2-wheelers in future. The charging points should be integrated with the parking spaces of e-
rickshaws as has been done in France where Électricité de France (EDF) and Toyota are installing
recharging points for PHEVs on roads, streets and parking lots. This would be economically viable
proposition while planning for the charging related infrastructure. The charging facilities have been
provided in USA by Tesla motors and in India by Hero, Mahindra etc.
(vii) It is often observed that e-rickshaws vehicles are parked near the intersections. There should be strict
restrictions for regulating the halting of these vehicles near intersections. A minimum distance of
100-150 meters from the intersections/ junctions should be observed for restricting the halting of e-
rickshaws.
(i) Directly solar-powered - fitted with solar panels, which convert solar energy into electric energy and
which can significantly power the vehicle.
(ii) Indirectly solar-charged - not fitted with solar panels; powered instead by a battery charged prior to
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
In future, technologies like wireless charging, turbo chargers etc. can be used if the technology becomes
cheaper. This will help in better integration of charging facilities with the parking spaces and also reduce
time for charging leading to enhanced utilisation of e-rickshaws.
Study reveals that the social status of the drivers is poor. No help is provided by the government in terms
of training, insurance, medical facilities, pension, and education as this sector is unorganised. Also long
working hours and lack of proper unions to look after the welfare of the drivers are some of the major
constraint faced by the drivers as mentioned in earlier section.
These problems may be addressed by taking action through the following schemes/ programme:
(i) For the provision of social benefits to the drivers the government/ SPV/ private bodies/ NGOs/
unions of e-rickshaws vehicles must create awareness among the drivers to avail the following
facilities provided by the Government schemes:
1) Accident Insurance: To extend social security cover, government/ SPV / private bodies/ unions of
e-rickshaws vehicles can ensure drivers under the Janta Personal Accident Insurance Policy with
an annual premium of Rs.15/- wherein the family of the drivers will get Rs.25,000/- on the death
of the drivers and the maximum sum that can be insured is Rs.1,00,000 per person. This Janta
Personal Accident Insurance is being promoted by the New India Insurance Company.
Pradhan Mantri Suraksha Bima Yojana is available to people between 18 and 70 years of age
with bank accounts. It has an annual premium of ₹12 excluding service tax, which is about
14% of the premium. The amount will be automatically debited from the account. In case of
accidental death or full disability, the payment to the nominee will be ₹2 lakh (US$3,000) and
in case of partial disability ₹1 lakh. (Full disability has been defined as loss of both eyes,
hands or feet. Partial disability has been defined as loss of one eye, hand or foot.)
This scheme will be linked to the bank accounts opened under the Pradhan Mantri Jan
DhanYojana scheme. Most of these accounts have zero balance initially. The government
aims at reducing the number of such zero balance accounts by using this and other related
schemes.
2) Life insurance: Pradhan Mantri Jan Dhan Yojana
Under the scheme:
Account holders will be provided zero-balance bank account with RuPay debit card, in
addition to accidental insurance cover of Rs.1 lakh(to be given by 'HDFC Ergo').
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Those who opened accounts by January 26, 2015 over and above the 1 lakh ₹ accident claim
will also be given with life insurance cover of ₹ 30,000(to be given by LIC).
After six months of opening the bank account, holders can avail Rs.5,000 overdraft from the
bank.
3) Medical checkups: Free medical check-up/consultation facilities at various government and
private hospitals can be extended to the drivers and their families.
4) Pension scheme: Atal Pension Yojana launched in 2015 is a government-backed pension scheme
in India targeted at the unorganized sector. Under this scheme, for every contribution made to the
pension fund, the government will contribute an equal amount to his/her fund. Depending on the
contribution made between the age of 18 and 40, at the age of 60 a sum of ₹1000, ₹2000, ₹3000,
₹4000 or ₹5000 will be paid monthly.
5) Free family Education: At present, under “Sarva Siksha Abhiyan”, the education is free for any
school children. Adult education can also be promoted for the drivers through the
Government/NGOs/ private bodies/ SPV.
