In the streets of Shahjahanabad, the walled old Delhi, the horns don’t stop even when the monsoon rain falls. But due to its traffic-congested streets, all that and motorbike taxis make their way. They are the so-called “last mile vehicles”, which help the inhabitants of the Indian capital to accelerate in the final stretch and reach, for example, the subway stations so as not to run the risk of walking on streets that often do not have sidewalks for pedestrians.
Three-wheeled vehicles may be a solution in a city of more than 30 million people, one of the worst pollution rates on the planet – its air quality generally varies between “unhealthy” and “hazardous” – and where 153,972 people lost their lives in a traffic accident in 2023 (the latest with data available), according to the report. Road accidents in India. Delhi is now committed to recognizing and regulating this army of all that and motorcycle taxis that move millions of people to reduce congestion, improve air quality and organize a system that, until now, operated largely out of state.
According to the report, nearly 80% of India’s vehicle fleet consists of two- and three-wheelers. The state of informal public transport in India. However, most operate without registration, outside the state’s radar. It is estimated that around 1.5 million electric motorcycle taxis are in circulation throughout the country, although only 150,000 are officially registered. This informal transport network, supported by individuals or small groups, covers between 4% and 6% of urban trips across the country.
To accelerate the transition to electric vehicles, Delhi has launched a specific policy for them, with tax incentives, exemption from registration taxes and the decision to reserve new authorizations exclusively for zero-emission vehicles. Old petrol and diesel models will be scrapped. It is the first step towards an attempt at regulation and, above all, recognition.
India is adopting electric mobility not just for the climate, but because fuel has become invaluable
Andrea San Gil León, director of the Global Popular Transport Network
“India is adopting electric mobility not only for the climate, but because fuel has become invaluable,” explains Andrea San Gil León, director of the Global Popular Transportation Network (GNPT) in a video call. “The country has recognized that three-wheeled transport is not marginal, but essential,” he adds.
Another challenge is securing funding for the transition to electric vehicles. According to Vivek Jain, co-founder of the company Stride Green, 60% of three-wheelers in India are already three-wheelers, but the new EV ecosystem will take time to consolidate. “Electric mobility requires a specialized financial infrastructure, capable of evolving with innovation,” he explains. Stride Green partners with local banks to offer affordable loans to drivers looking to upgrade their vehicle. “Many can’t access traditional loans. If we can unlock that capital, the transition will be much faster.”
San Gil León points out that the electrification of popular vehicles is not as expensive as is often believed. “It’s cheap and profitable. You can see it in Africa and Asia, where microcredits and local production make this transition possible.” For her, the challenge is not technological, but political: “There is a lack of regulation, legitimacy and public policies that recognize the importance of motorcyclist-taxi drivers.”
Recognition
In the shade of a mango tree in the Lodi neighborhood, Abhilakh Singh rests before finishing his daily shift driving a all. Singh is a YouTuber and driver of this three-wheeler for passengers through apps like Uber. While we wait for the travelers and take a sip of chai road, the young driver proudly comments that he has a five-star rating on the application and works eight to 10 hours during the day, which allows him to reach a monthly income of around 40,000 Indian rupees (around 394 euros). “Vehicle traffic has increased a lot in the last five years, so when they announce bad air quality, I wear a mask,” Singh says.
Your vehicle, powered by compressed natural gas, is cleaner than the old petrol ones, but not as clean as the new electric ones you are starting to see circulating on the streets. “If I could afford it, I would change it. Customers prefer it: they say it’s quieter,” he says.
Rashmi Chowdhury is a nurse in Delhi and supplements her salary as a motorcyclist after work. He also has a good rating at Uber, has been with the company for two years and earns around 20 thousand rupees a month working six hours, from three in the afternoon to nine in the evening. “Driving can be a dangerous job, due to the possibility of collisions or accidents, but I am proud to be a motorbike taxi driver because I have freedom and passengers appreciate my work, because thanks to me they will be able to catch the next train,” he explains smiling.
“The state is responsible for mass transportation, but leaves the development of taxis in the hands of private companies. Platforms like Uber have emerged to monetize the interaction between supply and demand, but regulation is necessary,” explains San Gil León.
Many countries do not recognize such regulation all that or the electrification of motorbike taxis are also climate-friendly actions
Andrea San Gil León, director of the Global Popular Transport Network
Transport and climate action
India, the world’s third largest emitter of greenhouse gases – in absolute values, not in terms of per capita emissions – according to the Global Environment Facility, is preparing its new Nationally Determined Contribution (NDC) to present at COP30. In this process, popular transport could become a key element.
For Andrea San Gil León, many countries implement mobility measures, but do not perceive or interpret them as climate actions. “Many countries do not recognize such regulation all that or the electrification of motorbike taxis are also climate-friendly actions,” he says. “If they did that, they could access international green funds.”
The Costa Rican expert concludes with a broader reflection: “In the South of the world there is a strong internalized colonialism: we want to copy Europe or the United States (with electric cars), instead of accepting our means of transport and thinking of realistic ways to modernize them to offer low-emission mobility”.
