In late December 2014, the Delhi government amended its existing radio taxi licensing rules to allow app-based taxi aggregators to be eligible for a radio taxi license and issued the appropriate requirements that must be met. Under the modified taxi system: As states consider allowing bicycle taxis, they also face potential resistance from taxi and rickshaw unions. In Maharashtra and Karnataka, for example, taxi and autorickshaw unions have protested developments that allow bicycle taxis to drive as commercial transport vehicles, as this will certainly impact their services. [60] Nevertheless, commuters in Karnataka[61] and Maharashtra[62] appear to be in favour of bicycle taxis, as it is a more affordable and convenient means of transport that promotes job creation. Just as many jurisdictions around the world are trying to keep up the pace of regulation with advances in mobile technology and the advent of a “sharing economy,” state and local governments in India are struggling to regulate Uber and other mobile aggregation companies. A major point of contention between some of these companies and government regulators is their legal status and whether they should be treated as traditional taxi companies or as “intermediary” IT companies. Aggregators like Uber claim that they don`t own or rent vehicles, don`t employ drivers, but only see themselves as a provider of a mobile platform that allows customers to connect with drivers. Most states and local jurisdictions in India are changing existing taxi regulations or introducing new ones. In most cases, Uber viewed these rules as onerous, outdated, and incompatible with its business model. In 2016, after taking into account public proposals and recommendations from the central government, West Bengal allowed the operation of bicycle taxis[45] as commercial vehicles. [46] Bicycle taxis may be checked in the state as contractual carriage, provided that the passenger is equipped with a helmet and has a minimum of luggage during the journey. [9] Pawan Mulukutlaan and Priyanka Vasudevan, “Increasing Mode Share of Bus Transport in Indian Cities,” WRI India, January 15, 2015, wri-india.org/blog/increasing-mode-share-bus-transport-indian-cities The first form of using a two-wheeler as a taxi in India has existed in Goa since 1981. In fact, the Goa Motorcycle Taxi Riders Association was founded even earlier, in 1980, to operate motorcycle taxis in the state.
The concept itself has yet to find much appeal in India (compared to the taxi aggregation business that has exploded in India). However, looking at the roads in India, it is easy to understand that two-wheelers are a common feature on Indian roads, regardless of the part of the country you are in. Given the convenient use of two-wheelers for transportation purposes and the ease of accessibility that has not yet fully found its way to four wheels, it is surprising that India does not have a full-fledged bike taxi industry that is equal to or even close to the taxi aggregation industry in India. The Mizoram State Transport Agency was one of the first to allow the operation of bicycle taxis in 2016. Local requirements for the operation of bicycle taxis include two-wheelers with a size of 125 cc or more and the wearing of a yellow helmet (head covering) with “taxi”, which is clearly written in red on the front, while the license plate must also be yellow. Any scooter or motorcycle under 2 years old can be used as a bicycle taxi once a permit has been issued.