Bike taxis: Regulate, don’t ban

The Karnataka government’s blanket ban on bike taxis, ostensibly in compliance with a High Court order, raises more questions than it answers.

While the state cites legal constraints and passenger safety as reasons, the larger truth appears to be an unwillingness to embrace a new mobility paradigm in a traffic-choked city like Bengaluru.

The issue dates back to 2022 when companies such as Uber, Ola, and Rapido approached the High Court seeking directions to allow the registration of motorcycles as transport vehicles.

The transport department had declared these services illegal, primarily on the grounds that bikes registered for personal use cannot be deployed for commercial purposes.

Both a single judge and later a division bench dismissed the petitions, refusing to compel the government to frame a policy. The bench led by acting Chief Justice V Kameshwar Rao had observed that it could have considered extending the protection had the government shown any inclination to frame the guidelines. But the state made its stand implicitly clear – it was unwilling to formulate a policy.

With the stay expiring on June 15, the ban is now in full force – leaving about one lakh bike taxi ‘Captains’ jobless overnight. These riders reportedly provided eight crore trips in a year and had come to represent the future of urban transport, providing affordable, quick, and flexible mobility, particularly with auto-rickshaws often turning away passengers at will. The government’s concerns – lack of regulatory framework, safety issues (especially for women), and insurance ambiguities – are not entirely without merit.

However, the solution lies in regulation, not prohibition. Licensing norms, mandatory training for riders, appropriate insurance policies covering commercial use, and strict safety protocols can address these issues far more effectively than a ban. The Centre has already clarified that motorcycles qualify as ‘contract carriages’ under the Motor Vehicles Act, paving the way for states to bring in suitable regulations. Yet, Karnataka has taken a stand that these guidelines are merely “persuasive” and not binding.

The state has taken a regressive route, not only disregarding the growing need for first-and-last-mile connectivity but also denying livelihood to thousands who relied on this sector. Bike taxis occupy less road space, reduce congestion, and fill the gap left by the crumbling public transport system. This shortsighted approach undermines innovation and access for countless commuters. The ban may be legal – but is it just? More importantly, is it wise? Karnataka must shed its blinkers and move swiftly to draft a modern, inclusive, and practical regulatory framework. The government cannot promise a city of tomorrow with the policies of yesterday.