The Delhi government wants to promote public transport, but it has failed to issue permit to even a single three-wheeler despite the Supreme Court giving the green signal last November to roll out 45,000 more autos.
Last Monday, the government did announce that it would issue permits to 10,000 autos by next month. But in a city of 1.67 crore people, that is too little to meet the demand. Simply put, there is one autorickshaw for 304 persons in Delhi. But with the figure reaching one lakh, the ratio will come down to a healthy 108 persons per auto.
In Mumbai, which arguably has the country’s best para-transit system, there is one auto or taxi for every 66 people.
While the demand for such an intermediate means of public transport has been growing, limited availability has forced people to be at the mercy of three-wheeler drivers. Refusal to operate as per meter readings, overcharging, refusal to go on particular routes and non-availability of autos during late hours are some of the problems residents face.
“Nine out of ten auto drivers give some vague excuse of not going by the meter. We have got so used to the system that I start negotiating the fare automatically,” says Amit Pandey, a resident of Model Town in north Delhi. “Otherwise, there is likelihood of the guy refusing to go.”
“About six months ago, I was surprised when an auto driver, with whom I started negotiating the fare, said why can’t we go by the meter. I still remember the face of the gentleman,” says Pandey.
Even auto drivers and their union leaders accept that drivers refuse to operate as per the meter, but they say they have no choice under the prevailing circumstances.
“A majority of drivers running three-wheelers in the city do not own them. They hire them on rent. The 12-hour rent for an auto ranges from Rs 400 to Rs 700. Moreover, auto fares have not been revised for the last two years,” says Rajendra Soni, president of Bhartiya Private Transport Mazdoor Mahasangh.
“The last time fares were revised was in June 2010 when the price of CNG was Rs 21.90. Now the price has almost doubled to Rs 38 per litre, but fares have remained the same,” he says. “One also needs to factor in spiralling inflation over the last few years. It becomes difficult for us to convince auto drivers to follow norms.”
According to union leaders, the problem started with a Supreme Court order about 15 years ago. On September 16, 1997, the apex court ordered that only 55,000 autorickshaws can ply on Delhi’s roads. Although there were at least 83,000 permits then, the court had frozen the figure to the number of autos actually on the roads.
A new vehicle could only be introduced as a replacement, with the permit passing on from the old owner to the new one, according to the apex court order. Subsequently, autos were converted into single-fuel CNG-propelled vehicles, but restriction on new registration resulted in malpractices by auto owners and drivers. The freeze on fresh permits pushed the three-wheeler public transport system into the hands of the financier mafia.
“Since permits are in demand, original permit-holders began selling them to financers and middlemen. These men, who have formed a cartel and dominate the autorickshaw market, sell the vehicles and the accompanying permits for a premium,” says Soni.
“Some people in the city own around 50 autos. While the showroom price of an autorickshaw is Rs 1.25 lakh, financiers charge as high as Rs 4.50 to Rs 5 lakh,” the union leader says.
While the apex court last year gave the go-ahead to introduce new autos, the same state government that pleaded before the court to lift the ban on new permits, has not issued any even nine months later.
“The delay has largely been due to framing of the policy, which will ensure that deserving people get new permits and the financier mafia does not get them,” says a senior transport department official.
“According to the new parameters, only those who do not own a commercial vehicle will get the new permit. Moreover, the allottee needs to have a proper driving licence and a Public Service Vehicle badge,” says the official.
However, those involved with government agencies in the past say it doesn’t take so long to draft such a policy.
“It is not that complex as it is being described. The notification for issuing the permits with such conditions could be done in a month. Invite applications from those who fulfil the parameters, and if the number of applicants are more than the openings, conduct a draw of lots,” says a retired Delhi government official.
Had the policy been the only issue, why is the government coming up with just 10,000 permits and not the entire 45,000, asks the official.
While the city government has been professing to promote public transport, it has not shown consistency in its approach.
Though the government pleaded before the apex court to lift the moratorium on the number of autos, chief minister Sheila Dikshit in March 2010 announced in the state Assembly that her government wants to phase out autorickshaws from the Capital. She made the announcement when the Assembly was discussing the traffic situation in Delhi.
“Autorickshaws are not a good option; they are uncomfortable and pollute the environment. Also, autorickshaw drivers are unruly and harass passengers,” she had said.
She made the announcement even before the transport department could frame an alternative policy. She later issued a clarification that the phaseout would begin once the government has an alternative plan in place.
The argument once cited by planners that more autos would create traffic congestion has been debunked by transport experts.
“Three-wheelers are intermediate public transport, which cannot be viewed merely through the prism of traffic congestion. First of all, they run on CNG and don’t pollute the environment. Secondly, they also work as a feeder service, providing last-mile connectivity to mass rapid transit networks like the Metro,” says P K Sarkar, head of School of Planning and Architecture.
“Moreover, there are several people in the city who have cars but they either can’t drive or don’t wish to drive. For example, elderly people and women. Three-wheelers are very convenient for them,” he adds.
The traffic and transport expert says there is no alternative to promoting public transport in a city like Delhi.
“The real congestion on the streets is due to cars and two-wheelers. The city is still not following a long-term transport policy. In Singapore, there is a cap on the number of private vehicles that are registered in a year, and not on means of public transport,” says Sarkar.