(ii) E-rickshaw unions: A single e-rickshaws management centre (or union) could be set up in all cities
with defined functions and structure to look after the welfare of the e-rickshaws drivers.
(i) Introduction of modern technologies in batteries like lithium ion in future in order to improve
efficiency and long term cost effectiveness. Though the cost of these batteries is high but by
subsidizing the cost the government can promote their use. As far as possible the e-rickshaw
batteries should be recycled to have least adverse environmental effect. The deep cycle lead acid
batteries should be used in place of flooded lead acid batteries as they are more efficient. In the long
run as the technology develops and the cost of batteries come own the efforts should be made to
upgrade to lithium-ion Batteries.
(ii) Encourage market setup for spare parts in India as a promotion of “Make in India”, concept of Prime
Minister Narendra Modi. This would help in job creation and skill improvement.
(iii) Provision of technical training / creating awareness among the drivers regarding vehicle technology
be made mandatory in the regulations.
(iv) Development of a proper policy related to electric rickshaws by the Government should include the
following:
Incentives to drivers in terms of finance for buying new vehicles or for retrofitting the existing
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
ITS components in case of e-rickshaw vehicles can be categorized into three parts i.e., in a vehicle, in the
control room, in operation and management to improve the efficiency. These components can be
implemented in phases. Firstly, the installation of GPS in vehicles along with a Traffic Management
Centre, e-challan and panic button can be implemented. Later on e-wallet for payments can be done.
Subsidy can be provided to the owners of these vehicles to partially meet the cost of GPS/GPRS. It
should be made mandatory for the drivers to have a GPS in order to get their vehicle registered.
Analysis of various models indicates that the aggregator model is better suitable for e-rickshaw financing
operations. Only with slight modification i.e, if this role is taken up by an SPV rather than a private
commercial operator, it would provide maximum benefit to the e-rickshaw drivers and luring more
activity into the system. For example, the working hours with good pay back, social benefits like medical
check-ups for drivers and family, infrastructure provision i.e. parking, charging points etc. can help the
drivers to a great extent. From the SPV point of view it will have benefits of heavy investment pooling in,
out of fare box revenue, greater market capture though branding and other sources.
For ensuring better financial returns to the drivers, loans will ensure higher income to the drivers in the
following manner.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Tables 30 & 31 give EMI calculations at different rates of interest & time period.
Table 30: EMI for different rate of interests (5 years term loan)
Rate of Interest (%) EMI per annum (Rs.) EMI per month (Rs.) EMI per day (Rs.) Final Cost (Rs.)
10% 30,596 2,550 85 1,52,979
9% 29,892 2,491 83 1,49,460
8% 29,198 2,433 81 1,45,990
7% 28,514 2,376 79 1,42,569
6% 27,839 2,320 77 1,39,196
5% 27,175 2,265 75 1,35,873
4% 26,520 2,210 74 1,32,599
3% 25,875 2,156 72 1,29,375
Table 31: EMI for different rate of interests (3 years term loan)
Rate of Interest (%) EMI per annum (Rs.) EMI per month (Rs.) EMI per day (Rs.) Final Cost (Rs.)
10% 46,465 3,872 129 1,39,394
9% 45,792 3,816 127 1,37,375
8% 45,124 3,760 125 1,35,373
7% 44,463 3,705 124 1,33,389
6% 43,808 3,651 122 1,31,423
5% 43,158 3,597 120 1,29,474
4% 42,515 3,543 118 1,27,544
3% 41,877 3,490 116 1,25,631
From the above table 30 & 31, it is observed that higher the interest rate higher the EMI but in case of 5
years term loan the daily EMI is below Rs.100 which will have less financial burden on the drivers for
repaying the loans.
