Emergence Of E-rickshaw As A Para-Transit System In Delhi
This project was done in collaboration with A. S. Saaral, Abrar Zargar, E. S. Shruthi Siva, Harun Vignesh and Sarvesh Maurya for a Seminar Series on “Architecture in Daily Life”.
Abstract
The study aims to understand the impact of E-rickshaws as a para-transit service in Delhi by understanding the relationships between its various stakeholders. This paper examines how different socio-political factors influence the establishment and functioning of E-rickshaws and give an insight into the possible future development of the E-rickshaw sector. The secondary data which comprises articles, reports and periodicals helped us understand the history of E-rickshaw, their development and their operational characteristics. A critical analysis of the government policies and transport planning schemes from gazette documents, literature and secondary reports, helped in understanding that socio-political mobilisation influences the functional capabilities of E-rickshaws resulting in an inequitable development in terms of infrastructure, policies and regulations. The primary study comprises user surveys, interviews, pattern mapping, participant observation and visual documentation. Qualitatively analysing the data, it is found that the user demand and operation circle for E-rickshaws is irregular yet limited by the regulations in place resulting in a dialogue between the formal and informal aspects of E-rickshaw. The study argues that even though E-rickshaw is becoming a major para-transit system given its current rate of growth, the present political and infrastructure framework is incapacitated to accommodate this para-transit mode in Delhi and it remains unregulated to a large extent, implying that there is a dire need for the current definition of motor vehicles needs to be re-examined, infrastructure to be improved and policies to be reworked for the equitable development of para-transit sector.
The aim of this study was to study the E-rickshaw sector by analysing the various stakeholders and from these analyses derive the current scenario of this sector.
Para-transit services as defined by Kirby are those forms of intra-urban passenger transportation which are available to the public, and distinct from conventional transit (scheduled bus and rail) and can operate over the highway and other transit systems. Para-transit modes do not have a fixed schedule or route. They supplement larger public transit systems by providing individualised rides as per the demand of the commuter. The Para-transit system in Delhi has transformed and evolved over time. The first-ever para-transit mode to be introduced in Delhi was cycle rickshaws and hand-pulled carts, later replaced by other means like autorickshaws, tuk-tuks and maxi cabs. The current decade started with the introduction of app-based call taxis and the E-rickshaws.
E-rickshaws were introduced during the Commonwealth Games 2010 for the last / first-mile connectivity to the residential areas and were portrayed as the sustainable future of transport and their popularity picked up from there. The government planned to regulate and tax them after the games.
Segmenting the Study Groups
The major stakeholders/study groups (mentioned below) play a certain individualistic role in the development of E rickshaws yet their needs and actions are quite interlinked in a web. Below is the consolidation of what this research aims to understand from each study group and how it will help in drawing a wholesome picture of the gap between government schemes and the present ground reality.
Commuters - people who frequently use a particular means of transit service.
To understand why E-rickshaw is picked up as a more preferable para-transit mode and the various factors that influence the commuters’ choice of para-transit modes.
Operators - service providers involved in the primary functioning of E-rickshaws i.e. drivers.
To understand the operation characteristics of E-rickshaw, the different factors and conditions which affect the operators of the E-rickshaws and how they manage to keep up with commuter demand.
Energy Suppliers / Charging Stations - people and infrastructure involved in maintaining and running a charging station.
To understand the energy demands of E-rickshaw and how new infrastructure like charging stations are influencing the operation characteristics of E-rickshaw.
Suppliers / Manufacturers - people involved in the active production & supply of E-rickshaw and its parts.
To understand the current trend related to local E-rickshaw manufacturing capabilities, the role of manufacturers and suppliers in safety standards of vehicles on the road, their influence on the modal share of E-Rickshaw, the changes in the manufacturing sector after the amendment of the motor vehicle act and how the local manufacturers compete with corporate manufacturers.
How is the latent demand met by the operation characteristic and supporting infrastructure?
