Electric rickshaws, or e-rickshaws, are a common sight in New Delhi, with over 120,000 zipping through its streets, offering cheap, green transport. In Bengaluru, though, you’d be hard-pressed to spot one. Both cities are major urban hubs with traffic headaches, so why the huge gap in e-rickshaw use? This article digs into the reasons—regulations, roads, transport options, and more—explaining why Bengaluru lags behind Delhi in adopting e-rickshaws as of 2025.
1. Regulations: Bengaluru’s Cautious Approach
Bengaluru’s rules have kept e-rickshaws at bay, while Delhi embraced them early.
- Traffic Concerns: Since 2017, Bengaluru’s traffic police have argued that e-rickshaws, capped at 25 kmph, would clog the city’s already packed roads. A plan to introduce them fell apart after pushback from agencies like the metro and bus corporations, who worried about slower traffic.
- No Clear Policy: Karnataka’s transport department has talked about allowing e-rickshaws but hasn’t set up a system for permits or routes by 2025. Meanwhile, Delhi legalized them in 2015 after court battles, offering cheap registration and loose rules that spurred growth.
- Focus on Other Vehicles: Bengaluru permits e-autorickshaws, which are faster and fit existing auto regulations. Delhi, on the other hand, carved out space for e-rickshaws as a distinct, low-cost option.
2. Roads and Traffic: Bengaluru’s Tough Terrain
Bengaluru’s road conditions and layout don’t play nice with e-rickshaws compared to Delhi’s setup.
- Narrow Streets: Bengaluru’s roads, like those in Koramangala or Majestic, are often tight, with traffic crawling at 10 kmph during rush hour. E-rickshaws could worsen the jam, a fear Delhi sidesteps with wider roads in areas like Chandni Chowk.
- Hilly Challenges: Bengaluru’s ups and downs, especially in places like Jayanagar, strain e-rickshaw batteries, which aren’t built for slopes. Delhi’s flat landscape lets them cover 70–120 km per charge without hassle.
- Vehicle Overload: With 72.5 lakh vehicles in Bengaluru by 2024, adding e-rickshaws feels risky to planners. Delhi sees them as a fix for packed neighborhoods, even with its own traffic woes.
3. Infrastructure: Bengaluru’s Missing Pieces
E-rickshaws need charging stations and parking, and Bengaluru’s not ready.
- No Charging Network: Delhi has a web of informal charging spots, costing ₹30–₹120 per top-up, supporting its massive fleet. Bengaluru’s handful of EV charging stations cater to cars and e-autos, leaving no room for e-rickshaws.
- Parking Problems: Delhi’s e-rickshaws park near markets or metro stops, even if chaotically. Bengaluru’s cramped spaces offer no such spots, and without designated stands, e-rickshaws would likely block roads.
4. Transport Alternatives: Bengaluru’s Crowded Options
Bengaluru’s existing transport systems overshadow e-rickshaws, unlike Delhi’s reliance on them.
- Metro and Buses: Bengaluru’s Namma Metro (69 km in 2025) and 6,000+ BMTC buses cover most routes, reducing the need for e-rickshaws. BMTC’s control over shared rides also limits new players. Delhi’s metro leaves gaps in places like Seelampur, where e-rickshaws carry millions daily.
- Autos and Cabs: Bengaluru’s 2 lakh+ autorickshaws and Ola/Uber cabs dominate short trips. E-autos, allowed since 2017, are growing, with fares like ₹25 for 1.9 km. In Delhi, e-rickshaws undercut autos (₹10 vs. ₹25 for short rides), grabbing market share.
- No Rickshaw Roots: Delhi’s cycle rickshaw tradition made e-rickshaws an easy switch. Bengaluru, with its tech-driven vibe, leans toward bikes or e-autos instead.
5. Economics and Culture: Different Drivers
E-rickshaws fit Delhi’s economic and social fabric better than Bengaluru’s.
- Driver Pool: Delhi’s e-rickshaws employ migrants and ex-cycle rickshaw pullers, supporting families with low-skill jobs. Bengaluru’s higher living costs (₹70,000–₹1.9 lakh/month for a family) push workers toward better-paying gigs like e-auto driving or delivery.
- Passenger Demand: Delhi commuters love e-rickshaws’ dirt-cheap fares (₹10–₹20). Bengaluru’s middle class prefers metered autos or cabs, seeing e-rickshaws as less practical.
- Support Systems: Delhi offers subsidies (₹30,000 per e-rickshaw) and has manufacturers nearby, keeping costs low. Bengaluru’s e-mobility plans focus on cars and buses, with no local e-rickshaw production or incentives.
6. Safety and Image: Bengaluru’s Hesitation
Safety worries and perceptions hold Bengaluru back.
- Accident Fears: Delhi’s e-rickshaws have a rap for accidents, with many unregistered. Bengaluru’s authorities, aware of such issues, avoid the risk, citing early Delhi data (25 accidents in 2014).
- City Identity: Delhi accepts e-rickshaws as practical, flaws and all. Bengaluru’s planners and tech crowd view them as messy, favoring modern EVs or metro expansions.
Could Bengaluru Change Course?
Bengaluru’s green goals, with 11,684 EVs by 2018, hint at e-rickshaw potential. To catch up with Delhi, it needs:
- Rules That Work: Set routes and fares for e-rickshaws without stepping on BMTC’s toes.
- Better Setup: Add charging points and parking near metro hubs like Whitefield.
- Test Runs: Try e-rickshaws in quieter areas like Yelahanka to prove they won’t choke traffic.
Wrapping Up
In 2025, e-rickshaws are Delhi’s go-to for affordable rides, thriving despite hiccups, thanks to loose rules and necessity. Bengaluru, with its packed roads, strong transport options, and cautious mindset, keeps them out. Delhi’s chaos welcomes e-rickshaws; Bengaluru’s order prefers alternatives. For e-rickshaws to roll here, the city must rethink policies and infrastructure—otherwise, it’ll stay a step behind in this green transport race.
Sources:
- The Hindu, 2017–2018
- Times of India, 2018–2024
- Wikipedia, 2014
- Down to Earth, 2018
- Rest of World, 2024
- Quora, 2022
