E-rickshaws have become a growing menace on Delhi’s roads, with traffic violations involving them more than tripling between January and July—from 89,551 in 2023 to 2,69,612 in 2025. The actual count of e-rickshaws is believed to be double the registered figure of 1.2 lakh, leading to severe congestion and disruptions, especially near metro stations and markets.
The rise in violations continues a clear upward trend: 1,30,284 violations were recorded by July last year, and camera-based challans, too, have surged—from 1,20,039 in 2023 to 1,80,771 in 2024, and 2,96,772 in 2025 so far. Of the 2025 cases, 27,160 were app- or notice-based reports.
Among these, improper parking topped the list with 25,228 notices in 2025. Other common violations include driving on the wrong side (1,607 notices) and no-entry violations, which rose from 25,986 in 2024 to 41,394 in 2025. Driving without a licence and allowing unauthorised persons to drive are also among the top five offences.
E-rickshaws were involved in 11 fatal accidents in 2024 and 17 till July 2025.
Despite their importance for last-mile connectivity in the public transport system, officials and citizens alike are raising red flags over their chaotic proliferation and reckless behaviour.
“Entire Delhi has been taken over by erickshaw vala @dtptraffic is totally failed to control this. (sic),” posted one user on social media. Another said, “Delhi mangey erickshaw se azadi, illegal carts se azadi.”
Residents echoed similar frustrations:
“The situation is extremely bad in my area, and the most discouraging part is that it is getting worse every day. There is no traffic management here. The e‑rickshaws park improperly wherever they find space. Other vehicles don’t get space to move on the road due to the e‑rickshaws. The number of e‑rickshaws should be capped in the locality,” said Karan Aggarwal from East of Kailash.
A South Extension resident added, “It’s a very important issue because these three‑wheelers are undermining the city’s glory and beauty.”
Experts suggest stricter planning and control:
Dr S Velmurugan, chief scientist and head of traffic engineering and safety division, Central Road Research Institute, stated,
“Designating fixed stands near metro stations, markets and residential areas and capping the number of e‑rickshaws can help. One can often make out that some of the e‑rickshaw drivers are underage. The absence of proper training is evident in the frequent violation of traffic regulations by such e‑rickshaw operators.”
He added, “They seem to be increasing by the day. They should only operate on collector roads, not on arterial roads.”
“Many of our metro lines run along arterial roads and the e‑rickshaws mushroom in such areas, leaving only one lane for motorists. This needs to be thought through. In addition to e‑rickshaws, there are also taxis.”
However, jurisdictional ambiguity remains a major bottleneck. Traffic enforcement officials said limiting the number of vehicles was outside their jurisdiction. They emphasised that rising penalties against registered vehicles prove they are taking action.
“Even though in the past the transport department made many claims about having brought the e‑rickshaw menace under control,” the article noted, “officials did not respond to TOI’s questions on the matter this time.”
Notably, a Delhi High Court ruling in September 2014 had declared unregistered e-rickshaws illegal and led to a transport department notification banning e-rickshaw movement and idle parking across 236 road stretches.
The Public Works Department was tasked with installing warning signboards in these restricted zones, but in many areas, such boards are now missing.
Meanwhile, on Delhi’s streets, from Laxmi Nagar to Chittaranjan Park, e-rickshaws continue to overload passengers, violate traffic norms, and slip through traffic, often in the wrong direction, thanks to their compact size. Behaviours like jumping red lights, sudden braking, erratic turns, and incessant honking have further disrupted city traffic.
(With inputs from TOI)
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Among these, improper parking topped the list with 25,228 notices in 2025. Other common violations include driving on the wrong side (1,607 notices) and no-entry violations, which rose from 25,986 in 2024 to 41,394 in 2025. Driving without a licence and allowing unauthorised persons to drive are also among the top five offences.
E-rickshaws were involved in 11 fatal accidents in 2024 and 17 till July 2025.
Despite their importance for last-mile connectivity in the public transport system, officials and citizens alike are raising red flags over their chaotic proliferation and reckless behaviour.
“Entire Delhi has been taken over by erickshaw vala @dtptraffic is totally failed to control this. (sic),” posted one user on social media. Another said, “Delhi mangey erickshaw se azadi, illegal carts se azadi.”
Residents echoed similar frustrations:
“The situation is extremely bad in my area, and the most discouraging part is that it is getting worse every day. There is no traffic management here. The e‑rickshaws park improperly wherever they find space. Other vehicles don’t get space to move on the road due to the e‑rickshaws. The number of e‑rickshaws should be capped in the locality,” said Karan Aggarwal from East of Kailash.
A South Extension resident added, “It’s a very important issue because these three‑wheelers are undermining the city’s glory and beauty.”
Experts suggest stricter planning and control:
Dr S Velmurugan, chief scientist and head of traffic engineering and safety division, Central Road Research Institute, stated,
“Designating fixed stands near metro stations, markets and residential areas and capping the number of e‑rickshaws can help. One can often make out that some of the e‑rickshaw drivers are underage. The absence of proper training is evident in the frequent violation of traffic regulations by such e‑rickshaw operators.”
He added, “They seem to be increasing by the day. They should only operate on collector roads, not on arterial roads.”
“Many of our metro lines run along arterial roads and the e‑rickshaws mushroom in such areas, leaving only one lane for motorists. This needs to be thought through. In addition to e‑rickshaws, there are also taxis.”
However, jurisdictional ambiguity remains a major bottleneck. Traffic enforcement officials said limiting the number of vehicles was outside their jurisdiction. They emphasised that rising penalties against registered vehicles prove they are taking action.
“Even though in the past the transport department made many claims about having brought the e‑rickshaw menace under control,” the article noted, “officials did not respond to TOI’s questions on the matter this time.”
Notably, a Delhi High Court ruling in September 2014 had declared unregistered e-rickshaws illegal and led to a transport department notification banning e-rickshaw movement and idle parking across 236 road stretches.
The Public Works Department was tasked with installing warning signboards in these restricted zones, but in many areas, such boards are now missing.
Meanwhile, on Delhi’s streets, from Laxmi Nagar to Chittaranjan Park, e-rickshaws continue to overload passengers, violate traffic norms, and slip through traffic, often in the wrong direction, thanks to their compact size. Behaviours like jumping red lights, sudden braking, erratic turns, and incessant honking have further disrupted city traffic.
(With inputs from TOI)