The number of E-rickshaws increased from about 4,000 in 2010 to around 100,000 in 2014 (Kant, 2014). Thus, after their introduction, there was a huge modal share shift to this mode of para-transit. It helps in the easier and flexible accessibility to public transport and fills up the service demand in the areas where there is a deficit in Public transport. E-rickshaw offers a sustainable mode of connectivity to/from origin and destination interconnecting important junctions. This resulted in a sudden uprise in their demand and popularity which was accelerated by political mobilisation and being favoured by the new operators. To maintain the sudden demand for E-rickshaw the operators began to cater by plying on certain specific routes where the demand is high which changes throughout the day.
Conclusion and discussions
Ever since their introduction in Delhi, E-rickshaws have constantly grappled with the informality of their operation and the regulatory authorities. The aim of this study was to study the E-rickshaw sector by analysing the various stakeholders and from these analyses derive the current scenario of this sector. Considering the various facts revealed and conclusions derived, these have been grouped into the following sections -
Implications of improper regulations:
Only after 2014, did the city government notice an increasing number of e-rickshaws operating on city roads, realising the need for a regulatory framework. Yet, even after almost a decade since its emergence, there is little evidence of guidance documents assisting optimal use of e-rickshaws which promote low carbon mobility in the city. The national and state governments have initiated efforts by developing a regulatory framework to control the operation and number of e-rickshaws. Still, there is a need for focused implication at the local level to ensure fast learning, resulting in efficient e-rickshaw operation. The only legal regulation in place in Delhi is the E-rickshaw Sewa Scheme which prescribes that the vehicle should satisfy a set of safety tests to prove its roadworthiness worthiness. Yet, the lack of sufficient regulation regarding its operation makes it an unpredictable means. The E-rickshaw Sewa scheme does not regulate the number of E-rickshaws plying on the road. Thus there is no cap over the number of E-rickshaws plying over an area and no regulations over the number of licenses authorised in a year.
The regulations have catered to the de-congestion and safety aspects of the major roads but have overlooked the problem of taking over the pedestrian ‘right of way’ on the smaller roads. There are no special regulations for E-rickshaws and are included as motorised vehicles under the new motor vehicle amendment act 2019. E-rickshaw operators have to bear the same fines as other motorised vehicles like cabs and auto-rickshaws, even though their incomes varies distinctly.
Implications regarding operational characteristics:
The financial status of operators has not improved post-transition from cycle rickshaws. After 2014 there was a sudden increase in the number of E-rickshaws in Delhi owing to it being a financially better alternative than cycle rickshaws for operators. Yet, there is no proportional increase in ridership and there is not much net profit due to extra competition among operators. The occupation is still predominantly the dominance of male operators and the societal hegemony prevails around these sectors. As observed during the primary data collection, the number of female operators is very less or negligible.
Regarding the owning and operation of E-rickshaws, it was found that there are “Thekedars” who buy multiple E-Rickshaws and rent them out to operators. It was found that almost 48% of the operators we studied had rented the E- rickshaws from a local thekedar and each Thekedar had almost 20-25 operators working under them. Given the informality of the E-rickshaws sector, a large part of the fleet is controlled by a certain group of individuals dictating the rent and operation conditions.
Implications of design and technology:
Spatially analysing E-rickshaws, it is concluded that they are not anthropometrically designed for comfortable travel. As these rides are of a shorter travel time, the design is compact and sufficient to transit only 4 people at a time. People of older age groups find it very difficult to travel by E- rickshaws. So, their ridership in the modal share is low. The presently used lead-acid batteries are of lower capacity and need to be replaced frequently straining the operator financially and the environment owing to the amount of disposal. The use of lithium-ion
batteries would significantly increase the range and efficiency of E-rickshaws. A swappable battery could also be a viable option then. The life cycle of the batteries is also longer when compared to the conventional lead-acid batteries. If the cost of the batteries is the barrier to change, subsidising these batteries would help improve the sector.
Implications of infrastructure development:
As observed on sites, most community charging stations do not have proper infrastructure and are established on abandoned land or used as a secondary source of income in a workshop. They do not have proper parking spaces or any safety standards at the charging station leading to an informal and dangerous setting. This is because the policies and subsidies regarding setting up EV infrastructure (under FAME) are not easily accessible by smaller community sections. The new guidelines issued by MoHUA certifies the charging of E-rickshaws in the residences of operators. Yet operators prefer to charge in local charging stations because they don’t have sufficient parking spaces in their residences and there are issues of theft when the infrastructure is individualised.