Thus, EMI payment of Rs.2,156 per month, for a period of 5 years with an interest rate of 3% per annum
under Green Business scheme works out to Rs.72 per day. If no subsidy is provided on the interest rate,
then the EMI works out to Rs.2,550 per month for 5 years repayment period, compared to a loan
repayment period of 3 years where the burden on drivers is more. From analyses it is observed that
taking loan is more beneficial than renting the vehicles as this will help in raising the monthly income of
Rs.3,750 which is more compared to a non-rental vehicles.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
As discussed earlier, a special cell or SPV which also operates on aggregator model is found to be most
suitable for e-rickshaw operations. This model will provide maximum benefit to the e-rickshaw drivers
and help them in luring more activity into the system. For example, the more working hours will have
good payback. Social benefits like medical check-ups for drivers and family, infrastructure provision i.e.
parking, charging points etc. will be easy to provide in this model. For the SPV, out of fare box revenue,
greater market capture though branding and others benefits will also be available. The existing SPV of
city or a special cell can work for the same without much financial implications and at the same time it
can also work as an umbrella organisation for electric rickshaws.
The SPV/ special cell will assist to provide registration to e-rickshaws, undertake periodic studies to
assess the travel demand, based on which the service can be improved. It will also develop user interface
of the mobile app, facilities for call centers, maintain a control room for selecting and implementing of
technologies & manage the ITS system. It will be responsible for collecting data for number of e-
rickshaw, crashes and theft related data. SPV/ special cell will also monitor quality of services, fix the
fares, market the service, arrange the training of drivers, improve vehicles specifications for safety and
better quality of the vehicle.
The average income of an e-rickshaw driver is Rs.11,700 per month, i.e. about Rs.390 per day which is
equal to the national minimum wage of Rs.390 per day as per the Industrial Labour Department,
Government of India. Thus it does not provide him with enough resources to provide better education for
his children or to ensure good health for his family. In order to improve the socio-economic conditions of
the driver the following fare fixation formula is suggested. Though the recommended fare structure for e-
rickshaws should be fixed only after consultation with e-rickshaw drivers if required and the fare may
vary from city to city depending upon different socio-economic conditions.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
3.3 𝐵𝑃
𝐹𝑎𝑟𝑒 𝑝𝑒𝑟 𝑝𝑒𝑟𝑠𝑜𝑛 𝑝𝑒𝑟 𝑘𝑚 = ∗ [(0.071 ∗ 𝐶𝑉) + ( 𝑋 𝐸) + (0.28 𝑋 𝑊)]
𝑃𝑡 1000
Where:
P = No. of passengers per day
CV = Cost of vehicle
E = Per Unit Electricity Cost (Commercial Rate)
BP = Battery Power of Vehicle
W = Minimum Wage
t =Average Trip length
The above formula is based on minimum wages specified by the Industrial Labour Department,
Government of India. The formula ensures that the income levels of drivers is above the minimum wage
of Rs.11,700 per month. Using the formula the minimum fare per trip per person for a distance of 4 km
works out to Rs.13.
For the purpose of calculations following assumptions have been taken based on the findings of the
study:
Passengers per day = 65
Cost of Vehicle = Rs.1,20,000
Unit Rate Electricity (commercial) = Rs.8 per unit/ per 1 kWh
Battery Power = 100 Ah (48V) = 4800 W (Power (P)= Current (I) x Voltage (V))
The calculations in the table 33 shows that in using the above formula in various scenario, the net
income of drivers is above the minimum wages specified by the government. The operating cost of e-
rickshaws can be reduced by improved technologies and better built quality of these vehicles.
15
Maintenance Charges per day = 0.28 X Min. Wages per day
16
From Study Maintenance cost per month is Rs.3000 plus 300 misc. expenses which is equal to Rs.109 per day
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Amount (Rs.)
Min. Wage 2015-16 Min. Wage 2015-16
30 day working 26 day working
Rent per day Rs.300 Rs.300
Maintenance Cost per day17 Rs.60 Rs.60
Revenue per day Rs.768 Rs.824
Net Income per day Rs.408 Rs.464
If the above formula is used for rental scenario for fare fixation, the drivers will earn less than the
minimum wage even if the fare is revised from Rs.12 to Rs.13. As such in case of rented vehicle scenario
drivers are not in a position to earn minimum wages per day.
17
Maintenance cost for rented vehicles = 20% of Rent
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
Considering the various issues faced by e-rickshaw drivers and users way forward is recommended as
under:
(i) Ministry of Urban Development may issue the advisories for further follow up action to implement
the proposed recommendations by the state/ city authorities.
(ii) The existing SPV for city buses may take additional charge of e-rickshaw till new arrangement is
made by state/ city authorities.
(iii) In the absence of SPV in cities- Special cell based on aggregator model may be considered by the
city authorities for e-rickshaw which may also function as umbrella body at city level in this
regard.
(iv) MoUD/ IUT may organize workshops to disseminate the findings of the study for creating
awareness among city officials and general public.
(v) MoUD may send advisory to state government/ city authorities to refer this report for guidance.
(vi) Promoting e-rickshaw as a clean mode under various government schemes/ missions.
(vii) MoUD/ IUT may take up a specific study for assessing the model share of e-rickshaw and prepare
a model city level plan for reference and guidance.
(viii) Government may consider formulating guidelines for multifarious use of e-rickshaws including
intermediate public transport (IPT) since these vehicles are also being used for carrying freight as
part of last mile connectivity for goods in small and medium towns.
(ix) Government should make provisions for incorporating e-rickshaws with more than 4 seats so that
changes in designs of e-rickshaws with advancement in technology could be made.
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
References
Reports
[8] Institute of Urban Transport, “Improving and Upgrading IPT Vehicles and Services: A Study,”
2014.
[9] S. Singh, “A Study of the Battery Operated E-rickshaws in the State of Delhi,” Centre for Civil
Society, Delhi, 2014.
[10] Wilbur Smith Associates, MoUD, “Study on Traffic and Transportation Policies and Strategies in
Urban Areas in India,” 2008.
Journals
[11] M. Iqba, S. Akhter and S. Ahmad, “Study on Merits and Demerits of Two Transport Systems:
Battery Operated Easy Bike with CNG Operated Auto Rickshaw at Sylhet City in Bangladesh,”
IOSR Journal of Mechanical and Civil Engineering, vol. 5, no. 5, pp. 25-32, 2013.
[12] V. D. Srivastava and D. K. Mishra, “Correlation between Green occupation and Socio-Economic
welfare of E-rickshaw pullers in Lucknow, U.P,” REX Journal, Renewable Research Journal, vol. 3,
no. 1, pp. 360-365, 2014.
[13] J. Borrás, “The Philippines Wants 100,000 Electric Tuk Tuks on the Road by 2016,” 18 August
2013. [Online]. Available: http://gas2.org/2013/08/18/the-philippines-want-to-put-100000-electric-
tuk-tuks-on-the-road-by-2016/. [Accessed 4 September 2015].
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
[17] S. Madan, “E-Rickshaws- The Future Public Transport,” 26 June 2014. [Online]. Available:
http://followgreenliving.com/e-rickshaws-future-public-transport/. [Accessed 10 September 2015].
[18] TERI, UN Habitat & Genus, “Improving Informal Transport: Case studies from Asia, Africa and
Latin America,” [Online]. Available: http://mirror.unhabitat.org/downloads/docs/11804_1_ 594697
.pdf. [Accessed 15 Feburary 2016].
Websites
[19] “paycheck.in,” [Online]. Available: http://www.paycheck.in/main/salary/minimumwages/ tripura.
[Accessed 16 September 2015].
[20] [Online]. Available: http://www.labourlawreporter.com/latest-minimum-wages/. [Accessed 17
September 2015].
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Electric Rickshaws in Indian Cities: Status & Scope for Improvement
82
INSTITUTE OF URBAN TRANSPORT (INDIA)
1st floor, Anand Vihar Metro Station Building,
(Entry Adjacent to Gate No.1)
Delhi- 110092 (India)
www.iutindia.org